Method of controlling the operation of a vehicle, computer readable media, control arrangement and vehicle

Description

1 / 26 “METHOD OF CONTROLLING THE OPERATION OF A VEHICLE, COMPUTER-READABLE SUPPORT, CONTROL ARRANGEMENT AND VEHICLE” TECHNICAL FIELD

[0001] This disclosure relates to a method for controlling the operation of a vehicle, wherein the vehicle comprises two or more transmission systems, each comprising a power source configured to provide motive power to the vehicle by means of wheels arranged on a respective wheel axle of the vehicle. This disclosure further relates to a computer program, a computer-readable medium, a control arrangement and a vehicle. FUNDAMENTALS

[0002] Wheeled vehicles, such as passenger cars, trucks, buses and the like, normally comprise two or more wheel axles and a number of wheels arranged on each of the two or more wheel axles. In addition, the vehicles normally comprise controllable wheel brakes for locking the wheels arranged on each of the two or more wheel axles of the vehicle. The wheel brakes may comprise drum brakes, disc brakes or the like.

[0003] Powertrains are used in vehicles to provide motive power to the vehicle through the vehicle's various wheels. A powertrain comprises a power source and a drivetrain. The power source may comprise, for example, an internal combustion engine, an electric machine, or similar. The drivetrain can be said to comprise all the components that transfer power between the power source and the vehicle's wheels, such as transmissions, drive shafts, differentials, axles, and the like.

[0004] Traditionally, vehicles have been equipped with a powertrain configured to provide motive power to the vehicle through wheels arranged on one or more of the vehicle's wheel axles. Wheels that are, or at least can be, operationally connected to a vehicle power source are typically referred to as drive wheels, while wheels that are not, and cannot be, operationally connected to the vehicle's power source are Petition 870250094124, dated 10 / 15 / 2025, p. 46 / 75 2 / 26 are normally referred to as non-driven wheels. A wheel axle comprising driving wheels arranged on two opposite sides of the wheel axle is generally called a drive axle.

[0005] Furthermore, traditionally, vehicles are powered by an internal combustion engine. However, the use of electric drive in vehicles offers many advantages, especially with regard to local emissions. Such vehicles comprise one or more electric propulsion motors configured to provide motive power to the vehicle. These types of vehicles can be divided into the categories of pure electric vehicles and hybrid electric vehicles. Purely electric vehicles,

[0006] sometimes called battery electric vehicles, purely electric vehicles and fully electric vehicles, are composed of a purely electric transmission system and do not have an internal combustion engine, therefore producing no emissions at the location where they are used.

[0007] A hybrid electric vehicle comprises two or more distinct power types, such as an internal combustion engine and an electric propulsion system. The combination of an internal combustion engine and an electric propulsion system provides advantages in terms of energy efficiency, in part due to the low energy efficiency of an internal combustion engine at lower power output levels. Furthermore, some hybrid electric vehicles are capable of operating in pure electric drive when desired, such as when driving in certain areas.

[0008] In vehicles that are at least partially electric, such as purely electric vehicles and hybrid electric vehicles, electricity is generally stored in multiple battery packs, each comprising a series of rechargeable battery cells. Several different types of battery cells are used, such as lithium-ion battery cells, lithium polymer battery cells, as well as other types of rechargeable battery cells.

[0009] As mentioned, traditionally, vehicles are equipped with a powertrain configured to provide motive power to the vehicle via wheels. Petition 870250094124, dated 10 / 15 / 2025, page 47 / 75 3 / 26 arranged on one or more wheel axles of the vehicle. However, recent development, including the current trend toward electrification, has led vehicles to comprise two or more drive systems, each comprising a power source configured to provide motive power to the vehicle via wheels arranged on a respective wheel axle of the vehicle.

[0010] Many vehicle transmissions comprise a gearbox controllable between different gears to provide different transmission ratios between an output shaft from the power source and the vehicle's wheels. In this way, it is possible to obtain high operational efficiency of a powertrain at various vehicle speeds. Furthermore, the appropriate propulsive and / or repulsive force can be obtained in various situations by changing gears in the gearbox.

[0011] In most cases, power transfer through a gearbox needs to be interrupted during gear changes to allow gear shifting and prevent damage to gearbox components. That is, if power transfer through the gearbox is not interrupted, the torque between the gearbox gears can prevent the gearbox shifting parts from performing a gear change. In many cases, power transfer through a gearbox is interrupted by the control of a clutch located between the power source and the gearbox.

[0012] Interruption of power transfer through the gearbox causes an interruption of wheel torque during gear changes. Interruption of wheel torque impairs vehicle operating performance and can negatively impact occupant comfort.

[0013] Gear changes can be performed during a vehicle acceleration phase in a forward direction of movement, as well as during vehicle deceleration phases. Therefore, the aforementioned interruption of wheel torque can impair the vehicle's operational performance and may negatively impact the comfort of the vehicle occupants, both during the phases Petition 870250094124, dated 10 / 15 / 2025, page 48 / 75 4 / 26 of acceleration as well as during the vehicle's deceleration phases.

[0014] One solution to mitigate the impact of torque interruption during gear changes is to perform gear changes quickly to minimize the time required for the gear change and, consequently, also the duration of the torque interruption. However, very fast gear changes can cause excessive wear on the gearbox components, which, over time, can damage it.

[0015] A dual-clutch transmission, usually abbreviated as DCT, is a solution to reduce torque interruption to the wheels during gear changes, commonly found in high-performance sports cars and some modern passenger vehicles. A dual-clutch transmission is an advanced type of automated manual transmission that uses two separate clutches to reduce torque interruption to the wheels during gear changes. The dual-clutch transmission operates using one clutch for odd gears and the other clutch for even gears. This allows for quick and smooth gear changes.

[0016] However, dual-clutch transmissions can be more complex and expensive to manufacture and maintain compared to traditional transmissions, and in general, it is an advantage if the products, such as vehicles and associated components, systems and arrangements, have suitable conditions and / or characteristics to be manufactured and assembled economically. SUMMARY

[0017] It is an objective of the present invention to overcome, or at least alleviate, at least some of the problems and disadvantages mentioned above.

[0018] According to a first aspect of the invention, the objective is achieved by a method of controlling the operation of a vehicle, wherein the method is carried out by a control arrangement, and

[0019] wherein the vehicle comprises two or more transmission systems, each comprising a power source configured to provide force Petition 870250094124, dated 10 / 15 / 2025, page 49 / 75 5 / 26 drive to the vehicle by means of wheels arranged on a respective wheel axle of the vehicle,

[0020] wherein each of the two or more powertrains is separate and independent of the other two or more powertrains, and wherein the method comprises: - to perform a gear change in a transmission of one or more transmission assemblies, and - to control the power source of at least one other powertrain out of the two or more powertrains to compensate for at least part of an interruption of wheel torque obtained during the gear shifting phase.

[0021] In this way, a method is provided that can mitigate the effects of wheel torque interruption obtained during gear changes without significantly adding costs and complexity to the vehicle. That is, due to the characteristics of the method, the total propulsion force or retarding force can be at least substantially maintained during the gear change execution phase. In this way, it is possible to provide smooth and comfortable vehicle operation without significantly adding costs and complexity to it. Furthermore, the vehicle's operational performance can be maintained at least substantially during gear changes without significantly adding costs and complexity to the vehicle.

[0022] Consequently, a method is provided to overcome, or at least mitigate, at least some of the problems and disadvantages mentioned above. As a result, the aforementioned objective is achieved.

[0023] The gear shifting execution stage may include controlling the transmission gearbox's operating parts. The power source control stage may include controlling a power output from the power source.

[0024] Optionally, the power source control stage comprises:

[0025] - control the power source to increase the positive torque of the wheel if Petition 870250094124, dated 10 / 15 / 2025, page 50 / 75 6 / 26 an interruption of the positive wheel torque is obtained during the gear shift execution phase.

[0026] In this way, a full propulsion force can be maintained at least substantially during the gear shifting phase. In this way, it is possible to provide smooth and comfortable acceleration of the vehicle without significantly adding costs and complexity to the vehicle. Furthermore, the vehicle's acceleration performance can be maintained at least substantially during gear changes without significantly adding costs and complexity to the vehicle.

[0027] Optionally, the power source control stage comprises: - Control the power source to increase negative wheel torque if an interruption of negative wheel torque occurs during the gear shift execution phase.

[0028] In this way, a total retardation force can be at least substantially maintained during the gear change execution phase. In this way, it is possible to provide a smooth and comfortable deceleration of the vehicle without significantly adding costs and complexity to the vehicle. Furthermore, the vehicle's retardation performance can be maintained at least substantially during gear changes without significantly adding costs and complexity to the vehicle.

[0029] Optionally, the method comprises the following steps: - Blocking the execution of gear changes in a transmission of at least one other powertrain of the two or more powertrains during the gear change execution step.

[0030] In this way, simultaneous gear changes in two or more of the vehicle's transmissions are avoided. As a result, smooth, uniform and comfortable vehicle operation can be ensured without significantly adding costs and complexity to the vehicle. Furthermore, more consistent operational performance of the vehicle can be ensured without significantly adding costs and complexity to the vehicle. Petition 870250094124, dated 10 / 15 / 2025, page 51 / 75 7 / 26

[0031] According to a second aspect of the invention, the objective is achieved by a computer program comprising instructions that, when the program is executed by a computer, cause the computer to perform the method according to some embodiments of the present disclosure. Since the computer program comprises instructions that, when the program is executed by a computer, cause the computer to perform the method according to some embodiments described in this document, a computer program is provided that provides conditions to overcome, or at least mitigate, at least some of the disadvantages mentioned above. As a result, the aforementioned objective is achieved.

[0032] According to a third aspect of the invention, the objective is achieved by a computer-readable medium comprising instructions that, when executed by a computer, cause the computer to perform the method according to some embodiments of the present disclosure. Since the computer-readable medium comprises instructions that, when the program is executed by a computer, cause the computer to perform the method according to some embodiments described herein, a computer-readable medium is provided that provides conditions to overcome, or at least alleviate, at least some of the aforementioned disadvantages. As a result, the aforementioned objective is achieved.

[0033] According to a fourth aspect of the invention, the objective is achieved by a control arrangement configured to control the operation of a vehicle, wherein the vehicle comprises two or more transmission systems, each comprising a power source configured to provide motive force to the vehicle by means of wheels arranged on a respective wheel axle of the vehicle, wherein each of the two or more transmission systems is separate and independent from the other of the two or more transmission systems, and wherein the control arrangement is configured to: - to perform a gear change in a transmission of one or more transmission sets, and Petition 870250094124, dated 10 / 15 / 2025, page 52 / 75 8 / 26 - to control the power source of at least one other powertrain out of the two or more powertrains to compensate for at least part of an interruption in wheel torque obtained during gear changes.

[0034] In this way, a control arrangement is provided that can mitigate the effects of the interruption of wheel torque obtained during gear changes without significantly adding costs and complexity to the vehicle. That is, due to the control performed by the control arrangement, the total propulsion force or retarding force can be at least substantially maintained when making gear changes. In this way, it is possible to provide smooth and comfortable operation of the vehicle without significantly adding costs and complexity to it. Furthermore, the operational performance of the vehicle can be maintained at least substantially during gear changes without significantly adding costs and complexity to the vehicle.

[0035] In this way, a control arrangement is provided that overcomes, or at least mitigates, at least some of the problems and inconveniences mentioned above. As a result, the aforementioned objective is achieved.

[0036] It will be noticed that several embodiments described for the method are all combinable with the control arrangement as described in this document. That is, the control arrangement according to the fourth aspect of the invention can be configured to perform any of the steps of the method according to the first aspect of the invention.

[0037] According to a fifth aspect of the invention, the objective is achieved by a vehicle comprising two or more transmission systems, each comprising a power source configured to provide motive force to the vehicle by means of wheels arranged on a respective wheel axle of the vehicle,

[0038] wherein each of the two or more powertrains is separate and independent of the other of the two or more powertrains, and wherein the vehicle comprises a control arrangement configured to: - to perform a gear change in a transmission of one or more transmission sets, and Petition 870250094124, dated 10 / 15 / 2025, page 53 / 75 9 / 26 - to control the power source of at least one other powertrain out of the two or more powertrains to compensate for at least part of an interruption in wheel torque obtained during gear changes.

[0039] In this way, a vehicle is provided that is capable of maintaining at least substantially a full propulsion force or retarding force when performing gear changes. In this way, it is possible to ensure smooth and comfortable operation of the vehicle without significantly adding costs and complexity to it. Furthermore, the operational performance of the vehicle can be maintained at least substantially during gear changes without significantly adding costs and complexity to the vehicle.

[0040] Consequently, a vehicle is provided that overcomes, or at least alleviates, at least some of the problems and disadvantages mentioned above. As a result, the aforementioned objective is achieved.

[0041] Optionally, the power source for at least one of the two or more powertrains is an electric machine. In this way, conditions are created for an environmentally friendly vehicle. Furthermore, conditions are provided for precise control of at least one power source.

[0042] Optionally, the vehicle is a heavy road vehicle, such as a truck or a bus. In this way, a heavy road vehicle is provided that has at least some of the advantages mentioned above.

[0043] Other features and advantages of the present invention will become apparent upon studying the appended claims and the detailed description that follows. BRIEF DESCRIPTION OF THE FIGURES

[0044] Several aspects of the invention, including its particular features and advantages, will be easily understood from the exemplary embodiments discussed in the detailed description below and in the accompanying figures, in which:

[0045] Fig. 1 schematically illustrates a vehicle according to some modalities,

[0046] Fig. 2 schematically illustrates the wheel axles, drive assemblies and wheel brake system of the vehicle illustrated in Fig. 1. Petition 870250094124, dated 10 / 15 / 2025, page 54 / 75 10 / 26

[0047] Fig. 3 schematically illustrates a method for controlling the operation of a vehicle, and

[0048] Fig. 4 illustrates a computer-readable support. DETAILED DESCRIPTION

[0049] Aspects of the present invention will now be described in more detail. Similar reference signs refer to similar elements. Well-known functions or constructions will not necessarily be described in detail for the sake of brevity and / or clarity.

[0050] Fig. 1 schematically illustrates a vehicle 2 according to some embodiments. According to the embodiments illustrated, vehicle 2 is a truck, that is, a type of heavy road vehicle, as well as a type of heavy commercial vehicle. According to other embodiments, vehicle 2, as referred to herein, may be another type of heavy or lighter vehicle, manned or unmanned, for land propulsion, such as a truck, a bus, a construction vehicle, a tractor, a car, or similar.

[0051] In Fig. 1, vehicle 2 is illustrated as comprising three wheel axles a1, a2, a3. In some places below, the wheel axles a1, a2, a3 of vehicle 2 are referred to as a first wheel axle a1, a second wheel axle a2, and a third wheel axle a3. According to other embodiments, vehicle 2 may comprise a different number of wheel axles a1, a2, a3, such as only two wheel axles or more than three wheel axles. As further explained in this document, each wheel axle a1, a2, a3 of vehicle 2 comprises a number of wheels w1, w2, w3 arranged on the wheel axle a1, a2, a3. That is, each wheel axle a1, a2, a3 of vehicle 2 supports a number of wheels w1, w2, w3 in relation to a chassis of vehicle 2. In Fig. 1, the chassis of vehicle 2 has not been given a reference sign for reasons of brevity and clarity. The number of wheels w1, w2, w3 of vehicle 2 can also be referred to as the number of wheels in contact with the ground w1, w2, w3 of vehicle 2.

[0052] According to the illustrated embodiments, vehicle 2 comprises two wheels w1 arranged on the first wheel axle a1 and four wheels w2, w3 arranged on Petition 870250094124, dated 10 / 15 / 2025, page 55 / 75 11 / 26 each between the second wheel axle a2 and the third wheel axle a3. However, according to other embodiments, vehicle 2 may comprise another number of wheels w1, w2, w3 arranged on its wheel axles a1, a2, a3, such as two or more wheels w1, w2, w3 arranged on each wheel axle a1, a2, a3 of vehicle 2.

[0053] According to the illustrated embodiments, the first wheel axle a1 constitutes a front wheel axle and the wheels w1 thereof thus constitute the front wheels of vehicle 2. Furthermore, according to the illustrated embodiments, each of the second and third wheel axles a2, a3 can be said to constitute a rear wheel axle and the wheels w2, w3 thereof can be said to constitute the rear wheels of vehicle 2. According to the embodiments illustrated in Fig. 1, the second and third wheel axles a2, a3 are arranged relatively close to each other and together they can be said to form a tandem axle of vehicle 2.

[0054] Furthermore, according to the embodiments illustrated, the wheels w1 of the first wheel axle a1 are directional drive wheels, while the wheels w2, w3 of the second and third wheel axles a2, a3 are non-directional drive wheels. The feature that the wheels w1 of the first wheel axle a1 are directional wheels means that vehicle 2 comprises a controllable steering system to change the rolling direction of the number of wheels w1 relative to the chassis of vehicle 2. However, according to other embodiments, vehicle 2 may comprise a different configuration of wheels w1, w2, w3 and wheel axles a1, a2, a3 than that represented in Fig. 1.

[0055] In Fig. 1, vehicle 2 is illustrated as positioned in an intended use position on a surface 51 that supports vehicle 2. As can be seen in Fig. 1, the number of wheels w1, w2, w3 of vehicle 2 is configured to rest on surface 51 when vehicle 2 is positioned in its intended use position on the same. Furthermore, in Fig. 1, a forward direction of movement fd and a reverse direction of movement rd are indicated. The reverse direction of movement rd of vehicle 2 is opposite to the forward direction of movement fd of vehicle 2. Additionally, in Fig. 1, a longitudinal direction Id of vehicle 2 is indicated. The longitudinal direction Id of vehicle 2 is parallel to each of the directions of Petition 870250094124, dated 10 / 15 / 2025, page 56 / 75 12 / 26 forward movement fd and reverse movement direction rd of vehicle 2.

[0056] According to the embodiments illustrated in Fig. 1, vehicle 2 comprises three powertrains P1, P2, P3. In some places below, these are referred to as a first powertrain P1, a second powertrain P2, and a third powertrain P3. According to the embodiments illustrated, the first powertrain P1 is controllable to provide motive power to vehicle 2 through wheels w1 arranged on the first wheel axle a1, the second powertrain P2 is controllable to provide motive power to vehicle 2 through wheels w2 arranged on the second wheel axle a2, and the third powertrain P1 is controllable to provide motive power to vehicle 2 through wheels w3 arranged on the third wheel axle a3.

[0057] Fig. 2 schematically illustrates the wheel axles a1, a2, a3, the powertrains P1, P2, P3 and a wheel brake system 10' of vehicle 2 illustrated in Fig. 1. In Fig. 2, the components and systems are illustrated as seen in a straight line towards the surface 51 illustrated in Fig. 1, that is, directly towards the surface 51 supporting vehicle 2 in Fig. 1. Below, simultaneous reference is made to Fig. 1 and Fig. 2, unless otherwise indicated.

[0058] According to the illustrated embodiments, each powertrain P1, P2, P3 comprises a power source m1, m2, m3 configured to provide motive power to vehicle 2 via wheels w1, w2, w3 arranged on a respective wheel axle a1, a2, a3. Furthermore, according to the illustrated embodiments, each of the transmission assemblies P1, P2, P3 comprises a transmission t1, t2, t3 configured to transmit power between the power source m1, m2, m3 and the wheels w1, w2, w3 arranged on a respective wheel axle a1, a2, a3.

[0059] In other words, in more detail, according to the embodiments illustrated, the first powertrain P1 comprises a first power source ml configured to supply motive power to vehicle 2 by means of the first transmission t1 and wheels w1 arranged on the first wheel axle a1, the second powertrain P2 comprises a second power source m2 configured to supply motive power to vehicle 2 by means of the second transmission t2 and wheels w2 arranged on the second wheel axle a2, and the third powertrain P3 comprises a third Petition 870250094124, dated 10 / 15 / 2025, page 57 / 75 13 / 26 power source m3 configured to provide motive power to vehicle 2 via the third transmission t3 and the wheels w3 arranged on the third wheel axle a3. Each transmission t1, t2, t3 may comprise a series of torque transmission arrangements, including one or more of the following: drive shaft, differential, axle, gearbox, gear and the like.

[0060] According to the embodiments illustrated, the energy source m1, m2, m3 of each of the propulsion sets P1, P2, P3 of vehicle 2 is an electric machine. That is, each of the first, second and third energy sources m1, m2, m3 mentioned above is an electric machine. The energy sources m1, m2, m3 of the propulsion sets P1, P2, P3 of vehicle 2 are configured to operate using electricity from a propulsion battery 18 indicated in Fig. 1. The propulsion battery 18 may comprise a series of rechargeable battery cells, such as lithium-ion battery cells, lithium polymer battery cells or the like. According to the embodiments illustrated in Fig. 1, vehicle 2 is a purely electric vehicle and does not comprise any internal combustion engine to provide motive power to vehicle 2.

[0061] According to the embodiments illustrated, each transmission t1, t2, t3 is controllable between at least two different gear pitches to provide at least two different gear ratios between an output shaft of a respective power source m1, m2, m3 and wheels w1, w2, w3 on a respective wheel axle a1, a2, a3. According to other embodiments, at least one transmission t1, t2, t3 of the transmission assemblies P1, P2, P3 of vehicle 2 is controllable between at least two different gear pitches to provide at least two different gear ratios between an output shaft of a power source m1, m2, m3 and wheels w1, w2, w3 on a wheel axle a1, a2, a3 of vehicle 2. A transmission t1, t2, t3, as referred to herein, may be represented by a gearbox.

[0062] As mentioned, according to the embodiments illustrated in Fig. 2, each of the propulsion sets P1, P2, P3 comprises a transmission t1, t2, t3 configured to transmit power between the energy source m1, m2, m3 and the Petition 870250094124, dated 10 / 15 / 2025, page 58 / 75 14 / 26 wheels w1, w2, w3 arranged on a respective wheel axle a1, a2, a3. However, according to some embodiments, one or more of the powertrains P1, P2, P3 of vehicle 2 may comprise a pair of wheel motors, each operationally connected to one or more wheels w1, w2, w3 on a respective side of vehicle 2. Such a wheel motor may be operationally connected to one or more wheels w1, w2, w3 on a wheel axle a1, a2, a3 through a transmission arranged in the vicinity of one or more wheels w1, w2, w3 on the wheel axle a1, a2, a3. Furthermore, the wheel motor and transmission may be integrated into a wheel hub of vehicle 2. The transmission may comprise, for example, a drive shaft, a pair of gears, an epicyclic gear and an output shaft connected to one or more wheels w1, w2, w3 on a wheel axle a1, a2, a3 or similar.

[0063] According to some embodiments, at least one of the two or more transmission sets P1, P2, P3 comprises a power source m1, m2, m3 in the form of an electric machine. Furthermore, according to some embodiments, one or more of the powertrains P1, P2, P3 of vehicle 2 may comprise an internal combustion engine configured to provide motive power to vehicle 2. Additionally, one or more of the propulsion sets P1, P2, P3 of vehicle 2 may comprise a combination of an internal combustion engine and an electric machine. Thus, according to some embodiments, vehicle 2 as referred to herein may be a so-called hybrid electric vehicle 2.

[0064] In addition, according to some embodiments, one or more of the energy sources m1, m2, m3 of vehicle 2 may comprise a retarder configured to provide braking energy to vehicle 2 via wheels w1, w2, w3 arranged on a respective wheel axle a1, a2, a3 after activation. Such a retarder may be of the electric and / or hydraulic type.

[0065] According to the illustrated embodiments, each powertrain P1, P2, P3 of vehicle 2 is separate and independent from the other powertrain P1, P2, P3 of vehicle 2. The characteristic of each powertrain P1, P2, P3 of vehicle 2 being separate from the other powertrain P1, P2, P3 of vehicle 2 means that the powertrains of Petition 870250094124, dated 10 / 15 / 2025, page 59 / 75 15 / 26 Powertrains P1, P2, P3 are structurally separate and form distinct, separate arrangements. The characteristic that each powertrain P1, P2, P3 of vehicle 2 is independent of the other powertrains P1, P2, P3 of vehicle 2 means that each powertrain P1, P2, P3 can be controlled independently of the other powertrains P1, P2, P3, i.e., it can be controlled in such a way that a control action that alters the power output of one powertrain P1, P2, P3 does not need to result in a change in the power output of one or more of the other powertrains P1, P2, P3 of vehicle 2.

[0066] As mentioned above, vehicle 2 comprises a wheel brake system 10'. The wheel brake system 10' comprises wheel brakes b1, b2, b3 arranged on wheels w1, w2, w3 of each wheel axle a1, a2, a3 of vehicle 2. The wheel brakes b1, b2, b3 are controllable to brake wheels w1, w2, w3 arranged on each wheel axle a1, a2, a3 of vehicle 2. The wheel brakes b1, b2, b3 may comprise friction brake arrangements, such as drum brakes, disc brakes, or a combination thereof. Drum brakes typically comprise a cylindrical piece called a brake drum and a set of controllable shoes or pads to be pressed against the cylindrical piece to create friction between them to brake wheels w1, w2, w3. Disc brakes typically comprise a disc and a set of controllable pads that are pressed against the disc to create friction between them in order to brake the wheels w1, w2, w3.

[0067] The wheel brake system 10' further comprises a brake control unit 10 and a series of conduits c1, c2, c3 between the brake control unit 10 and the wheel brakes b1, b2, b3 arranged on wheels w1, w2, w3 on the respective wheel axles a1, a2, a3. In Fig. 2, the wheel brake system 10' is illustrated in a simplified manner. However, the wheel brake system 10' can be configured to perform individual control of the application of wheel brakes b1, b2, b3 on the respective wheels w1, w2, w3.

[0068] Furthermore, in Fig. 2, the forward direction of movement fd, the reverse direction of movement rd and the longitudinal direction Id of vehicle 2 are indicated. Petition 870250094124, dated 10 / 15 / 2025, pp. 60 / 75 16 / 26 As understood above, and as indicated in Fig. 2, the axles of wheels a1, a2, a3 of vehicle 2 are arranged at a distance from each other as seen along the longitudinal direction Id of vehicle 2. In other words, the axles of wheels a1, a2, a3 of vehicle 2 are arranged in different longitudinal positions on vehicle 2, that is, in different positions along the longitudinal direction Id of vehicle 2.

[0069] As seen in Fig. 2, according to the illustrated embodiments, the distance between the axles of the second and third wheels a2, a3 is considerably smaller than the distance between the axles of the first and second wheels a1, a2. In other words, the axles of the second and third wheels a2, a3 are arranged relatively close to each other, as seen along the longitudinal direction Id of vehicle 2, and as indicated in Fig. 2, according to the illustrated embodiments, the axles of the second and third wheels a2, a3 together form a tandem axle of vehicle 2. Furthermore, as understood above, according to the illustrated embodiments, each of the axles of the second and third wheels a2, a3 is a drive axle. In addition, the wheels w2, w3 of these wheel axles a2, a3 are driven by a powertrain P2, P3 being separate and independent from the powertrain P2, P3 of the other wheel axle a2, a3.

[0070] Furthermore, as understood above, according to the embodiments illustrated, the first wheel axle a1 is also a driving wheel axle, wherein the wheels w1 of the first wheel axle a1 are driven by a powertrain P1 separate and independent from the powertrains P2, P3 of the second and third wheel axles a2, a3.

[0071] However, according to other embodiments, vehicle 2 may comprise another configuration of drive and non-drive wheel axles a1, a2, a3. As understood above, according to the embodiments described herein, vehicle 2 comprises two or more transmission systems P1, P2, P3, each comprising a power source m1, m2, m3 configured to provide motive power to vehicle 2 by means of wheels w1, w2, w3 arranged on a respective wheel axle a1, a2, a3 of vehicle 2, wherein each of the two or more systems of Petition 870250094124, dated 10 / 15 / 2025, pp. 61 / 75 17 / 26 transmission P1, P2, P3 is separate and independent from the other two or more transmission systems P1, P2, P3.

[0072] As shown in Fig. 2, vehicle 2 comprises a control arrangement 21. According to the embodiments illustrated, the control arrangement 21 is operably connected to each power source m1, m2, m3 and to each transmission t1, t2, t3 of the propulsion assemblies P1, P2, P3 of vehicle 2.

[0073] According to the embodiments described herein, the control arrangement 21 is configured to perform a gear change in a transmission t1, t2, t3 of one of two or more powertrains P1, P2, P3, and to control the power source m1, m2, m3 of at least one other powertrain P1, P2, P3 of the two or more powertrains P1, P2, P3 to compensate for at least part of an interruption of a wheel torque obtained during the gear change.

[0074] In this way, the effects of interrupting wheel torque obtained during gear changes can be mitigated without significantly increasing costs and complexity to vehicle 2. That is, due to the control performed by the control arrangement 21, the total propulsion force or retarding force can be at least substantially maintained when performing gear changes.

[0075] In this way, it is possible to provide smooth and comfortable operation of vehicle 2 and the operational performance of vehicle 2 can be maintained, at least substantially, during gear changes, without significantly adding costs and complexity to vehicle 2.

[0076] According to some embodiments, the control arrangement 21 is configured to input a gear shift request SR from an input device located in a driver environment 55 of vehicle 2 or from a control device 29 of vehicle 2 and can be configured to execute a gear shift in a transmission t1, t2, t3 of one of two or more powertrains P1, P2, P3 upon receiving a gear shift request SR. The control arrangement 21 can be configured to execute a gear shift of a transmission t1, t2, t3 by controlling the gear shift control parts of the transmission t1, t2, t3. The gear shift control parts can Petition 870250094124, dated 10 / 15 / 2025, pp. 62 / 75 18 / 26 comprise one or more actuators controllable by the control arrangement 21.

[0077] The input device located in the driver's environment 55 of vehicle 2 may, for example, comprise a gearshift lever, a button, a switch, a push button or similar. The control device 29 and / or the control arrangement 21 may form part of an autonomous driving system of vehicle 2. The autonomous driving system may be able to operate vehicle 2 in a manner that is at least partially autonomous based on input from various sensor devices, i.e., at least in part, in a manner that does not require direct human intervention. According to some embodiments, the autonomous driving system may be configured to drive, i.e., steer, brake and / or propel vehicle 2 based on input from various sensor devices in a manner that does not require direct human intervention.The number of sensor devices may include one or more of a radio detection and ranging sensor (radar), a light detection and ranging sensor (lidar), an image capture unit such as a camera, an ultrasound sensor, or similar.

[0078] Furthermore, the control device 29 and / or the control arrangement 21 can be configured to generate gear shift requests SR based on representative data of one or more current vehicle speeds 2, current operating speeds of one or more vehicle power sources m1, m2, m3, the magnitude of an acceleration request AR, the magnitude of a delay request RR, and the like. In Fig. 2, a gear shift request SR, an acceleration request AR, and a delay request RR are schematically indicated within a respective dashed box.

[0079] An acceleration request AR can be entered from an input device located in the driver's environment 55 of vehicle 2, such as from an accelerator pedal assembly located in the driver's environment 55 of vehicle 2 and / or from a control device, such as the control device 29 mentioned above. Similarly, a delay request RR can be entered from an input device located in the environment of Petition 870250094124, dated 10 / 15 / 2025, pp. 63 / 75 19 / 26 driver 55 of vehicle 2, such as from a brake pedal assembly located in the driver 55's environment of vehicle 2, and / or from a control device, such as a control device 29 mentioned above.

[0080] According to some embodiments, the control arrangement 21 is configured to control the power source m1, m2, m3 to increase a positive wheel torque if an interruption of a positive wheel torque is obtained during gear changes. That is, according to these embodiments, the control arrangement 21 can be configured to control the power source m1, m2, m3 of one or more powertrains P1, P2, P3 to increase a positive wheel torque of the wheels w1, w2, w3 powered by the power source m1, m2, m3 if a gear change in the transmission t1, t2, t3 of another powertrain P1, P2, P3 causes an interruption of a positive wheel torque.

[0081] For example, if vehicle 2 is traveling on a flat surface and is accelerating in a forward motion direction fd of vehicle 2 after receiving an acceleration request AR, a gear change in one of the transmissions t1, t2, t3 may result in an interruption of positive wheel torque. By controlling the power source m1, m2, m3 of one or more other powertrains P1, P2, P3 to increase positive wheel torque during gear changes to compensate for at least part of the interruption, smooth and comfortable acceleration of vehicle 2 can be provided without significantly adding costs and complexity to vehicle 2. Furthermore, the acceleration performance of vehicle 2 can be at least substantially maintained during gear changes without significantly adding costs and complexity to the vehicle.

[0082] According to some embodiments, the control arrangement 21 is configured to control the power source m1, m2, m3 to increase a negative wheel torque if an interruption of a negative wheel torque is obtained during gear changes. That is, according to such embodiments, the control arrangement 21 can be configured to control the power source m1, m2, m3 of one or more powertrains P1, P2, P3 to increase a negative wheel torque of the wheels w1, w2, w3 powered by the power source m1, m2, m3 if a Petition 870250094124, dated 10 / 15 / 2025, pp. 64 / 75 20 / 26 gear change in transmission t1, t2, t3 of another powertrain P1, P2, P3 cause an interruption of a negative wheel torque

[0083] For example, if vehicle 2 is traveling on a flat surface and is decelerating in a forward motion direction fd of vehicle 2 after receiving a deceleration request RR, a gear change in one of the transmissions t1, t2, t3 may result in an interruption of a negative wheel torque. By controlling the power source m1, m2, m3 of one or more other transmission sets P1, P2, P3 to increase a negative wheel torque during gear changes to compensate for at least part of the interruption, a smooth and comfortable deceleration of vehicle 2 can be provided without significantly adding costs and complexity to vehicle 2. Furthermore, the deceleration performance of vehicle 2 can be at least substantially maintained during gear changes without significantly adding costs and complexity to the vehicle.

[0084] As used herein, the term “positive wheel torque” means a wheel torque that causes a force on vehicle 2 in the forward direction of vehicle 2’s motion fd. Similarly, the term “negative wheel torque” means a wheel torque that causes a force on vehicle 2 in the reverse direction of vehicle 2’s motion rd.

[0085] According to some embodiments, control arrangement 21 is configured to block gear changes in a t1, t2, t3 transmission of at least one other P1, P2, P3 powertrain from two or more P1, P2, P3 powertrains during a gear change. That is, according to these embodiments, control arrangement 21 can be configured to block gear changes in one or more other t1, t2, t3 transmissions of vehicle 2 during a gear change in one of the t1, t2, t3 transmissions. In this way, simultaneous gear changes in two or more t1, t2, t3 transmissions of vehicle 2 are avoided. As a result, smooth, uniform and comfortable operation of vehicle 2 can be ensured without significantly adding costs and complexity to the vehicle. Furthermore, more consistent operational performance is achieved. Petition 870250094124, dated 10 / 15 / 2025, pages 65 / 75 21 / 26 of vehicle 2 can be guaranteed without significantly adding costs and complexity to vehicle 2.

[0086] Fig. 3 schematically illustrates a method 100 for controlling the operation of a vehicle. The vehicle may be a vehicle 2, as explained with reference to Fig. 1 and Fig. 2. Therefore, below, simultaneous reference is made to Fig. 1 and Fig. 3, unless otherwise indicated.

[0087] Method 100 is implemented by a control arrangement 21, wherein vehicle 2 comprises two or more powertrains P1, P2, P3, each comprising a power source m1, m2, m3 configured to provide motive power to vehicle 2 by means of wheels w1, w2, w3 arranged on a respective wheel axle a1, a2, a3 of vehicle 2, wherein each of the two or more powertrains P1, P2, P3 is separate and independent from the other two or more powertrains P1, P2, P3, and wherein method 100 comprises: - perform a gear change in a transmission t1, t2, t3 of one of the two or more transmission sets P1, P2, P3 and - control 120 the power source m1, m2, m3 of at least one other powertrain P1, P2, P3 of the two or more powertrains P1, P2, P3 to compensate for at least part of an interruption of a wheel torque obtained during the execution step 110 of the gear change. As shown in Fig. 3, the control stage 120 of the power source m1, m2, m3 may include: - control 122 the power source m1, m2, m3 to increase a positive wheel torque if an interruption of a positive wheel torque is obtained during the execution step 110 of the gear change.

[0088] As indicated in Fig. 3, the control stage 120 of the power source m1, m2, m3 may comprise: - Control 124 power source m1, m2, m3 to increase a negative wheel torque if a wheel torque interruption occurs. Petition 870250094124, dated 10 / 15 / 2025, pp. 66 / 75 22 / 26 negative for obtained during the execution step 110 of the gear change.

[0089] Furthermore, as indicated in Fig. 3, method 100 may comprise the step of: - to block 105 gear changes from being performed in a transmission t1, t2, t3 of at least one other powertrain P1, P2, P3 of the two or more powertrains P1, P2, P3 during the execution step 110 of the gear change.

[0090] It will be noticed that several embodiments described for method 100 are all combinable with control arrangement 21 as described in this document. That is, control arrangement 21 can be configured to execute any of the steps of methods 105, 110, 120, 122 and 124 of method 100.

[0091] Fig. 4 illustrates a computer-readable medium 200 comprising instructions that, when executed by a computer, cause the computer to perform method 100 according to some embodiments of the present disclosure. According to some embodiments, the computer-readable medium 200 comprises a computer program comprising instructions that, when the program is executed by a computer, cause the computer to perform method 100 according to some embodiments.

[0092] Those skilled in the art will appreciate that method 100 of controlling the operation of a vehicle 2 can be implemented by programmed instructions. These programmed instructions are normally constituted by a computer program which, when executed on the control arrangement 21, ensures that the control arrangement 21 performs the desired control, such as the steps of method 105, 110, 120, 122 and 124. The computer program is generally part of a computer program product 200 which comprises a suitable digital storage medium on which the computer program is stored.

[0093] Control arrangement 21 may comprise a computing unit which may take the form of substantially any suitable type of processor or microcomputer circuit, for example, a circuit for processing Petition 870250094124, dated 10 / 15 / 2025, pp. 67 / 75 23 / 26 digital signal (digital signal processor, DSP), a Central Processing Unit (CPU), a processing unit, a processing circuit, a processor, an Application-Specific Integrated Circuit (ASIC), a microprocessor, or other processing logic that can interpret and execute instructions. The term “computing unit” used herein may represent a unit of processing circuits comprising a plurality of processing circuits, such as, for example, any, some, or all of those mentioned above.

[0094] The control arrangement 21 may additionally include a memory unit, wherein the calculation unit may be connected to the memory unit, which may provide the calculation unit with, for example, stored program code and / or stored data that the calculation unit may need to enable it to perform calculations. The calculation unit may also be adapted to store partial or final results of calculations in the memory unit. The memory unit may comprise a physical device used to store data or programs, i.e., sequences of instructions, on a temporary or permanent basis. According to some embodiments, the memory unit may include integrated circuits comprising silicon-based transistors.The memory unit may comprise, for example, a memory card, a flash memory, a USB memory stick, a hard disk drive or other similar volatile or non-volatile storage unit for storing data such as, for example, ROM (read-only memory), PROM (programmable read-only memory), EPROM (erasable PROM), EEPROM (electrically erasable PROM), etc. in different embodiments.

[0095] Control arrangement 21 can be connected to vehicle components 2 to receive and / or send input and output signals. These input and output signals may comprise waveforms, pulses, or other attributes that the input signal receiving devices can detect as information and that can be converted into processable signals by control arrangement 21. These signals can then be provided to the calculation unit. One or more sending devices Petition 870250094124, dated 10 / 15 / 2025, pp. 68 / 75 24 / 26 output signals can be arranged to convert the calculation results from the calculation unit into output signals to transmit to other parts of the vehicle control system and / or the component or components for which the signals are intended. Each of the connections to the respective vehicle components 2 to receive and send input and output signals can take the form of one or more of a cable, a data bus, for example, a CAN (Controller Area Network) bus, a MOST (Media Oriented Systems Transport) bus or some other bus configuration, or a wireless connection.

[0096] In the embodiments illustrated, vehicle 2 comprises a control arrangement 21, but it may alternatively be implemented wholly or partially in two or more control arrangements or two or more control units. Control systems in modern vehicles generally comprise a communication bus system consisting of one or more communication buses to connect a series of electronic control units (ECUs), or controllers, to various components on board the vehicle. Such a control system may comprise a large number of control units, and the handling of a specific function may be shared between two or more of them. Vehicles of the type described here are therefore frequently equipped with significantly more control devices than those represented in Fig. 2, as a specialist in the field will surely appreciate.

[0097] The computer program product 200 can be provided, for example, in the form of a data carrier containing computer program code to perform at least some of the steps of methods 105, 110, 120, 122 and 124 according to some embodiments when loaded into one or more calculation units of the control arrangement 21. The data carrier can be, for example, a CD-ROM disk, as illustrated in Fig. 4, or a PROM (read-only programmable memory), an EPROM (erasable PROM), a flash memory, an EEPROM (electrically erasable PROM), a hard disk, a memory card, an optical storage device, a device of Petition 870250094124, dated 10 / 15 / 2025, pp. 69 / 75 25 / 26 magnetic storage or any other suitable medium, such as a disk or tape, that can hold machine-readable data in a non-transient manner. The computer program product may, moreover, be provided as computer program code on a server and may be downloaded to the control arrangement 21 remotely, for example, via an internet or intranet connection, or by means of other wired or wireless communication systems.

[0098] Method 100, as referred to herein, may also be referred to as a method 100 for controlling the operation of at least one energy source m1, m2, m3 of a power train P1, P2, P3 of a vehicle 2.

[0099] It should be understood that the foregoing is illustrative of various exemplary embodiments and that the invention is defined only by the appended independent claims. One skilled in the art will realize that the exemplary embodiments can be modified and that different features of the exemplary embodiments can be combined to create embodiments different from those described in this document, without departing from the scope of the present invention as defined by the appended independent claims.

[00100] As used in this document, the term comprising or includes is open-ended and includes one or more declared resources, elements, steps, components, or functions, but does not preclude the presence or addition of one or more other resources, elements, steps, components, functions, or groups thereof.

[00101] It should be understood that the foregoing is illustrative of various exemplary embodiments and that the invention is defined only by the appended independent claims. Those skilled in the art will realize that the exemplary embodiments can be modified and that different features of the exemplary embodiments can be combined to create embodiments different from those described herein, without departing from the scope of the present invention as defined by the appended independent claims.

[00102] As used in this document, the term comprising or includes is open-ended and includes one or more resources, elements, steps, Petition 870250094124, dated 10 / 15 / 2025, pp. 70 / 75 26 / 26 declared components or functions, but this does not prevent the presence or addition of one or more other resources, elements, steps, components, functions, or groups thereof. Petition 870250094124, dated 10 / 15 / 2025, pp. 71 / 75

Claims

1 / 3 CLAIMS 1. Method (100) for controlling the operation of a vehicle (2), characterized in that the method (100) is performed by a control arrangement (21), and wherein the vehicle (2) comprises two or more transmission sets (P1, P2, P3), each comprising a power source (m1, m2, m3) configured to supply motive power to the vehicle (2) by means of wheels (w1, w2, w3) arranged on a respective wheel axle (a1, a2, a3) of the vehicle (2), wherein each of the two or more power trains (P1, P2, P3) is separate and independent from the other of the two or more power trains (P1, P2, P3), and wherein the method (100) comprises: - performing (110) a gear change in a transmission (t1, t2, t3) of one of the two or more transmission sets (P1, P2, P3), and - control (120) the power source (m1, m2, m3) of at least one other power train (P1, P2, P3) of the two or more power trains (P1, P2,P3) to compensate for at least part of an interruption of a wheel torque obtained during the execution phase (110) of the gear change., 2. Method (100), according to claim 1, characterized in that the control step (120) of the energy source (m1, m2, m3) comprises: - controlling (122) the energy source (m1, m2, m3) to increase a positive wheel torque if an interruption of a positive wheel torque is obtained during the execution step (110) of the gear change.

3. Method (100), according to any one of claims 1 or 2, characterized in that the control step (120) of the energy source (m1, m2, m3) comprises: - controlling (124) the energy source (m1, m2, m3) to increase a negative wheel torque if an interruption of a negative wheel torque is obtained during the execution step (110) of the gear change.

4. Method (100), according to any one of claims 1 to 3, characterized in that the method (100) comprises the step of: - blocking (105) of gear changes being performed in a Petition 870250094124, dated 10 / 15 / 2025, page 72 / 75 2 / 3 transmission (t1, t2, t3) of at least one other powertrain (P1, P2, P3) of the two or more powertrains (P1, P2, P3) during the execution step (110) of the gear change.

5. Computer-readable support (200), characterized in that it comprises instructions which, when executed by a computer, cause the computer to execute method (100), as defined in any one of claims 1-4.

6. Control arrangement (21) configured to control the operation of a vehicle (2), characterized in that the vehicle (2) comprises two or more transmission systems (P1, P2, P3), each comprising a power source (m1, m2, m3) configured to supply motive power to the vehicle (2) by means of wheels (w1, w2, w3) arranged on a respective wheel axle (a1, a2, a3) of the vehicle (2), wherein each of the two or more transmission systems (P1, P2, P3) is separate and independent from the other two or more transmission systems (P1, P2, P3), and wherein the control arrangement (21) is configured to: - perform a gear change in a transmission (t1, t2, t3) of one of the two or more transmission assemblies (P1, P2, P3), and - control the power source (m1, m2, m3) of at least one other powertrain (P1, P2, P3) of the two or more powertrains (P1, P2, P3) to compensate for at least part of an interruption of wheel torque obtained during gear changes.

7. Vehicle (2), characterized in that it comprises two or more transmission systems (P1, P2, P3), each comprising a power source (m1, m2, m3) configured to provide motive power to the vehicle (2) by means of wheels (w1, w2, w3) arranged on a respective wheel axle (a1, a2, a3) of the vehicle (2), wherein each of the two or more powertrains (P1, P2, P3) is separate and independent from the other two or more powertrains (P1, P2, P3), and wherein the vehicle (2) comprises a control arrangement (21) as defined in claim 6. Petition 870250094124, dated 10 / 15 / 2025, page 73 / 75 3 / 3 8. Vehicle (2), according to claim 7, characterized in that the power source (m1, m2, m3) of at least one of the two or more transmission sets (P1, P2, P3) is an electric machine.

9. Vehicle (2), according to either of claims 7 or 8, characterized in that vehicle (2) is a heavy road vehicle, such as a truck or a bus. Petition 870250094124, dated 10 / 15 / 2025, pp. 74 / 75

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