SE543404C2 - Method of controlling a vehicle powertrain to perform gear changes, control device, computer program, computer-readable medium and vehicle - Google Patents

Method of controlling a vehicle powertrain to perform gear changes, control device, computer program, computer-readable medium and vehicle

Info

Publication number
SE543404C2
SE543404C2 SE1950631A SE1950631A SE543404C2 SE 543404 C2 SE543404 C2 SE 543404C2 SE 1950631 A SE1950631 A SE 1950631A SE 1950631 A SE1950631 A SE 1950631A SE 543404 C2 SE543404 C2 SE 543404C2
Authority
SE
Sweden
Prior art keywords
gear
input shaft
gearbox
planetary gear
shaft
Prior art date
Application number
SE1950631A
Other languages
Swedish (sv)
Other versions
SE1950631A1 (en
Inventor
Fredrik Sundén
Johan Lindström
Mathias Björkman
Mikael Bergquist
Niklas Pettersson
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1950631A priority Critical patent/SE543404C2/en
Priority to DE102020002819.5A priority patent/DE102020002819A1/en
Publication of SE1950631A1 publication Critical patent/SE1950631A1/en
Publication of SE543404C2 publication Critical patent/SE543404C2/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/115—Stepped gearings with planetary gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B60W2710/081—Speed
    • B60W2710/082—Speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1011—Input shaft speed, e.g. turbine speed
    • B60W2710/1016—Input speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F16H2003/008—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths comprising means for selectively driving countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A control device (100) and a method for controlling a vehicle powertrain (3) to perform gear changes without interruption in propulsion torque is provided. The vehicle powertrain (3) comprises a combustion engine (4) and a gearbox (2). The gearbox comprises a first planetary gear (10) with an associated first electrical machine (14), and a second planetary gear (12) with an associated second electrical machine (16). During a gear change in the gearbox, the first and second electrical machines (14, 16) are controlled so as to obtain a desired rate of change of rotational speed of the gearbox input shaft (8) to enable the gear change with maintained propulsion torque at a maintained output torque from the combustion engine (4). A computer program, a computer-readable medium and a vehicle are also provided.

Description

METHOD OF CONTROLLING A VEHICLE POWERTRAIN TO PERFORM GEAR CHANGES, CONTROLDEVICE, COMPUTER PROGRAM, COMPUTER-READABLE MEDIUM AND VEHICLE TECHNICAL FIELD The present disclosure relates in general to a method for controlling a vehicle powertrain to performgear changes without interruption in propulsion torque, and a control device configured to control avehicle powertrain to perform gear changes without interruption in propulsion torque. Moreover,the present disclosure relates in general to a computer program and a computer-readable medium.
The present disclosure also relates to a vehicle.
BACKGROUND Hybrid vehicles comprises a powertrain having a primary engine, which may be a combustion engine,and at least one secondary engine, which may be an electrical machine, in order to drive the vehicle.The electrical machine is equipped with at least one energy storage device, such as an electro-chemical energy storage device, for storage of electric power and control equipment to control theflow of electric power between the energy storage device and the electrical machine. The electricalmachine may thus alternately operate as a motor and as a generator, depending on the vehicle'soperating mode. When the vehicle is braked, the electrical machine may generate electric power,which is stored in the energy storage device. This is usually referred to as regenerative braking, whichentails that the vehicle is decelerated with the help of the electrical machine and the combustion engine. The stored electric power is used later for operation of the vehicle.
A gearbox in a hybrid vehicle may comprise a planetary gear. A planetary gear usually comprisesthree components, which are rotatably arranged in relation to each other, namely a sun gear, aplanet wheel carrier and a ring gear. With knowledge about the number of cogs in the sun gear andthe ring gear, the mutual speeds of the three components may be determined during operation. Oneof the components of the planetary gear may be connected with the combustion engine. Thiscomponent of the planetary gear thus rotates with a rotational speed corresponding to therotational speed of the combustion engine. A second component in the planetary gear may beconnected with a shaft of a transmission device arranged after the planetary gear. This component ofthe planetary gear thus rotates with the same rotational speed as the shaft of the transmissiondevice. A third component in the planetary gear may be connected with a rotor of an electrical machine. This component in the planetary gear thus rotates with the same rotational speed as the rotor of the electrical machine, if they are directly connected with each other. Alternatively, theelectrical machine may be connected with the third component of the planetary gear via atransmission that has a gearing. ln this case, the electrical machine and the third component in the planetary gear may rotate with different rotational speeds.
Depending on the design of the transmission device connected to the planetary gear, a torqueinterruption between the gear steps may be avoided. Often, however, separate and complex devicesare required in the transmission device, in order to eliminate or reduce the torque interruption, so that a perception of stepless gear shifts is obtained.
Gearboxes comprising two planetary gears arranged after one another are previously known. Forexample, US 2016/0053864 A1 discloses a gearbox comprising a first epicyclic gear (also known as aplanetary gear) connected to an input shaft of the gearbox, and a second epicyclic gear connected tothe first epicyclic gear. The gearbox further comprises a first main shaft connected to the firstepicyclic gear and a second main shaft connected to the second epicyclic gear. Moreover, a firstelectrical machine is connected to the first epicyclic gear, and a second electrical machine isconnected to the second epicyclic gear. A first coupling unit disengagingly connects two rotatablecomponents of the first epicyclic gear, and a second coupling unit disengagingly connects tworotatable components of the second epicyclic gear, such that at least one of the rate of revolutionand the torque at the first and the second main shafts can be influenced by controlling at least one ofthe first and the second coupling units to a condition of the rotatable components that is engaged or disengaged.
During a gear change in a gearbox comprising two planetary gears with associated electricalmachines, the electrical machines may be controlled to actuate the propulsion torque, requested bya driver or cruise control, and an appropriate current to the energy storage at the same time as thecombustion engine is controlled based on the output torque so as to achieve a rate of change ofrotational speed of input shaft of the gearbox. This control of the powertrain in general works verywell. However, in certain cases, a step in output torque from the combustion engine may be disadvantageous or difficult to achieve sufficiently fast.
SUMMARY The object of the present invention is to enable fast gear changes in situations where transients in combustion engine torque are slow or disadvantageous.
The object is achieved by means of the su bject-matter of the appended independent claims. ln accordance with the present disclosure, a method for controlling a vehicle powertrain to performgear changes without interruption in propulsion torque is provided. The vehicle powertraincomprises a combustion engine and a gearbox. The gearbox comprises an input shaft and an outputshaft. The gearbox further comprises a first planetary gear connected to the input shaft and a firstmain shaft of the gearbox. The gearbox also comprises a second planetary gear connected to the firstplanetary gear and a second main shaft of the gearbox. Moreover, the gearbox comprises a firstelectrical machine connected to the first planetary gear and a second electrical machine connectedto the second planetary gear. At least a first gear pair is arranged between the first main shaft and alay shaft of the gearbox. At least a second gear pair is arranged between the second main shaft andthe lay shaft. The lay shaft is connected to the output shaft. The method comprises, during a gearchange in the gearbox, controlling the first electrical machine and the second electrical machine so asto obtain a desired rate of change of rotational speed of the input shaft to enable said gear changewith maintained propulsion torque at a maintained output torque from the combustion engine. The method is performed by a control device.
The method for controlling the powertrain as described herein enables usage of a combustion enginewherein a change of output torque of the combustion engine is slow. One such example is an Ottoengine. ln contrast to a diesel engine wherein torque transients may be regulated by the fuelinjection, an Otto engine does in general not handle torque transients sufficiently fast since it has tobe regulated by the airflow. Thus, by means of the method according to the present disclosure, usageof additional types of combustion engines in the vehicle powertrain are enabled while still enabling fast gear changes.
Furthermore, the present method may also be suitable to use in certain circumstances even thoughthe vehicle powertrain comprises a combustion engine which is capable of handling fast transients intorque. For example, in case where there is a desire to reduce fuel consumption, it may beundesirable to use increase fuel injection for the purpose of increasing the output torque from thecombustion engine in conjunction with the gear change. Since the present method does not rely on acontrol of the change in output torque of the combustion engine, there is no need for further fuel injection. Thus, the fuel consumption of the vehicle may be reduced.
The method may be performed when an exhaust brake is active. When an exhaust brake is active, itmay be difficult to change the output torque from the combustion engine without causing otherunwanted effects in the operation of the vehicle powertrain. ln order to change a torque outputfrom the combustion engine, the exhaust brake must normally be deactivated first. However, sincethe present method does not rely on a change of the output torque of the combustion engine, fast gear changes are enabled even when an exhaust brake is active during the gear change.
The method may also be used during engine braking of the vehicle. ln connection with enginebraking, fuel supply to the combustion engine is shut off and it is therefore not possible to changethe output torque of the combustion engine for the purpose of enabling a gear change during enginebraking. However, since the present method does not rely on a change of the output torque of the combustion engine, fast gear changes are enabled even during engine braking.
The first planetary gear may comprise a first ring gear, a first sun gear, and a first set of planetarywheels interacting with the first ring gear and the first sun gear and mounted on a first planetarywheel carrier. The second planetary gear may comprise a second ring gear, a second sun gear, and asecond set of planetary wheels interacting with the second ring gear and the second sun gear andmounted to a second planetary wheel carrier. The first planetary gear may be connected to the inputshaft via the first planet wheel carrier, and the second planetary gear may be connected to the first planetary gear via the first planet wheel carrier being connected to the second sun gear.
The input shaft may comprise a first input shaft part and a second input shaft part. The first inputshaft part is in such a case connected to the first planetary gear, and the first input shaft part and thesecond input shaft part are connectable via a coupling device. By means of such a configuration, the combustion engine may be disconnected from the gearbox, if desired.
The method may be performed when the first input shaft part is disconnected from the second inputshaft part such that the combustion engine is disconnected from the gearbox. ln such a case,controlling the first electrical machine and the second electrical machine so as to obtain a desiredrate of change of rotational speed of the input shaft constitutes controlling the first electricalmachine and the second electrical machine so as to obtain said desired rate of change of rotationalspeed of the first input shaft part. Thereby, fast gear changes are possible also when the combustionengine is disconnected from the gearbox and therefore not contributing to the propulsion of the vehicle. This also enables a reduction of the fuel consumption of the vehicle.
The present disclosure further relates to a computer program, wherein said computer program comprises program code for causing a control device to perform the method described above.
The present disclosure further relates to a computer-readable medium comprising instructions,which when executed by a control device, cause the control device to perform the method as described above.
The present disclosure also relates to a control device configured to control a vehicle powertrain toperform gear changes without interruption in propulsion torque. The vehicle powertrain comprises acombustion engine and a gearbox. The gearbox comprises an input shaft and an output shaft. Thegearbox further comprises a first planetary gear connected to the input shaft and a first main shaft ofthe gearbox. The gearbox also comprises a second planetary gear connected to the first planetarygear and a second main shaft of the gearbox. Moreover, the gearbox comprises a first electricalmachine connected to the first planetary gear and a second electrical machine connected to thesecond planetary gear. At least a first gear pair is arranged between the first main shaft and a layshaft of the gearbox. At least a second gear pair is arranged between the second main shaft and thelay shaft. The lay shaft is connected to the output shaft. The control device is configured to, during agear change in the gearbox, control the first electrical machine and the second electrical machine soas to obtain a desired rate of change of rotational speed of the input shaft to enable said gear change with maintained propulsion torque at a maintained output torque from the combustion engine.
The control device has the same advantages as described above with regard to the correspondingmethod for controlling a vehicle powertrain to perform gear changes without interruption in propulsion torque.
The control device mat be configured to, during a gear change in the gearbox, control the firstelectrical machine and the second electrical machine so as to obtain a desired rate of change ofrotational speed of the input shaft to enable said gear change with maintained propulsion torque ata maintained output torque from the combustion engine when an exhaust brake of the powertrain is active and/or during engine brake of the vehicle.
The input shaft of the gearbox may comprise a first input shaft part and a second input shaft part,the first input shaft part connected to the first planetary gear, and the first input shaft part and thesecond input shaft part being connectable via a coupling device. ln such a case, the control device may be configured to, when the first input shaft part is disconnected from the second input shaft part such that the combustion engine is disconnected from the gearbox, control the first electricalmachine and the second electrical machine so as to obtain said desired rate of change of rotational speed of the first input shaft part.
The present disclosure furthermore relates to a vehicle. The vehicle may be a heavy vehicle, such as atruck or a bus, but is not limited thereto. The vehicle comprises a powertrain. The powertraincomprises a combustion engine and a gearbox. The vehicle further comprises a control device as described above.
BRIEF DESCRIPTION OF DRAWINGS Fig. 1 schematically illustrates a side view of a vehicle; Fig. 2 schematically illustrates a first exemplifying embodiment of a powertrain; Fig. 3 schematically illustrates a second exemplifying embodiment of a powertrain; Fig. 4 schematically illustrates a third exemplifying embodiment of a powertrain; Fig. 5 represents a flowchart schematically illustrating a method for controlling a vehicle powertrain in accordance with an exemplifying embodiment;Fig. 6 schematically illustrates a device that may constitute, comprise or be a part of a control device configured to control a vehicle powertrain.
DETAILED DESCRIPTION The invention will be described in more detail below with reference to exemplifying embodimentsand the accompanying drawings. The invention is however not limited to the exemplifyingembodiments discussed and/or shown in the drawings, but may be varied within the scope of theappended claims. Furthermore, the drawings shall not be considered drawn to scale as some features may be exaggerated in order to more clearly illustrate the invention or features thereof. ln the present disclosure, the term ”gear change” shall be interpreted broadly. A ”gear change” mayfor example be realised by a change of which gear is connected to the combustion engine. lt thusalso encompasses connection/disconnection of constituent parts of planetary gears to effectuate the possibility for relative rotation between such constituent parts. ln the present disclosure, "maintained output torque" from the combustion engine shall beinterpreted broadly and is intended to mean that there is no active control of said output torquefrom the combustion engine. lt shall however be recognised that a change of the output torque mayresult by other, not actively controlled, factors such as friction or inertia of the combustion engine.Furthermore, the output torque of the combustion engine, as used herein, is considered to mean the output torque of the combustion engine experienced by the gearbox.
The term "propulsion torque" is used herein to describe the torque provided to the drive wheels of the vehicle.
The present disclosure relates to a method of controlling a vehicle powertrain and a control deviceconfigured to perform such a control. The vehicle powertrain comprises a combustion engine and agearbox. The gearbox comprises an input shaft and an output shaft. The gearbox further comprises afirst planetary gear connected to the input shaft and a first main shaft of the gearbox, and a secondplanetary gear connected to the first planetary gear and a second main shaft of the gearbox. Thegearbox further comprises a first electrical machine connected to the first planetary gear, and asecond electrical machine connected to the second planetary gear. At least a first gear pair isarranged between the first main shaft and a lay shaft of the gearbox. At least a second gear pair isarranged between the second main shaft and the lay shaft. The lay shaft is connected to the outputshaft, for example by a fifth gear pair or via a range gearbox unit. lf present, the range gearbox unit may be a third planetary gear.
More specifically, the first planetary gear comprises a first ring gear, a first sun gear, a first set ofplanet wheels interacting with the first ring gear and the first sun gear. The first set of planet wheelsare mounted on a first planetary wheel carrier. The second planetary gear comprises a second ringgear, a second sun gear and a second set of planetary wheels. The second planetary wheels aremounted on a second planetary wheel carrier. The first planetary wheel carrier may be connected tothe input shaft of the gearbox, thereby realising the connection between the first planetary gear andthe input shaft. ln such a case, the first planet wheel carrier may further be connected to the second sun gear. Thereby, the first planetary gear is connected to the second planetary gear. ln order to enable disconnecting the combustion engine from the gearbox, the input shaft maycomprise a first input shaft part and a second input shaft part connectable to the first input shaft viaa coupling device. ln such a case, the first input shaft is connected to the first planetary gear whereas the second input shaft portion is connected to the combustion engine.
The above described powertrain may be controlled so as to be operated in accordance with variousoperating modes depending on the circumstances. The selection of a particular operating mode maybe made in dependence of for example a driving condition of the vehicle and/or the powertrainconfiguration. The method for controlling the vehicle powertrain to perform gear changes withoutinterruption in propulsion torque as disclosed herein corresponds to one such operating mode.Naturally, the operating mode corresponding to the method disclosed herein may be alternated with one or more other operating modes.
According to an example of an operating mode, different from an operating mode corresponding tothe method disclosed herein, the constituent components of the vehicle powertrain are controlled independence of a rate of change of rotational speed of the combustion engine, the vehicle propulsiontorque and current of the energy storage of the electrical machines. This is achieved by controllingthe first and second electrical machines to actuate the vehicle propulsion torque and current of theenergy storage, and controlling the output torque of the combustion engine to achieve the rate ofchange of the rotational speed of the combustion engine. Steps in the requested rate of change ofthe rotational speed of the combustion engine will then result in steps in the actuated output torqueof the combustion engine. However, in certain situations, it may be difficult or disadvantageous toactuate large steps in output torque of the combustion engine as this may for example lead to slowgear changing performance. Certain types of combustion engines have inherent transient propertieswhich are not favourable for quick transients (such as during gear shifts), for example Otto-engines.Other examples when a transient behaviour of the combustion engine is not favourable includewhen an exhaust brake is active or during engine braking. ln such cases, the operating modecorresponding to the method according to the present disclosure may be used. Thereby, fast gear changes are still possible.
The method, according to the present disclosure, for controlling a vehicle powertrain to perform gearchanges without interruption in propulsion torque comprises a step of, during a gear change in thegearbox, controlling the first electrical machine and the second electrical machine so as to obtain a desired rate of change of rotational speed of the input shaft to enable said gear change with maintained propulsion torque at a maintained output torque from the combustion engine. Bycontrolling the first electrical machine and the second electrical machine so as to obtain a desiredrate of change of rotational speed of the input shaft, the desired torque on said input shaft isachieved for enabling the gear change. This is performed without any active control of thecombustion engine torque so as to achieve the desired rate of change of rotational speed of the input shaft. The method is performed by a control device configured to perform the method.
The method may for example be performed when an exhaust brake is active, during engine brakingof the vehicle or when the combustion engine is an engine which cannot handle transients very well,for example an Otto-engine. Thus, the present method enables usage of the above describedgearbox with other types of combustion engines which were not previously suitable to be used in thepowertrain comprising such a gearbox. Furthermore, the present method enables a better flexibilityof operation of the powertrain comprising the above described gearbox since for example an exhaustbrake may be active also during gear changes. To summarise, the method is intended to beperformed in a case where there is a desire not to change the output torque of the combustionengine, or in a case where it is difficult or even not possible to change the output torque of the combustion engine through control of the combustion engine.
The method may comprise further comprise a step of detecting a request for change of gear ordetermining a need for change of gear. The method may also comprise other steps, such as detectingthat an exhaust brake is active or that engine braking occurs. The method may further comprise astep of detecting that a first input shaft part is or will be disconnected from a second input shaft part, during the gear change to be performed.
During the performance of the method described herein, the first main shaft and the second mainshaft are both connected to the output shaft. Alternatively, the first main shaft and the second mainshaft are connected to each other via the lay shaft during the performance of the method described herein.
The method may also be performed even when the first input shaft is disconnected from the secondinput shaft part. ln such a case, the first electrical machine and the second electrical machines arecontrolled such as to obtain the desired rate of change of rotational speed of the first input shaft part.
The present disclosure further relates to a control device configured to control a powertrain toperform gear changes without interruption in propulsion. The powertrain comprises a combustionengine and a gearbox as disclosed above. The control device is configured to, during a gear change,control the first electrical machine and the second electrical machine so as to obtain a desired rate ofchange of rotational speed of the input shaft to enable said gear change with maintained propulsiontorque at a maintained output torque from the combustion engine. The control device may furtherbe configured to perform any one of the steps disclosed above with regard to the corresponding method for controlling a powertrain.
Figure 1 schematically illustrates a side view of an example of a vehicle 1. The vehicle 1 comprises agearbox 2 and a first propulsion unit in the form of a combustion engine 4, which are comprised in apowertrain 3 of the vehicle 1. The combustion engine 4 is connected to the gearbox 2. The gearbox 2 is further connected to drive wheels 5 of the vehicle via a propeller shaft 6.
Figure 2 schematically illustrates a first exemplifying embodiment of a powertrain 3. The powertrain3 may be comprised in a vehicle 1, such as the vehicle shown in Fig. 1. The powertrain 3 comprises aplurality of propulsion units. The plurality of propulsion units comprises a combustion engine 4, afirst electrical machine 14 and a second electrical machine 16. The combustion engine 4 is connectedwith the gearbox 2 via an input shaft 8 of the gearbox 2. The gearbox 2 comprises an input shaft 8, afirst planetary gear 10, a second planetary gear 12, and an output shaft 20. The first planetary gear10 is connected to the input shaft 8 of the gearbox 2, and the second planetary gear 12 is connected to the first planetary gear 10.
The first planetary gear 10 comprises a first ring gear 22, to which a rotor 24 of the first electricalmachine 14 is connected. The first planetary gear 10 further comprises a first sun gear 26, a first setof planet wheels 52, and a first planet wheel carrier 50. The first set of planetary wheels 52 ismounted on the first planetary wheel carrier 50. The first set of planet wheels 52 interacts with the first ring gear 22 and the first sun gear 26.
The second planetary gear 12 comprises a second ring gear 28, to which a rotor 30 of the secondelectrical machine 16 is connected. The second planetary gear 12 further comprises a second sungear 32, a second set of planet wheels 54, and a second planet wheel carrier 51. The second set ofplanet wheels 54 interacts with the second ring gear 28 and the second sun gear 32. The second set of planetary wheels 54 is mounted on the second planetary wheel carrier 51. 11 The first and second sun gears 26, 32, may be arranged coaxially, as shown in Figure 2. The inputshaft 8 of the gearbox 2 is connected to the first planet wheel carrier 50. The first planet wheelcarrier 50 is directly connected to the second sun gear 32 of the second planetary gear 12 such thatthe first planet wheel carrier 50 and the second sun gear 32 will always have the same direction of rotation as well as rotational speed.
Furthermore, a first coupling device 56 is arranged between the first sun gear 26 and the first planetwheel carrier 50. By arranging the first coupling device 56 such that the first sun gear 26 and the firstplanet wheel carrier are connected to each other, and thus not able to rotate relative to each other,the first planet wheel carrier 50 and the first sun gear 26 will rotate with the same rotational speed.ln Figure 2, the coupling device 56 is shown in an open (disengaged) state, whereby the planet wheel carrier 50 and the first sun gear 26 are not connected to each other.
A second coupling device 58 is arranged between the second sun gear 32 and the second planetwheel carrier 51. By arranging the second coupling device 58 such that the second sun gear 32 andthe second planet wheel carrier 51 are connected to each other and thus not able to rotate relativeto each other, the second planet wheel carrier 51 and the second sun gear 32 will rotate with thesame rotational speed. ln Figure 2, the second coupling device 58 is shown in an open (disengaged) state and does therefore not connect the second wheel carrier 51 and the second sun gear 32.
The first and second coupling devices 56, 58 may comprise a splines-equipped coupling sleeve, whichis axially displaceable on a splines-equipped section on the first and second planetary wheel carrier 50, 51, and on a splines-equipped section on the respective sun wheels 26, 32.
The gearbox 2 further comprises a first main shaft 34 and a second main shaft 36. The first main shaft34 is connected to the first sun wheel 26 of the first planetary gear 10. The second main shaft 36 isconnected to the second planetary wheel carrier 51. As shown in Figure 2, the first main shaft 34 maybe arranged so as to extend inside the second main shaft 36. For this purpose, the second main shaft36 may comprise a central bore. Alternatively, the first main shaft 34 may be arranged in parallel andat the side of the second main shaft 36 (which in such a case need not have a central bore). The firstmain shaft 34 and the second main shaft 36 are connected to the output shaft 20 through atransmission arrangement 19, which will be described in more detail below. The transmission arrangement 19 can comprise a freely chosen number of gear steps. 12 The first electrical machine 14 comprises a first stator 40, which may be connected to a housing 42that surrounds the gearbox 2. The second electrical machine 16 comprises a second stator 44, whichmay be connected to the 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, that may drivethe electrical machines 14, 16 depending of the operating conditions of the vehicle. Alternatively, thefirst and second electrical machines 14, 16 may each have a separate energy storage, if desired, forthe same purpose. ln certain operating conditions, the electrical machines 14, 16 can function asgenerators, whereby current is supplied to the energy storage(s). ln certain operating conditions, theelectrical machines 14, 16 may also drive each other. ln such a case, electrical energy is then led fromone of the electrical machines to the other electrical machine via a switch (not shown). Thereby, it is possible to achieve a power balance between the electrical machines 14, 16.
The transmission arrangement 19 comprises, in addition to the first main shaft 34 and the secondmain shaft 36, a lay shaft 18. The transmission arrangement 19 further comprises a plurality of gearpairs. For example, the transmission arrangement may comprise a first gear pair G1, a second gearpair G2, a third gear pair G3 and a fourth gear pair G4. The first gear pair G1 may comprise a firstpinion gear 62 and a first cogwheel 64, which are in engagement with each other. The first piniongear 62 may be arranged on the first main shaft 34 and the first cogwheel 64 may be arranged on thelay shaft 18. The second gear pair G2 comprises a second pinion gear 68 and a second cogwheel 70,which are in engagement with each other. The second pinion gear 68 may be arranged on the secondmain shaft 36 and the second cogwheel 70 may be arranged on the lay shaft 18. The third gear pairG3 may comprise a third pinion gear 74 and a third cogwheel 76, which are in engagement with eachother. The third pinion gear 74 may be arranged on the first main shaft 34 and the third cogwheel 76may be arranged on the lay shaft 18. The fourth gear pair G4 may comprise a fourth pinion gear 80and a fourth cogwheel 82, which are in engagement with each other. The fourth pinion gear 80 maybe arranged on the second main shaft 36 and the fourth cogwheel 82 may be arranged on the lay shaft 18.
The first and the third pinion gears 62, 74 may be fixedly connected to the first main shaft 34, so thatthey cannot rotate in relation to the first main shaft 34. The second and the fourth pinion gears 68,80 may be fixedly connected with the second main shaft 36, so that they cannot rotate in relation to the second main shaft 36.
The first, second, third and fourth cogwheels 64, 70, 76, 82 may be individually connected to and disconnected from the lay shaft 18 by means of a third coupling device 83 and a fourth coupling 13 device 85, respectively. The coup|ing devices 83, 85 may each comprise coup|ing sleeves configuredto mechanically engage with splines-equipped sections on the cogwheels 64, 70, 76, 82 and on thelay shaft 18. The first and third cogwheels 64, 76 may be connected/disconnected with a commoncoup|ing device 83, and the second and fourth cogwheels 70, 82 may be connected/disconnectedwith a common coup|ing device 85. ln a disconnected state, a relative rotation may occur between adisconnected cogwheel, of the cogwheels 64, 70, 76, 82, and the lay shaft 18. ln a connected state, a connected cogwheel, of the cogwheels 64, 70, 76, 82, will rotate together with the lay shaft 18.
The gearbox 2 shown in Figure 2 also comprises a fifth gear pair G5. The fifth gear pair G5 comprisesa fifth cogwheel 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. The fifthcogwheel 92 is arranged so it may be connected with and disconnected from the lay shaft 18 bymeans of a fifth coup|ing device 87. The fifth coup|ing device 87 may comprise a coup|ing s|eeveconfigured to interact with splines-equipped sections on the fifth cogwheel 92 and the lay shaft 18.ln the disconnected state, a relative rotation may occur between the fifth cogwheel 92 and the lay shaft 18.
Prope||ing torque may be transferred from the input shaft 8 of the gearbox 2 to the output shaft 20of the gearbox 2 via the first p|anetary gear 10, or the second p|anetary gear 12, and the lay shaft 18.The torque transfer may also occur directly via the first p|anetary gear 10 and the first main shaft 34to the output shaft 20 via a coup|ing mechanism 48. The coup|ing mechanism 48 may comprise asplines-equipped coup|ing s|eeve, which is axially displaceable on the first main shaft 34 and onsplines-equipped sections of the output shaft 20. By displacing the coup|ing s|eeve of the coup|ingmechanism 48, so that the first main shaft 34 is connected to the output shaft 20, the first main shaft34 and the output shaft 20 will have the same rotational speed. By disconnecting the fifth cogwheel92 from the lay shaft 18, torque from the second p|anetary gear 12 may be transferred to the layshaft 18, from the lay shaft 18 to the first main shaft 34, and finally to the output shaft 20 via the coup|ing mechanism 48.
During operation, the gearbox 2 may in certain operating modes operate so that one of the sun gears26 or 32 is locked against the first or second planet wheel carrier 50 or 51 with the aid of the first orsecond coup|ing device 56 or 58. The first or second main shaft 34 or 36 will then be given the samerotational speed as the input shaft 8, depending on which sun gear 22 or 28 that has been fixedlylocked at the relevant planet wheel carrier 50 or 51. One or both of the electrical machines 14, 16 may function as a generator in order to generate energy to the energy storage device. Alternatively, 14 the electrical machines 14, 16 whose ring gear 22 or 28 is connected to the planet wheel carrier 50may provide an increase in torque in order in this way to increase the torque at the output shaft 20of the gearbox. The electrical machines 14, 16 may under certain operating conditions, provide each other with electrical energy, independently of the energy store. ln order to disengage a sun gear and a planet wheel carrier at one of the first and second planetarygears, at least one of the first and second electrical machines may be controlled such that torquebalance is prevalent in the relevant planetary gear. When torque balance has been achieved, therelevant one of the first and second coupling devices may be displaced such that the sun gear andthe planet wheel carrier are no longer mechanically connected to each other. The term "torquebalance” is here used to denote a condition in which a torque acts on a ring gear of the planetarygear, corresponding to the product of the torque that acts on the planet wheel carrier of theplanetary gear, while at the same time a torque acts on the sun gear of the planetary gear,corresponding to the product of the torque that acts on the planet wheel carrier and (1-the gearratio of planetary gear). ln the case in which two of the constituent components of the planetarygear are connected by means of one of the first and second coupling devices, this coupling devicetransfers no torque between the constituent components of the planetary gear when torque balanceis prevalent. The coupling device can in this way be displaced in a simple manner, and the constituent components of the planetary gear disengaged.
The powertrain 3 further comprises a control device 100. The control device 100 may be configuredto control one or more of the constituent components of the vehicle powertrain 3. The controldevice 100 may comprise one or more control units. The responsibility for a specific function orcontrol may be divided between two or more of the control units. One or more of the control unitsmay be implemented in the form of a computer. The control device 100 may for example beconnected to the first electrical machine 14 and the second electrical machine 16 of the gearbox 2,and the combustion engine 4. The control device 100 may also be connected to any otherconstituent component of the vehicle powertrain 3. The connections of the control device 100 to anyconstituent component of the vehicle powertrain 3 may be in the form of physical connection(s) and/or wireless connection(s).
The control of constituent components of the vehicle powertrain 3 may be governed by programmedinstructions. These programmed instructions typically take the forms of a computer program which, when executed in a computer or control unit, causes the computer or control unit to effect desired forms of control action, for example the steps of the method disclosed herein. As described above, such a computer or control unit may be, or constitute a part of, the control device 100.
The control device 100 is connected to the electrical machines 14, 16 to control the respectiveelectrical machine 14, 16. The control device 100 may be configured to collect information from theconstituent components of the powertrain 3, and based on this control the electrical machines 14, 16to operate as electric motors or generators. The control device 100 also be connected to the first andsecond coupling devices 56, 58, the third and fourth coupling devices 83, 85 and the couplingmechanism 48. These components may for example be activated and deactivated by electric signals from the control device 100.
The exemplifying embodiment shown in Figure 2 shows four gear pairs G1, G2, G3, G4, and twoplanetary gears 10, 12 with associated electrical machines 14, 16. However, it is possible toconfigure the gearbox 2 with more or fewer pinion gears and cogwheels, and with more planetary gears with associated electrical machines.
Figure 3 schematically illustrates a second exemplifying embodiment of a powertrain 3. The secondexemplifying embodiment of the powertrain 3 corresponds to the first exemplifying embodimentdescribed above and shown in Figure 2, with the exemption that the input shaft 8 comprises a firstinput shaft part 8a and second input shaft part 8b. The first input shaft part 8a may be described asan interplanetary shaft. The first input shaft part 8a is directly connected to first planetary wheelcarrier 50. The second input shaft part 8b may be described as an engine shaft. The second inputshaft part 8b may correspond to the outgoing shaft of the combustion engine 4. The first input shaftpart 8a and the second input shaft part 8b are connectable via a sixth coupling device 8c. Thepurpose of the sixth coupling device 8c is to enable disconnecting the combustion engine 4 from thegearbox, for example for enabling shut off of the combustion engine during propulsion of the vehiclefor the purpose of saving fuel and/or reducing emissions. When the first input shaft part 8a and thesecond input shaft part 8b are connected by means of the sixth coupling device 8c, they togetherform the input shaft 8 of the gearbox 2. However, when the first input shaft part 8a and the secondinput shaft part 8b are disconnected, only the first input shaft part 8a will function as an input shaft of the gearbox 2.
Thus, in case the method for controlling a vehicle powertrain disclosed herein is performed when thecombustion engine is disconnected from the gearbox, i.e. when the second input shaft part 8b is disconnected from the first input shaft part 8a, the first electrical machine and the second electrical 16 machine are controlled so as to obtain a desired rate of change of rotationa| speed of the first inputshaft part 8a to enable the gear change with maintained propulsion torque at a maintained outputtorque from the combustion engine. When the combustion engine is disconnected, the outputtorque of the combustion engine has no effect on the propulsion torque. Thus, the output torque ofthe combustion engine experienced by the gearbox will be zero. However, the torque on the firstinput shaft part 8a can be essentially constant when the method according to the present disclosure is performed.
Figure 4 schematically illustrates a third exemplifying embodiment of a powertrain 3. The thirdexemplifying embodiment of the powertrain 3 corresponds to the second exemplifying embodimentdescribed above and shown in Figure 3, with the exemption that the gearbox further comprises arange gearbox unit 11. Such a range gearbox unit 11 may also be included in the powertrain 3 according to the first exemplifying embodiments discussed above and shown in Figure 2, if desired.
The range gearbox unit 11 is in the form of a third planetary gear comprising a third sun gear 96, athird planet wheel carrier 97 on which a third set of planetary wheels 98 is mounted, and a third ringgear 99. The third set of planetary wheels 98 interacts with the third ring gear 99 and the third sungear 96. The input shaft 95 of the range gearbox unit 11 is connected with the third sun gear 96. The output shaft 20 is connected with the third planet wheel carrier 97.
A sixth cogwheel 93 may be locked and released on the lay shaft 18 with the help of the fifthcoupling device 87 or by a separate coupling device (not shown). ln a released state, a relativemotion may occur between the sixth cogwheel 93 and the lay shaft 18. The sixth cogwheel 93engages with a seventh cogwheel 88 which is fixedly connected to the third planet wheel carrier 97.Thus, when the sixth cogwheel 93 is locked on the lay shaft 18, rotationa| movement and torque maybe transferred between the lay shaft 18 and the third planetary wheel carrier 97. Thereby, a high range position may be obtained.
The third ring gear 99 may be connected, in a low range position, with a second housing 43 by meansof a locking device 46. A downshift of the rotationa| speed then takes place via the range gearboxunit 11, which entails a torque increase in the output shaft 20. The second housing 43 may be the same as the housing 42 or a separate housing for the range gearbox unit. 17 The third sun gear 96 may be connected with the third planet wheel carrier 97 via a seventh couplingdevice 90, and thereby achieve a high range position. ln the engaged state of the seventh coupling device 90, the gear ratio through the range gearbox unit 11 is thereby 1:1.
Figure 5 represents a flowchart schematically illustrating an exemplifying embodiment of a methodfor contro||ing a vehicle powertrain to perform gear changes without interruption in propu|siontorque. The vehicle powertrain comprises a combustion engine and a gearbox as described above.The vehicle powertrain may for example have the configuration according to any one of theexemplifying embodiments described above with reference to Figures 2 to 4. As shown in Figure 5,the method comprises a step S110 of, during a gear change in the gearbox, contro||ing the firstelectrical machine 14 and the second electrical machine 16 so as to obtain a desired rate of changeof rotational speed of the input shaft 8 (if the first input shaft part is disconnected from the secondinput shaft part, specifically a desired rate of change of rotational speed of the first input shaft part8a) to enable said gear change with maintained propu|sion torque at a maintained output torque from the combustion engine.
Figure 6 schematically illustrates an exemplifying embodiment of a device 500. The control device100 described above may for example comprise the device 500, consist of the device 500, or be comprised in the device 500.
The device 500, shown in the figure, comprises a non-volatile memory 520, a data processing unit510 and a read/write memory 550. The non-volatile memory 520 has a first memory element 530 inwhich a computer program, e.g. an operating system, is stored for contro||ing the function of thedevice 500. The device 500 further comprises a bus controller, a serial communication port, I/Omeans, an A/D converter, a time and date input and transfer unit, an event counter and aninterruption controller (not depicted). The non-volatile memory 520 has also a second memory element 540.
There is provided a computer program P that comprises instructions for, during a gear change in thegearbox, contro||ing the first electrical machine and the second electrical machine so as to obtain adesired rate of change of rotational speed of the input shaft to enable said gear change with maintained propu|sion torque at a maintained output torque from the combustion engine.
The program P may be stored in an executable form or in a compressed form in a memory 560 and/or in a read/write memory 550. 18 The data processing unit 510 may perform one or more functions, i.e. the data processing unit 510may effect a certain part of the program P stored in the memory 560 or a certain part of the programP stored in the read/write memory 550.
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 bus512. The separate memory 560 is intended to communicate with the data processing unit 510 via adata bus 511. The read/write memory 550 is adapted to communicate with the data processing unit510 via a data bus 514. The communication between the constituent components may beimplemented by a communication link. A communication link may be a physical connection such asan optoelectronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.
When data are received on the data port 599, they may be stored temporarily in the second memoryelement 540. When input data received have been temporarily stored, the data processing 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 program stored in the memory 560 or the read/write memory 550. When the device 500 runs the program, methods herein described are executed.

Claims (12)

1. A method for controlling a vehicle powertrain (3) to perform gear changes withoutinterruption in propulsion torque, the method performed by a control device (100),the vehicle powertrain (3) comprising a combustion engine (4) and a gearbox (2);the gearbox (2) comprising:an input shaft (8, 8a);an output shaft (20);a first planetary gear (10) connected to the input shaft (8, 8a) and a firstmain shaft (34) of the gearbox;a second planetary gear (12) connected to the first planetary gear (10) and asecond main shaft (36) of the gearbox;a first electrical machine (14), connected to the first planetary gear (10);a second electrical machine (16), connected to the second planetary gear(12):at least a first gear pair (G1) arranged between the first main shaft (34) and alay shaft (18) of the gearbox;at least a second gear pair (G2) arranged between the second main shaft (36)and the lay shaft (18);wherein the lay shaft (18) is connected to the output shaft (20);the method comprising:during a gear change in the gearbox, controlling the first electrical machine (14) andthe second electrical machine (16) so as to obtain a desired rate of change of rotationalspeed of the input shaft (8, 8a) to enable said gear change with maintained propulsion torque at a maintained output torque from the combustion engine (4).
2. The method according to claim 1, wherein the method is performed when an exhaust brake of the powertrain (3) is active.
3. The method according to any one of claims 1 or 2, wherein the method is performed during engine braking of the vehicle.
4. The method according to any one of the preceding claims, 6. wherein the first planetary gear (10) comprises a first ring gear (22), a first sun gear(26), a first set of planet wheels (52) interacting with the first ring gear (22) and the first sungear (26) and mounted on a first planet wheel carrier (50), the second planetary gear (12) comprises a second ring gear (28), a second sun gear(32), a second set of planetary wheels (54) interacting with the second ring gear (28) and thesecond sun gear (32) and mounted to a second planet wheel carrier (51), wherein the first planetary gear (10) is connected to the input shaft (8, 8a) via thefirst planet wheel carrier (50), and the second planetary gear (12) connected to the first planetary gear (10) via the first planet wheel carrier (50) being connected to the second sun gear (32).
5. The method according to any one of the preceding claims, wherein the input shaft (8)comprises a first input shaft part (8a) and a second input shaft (8b), the first input shaft part(8a) connected to the first planetary gear (10), the first input shaft part (8a) and the second input shaft part (8b) connectable via a coupling device (8c).
6. The method according to claim 5, wherein the method is performed when the first inputshaft part (8a) is disconnected from the second input shaft part (8b) such that thecombustion engine (4) is disconnected from the gearbox (2), and wherein controlling the firstelectrical machine (14) and the second electrical machine (16) so as to obtain a desired rateof change of rotational speed of the input shaft (8, 8a) constitutes controlling the firstelectrical machine and the second electrical machine so as to obtain said desired rate of change of rotational speed of the first input shaft part (8a).
7. A computer program comprising instructions which, when executed by a control device,cause the control device to carry out the method according to any one of the preceding claims.
8. A computer-readable medium comprising instructions, which when executed by a controldevice, cause the control device to carry out the method according to any one of claims 1 to 6.
9. A control device (100) configured to control a vehicle powertrain (3) to perform gear changeswithout interruption in propulsion torque; the vehicle powertrain (3) comprising a combustion engine (4) and a gearbox (2); 21 the gearbox (2) comprising:an input shaft (8, 8a);an output shaft (20);a first planetary gear (10) connected to the input shaft (8, 8a) and a firstmain shaft (34) of the gearbox;a second planetary gear (12) connected to the first planetary gear (10) and asecond main shaft (36) of the gearbox;a first electrical machine (14), connected to the first planetary gear (10);a second electrical machine (16), connected to the second planetary gear(12):at least a first gear pair (G1) arranged between the first main shaft (34) and alay shaft (18) of the gearbox;at least a second gear pair (G2) arranged between the second main shaft (36)and the lay shaft (18);wherein the lay shaft (18) is connected to the output shaft (20);wherein the control device is configured to, during a gear change in the gearbox, controlthe first electrical machine (14) and the second electrical machine (16) so as to obtain adesired rate of change of rotational speed of the input shaft (8, 8a) to enable said gearchange with maintained propulsion torque at a maintained output torque from the combustion engine (4).
10. The control device according to claim 9, configured to, during a gear change in the gearbox, control the first electrical machine (14) and the second electrical machine (16) so as to obtaina desired rate of change of rotational speed of the input shaft (8, 8a) to enable said gearchange with maintained propulsion torque at a maintained output torque from thecombustion engine (4) when an exhaust brake of the powertrain is active and/or during engine brake of the vehicle.
11. The control device according to any one of claims 9 or 10, wherein the input shaft (8) of the gearbox comprises a first input shaft part (8a) and a secondinput shaft (8b), the first input shaft part (8a) connected to the first planetary gear (10), thefirst input shaft part (8a) and the second input shaft part (8b) connectable via a couplingdevice (8c), and wherein the control device is configured to, when the first input shaft part (8a) is disconnected from the second input shaft part (8b) such that the combustion engine (4) is
12. 22 disconnected from the gearbox (2), control the first electrical machine (14) and the secondelectrical machine (16) so as to obtain said desired rate of change of rotational speed of the first input shaft part (8a). A vehicle (1) comprising a powertrain (3), the powertrain (3) comprising a combustion engine(4) and a gearbox (2), the vehicle further comprising a control device (100) according to any one of claims 9 or 11.
SE1950631A 2019-05-28 2019-05-28 Method of controlling a vehicle powertrain to perform gear changes, control device, computer program, computer-readable medium and vehicle SE543404C2 (en)

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DE102020002819.5A DE102020002819A1 (en) 2019-05-28 2020-05-12 Method for controlling a vehicle drive train to perform gear changes, control device, computer program, computer readable medium and vehicle

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