Gearbox arrangement and control of gearbox arrangement

Abstract

The invention relates to a gearbox arrangement (200) comprising: a first planet gear (210) comprising a first ring gear (R1 / 211), a first sun gear (R1 / 212) and a first planet carrier (C1 / 213); and a second planetary gear (220) including a second ring gear (R2 / 221), a second sun gear (S2 / 222), and a second planet carrier (C2 / 223). A first electric machine (101) is coupled to the first ring gear, the first sun gear is coupled to the second ring gear, a second electric machine (102) is coupled to the second sun gear, and the second planet carrier is coupled to at least one drive wheel. The gearbox arrangement comprises a first freewheel arrangement (231) and a second freewheel arrangement (232) arranged such that:-when a first direction of rotation of the first ring gear is provided:--the first freewheel arrangement locks the first planet carrier against rotation; and-the second freewheel arrangement allows rotation of the first ring gear and the first sun gear relative to the first planet carrier; and-when a second opposite direction of rotation of the first ring gear is provided:--the first freewheel arrangement allows rotation of the first planet carrier; and-the second freewheel arrangement locks the first planet carrier to one of the first ring gear and the first sun gear.

Description

Technical Field

[0001] The present invention relates to a vehicle driven by at least two electric motors, such as a truck, a bus, a car or another type of vehicle. The present invention particularly relates to a transmission arrangement, and to a method and a control unit for controlling said transmission arrangement. The present invention also relates to a computer program and a computer-readable medium for implementing the method according to the present invention. Background Art

[0002] The following background art description constitutes a description of the background art of the present invention; however, this does not necessarily have to constitute prior art.

[0003] Many current vehicles, such as electric and / or hybrid vehicles, include one or more electric motors arranged to drive the vehicle forwards and / or backwards. Depending on the operating conditions of the vehicle, the electric motor can act both as an engine that provides torque to one or more drive wheels of the vehicle to propel the vehicle, and as a generator that stores electrical energy in at least one energy storage device when the vehicle brakes.

[0004] Therefore, the electric motor can include and / or be coupled to at least one energy storage device, such as an electromechanical energy storage device. The electric motor and / or the at least one energy storage device can also include and / or be coupled to a control device arranged to control the flow of electrical energy between the at least one energy storage device and the electric motor. In this way, when the vehicle is braking, the control of the electrical energy flows from the electric motor to at least one electricity storage device, which is generally referred to as regenerative braking. Therefore, when the electric motor is used for regenerative braking, it acts as a generator that charges the at least one energy storage device by causing electrical energy to flow from the electric motor to at least the energy storage device.

[0005] When the electric motor acts as an engine for propelling the vehicle, on the other hand, the control of the electrical energy flows from at least one energy storage device to the electric motor, whereby the electric motor uses the electrical energy to generate the torque for driving at least one drive wheel of the vehicle, i.e., for providing the torque that causes it to rotate at at least one drive wheel. Therefore, the electric motor can be controlled to alternate between consuming electrical energy when driving at least one drive wheel and generating electrical energy when braking the vehicle.

[0006] An electric motor typically has a maximum torque that depends on its rotational speed. In other words, the maximum torque provided by the electric motor is a function of its rotational speed. An electric motor can typically provide a relatively high maximum torque at lower rotational speeds, and due to its maximum torque function, the electric motor can provide a relatively lower maximum torque at higher rotational speeds. The maximum torque function can, for example, have a torque plateau for lower rotational speeds and reduce the maximum torque outside of this plateau, for example, for higher rotational speeds. Thus, without an appropriate gear transmission, the electric motor will be able to provide a higher torque at lower vehicle speeds, but will only be able to provide a lower torque at higher vehicle speeds, i.e., a torque lower than the torque it provides at lower vehicle speeds.

[0007] Therefore, due to the maximum torque function of the electric motor and since a relatively high torque must also be provided for higher vehicle speeds, some kind of gear transmission should be provided between the electric motor and at least one drive wheel. The gear transmission should then transform the power of the electric motor into the desired torque and rotational speed at the at least one drive wheel. Conventionally, such a gear transmission in a vehicle is provided by a conventional gearbox. Summary of the Invention

[0008] Conventional gearboxes are expensive, complex, and space-consuming. Many mechanical parts, such as gears and shafts, need to be designed to be able to interact with each other in complex and different ways in order to provide various gear ratios and corresponding gear shifts. This results in a gearbox housing that takes up space, and many of these mechanical parts must be able to move inside the gearbox housing, for example, rotate around their respective axes and move relative to each other.

[0009] In a vehicle having more than one power source, such as a vehicle including at least two electric motors, the size of the conventional gearbox will become even larger than in a conventional setup having only one engine because both the complexity and the number of mechanical parts increase.

[0010] In addition, the number of mechanical parts of a conventional gearbox must be controlled for the gearbox to operate properly. Thus, conventional gearboxes are routinely equipped with multiple actuators for providing gear shifts. These actuators are arranged to move gear sleeves, etc., thereby causing the movement of gears such that various gears engage with each other, whereby the gearbox provides various gear ratios, respectively. The movement of these actuators is typically achieved by using hydraulic means and / or pneumatic means. Therefore, a control system for providing hydraulic means and / or pneumatic means to move these actuators must also be included in a conventional gearbox. These actuators and control systems increase the size and complexity of these gearboxes.

[0011] Therefore, an object of the present invention is to provide a cheaper, smaller, and simpler way to provide a suitable gear transmission between two electric motors and at least one drive wheel in a vehicle including at least two electric motors.

[0012] According to one aspect of the present invention, this object is achieved by the above-described transmission arrangement for transmitting torque between one or more of a first electric machine and a second electric machine and at least one drive wheel of a vehicle, wherein when the vehicle moves forward, the at least one drive wheel has a positive rotational direction;

[0013] The transmission arrangement comprises:

[0014] - a first planetary gear including a first ring gear, a first sun gear, and a first planet carrier; and

[0015] - a second planetary gear including a second ring gear, a second sun gear, and a second planet carrier;

[0016] wherein

[0017] - the first electric machine is coupled to the first ring gear;

[0018] - the first sun gear is coupled to the second ring gear;

[0019] - the second electric machine is coupled to the second sun gear;

[0020] - the second planet carrier is coupled to the at least one drive wheel;

[0021] - a first one-way clutch arrangement and a second one-way clutch arrangement are arranged such that:

[0022] -- when the first electric machine provides a first rotational direction of the first ring gear, if the first sun gear would rotate in a first direction equal to the first rotational direction of the first ring gear and if the second sun gear would be stationary, and if the first rotational direction would cause a negative rotational direction of the at least one drive wheel:

[0023] --- the first one-way clutch arrangement locks the first planet carrier against rotation; and

[0024] --- the second one-way clutch arrangement allows the first ring gear and the first sun gear to rotate relative to the first planet carrier; and

[0025] - when the first electric machine provides a second rotational direction of the first ring gear opposite to the first rotational direction:

[0026] --- the first one-way clutch arrangement allows the first planet carrier to rotate; and

[0027] --- The second overrunning clutch arrangement locks the first planetary carrier to one of the first ring gear and the first sun gear.

[0028] The transmission arrangement presented herein provides an uninterrupted torque supply to at least one drive wheel, which is of course useful in many cases.

[0029] The proposed transmission arrangement uses a first planetary gear and a second planetary gear as well as a second overrunning clutch arrangement to provide a second operating mode M2, i.e., to provide a second operating mode M2 for the transmission arrangement. The two planetary gears are coupled together such that appropriate gear ratios for the second operating mode M2 are achieved between the first electric machine and the second electric machine and the drive wheels, respectively.

[0030] According to an embodiment, the transmission arrangement uses a first planetary gear and a second planetary gear as well as a first overrunning clutch arrangement to provide a third operating mode M3 for the transmission arrangement. The two planetary gears are coupled together such that appropriate gear ratios for the third operating mode M3 are achieved between the first electric machine and the second electric machine and the drive wheels, respectively. The transmission arrangement is controlled to provide the third operating mode M3 only by controlling the torque direction and the rotation direction provided by the first electric machine and the second electric machine. In this way, an uninterrupted torque can be achieved with few mechanical parts, thereby providing a small, lightweight and cost-effective transmission arrangement.

[0031] In this document, modes of operation are sometimes referred to as operation mode or transmission mode, or simply as mode, and / or sometimes denoted by abbreviations, such as M1, M2, M3, MR and MB.

[0032] The use of two planetary gears coupled according to the proposed transmission arrangement provides a solution with low mechanical complexity, and its space occupancy is also greatly reduced compared to conventional gearbox solutions. The solution using two planetary gears involves a smaller number of mechanical parts and thus reduces the size, weight and cost required for the transmission arrangement compared to conventional gearboxes. In addition, controlling the transmission arrangement of the present invention using a dual planetary gear solution is less complex than controlling a conventional gearbox.

[0033] The second freewheel arrangement is coupled to the first planetary gear such that the rotational directions of the first electric machine and the second electric machine set the transmission arrangement for a desired operating mode. Such rotational directions include a positive rotational direction, a negative rotational direction, and a standstill of one or more of the first electric machine and the second electric machine. For example, when the first electric machine and the second electric machine are appropriately controlled, different and suitable gear ratios are provided for the second operating mode M2 and the third operating mode M3, respectively. Thus, by simply controlling the torque, rotational speed, and rotational direction of the first electric machine and the second electric machine, the transmission arrangement is controllable due to its inventive design to provide the desired operating mode and its corresponding gear ratio between the first electric machine and the second electric machine and at least one drive wheel.

[0034] Since the operating mode of the transmission arrangement and its corresponding gear ratio are achieved only by controlling the torque direction and rotational direction provided by the first electric machine and the second electric machine, according to various embodiments of the transmission arrangement presented herein, there is no need for a mechanical actuator conventionally used in a gearbox to physically move gear sleeves, gears, etc. during gear shifting. Omitting such a conventional actuator and its corresponding hydraulic or pneumatic control system greatly reduces the complexity and cost of the transmission arrangement and increases the robustness and reliability of the transmission arrangement.

[0035] Thus, by using the solution of utilizing two planetary gears coupled as described herein, uninterrupted torque and a large ratio or difference between the highest and lowest gear ratios can be achieved with few mechanical parts. In this way, a small, lightweight, and cost-effective transmission arrangement can be designed that is still capable of providing the required difference between the highest and lowest gear ratios and torque capacities for various vehicle applications with low control complexity.

[0036] According to an embodiment of the present invention, the transmission arrangement comprises

[0037] - a third freewheel arrangement that is coupled between the second electric machine and the second sun gear and is arranged such that:

[0038] -- when a first rotational direction is provided at the third freewheel arrangement, where the first rotational direction would be the result of the second planetary gear carrier rotating in a rotational direction corresponding to the positive rotational direction at the at least one drive wheel, and the second ring gear would rotate in a rotational direction that would cause the positive rotational direction of the at least one drive wheel when the second sun gear would be stationary:

[0039] --- the third freewheel arrangement locks the second sun gear to prevent rotation; and

[0040] --When a second rotational direction opposite to the first rotational direction is provided at the third freewheel arrangement:

[0041] ---The third freewheel arrangement allows the second sun gear to rotate.

[0042] The third freewheel arrangement enables, together with the transmission arrangement, to provide a first operating mode M1, where the first mode M1 provides high / maximum torque and relatively low speed at at least one drive wheel. The first operating mode M1 can generally be used when starting from a stationary state, or when turning a line, for example, during parking or in relation to the loading of the vehicle.

[0043] Using the third freewheel arrangement in the first operating mode M1 increases the degree of freedom of choice regarding the power and / or capacity of the first and the electric machine respectively. This is possible because the second electric machine itself does not have to be able to counteract the reaction torque generated by the first electric machine in the first mode M1. Instead, if the second electric machine does not counteract the reaction torque itself, the third freewheel arrangement locks the second sun gear to prevent rotation. Thus, the third freewheel arrangement can counteract the reaction torque itself. Therefore, a second electric machine weaker than the first electric machine, i.e., with lower power, can be used because if the power of the second electric machine is not sufficient to counteract the reaction torque from the second planetary gear, the third freewheel arrangement locks the second sun gear in the first mode M1. This increased degree of freedom of choice results in a flexible use of the transmission arrangement, which can be easily adapted to various embodiments. The possibility of using a second electric machine with lower power can also reduce the cost and complexity of the vehicle.

[0044] According to an embodiment of the invention, the transmission arrangement comprises

[0045] - a braking coupling arrangement, which is arranged to:

[0046] --When a first torque difference provided on / existing in the braking coupling arrangement acts on the braking coupling arrangement in a first direction, and if the second sun gear is to be stationary, a forward driving torque will be generated on the at least one drive wheel:

[0047] ---Couple the second ring gear to the first electric machine via the first planetary gear, thereby functionally utilizing the first planetary gear, the first freewheel arrangement, and the second freewheel arrangement; and

[0048] --When a second torque difference provided on / existing in the braking coupling arrangement acts on the braking coupling arrangement in a second direction opposite to the first direction:

[0049] ---Functionally bypass the first planetary gear, the first freewheel arrangement, and the second freewheel arrangement.

[0050] The braking connection arrangement enables both regenerative braking and reverse driving of the vehicle. The braking connection arrangement is automatically controlled by the torque provided above it, i.e., automatically controlled by the torque difference / direction applied to it. The braking connection arrangement utilizes or bypasses the functions of the first planetary gear and the first freewheel arrangement and the second freewheel arrangement, i.e., does not utilize its functions / features. When the vehicle brakes in the regenerative braking mode MB or drives backward in the reverse mode MR, the braking connection arrangement functionally bypasses the first planetary gear in the sense of not utilizing the torque and rotation relationship of the first planetary gear, i.e., the first planetary gear is functionally bypassed / disabled and does not provide any upshift or downshift. Therefore, the second planetary gear, i.e., the second ring gear, is directly functionally connected to the first electric motor as if the first planetary gear were not located between the first electric motor and the second planetary gear. In other words, the braking connection arrangement provides a 1:1 gear ratio on the first planetary gear during braking or backward travel of the vehicle.

[0051] However, in the forward operation mode, i.e., in the first operation mode M1, the second operation mode M2, and the third operation mode M3, the braking connection arrangement does not bypass the first planetary gear and the above-mentioned first freewheel arrangement and / or the second freewheel arrangement. Therefore, the first planetary gear and the above-mentioned first freewheel arrangement and / or the second freewheel arrangement are utilized as described herein, i.e., the first freewheel arrangement and / or the second freewheel arrangement are used to control the function of the first planetary gear. Based on the rotation direction of the first electric motor, the first freewheel arrangement and / or the second freewheel arrangement control the first planetary gear such that a 1:1 gear ratio is utilized for the first operation mode M1 and the second operation mode M2, and such that other gear ratios are utilized for the third operation mode M3.

[0052] The braking connection arrangement is a low-complexity and low-cost device that helps the transmission arrangement to be able to provide both the regenerative braking operation mode MB and the reverse driving operation mode MR. It should be noted in particular that, according to some embodiments, no actuator is required to control the braking connection arrangement, because then the braking connection arrangement is instead controlled via the control of the first electric motor and the second electric motor. More specifically, the braking connection arrangement and the entire transmission arrangement are then controlled by the torque, rotational speed, and rotation direction provided by the first electric motor and the second electric motor.

[0053] According to an embodiment of the present invention, the braking connection arrangement includes:

[0054] - a first shaft that is connected to the electric motor at a first end and to the first ring gear at a second end;

[0055] - a second shaft that is connected to the second ring gear at a second end; and

[0056] - A sleeve, which is arranged to interact with both the first sun gear and the second shaft and is arranged to be movable between a first position and a second position; wherein:

[0057] -- The sleeve is arranged to move towards the first position by the first torque difference when the second shaft rotates relative to the sleeve in a first direction. When the sleeve is in the first position, the first ring gear, the first sun gear and the first planet gear carrier are unlocked relative to each other, so that the first shaft is coupled to the second shaft via the first ring gear, the first sun gear and the sleeve; and

[0058] -- The sleeve is arranged to move towards the second position by the second torque difference when the second shaft rotates relative to the sleeve in a second direction. When the sleeve is in the second position, the sleeve locks the first sun gear to the first planet gear carrier, so that the first shaft and the second shaft rotate synchronously.

[0059] Through this mechanical implementation of the braking connection arrangement, a low complexity and automatic braking connection arrangement is provided, which is only controlled by torque, that is, the first torque difference / direction and the second torque difference / direction are respectively provided thereon. The characteristics / features / properties of the first torque difference cause the relative rotation of the shaft relative to the sleeve in the first direction, and the characteristics / features / properties of the second torque difference cause the relative rotation of the shaft relative to the sleeve in the second direction.

[0060] The braking connection arrangement can enable or bypass / disable the functions of the first planetary gear and the first overrunning clutch arrangement and / or the second overrunning clutch arrangement in this way, as explained above and below, so that it is possible to regeneratively brake the vehicle in the regenerative braking mode MB and drive the vehicle backward in the reverse mode MR. According to various embodiments, the movement of the sleeve can be provided by a spline arrangement including, for example, a helical spline, which is a low complexity mechanical solution and does not require control logic except for the control logic for the first motor and the second motor. Additionally, for the first operating mode M1, the second operating mode M2 and the third operating mode M3 for driving the vehicle forward, the braking connection arrangement enables the use of the functions of the first planetary gear and the above-mentioned first overrunning clutch arrangement and / or the second overrunning clutch arrangement, thereby utilizing these components as described herein.

[0061] According to an embodiment of the present invention, the transmission arrangement comprises

[0062] - A reverse connection arrangement, which is arranged at a third overrunning clutch arrangement coupled between the second motor and the second sun gear and is arranged to:

[0063] --When a first torque difference provided on / present in the reverse coupling arrangement acts on the reverse coupling arrangement in a first direction and would generate a backward driving torque on the at least one drive wheel if the second ring gear were stationary:

[0064] ---Separate the third freewheel arrangement from the second sun gear; and

[0065] --When a second torque difference provided on / present in the reverse coupling arrangement acts on the reverse coupling arrangement in a second direction opposite to the first direction:

[0066] ---Couple the third freewheel arrangement to the second sun gear.

[0067] The reverse coupling arrangement enables the use of the transmission arrangement to drive the vehicle backward. By using the reverse coupling arrangement, the second electric motor can contribute to driving the vehicle forward and backward. This is made possible by the presented reverse coupling arrangement. The transmission arrangement can also use the above-mentioned third freewheel arrangement to provide a first operating mode M1. This is achieved by implementing the presented reverse coupling arrangement in the transmission arrangement.

[0068] The reverse coupling arrangement is automatically controlled by the torque provided thereon, i.e., by the torque difference / direction thereon, such that if the torque difference would generate a backward driving torque on the drive wheels, the third freewheel arrangement is separated from the second sun gear. Thus, when the vehicle is driven backward by the second electric motor, the locking function of the third freewheel arrangement is disabled. However, if the vehicle is not driven backward, for example, in the first operating mode M1, the second operating mode M2, or the third operating mode M3, the third freewheel arrangement is coupled to the second sun gear, and the locking function of the third freewheel arrangement is enabled.

[0069] The reverse coupling arrangement is a low-cost mechanical device that enables the transmission arrangement to provide forward and backward operating modes. It should be noted in particular that, according to an embodiment, no conventional mechanical actuator is required to control the reverse coupling arrangement, as the reverse coupling arrangement is then controlled only via the control of the first electric motor and the second electric motor. Thus, the enabling and disabling of the function of the third freewheel arrangement are automatically provided by the torque difference provided by the first electric motor and the second electric motor on the reverse coupling arrangement. Therefore, the reverse coupling arrangement does not increase the complexity of the control system.

[0070] According to an embodiment of the present invention, the reverse coupling arrangement includes:

[0071] - A first shaft, the first shaft being coupled to the second electric motor;

[0072] - A second shaft, the second shaft being coupled to the second sun gear; and

[0073] - a sleeve, the sleeve being arranged to:

[0074] -- interact with the first shaft at a first end;

[0075] -- engage with the second shaft at a second end; and

[0076] -- be movable between a first position and a second position; wherein:

[0077] - the sleeve is arranged to move towards the first position by the first torque difference when the first shaft rotates relative to the sleeve in a first direction, wherein the second shaft is engaged with the first shaft via the sleeve but disengaged from the third freewheel arrangement when the sleeve is in the first position; and

[0078] - the sleeve is arranged to move towards the second position by the second torque difference when the first shaft rotates relative to the sleeve in a second direction, wherein when the sleeve is in the second position, the second shaft is engaged with both the first shaft and the third freewheel arrangement via the sleeve.

[0079] By this mechanical implementation of the reverse coupling arrangement, a low complexity and automatic reverse coupling arrangement are provided, which is controlled only by the torque provided above it, i.e., the torque difference / direction. In this way, the reverse coupling arrangement can enable or disable the function of the third freewheel arrangement. When the third freewheel arrangement is disengaged / disabled, it is possible to drive the vehicle backward in the reverse mode MR. For other operating modes, such as the first forward operating mode M1, the second operating mode M2, and the third operating mode M3, the third freewheel arrangement is enabled, i.e., the third freewheel arrangement is then coupled to the second sun gear. According to various embodiments, the movement of the sleeve enables the enabling and disabling of the third freewheel arrangement to be provided by a spline arrangement including, for example, a helical spline. This is a torque-driven mechanical solution without control logic.

[0080] According to an embodiment of the present invention, the second freewheel arrangement includes one of the group consisting of:

[0081] - a second freewheel arrangement arranged to be able to lock the first planet gear carrier and the first sun gear to each other, or allow the first planet gear carrier and the first sun gear to rotate relative to each other; and

[0082] - a second freewheel arrangement arranged to be able to lock the first planet gear carrier and the first ring gear to each other, or allow the first planet gear carrier and the first ring gear to rotate relative to each other.

[0083] Thus, the second freewheel arrangement can be arranged in two different ways, either between the first planet carrier and the first sun gear, or between the first planet carrier and the first ring gear. In this way, a degree of freedom in the implementation is provided, since the most suitable solution, i.e. the most suitable position of the second freewheel arrangement, can be selected for a particular implementation of the transmission arrangement.

[0084] According to one aspect of the invention, there is provided a vehicle comprising the transmission arrangement described herein.

[0085] The vehicle comprising the transmission arrangement provides a low-cost and small-sized low-complexity transmission solution. In this way, the first operating mode M1, the second operating mode M2, the third operating mode M3, the regenerative braking operating mode MB and the reverse operating mode MR described herein can be used with extremely low control complexity.

[0086] According to an aspect of the invention, the object is achieved by a method for controlling the transmission arrangement described herein to provide a second operating mode of the transmission arrangement. The method comprises:

[0087] - Controlling the first electric machine to cause the second rotational direction of the first ring gear, whereby:

[0088] -- The first freewheel arrangement allows the first planet carrier to rotate; and

[0089] -- The second freewheel arrangement locks the first planet carrier to one of the first ring gear and the first sun gear; and

[0090] - Controlling the first electric machine to move the at least one drive wheel in the forward rotational direction; and

[0091] - Controlling the second electric machine to move the at least one drive wheel in the forward rotational direction.

[0092] The proposed method for controlling the transmission arrangement described herein provides low-complexity control. The second operating mode M2 and its corresponding gear ratio are achieved only by controlling the torque direction and the rotational direction provided by the first electric machine and the second electric machine. Thus, by simply controlling the first electric machine and the second electric machine, the transmission arrangement can provide the second operating mode M2. By controlling the torque direction and the rotational direction of the first electric machine and the second electric machine, the transmission arrangement comprising the second freewheel arrangement is thus controlled to provide the second operating mode M2. In particular, no complex control of mechanical actuators is required, since mechanical actuators are conventionally used to move gear sleeves and / or teeth / gears in conventional gearboxes. Thus, mechanical complexity and cost are minimized. Thus, the control method for controlling the transmission arrangement utilizes the control system already used for controlling the first electric machine and the second electric machine and thus neither increases mechanical complexity nor the production cost of the vehicle. In this way, the existing robust control system for controlling the first electric machine and the second electric machine is suitable for also providing robust and low-complexity control of the transmission arrangement.

[0093] According to an embodiment of the invention, the first operating mode of the transmission arrangement is provided by the following operations:

[0094] - Controlling the first electric machine to cause the second rotational direction of the first ring gear, whereby

[0095] -- the first freewheel arrangement allows the first planetary gear carrier to rotate; and

[0096] -- the second freewheel arrangement locks the first planetary gear carrier to one of the first ring gear and the first sun gear; and

[0097] - Controlling the first electric machine and the second electric machine such that they attempt to cause the first rotational direction at the third freewheel arrangement; whereby:

[0098] -- the third freewheel arrangement locks the second sun gear against rotation; and

[0099] - Controlling the first electric machine to move the at least one drive wheel in the positive rotational direction.

[0100] By controlling the first electric machine and the second electric machine, according to this method embodiment, the third freewheel arrangement locks the second sun gear to prevent rotation, and thereby counteracts the reaction torque from the second planet gear when the first electric machine provides torque, providing a first operating mode M1. For example, during starting or when the vehicle is moving slowly, such as through a turn, the first operating mode M1 can be useful. This control of the transmission arrangement enables the use of the same first electric machine and second electric machine, or even a second electric machine with lower power than the first electric machine. In this way, a low-cost and flexible vehicle can be produced.

[0101] According to an embodiment of the present invention, the third operating mode of the transmission arrangement is achieved by the following operations:

[0102] - Controlling the first electric machine to cause the first rotational direction of the first ring gear, whereby

[0103] -- The first freewheel arrangement locks the first planet carrier to prevent rotation; and

[0104] -- The second freewheel arrangement allows the first ring gear and the first sun gear to rotate relative to the first planet carrier;

[0105] - Controlling the first electric machine to move the at least one drive wheel in the positive rotational direction; and

[0106] - Controlling the second electric machine to cause the positive rotational direction of the at least one drive wheel.

[0107] According to this embodiment of the method, the transmission arrangement is controlled to provide a third mode M3. The control of the first electric machine and the second electric machine is used here to set the transmission arrangement to achieve the third mode M3. There is no need for a conventional actuator that minimizes mechanical complexity and production cost here.

[0108] According to an embodiment of the present invention, when switching between the second operating mode and the third operating mode, the first electric machine is controlled to:

[0109] - Switch its rotational speed from the previous rotational direction to a subsequent rotational direction opposite to the previous rotational direction.

[0110] According to this embodiment of the method, the transmission arrangement is controlled to switch between the second mode M2 and the third mode M3. The first electric machine switches both the rotational direction and the torque direction here to cause the switch between the second mode M2 and the third mode M3, while the transmission arrangement continues to provide torque to the at least one drive wheel. Thus, the switch between the second mode M2 and the third mode M3 is achieved without a conventional actuator and the conventional control of such an actuator.

[0111] According to an embodiment of the present invention, switching from the previous rotation direction to the subsequent rotation direction includes controlling the first motor to:

[0112] - reduce the absolute value of the rotational speed in the previous rotation direction to zero while providing a torque having a non-zero absolute value;

[0113] - switch to the subsequent rotation direction; and

[0114] - increase the absolute value of the rotational speed in the subsequent rotation direction.

[0115] In this way, simply by controlling the motor, it is possible to easily and smoothly achieve the mode switch between the second mode M2 and the third mode M3 while considering driving comfort, which is equivalent to the traditional gear shift. Therefore, the mode switch can be performed without an actuator, and at the same time, torque is continuously provided to at least one drive wheel.

[0116] According to an embodiment of the present invention, the method further includes providing a regenerative braking operation mode of the transmission arrangement by:

[0117] - controlling the first motor and the second motor such that the second torque difference is provided / exists on the braking connection arrangement; whereby

[0118] -- the braking connection arrangement functionally bypasses the first planetary gear, the first freewheel arrangement, and the second freewheel arrangement; and

[0119] - controlling the first motor and the second motor to brake the vehicle and thereby generate energy.

[0120] By this control of the first motor and the second motor, the regenerative braking mode MB can be easily provided without the need for conventional actuator control. In the regenerative braking mode MB, energy is generated by the first motor and / or the second motor during regenerative braking. Then, the energy can be stored in at least one energy storage device, and the at least one energy storage device can be a combined energy storage device of the first motor and / or the second motor for later use by the first motor and / or the second motor.

[0121] According to an embodiment of the present invention, the method further includes providing a reverse operation mode of the transmission arrangement by:

[0122] - controlling the first motor and the second motor such that the first torque difference is provided / exists on the reverse connection arrangement; whereby

[0123] -- the third freewheel arrangement is separated from the second sun gear; and

[0124] - Control the first motor and the second motor such that the vehicle is driven backward.

[0125] By this control of the first and second motors, a reverse mode MR can be easily provided without the need for conventional actuator control. Thus, the vehicle can be driven backward, which is useful in many situations, such as when changing lanes.

[0126] According to one aspect of the invention, the object is achieved by a control unit implementing the methods and their embodiments described herein.

[0127] According to one aspect of the invention, the computer program and computer-readable medium mentioned above are configured to implement the methods and their embodiments described herein.

[0128] It should be understood that all embodiments described for the method aspect of the invention also apply to the control unit aspect of the invention. Thus, all embodiments described for the method aspect of the invention can be executed by at least one control unit, which can also be a control device, i.e., a device. The control unit and its embodiments have advantages corresponding to those described above for the method and its embodiments.

[0129] The transmission arrangement described herein is arranged such that the method aspects and embodiments described herein can be executed by the transmission arrangement, and then the transmission arrangement thereby provides the corresponding advantages as mentioned for the method aspects and embodiments. Accordingly, the method aspects and embodiments described herein can control the transmission arrangement such that the use of the transmission arrangement described herein is provided, thereby resulting in corresponding advantages. BRIEF DESCRIPTION OF THE DRAWINGS

[0130] Embodiments of the invention will be illustrated in more detail below with reference to the drawings, where like reference numerals are used for like components, and where:

[0131] Figure 1 An example vehicle in which embodiments of the invention can be implemented is schematically shown,

[0132] Figure 2a -b Some parts of an example vehicle and a transmission arrangement according to some embodiments of the invention are schematically shown,

[0133] Figure 3a -b A braking connection arrangement according to some embodiments of the invention is schematically shown,

[0134] Figure 4a -b A reverse connection arrangement according to some embodiments of the invention is schematically shown,

[0135] Figure 5 A flowchart of a method according to some embodiments of the invention is shown,

[0136] Figure 6 shows a flowchart of a method according to some embodiments of the present invention,

[0137] Figure 7 shows a flowchart of a method according to some embodiments of the present invention,

[0138] Figure 8a -b shows a torque and engine speed diagram of starting according to some embodiments of the present invention,

[0139] Figure 9 shows a flowchart of a method according to some embodiments of the present invention,

[0140] Figure 10 shows a flowchart of a method according to some embodiments of the present invention,

[0141] Figure 11a -b shows a torque and engine speed diagram of starting according to some embodiments of the present invention,

[0142] Figure 12a -b shows a torque and engine speed diagram of changing from the first mode M1 to the second mode M2 according to some embodiments of the present invention,

[0143] Figure 13a -f shows a torque and engine speed diagram of changing from the second mode M2 to the third mode M3 according to some embodiments of the present invention,

[0144] Figure 14a -d shows a torque and engine speed diagram of changing from the third mode M3 to the regenerative braking mode MB according to some embodiments of the present invention,

[0145] Figure 15a -b shows a torque and engine speed diagram of changing to the reverse mode MR according to some embodiments of the present invention,

[0146] Figure 16 shows a control unit in which a method according to any one of the embodiments described herein can be implemented. Detailed Description

[0147] Figure 1 Schematically shows an exemplary heavy vehicle 100, such as a truck or a bus, which will be used to explain the aspects and embodiments presented herein. However, the embodiments are not limited to use in vehicles such as Figure 1 shown, but can be used in other vehicles, such as lighter vehicles, such as smaller trucks or buses and cars.

[0148] In Figure 1A vehicle 100 in which embodiments of the present invention can be schematically implemented and illustrated includes at least one drive wheel 111, 112, for example a pair of drive wheels and at least another pair of wheels. The vehicle 100 also includes a powertrain configured to transmit torque between at least two power sources 101, 102 (for example at least a first electric machine 101 and a second electric machine 102) and the drive wheels 111, 112. The first electric machine 101 may also be equipped with or may be coupled / connected to at least one energy storage device 104, which is arranged to store electrical energy generated, for example, by the first electric machine 101 and to supply electrical energy to the first electric machine 101 for generating torque provided to at least one drive wheel 111, 112. Correspondingly, the second electric machine 102 may also be equipped with or may be coupled / connected to at least one energy storage device 104, which is arranged to store electrical energy supplied, for example, by the second electric machine 102 and / or to supply electrical energy to the second electric machine 102. The at least one energy storage device 104 may include a plurality of parts / units and may be arranged as a combined energy storage device for both the first electric machine 101 and the second electric machine 102, as Figure 1 schematically illustrated. According to some embodiments, the at least one energy storage device 104 may also include separate energy storage devices for the first electric machine 101 and the second electric machine 102, such that each of the first electric machine 101 and the second electric machine 102 is equipped with or may be respectively coupled / connected to a separate energy storage device.

[0149] According to various aspects and embodiments of the present invention, a first output shaft / axle 106 of the first electric machine 101 and a second output shaft / axle 107 of the second electric machine 102 are respectively directly or indirectly coupled to a transmission arrangement 200. In this document, both the terms shaft and axle are used to describe rotatable elements for transmitting torque. An output shaft / axle 108 of the transmission arrangement 200 is directly or indirectly coupled to at least one drive wheel 111, 112, for example via a central gear 109 of a differential gear and / or may be via a first drive shaft 113 and a second drive shaft 114 connected to the central gear 109. The output shaft 108 of the transmission arrangement 200 may be coupled to at least one drive wheel 111, 112 in any manner known to a person skilled in the art, as long as such a coupling provides the resulting output torque from the transmission arrangement 200 to at least one drive wheel 111, 112. Additionally, the first electric machine 101 and the second electric machine 102 and the transmission arrangement 200 may be arranged substantially anywhere in the vehicle, as long as torque is provided to at least one drive wheel 111, 112 via the transmission arrangement 200. As understood by a person skilled in the art, this may be, for example, closer to at least one drive wheel 111, 112 than Figure 1 shown and / or without any intermediate central gear 109 or drive shafts 113, 114.

[0150] The transmission arrangement 200 according to an embodiment of the present invention utilizes epicyclic gears. Epicyclic gears generally include three gear components which are arranged in a manner that allows relative rotation with respect to each other. These components are the sun gear S, the carrier C, and the ring gear R. Knowing the number of teeth on the gear components of the epicyclic gear allows determination of the relative rotational speeds of the three components during operation. Generally, the function of an epicyclic gear is defined by its torque equation / relationship and its speed equation / relationship. Embodiments of the present invention utilize these specific functions of two epicyclic gears by coupling them together, as described herein, to form the transmission arrangement 200 of the present invention as presented.

[0151] In addition, some specific characteristics of epicyclic gears are generally used in the transmission arrangement 200. One such characteristic is that when one of the components, i.e., one of the sun gear S, the carrier C, and the ring gear R, is prevented from rotating, the other two components are still allowed to rotate. Then, depending on the tooth / gear relationship between the two components, these two components are rotated at different speeds, thereby providing a gear ratio other than 1:1, respectively, depending on the number of teeth / gears of the components.

[0152] For example, if the carrier C is locked to prevent rotation, the ring gear R and the sun gear S will rotate at different speeds and in different rotational directions. Thus, a change in the rotational direction as well as a gear transmission, i.e., a gear ratio, is provided between the ring gear R and the sun gear S.

[0153] However, if instead the ring gear R is locked to prevent rotation, the carrier C and the sun gear S will rotate at different speeds but in the same rotational direction. Thus, only a gear transmission is provided between the ring gear R and the sun gear S, without any change in the rotational direction.

[0154] Furthermore, if two components, i.e., any pair of the sun gear S, the carrier C, and the ring gear R, are locked to each other, all components, i.e., all of the sun gear S, the carrier C, and the ring gear R, will rotate at the same speed in the same direction. Thus, the gear transmission is 1:1, and there is no change in the rotational direction between the components of the epicyclic gear.

[0155] The transmission arrangement 200 and its use of epicyclic gears are explained in detail below.

[0156] Figure 2a -b schematically shows a transmission arrangement 200 according to some embodiments of the present invention.

[0157] The transmission arrangement 200 is arranged to transfer torque between one or more of the first electric machine 101 and the second electric machine 102 of the vehicle 100 and at least one drive wheel 111, 112. When the vehicle moves forward, at least one drive wheel 111, 112 rotates in the positive rotational direction D out_pos as shown Figure 2a -b at the arrow on the right side, indicated by the symbol "ω+"

[0158] As described above, the transmission arrangement 200 includes a first planetary gear 210, which includes a first ring gear R1 / 211, a first sun gear S1 / 212, and a first planet carrier C1 / 213. The transmission arrangement 200 further includes a second planetary gear 220, which includes a second ring gear R2 / 221, a second sun gear S2 / 222, and a second planet carrier C2 / 223.

[0159] The first electric machine 101 is coupled to the first planetary gear 210 via a shaft 251, more precisely, to the first ring gear R1 / 211. The first sun gear S1 / 212 is coupled to the second planetary gear 220, more precisely, to the second ring gear R2 / 221.

[0160] The second electric machine 102 is coupled to the second planetary gear 220, more precisely, to the second sun gear S2 / 222. The second planet carrier C2 / 223 is coupled to at least one drive wheel 111, 112.

[0161] Here and throughout this document, the note that two entities / components are "coupled" to each other means that these two entities / components are directly connected to each other, i.e., without any other intermediate entity / component, or indirectly connected to each other, i.e., via one or more intermediate entities / components. Thus, the two entities / components are then arranged / coupled to be able to transfer torque directly or indirectly between them.

[0162] In addition, herein, the note that two entities / components are "engaged" or "locked" to each other means that these entities / components are connected such that they are non-rotatable relative to each other, i.e., they are rotationally locked to each other, and thus are arranged to rotate synchronously or be stationary simultaneously. Thus, two such engaged / locked entities / components rotate in combination with each other, and thus rotate at the same rate. Conversely, if two entities / components are "unlocked" or "disengaged", then these entities / components are allowed to rotate relative to each other.

[0163] In addition, when an entity / component is stated as being "locked" or "engaged" to the housing 235, the entity / component is locked / engaged to the housing of a powertrain component such as, for example, an engine, an electric motor, a gearbox, or another component, or any other fixed i.e. non-rotating body, component, entity, arrangement, or element. This means that the entity / component is then also fixed, i.e. non-rotating. For example, if the entity / component is locked / engaged to such a non-rotating housing, rotation of this entity / component is prevented because the entity / component is non-rotatable relative to the fixed housing.

[0164] In addition, the annotation that an entity / component is "locked" or "locked / rotation-prevented" means that rotation of this entity / component is prevented / restricted / stopped. Conversely, an "unlocked" entity / component can rotate freely, which means that it is released, i.e. is rotatable and not prevented from rotating.

[0165] The transmission arrangement 200 also includes a second freewheel arrangement 232 and a first freewheel arrangement 231. A freewheel arrangement is a component that allows rotation in one direction of rotation but prevents / restricts rotation in the opposite direction of rotation. A freewheel arrangement can be a mechanical component independent of control logic, such as a mechanical component for, for example, a bicycle hub to allow the bicycle to roll freely when the rider stops pedaling, or it can be a controllable component controlled by control logic utilizing, for example, hydraulic means and / or pneumatic means to allow rotation only in one direction of rotation. A freewheel arrangement can also be an electrically controlled arrangement, for example, including an electric actuator.

[0166] The first freewheel arrangement 231 is arranged at the first planetary gear 210 such that the first planetary gear carrier C1 / 213 is locked against rotation in a certain direction of rotation. Here, the first freewheel arrangement 231 can, for example, be arranged to lock the first planetary gear carrier 213 to the housing 235 of the transmission arrangement 200 when the first planetary gear carrier C1 / 213 attempts to rotate in a certain direction, such that the first planetary gear carrier C1 / 213 then remains fixed.

[0167] More specifically, the first freewheel arrangement 231 is arranged such that when the first electric motor 101 is controlled such that the first electric motor provides a first direction of rotation D of the first ring gear R1 / 211 R1_1 the first freewheel arrangement locks the first planetary gear carrier C1 / 213 against rotation, where if the first sun gear S1 / 212 would rotate in the first direction D R1_1 the same first direction D S1_1 as the first ring gear R1 / 211 rotates, as long as the second sun gear S2 / 222 would be stationary, i.e. if the electric motor 102 would be stationary, the first direction of rotation D R1_1 would cause a negative direction of rotation D of at least one of the drive wheels 111, 112out_neg Therefore, if the direction of rotation between the first ring gear R1 / 211 and the first sun gear S1 / 212 will not change / unchanged / remain unchanged, and if the second sun gear S2 / 222 will be stationary, the negative direction of rotation D provided by the first motor 101 and causing the at least one drive wheel 111, 112 out_neg The first rotation direction D of the first ring gear R1 / 211 R1_1 The first planet carrier C1 / 2 13 should be locked against rotation. This function is achieved by the first freewheel arrangement 231, thus preventing the first planet carrier C1 / 2 13 from rotating under these conditions.

[0168] In contrast, the first freewheel arrangement 231 is arranged such that when the first motor 101 provides the second rotation direction D of the first ring gear R1 / 211 R1_2 When the first freewheel arrangement allows the first planetary gear carrier C1 / 213 to rotate, wherein the second rotation direction D R1_2 The first rotation direction D of the first ring gear R1 / 211 R1_1 on the contrary.

[0169] Thus, the first freewheel arrangement 231 is arranged such that the first planetary gear carrier C1 / 213 engages with the housing 235 so that when the first motor 101 causes the first rotation direction D of the first ring gear R1 / 211 R1_1 When the first freewheel arrangement blocks / locks / prevents / prohibits / counters out / does not allow the rotation of the first planetary gear carrier C1 / 213, and when the first motor C101 causes the second opposite rotation direction D of the first ring gear R1 / 211 R1_2 , the first freewheel arrangement allows rotation of the first planet gear carrier C1 / 213, thereby releasing / unblocking / unlocking the first planet gear carrier C1 / 213. In other words, the first freewheel arrangement 231 is arranged to allow the first planet gear carrier C1 / 213 to rotate in only one direction.

[0170] The second freewheel arrangement 232 is arranged at the first planet gear 210 so that the first planet gear carrier C1 / 213 can be locked to one of the first ring gear R1 / 211 and the first sun gear S1 / 212. Then, the second freewheel arrangement 232 is arranged so that when the first ring gear R1 / 211 is rotated in the second direction D R1_2 When rotating upward, the first planetary gear carrier C1 / 213 is locked to the first ring gear R1 / 211 or the first sun gear S1 / 212, wherein the second direction D R1_2 With the first rotation direction D R1_1 Conversely, this will cause the first freewheel arrangement 231 to lock the first planet carrier C1 / 213 against rotation.

[0171] According to an embodiment, the second freewheel arrangement 232 may be designed as a second freewheel arrangement 232a (in Figure 2a ), the second freewheel arrangement is arranged to be able to lock the first planetary gear carrier C1 / 213 and the first sun gear S1 / 212 to each other, or to allow the first planetary gear carrier C1 / 213 and the first sun gear S1 / 212 to rotate relative to each other. In more detail, the second freewheel arrangement 232a is then arranged so that when the first motor 101 provides the above-mentioned first rotation direction D of the first ring gear R1 / 211 R1_1 When the first motor 101 provides the first ring gear R1 / 211 with a first rotation direction D R1_1 The second rotation direction D is opposite to the above R1_2 , the second freewheel arrangement 232a locks the first sun gear S1 / 212 to the first planet gear carrier C1 / 213.

[0172] According to an embodiment, the second freewheel arrangement 232 may be designed as a second freewheel arrangement 232b ( Figure 2b ), the second freewheel arrangement is arranged to be able to lock the first planetary gear carrier C1 / 213 and the first ring gear R1 / 211 to each other, or to allow the first planetary gear carrier C1 / 213 and the first ring gear R1 / 211 to rotate relative to each other. The second freewheel arrangement 232b is then arranged so that when the first motor 101 provides the above-mentioned first rotation direction D of the first ring gear R1 / 211 R1_1 When the first motor 101 provides the first ring gear R1 / 211 with a first rotation direction D R1_1 The second rotation direction D is opposite to the above R1_2 , the second freewheel arrangement 232b locks the first ring gear R1 / 211 to the first planet gear carrier C1 / 213.

[0173] Therefore, according to various embodiments, the second freewheel arrangement 232 may be implemented as Figure 2a and 2b In addition to the two alternative second freewheel arrangements 232a and 232b, Figure 2a and 2b The gearbox arrangement 200 shown in is identical.

[0174] Thus, for any given direction of rotation of the first ring gear R1 / 211, only one of the first freewheel arrangement 231 and the second freewheel arrangement 232 allows the planetary gear members connected thereto to rotate freely and / or relative to each other, while the other locks one or more members.

[0175] When using the transmission arrangement 200, these features of the first planetary gear 210 and the first freewheel arrangement 231 and the second freewheel arrangement 232 are used to provide various modes. Each of these modes provides a specific gear transmission, i.e., a specific gear ratio, between the first electric machine 101 and / or the second electric machine 102 and at least one of the drive wheels 111, 112. The first electric machine 101 and / or the second electric machine 102 generates torque, and these torques are upshifted or downshifted by the transmission arrangement 200 in each such mode and are provided to at least one of the drive wheels 111, 112.

[0176] When the first electric machine 101 is controlled to provide the above-defined second direction of rotation D of the first ring gear R1 / 211 R1_2 the transmission arrangement 200 provides a second mode M2. This second direction of rotation D R1_2 locks the first planetary gear carrier C1 / 213 together with either the first sun gear S1 / 212 ( Figure 2a shown in) and the first ring gear R1 / 211 ( Figure 2b shown in). Thereby, no change in the direction of rotation occurs on the first planetary gear 210 and no gear transmission occurs, i.e., the gear ratio on the first planetary gear 210 is 1:1. The second direction of rotation D R1_2 also allows the first freewheel arrangement 231 to allow the first planetary gear carrier C1 / 213 to rotate.

[0177] The first sun gear S1 / 212 is coupled to the second ring gear R2 / 221 of the second planetary gear 220, thereby providing the torque T 101 and the rotational speed ω 101 that are not gear-transmitted by the 1:1 gear ratio of the first planetary gear 210 from the first electric machine 101 to the second planetary gear 220. The reaction torque T react provided from the second ring gear R1 / 221 and the second planetary gear carrier C2 / 223 to the second sun gear S2 / 222 will be counteracted by the second electric machine 102 here, thereby providing the second torque T 102 and the second rotational speed ω 102 to the second sun gear S2 / 222 of the second planetary gear. Thus, at least one of the drive wheels 111, 112 will be provided with the torque T out and a positive rotational speed ω outwhich is the second torque T of the second ring gear R2 / 221 that is respectively derived from the first electric machine 101 and gear-driven by the first planetary gear 210 and the second planetary gear 220 R2 and the second rotational speed ω R2 and the second torque T of the second sun gear S2 / 222 that is provided by the second electric machine 102 and gear-driven by the second planetary gear 220 S2 and the second rotational speed ω S2 in combination.

[0178] The torque T at at least one of the drive wheels 111, 112 out can here have a value between zero and the maximum torque value T out_max_M2 depending respectively on the torques provided by the first electric machine 101 and the second electric machine 102, and on the setting of the transmission arrangement 200 in the second operating mode M2. As described above, the torques provided by the first electric machine 101 and the second electric machine 102 are respectively limited by the maximum torque functions of the first electric machine 101 and the second electric machine 102 at a certain rotational speed. Thus, when using the second operating mode M2, a certain maximum torque T out can be provided at at least one of the drive wheels 111, 112 for a certain rotational speed ω out_max_M2 wherein the maximum torque is lower than the corresponding maximum torque T out_max_M1 possible in the first operating mode M1, but higher than the corresponding maximum torque T out_max_M3 possible in the third operating mode M3.

[0179] Correspondingly, the rotational speed ω out of at least one of the drive wheels 111, 112 can here have a value between zero and the maximum rotational speed value ω out_max_M2 depending respectively on the rotational speeds provided by the first electric machine 101 and the second electric machine 102, and on the setting of the transmission arrangement 200 in the second operating mode M2. Thus, when using the second operating mode M2, a certain maximum rotational speed ω out_max_M2 can be provided at at least one of the drive wheels 111, 112, which is higher than the corresponding maximum rotational speed ω out_max_M1 possible in the first operating mode M1, but lower than the corresponding rotational speed ω out_max_M3 possible in the third operating mode M3.

[0180]

[0181] Table: M2

[0182] Table "M2" indicates the conditions of the first overrunning clutch arrangement 231, the second overrunning clutch arrangement 232, the third overrunning clutch arrangement 233, the reverse connection arrangement 241, and the braking connection arrangement 242 for the second mode M2. Table "M2" also indicates the resulting maximum torque T out_max_M2 , maximum rotational speed ω out_max_M2 , and rotational direction D out at at least one of the drive wheels 111, 112 in the second mode M2. The functions of the third overrunning clutch arrangement 233, the reverse connection arrangement 241, and the braking connection arrangement 242 are explained below.

[0183] According to an embodiment, the transmission arrangement 200 further includes a third overrunning clutch arrangement 233 coupled between the second electric motor 102 and the second sun gear S2 / 222 of the second planetary gear 210 (see Figure 2a -b).

[0184] The third overrunning clutch arrangement 233 is arranged such that when the second sun gear S2 / 222 is not locked against rotation, i.e., is unlocked, and a first rotational direction D 233_1 is to be provided at the third overrunning clutch arrangement 233, it locks the second sun gear against rotation. Thus, when the second sun gear S2 / 222 attempts to rotate the shaft 255 on which the third overrunning clutch arrangement 233 engages in this first rotational direction D 233_1 , the third overrunning clutch arrangement 233 essentially immediately locks the shaft 255 to the housing 235 such that it cannot rotate.

[0185] The first rotational direction D 233_1 is the direction in which the shaft 255 at the third overrunning clutch arrangement 233 would have rotated when the following two conditions are met:

[0186] - The second planetary gear carrier C2 / 223 will rotate in a rotational direction D out_pos corresponding to the positive rotational direction D C2 at at least one of the drive wheels 111, 112; and

[0187] - The second ring gear R2 / 221 will rotate in the rotational direction D S2 such that if the second sun gear S2 / 222 were stationary, this would cause a positive rotational direction D out_pos of at least one of the drive wheels 111, 112.

[0188] In other words, if it is assumed that the second sun gear S2 / 222 is stationary, a certain rotational direction D R2 of the second ring gear R2 / 221 will drive the vehicle forward at at least one of the drive wheels 111, 112. If the first electric motor 101 attempts to cause the first rotational direction D 2331with this certain rotational direction D of the second ring gear R2 / 221 R2 being the same (which will cause the positive rotational direction D of at least one of the drive wheels 111, 112 out_pos ), the third freewheel arrangement 233 will lock the second sun gear S2 / 222 against rotation.

[0189] When the second freewheel arrangement 232 locks the first planet carrier C1 / 213 to one of the first ring gear R1 / 211 and the first sun gear S1 / 212, and when the first electric machine 101 provides such a high reaction torque T at the second sun gear S2 / 222 that the second electric machine 102 cannot counteract it react the first attempted rotational direction D at the third freewheel arrangement 233 233_1 can be caused by the first electric machine 101.

[0190] The third freewheel arrangement 233 is arranged conversely such that when the second rotational direction D 233_2 is caused by the second electric machine 102 at the third freewheel arrangement 233, it allows the second sun gear S2 / 222 to rotate freely. This second rotational direction D 233_2 is opposite to the first rotational direction D defined above 233_1 .

[0191] These features of the first planet gear 210, the second freewheel arrangement 232 and the third freewheel arrangement 233 and the second planet gear 220 serve to provide the first mode M1.

[0192] When the first electric machine 101 is controlled to provide the second rotational direction D of the first ring gear R1 / 211 defined above R1_2 and an attempt is made to provide the first rotational direction D defined above at the third freewheel arrangement 233 233_1 the transmission arrangement 200 provides the first mode M1. This will cause the second freewheel arrangement 232 to lock the first planet carrier C1 / 213 to one of the first ring gear R1 / 211 and the first sun gear S1 / 212, and will also cause the third freewheel arrangement 233 to lock the second sun gear S2 / 222 against rotation.

[0193] Due to the 1:1 gear ratio of the first planet gear 210, the torque T provided by the first electric machine 101 101 then passes through the first planet gear 210 without being gear-reduced and then is increased by the gear ratio of the second planet gear 220. Correspondingly, the rotational speed ω 101 is held constant by the first planet gear 210 and then is reduced by the gear ratio of the second planet gear 220. Thus, at least one of the drive wheels 111, 112 will be provided with the torque T of the first electric machine 101101 and rotational speed ω 101 produces a relatively high possible maximum torque T out_max_M1 and a relatively low possible maximum positive rotational speed ω out_max_M1 . The possible maximum torque T of the first mode M1 out_max_M1 is higher than the corresponding possible maximum torques T out_max_M2 、T out_max_M3 of the second mode M2 and the third mode M3, and the possible maximum positive rotational speed ω of the first mode M1 out_max_M1 is lower than the possible maximum positive rotational speeds ω out_max_M2 、ω out_max_M3 .

[0194]

[0195] Table: M1

[0196] The table "M1" indicates the conditions of the first freewheel arrangement 231, the second freewheel arrangement 232, the third freewheel arrangement 233, the reverse connection arrangement 241, and the brake connection arrangement 242 of the first mode. The table "M1" also indicates the resulting possible maximum torque T out_max_M1 、possible maximum rotational speed ω out_max_M1 and rotational direction D out at at least one of the drive wheels 111, 112 in the first mode M1. The functions of the reverse connection arrangement 241 and the brake connection arrangement 242 are explained below.

[0197] When controlling the first electric machine 101 to provide the above-defined first rotational direction D R1_1 of the first ring gear R1 / 211, the transmission arrangement provides the third operating mode M3. This first rotational direction D R1_1 causes the first freewheel arrangement 231 to lock the first planetary carrier C1 / 213 against rotation. This first rotational direction D R1_1 also causes the second freewheel arrangement 232 to allow the first sun gear S1 / 212 (shown in Figure 2a ) and the first ring gear R1 / 211 (shown in Figure 2b ) to rotate relative to the first planetary carrier C1 / 213. Thereby, a change in the rotational direction occurs on the first planet gear 210, and a gear shift of torque and rotational speed occurs on the first planet gear 210.

[0198] Accordingly, due to the change in the rotational direction on the first planet gear 210, the first sun gear S1 / 212 rotates in a direction D R1 opposite to the rotational direction D S1 of the first ring gear R1 / 211. In addition, the rotational speed ω of the first planet gear increases, such that the rotational speed ω of the first sun gear S1 / 212S1 Higher than the rotational speed ω of the first ring gear R1 / 211 R1 ; ω S1 > ω R1 . In addition, the torque is reduced by the gear transmission of the first planetary gear 210, such that the torque T at the first sun gear S1 / 212 S1 is lower than the torque T at the first ring gear R1 / 211 R1 ; T S1> < T R1 .

[0199] In the third mode M3, the second motor 102 supplies a second torque T S2 and a second rotational speed ω S2 to the second sun gear S2 / 222 of the second planetary gear 220, which helps to combine the torque T R2 and the rotational speed ω R2 supplied from the first motor 101 to the second ring gear R2 / 221 via the first planetary gear 210 to propel the vehicle 100. To optimize the utilization of the first motor 101 and the second motor 102, these rotational speeds ω S2 , ω R2 can be balanced.

[0200] Generally, the efficiency of each of the first motor 101 and the second motor 102 varies within its rotational speed range, where its maximum efficiency is typically provided near the middle of its rotational speed range. When using two motors, i.e., when using the first motor 101 and the second motor 102, there is only one operating point that provides the maximum combined power for these two machines. Therefore, only when a specific absolute value |ω 101 | of the first rotational speed of the first motor 101 is combined with a specific absolute value |ω 102 | of the second rotational speed of the second motor 102 can the maximum power be achieved.

[0201] However, for non-maximum combined power, there are multiple possible operating points. Therefore, various combinations of the first absolute value |ω 101 | and the second absolute value |ω 102 | of the rotational speeds of the first motor 101 and the second motor 102 can be used to provide non-maximum power. For example, if the first motor 101 operates at an absolute value |ω 102 | of the first rotational speed that is lower than the absolute value |ω 101 | of the second rotational speed of the second motor 102, then the absolute value |ω 101 | of the first rotational speed of the first motor 101 can be increased. Since the first motor 101 and the second motor 102 are coupled together through the transmission arrangement 200, the absolute value |ω 101This increase in | will decrease the absolute value |ω of the second rotational speed of the second electric machine 102 at a certain vehicle speed 102 |.

[0202] Therefore, an increase in the absolute value |ω of the first rotational speed of the first electric machine 101 101 | causes a decrease in the absolute value |ω of the second rotational speed of the second electric machine 102 102 |. Conversely, a decrease in the absolute value |ω of the first rotational speed of the first electric machine 101 101 | causes an increase in the absolute value |ω of the second rotational speed of the second electric machine 102 102 |. Therefore, the absolute value |ω of the first rotational speed of the first electric machine 101 can be balanced 101 | and the absolute value |ω of the second rotational speed of the second electric machine 102 102 | to obtain a certain vehicle speed corresponding to a non-maximum combined output power, in order to achieve that neither the first electric machine 101 nor the second electric machine 102 has to operate at a rotational speed that is inefficient or otherwise unsuitable for the electric machines.

[0203] As described above, non-maximum combined power can be provided by various combinations of the absolute value |ω of the first rotational speed of the first electric machine 101 101 | and the absolute value |ω of the second rotational speed of the second electric machine 102 102 |. The combined efficiency of these various combinations can be determined, for example, by appropriate calculations, and a combination can be selected that provides a higher combined efficiency for the first electric machine 101 and the second electric machine 102, such as a combination with the maximum combined efficiency.

[0204] Compared with the second mode M2, at least one of the drive wheels 111, 112 will thus be provided with a lower possible maximum torque T in the third mode M3 out_max_M3 and a higher possible maximum positive rotational speed ω out_max_M3 , which are respectively combinations of the first torque T 101 and the first rotational speed ω from the first electric machine 101 101 and the second torque T 102 and the second rotational speed ω from the second electric machine 102 102 . Therefore, the possible maximum output torque T of the third mode M3 out_max_M3 is also lower than the corresponding possible maximum torque T of the first mode M1 out_max_M1 , and the possible maximum positive output rotational speed ω of the third mode M3 out_max_M3 is higher than the corresponding possible maximum positive rotational speed ω of the first mode M1 out_max_M1 .

[0205]

[0206] Table: M3

[0207] Table "M3" indicates the conditions of the first overrunning clutch arrangement 231, the second overrunning clutch arrangement 232, the third overrunning clutch arrangement 233, the reverse connection arrangement 241 and the braking connection arrangement 242 of the third mode M3. Table "M3" also indicates the resulting maximum torque T out_max_M3 at at least one drive wheel 111, 112 in the third mode M3 out_max_M3 , maximum rotational speed ω out and rotational direction D

[0208] According to an embodiment, the transmission arrangement 200 further includes

[0209] Figure 2a the braking connection arrangement 242 shown in -b. The braking connection arrangement 242 is arranged such that when a first torque difference T 242_diff_1 acting on the braking connection arrangement 242 in the first direction D 242_1 is provided, the second ring gear R2 / 221 is coupled to the first electric machine 101 via the first planetary gear 210, thereby functionally utilizing the first planetary gear 210 as well as the first overrunning clutch arrangement 231 and the second overrunning clutch arrangement 232. If the second sun gear S2 / 222 is stationary, this first torque difference T 242_1 on the braking connection arrangement 242 in the first direction D 242_diff_1 will generate a forward driving torque T 向前 on at least one drive wheel 111, 112.

[0210] The braking connection arrangement 242 is further arranged such that when a second torque difference T 242_diff_2 acting on the braking connection arrangement 242 in a second direction D 242_1 opposite to the first direction D 242_2 is provided, the first planetary gear 210 as well as the first overrunning clutch arrangement 231 and the second overrunning clutch arrangement 232 are functionally bypassed.

[0211] Thereby, the braking connection arrangement 242 enables the first electric machine 101 to brake the vehicle in the regenerative braking mode MB and to assist the second electric machine 102 in the reverse mode MR.

[0212] In Figure 2a-b, component 245 indicates that there may be one or more gears disposed between the second ring gear R2 / 221 and the brake coupling arrangement 242. Thus, the number of gears disposed between the second ring gear R2 / 221 and the brake coupling arrangement 242 can be zero, or can be an odd or even number of gears. Accordingly, the shaft 253 between the brake coupling arrangement 242 and component 245, i.e., the output shaft 320 of the brake coupling arrangement, can rotate in the same direction as the second ring gear R2 / 221 or in the opposite direction depending on the number of gears therebetween.

[0213] Accordingly, according to an embodiment, the brake coupling arrangement 242 is arranged such that when a first torque difference T is provided on the brake coupling arrangement 242 242_diff_1 the second ring gear R2 / 2221 is coupled to the first electric machine 101 via the first planetary gear 210. If the second sun gear S2 / 222 is stationary, this first torque difference T 242_diff_1 will generate a forward drive torque T on at least one of the drive wheels 111, 112 向前 . In other words, if the torque on the brake coupling arrangement 242 is a torque that attempts to move the vehicle forward, then if the second sun gear S2 / 222 is stationary, the first planetary gear 210 as well as the first freewheel arrangement 231 and the second freewheel arrangement 232 will be functionally used as described herein. If the first planetary gear 210 is initially functionally bypassed (as described below) when this occurs, the second ring gear R2 / 221 changes from being coupled to the first electric machine 101 without using the function of the intermediate first planetary gear 210 to being coupled to the first electric machine 101 via the intermediate first planetary gear 210, thereby using the function of the first planetary gear 210.

[0214] Accordingly, the brake coupling arrangement 242 enables the first electric machine 101 to forward drive the vehicle in the above-described first mode M1, second mode M2, and third mode M3.

[0215] The brake coupling arrangement 242 is further arranged such that when a certain second torque difference T is provided on the brake coupling arrangement 242 242_diff_2 the first planetary gear 210 as well as the first freewheel arrangement 231 and the second freewheel arrangement 232 are functionally bypassed. Accordingly, if a second torque difference T is provided on the brake coupling arrangement 242 242_diff_2 the brake coupling arrangement 242 is capable of coupling the second ring gear R2 / 221 to the first electric machine 101 without functionally utilizing the first planetary gear 210 as well as the first freewheel arrangement 231 and the second freewheel arrangement 232.

[0216] In this document, bypassing the first planetary gear 210, not functionally utilizing the first planetary gear 210, and functionally disabling the first planetary gear 210 are three ways of expressing the same thing, namely not using the upshift and downshift characteristics of the first planetary gear 210. Such bypassing can be achieved, for example, by synchronously rotating all the components of the planetary gear at the same rotational speed, such that there is a 1:1 rotational relationship between each component. In other words, when the first planetary gear 210 is not functionally utilized / enabled, it does not provide upshift and downshift, but rather provides a 1:1 gear drive, since all the gears in the first ring gear R1 / 211, the first sun gear S1 / 212, and the first planetary carrier C1 / 213 rotate synchronously.

[0217] Accordingly, bypassing or not functionally utilizing the first overrunning clutch arrangement 231 and the second overrunning clutch arrangement 232 means disabling the functions of the first overrunning clutch arrangement 231 and the second overrunning clutch arrangement 232 such that they cannot block rotation in any direction.

[0218] Second torque difference T 242_diff_2 In a second direction D 242_1 opposite to the above-mentioned first direction D 242_2 acts on the brake connection arrangement 242. Accordingly, the second torque difference T 242_diff_2 occurs when the vehicle is being regeneratively braked or driven backwards, i.e., when a non-forward drive torque T 非向前 is provided to the drive wheels 111, 112. If the brake connection arrangement 242 experiences this second torque difference T 242_diff_2 , then the first planetary gear 210 and the first overrunning clutch arrangement 231 and the second overrunning clutch arrangement 232 are functionally bypassed by the brake connection arrangement 242, as Figure 2a schematically indicated by the dashed line 244 from the brake connection arrangement 242 to the first electric machine 101 and the first ring gear R1 / 211 in -b. Since the first ring gear R1 / 211 is coupled to the first electric machine 101, the second ring gear R2 / 221 is hereby, i.e., by means of this functional bypass 244, coupled to the first electric machine 101. Accordingly, the second planetary gear 220 is then coupled to the first electric machine 101 without functionally utilizing the first planetary gear 210 and the first overrunning clutch arrangement 231 and the second overrunning clutch arrangement 232.

[0219] The use of the brake connection arrangement 242 hereby enables regenerative braking, since it solves the problem that the first planetary carrier C1 / 213 would otherwise rotate freely. Accordingly, if the brake connection arrangement 242 is not arranged in the transmission arrangement 200 in this way, then when a non-forward drive torque T 非向前 is provided on at least one of the drive wheels 111, 112, i.e., when a second torque difference T 242_diff_2This free rotation of the first planet gear carrier C1 / 213 will occur when the first planet gear carrier C1 / 213 is turned in the same direction. This is due to the fact that the first planet gear carrier C1 / 213 cannot counteract the torque provided from the second ring gear R2 / 221 in this direction. In other words, the first planet gear carrier C1 / 213 is not prevented from rotating in this direction and will therefore rotate freely.

[0220] In other words, depending on the direction of the torque, i.e. the torque difference across the brake coupling arrangement 242, the brake coupling arrangement 242 switches between coupling the second ring gear R2 / 221 to the first sun gear S1 / 212 and coupling the second ring gear R2 / 221 to the first ring gear R1 / 211 and the first motor 101. Here, the brake coupling arrangement switches between functionally enabling / utilizing the first planetary gear 210 or functionally disabling / bypassing 244 said first planetary gear, respectively.

[0221] By using the brake coupling arrangement 242, the first electric machine 101 will be able to perform regenerative braking of the vehicle 100, whereby electrical energy can be stored in the at least one energy storage device 104. The second electric machine 102 is also able to perform regenerative braking of the vehicle 100, whereby electrical energy can be stored in the at least one energy storage device 104. Thus, the first electric machine 101 and the second electric machine 102 can then regeneratively brake the vehicle, possibly all the way down to zero rotational speed, i.e. to a speed of 0 km / h, i.e. stationary.

[0222] According to an embodiment, regenerative braking is achieved by controlling the first electric machine 101 and the second electric machine 102 so that the braking coupling arrangement 242 is in the second direction D 242_2 The second torque difference T 242_diff_2 . Here, the braking coupling arrangement 242 functionally bypasses the first planetary gear 210 and couples the first electric machine 101 to the second planetary gear 220, i.e. to the second ring gear R2 / 221, without functionally utilizing the first planetary gear 210 and its first 231 and second freewheel arrangements 232. The second electric machine 102 is also coupled to the second planetary gear 220, i.e. to the second sun gear S2 / 222. By controlling the first electric machine 101 and the second electric machine 102, both the first electric machine 101 and the second electric machine 102 can be used to regeneratively brake the vehicle 100. In the regenerative braking mode MB, a braking torque T is provided at at least one drive wheel 111, 112. out , so that if the vehicle should be decelerated, the driving wheel can be reduced in the positive rotation direction D out The speed ω out .

[0223]

[0224] Table: MB

[0225] The table "MB" indicates the conditions of the first freewheel arrangement 231, the second freewheel arrangement 232, the third freewheel arrangement 233, the reverse coupling arrangement 241, and the braking coupling arrangement 242 of the regenerative braking mode MB. The table "MB" also indicates the resulting torque T out , rotational speed ω out and rotational direction D out at at least one of the drive wheels 111, 112 in the regenerative braking mode MB. The function of the reverse coupling arrangement 241 is explained below.

[0226] In Figure 3a -b, some embodiments of the braking coupling arrangement 242 are schematically shown.

[0227] The braking coupling arrangement 242 includes a first shaft 310 which, when implemented in the transmission arrangement 200, is coupled to the electric machine 101 at a first end 311 and to a first ring gear R1 / 211 at a second end 312. The braking coupling arrangement 242 also includes a second shaft 320 which is coupled to a second ring gear S2 / 222 at a second end 323.

[0228] The braking coupling arrangement 242 also includes a sleeve 330 which is arranged to interact with both the first sun gear S1 / 212 and the second shaft 320. The sleeve 330 is arranged to be movable between a first position 337 as shown in Figure 3a and a second position 338 as shown in Figure 3b . More specifically, when the second shaft 320 rotates relative to the sleeve 330 in a first direction ΔD 320_330_1 , the sleeve 330 is arranged to move towards the first position 337 by a first torque difference T 242_diff_1 . In this first position 337, the first ring gear R1 / 211, the first sun gear S1 / 212, and the first planet carrier C1 / 213 are unlocked relative to each other. The first shaft 310 is coupled to the second shaft 320 via the first ring gear R1 / 211, the first sun gear S1 / 212, and the sleeve 330. Thus, when the sleeve 330 is in the first position 337, the first planetary gear 210 is functionally utilized such that the first shaft 310 is coupled to the second shaft 320 via the first ring gear R1 / 211, the first sun gear S1 / 212, and the sleeve 330.

[0229] Conversely, when the second shaft 320 rotates relative to the sleeve 330 in a second direction ΔD 320_330_2 , the sleeve 330 is arranged to move towards the second position 338 by a second torque difference T 242_diff_2 . According to Figure 3bIn the embodiment shown, the sleeve 330 then locks the first sun gear S1 / 212 to the first planetary carrier C1 / 213 in the second position 338. Thus, since the first sun gear S1 / 212 and the first planetary carrier C1 / 213 are locked together, the first planetary gear 210 provides a 1:1 gear ratio, causing all the gears in the first ring gear R1 / 211, the first sun gear S1 / 212, and the first planetary carrier C1 / 213 to rotate synchronously. The second shaft 320 is engaged with the first sun gear S1 / 212 via the sleeve 330, which means it also rotates synchronously with the first ring gear R1 / 211 due to the 1:1 gear ratio. Therefore, the second shaft 320 also rotates synchronously with the first shaft 310 that is engaged with the first ring gear R1 / 211. Thus, when the sleeve 330 is in the second position 338, the first planetary gear 210 is functionally bypassed.

[0230] As explained above, when Figure 3a the coupling arrangement shown in -b is used as the brake coupling arrangement 242 in the transmission arrangement 200, the first shaft 310 is coupled to the first ring gear R1 / 211 and the first motor 101, and the second shaft 320 is coupled to the second ring gear R2 / 221. As explained above, the sleeve 330 can move between the first position 337 and the second position 338.

[0231] The sleeve 330 moves towards the first position 337, which in this context means that when the second shaft 320 rotates relative to the sleeve 330 in the first direction ΔD 320_330_1 the sleeve moves in the direction of the first position 337 and can also reach and remain at the first position 337. In the transmission arrangement 200, this relative rotation of the second shaft 320 relative to the sleeve 330 in the first direction ΔD 320_330_1 is caused by the first torque difference T 242_diff_1 present on the brake coupling arrangement 242. Thus, if there is a first torque difference T 242_diff_1 on the brake coupling arrangement 242, this causes the second shaft 320 to rotate relative to the sleeve 330 in the first direction ΔD 320_330_1 and thus causes the sleeve 330 to move towards the first position 337.

[0232] The first torque difference T 242_diff_1 acts on the brake coupling arrangement 242 in the first direction D 242_1 and, if the second sun gear S2 / 222 is stationary, will generate a forward drive torque T 向前When implemented in the transmission arrangement 200, the braking connection arrangement 242 in the first position 337 then functionally utilizes the first planetary gear 210 as well as the first freewheel arrangement 231 and the second freewheel arrangement 232.

[0233] Conversely, the second torque difference T 242_diff_2 acts on the braking connection arrangement 242 in the second direction D 242_2 and, if the second sun gear S2 / 222 is stationary, would generate a non-forward drive torque T on at least one of the drive wheels 111, 112 非向前 . Thus, if the second sun gear S2 / 222 is stationary, the second torque difference T 242_diff_2 would generate a braking torque T or a reverse drive torque T on at least one of the drive wheels 111, 112 制动 向后 . In the transmission arrangement 200, this second torque difference T present on the braking connection arrangement 242 242_diff_2 causes the relative rotation of the second shaft 320 in the second direction ΔD 320_330_2 as described above.

[0234] The sleeve 330 moves towards the second position 338, which herein includes when the second shaft 320 rotates relative to the sleeve 330 in the second direction ΔD 320_330_2 , i.e., when the above-mentioned second torque difference T is present on the braking connection arrangement 242 242_diff_2 , the sleeve moves in the direction of the second position 338 and can also reach and remain at the second position 338.

[0235] In other words, when implemented in the transmission arrangement 200, when the second torque difference T 242_diff_2 acts on the braking connection arrangement 242, i.e., when the second shaft 320 rotates relative to the sleeve 330 in the second direction ΔD 320_330_2 , the braking connection arrangement 242 functionally bypasses the first planetary gear 210.

[0236] As described above, Figure 3a -b shows various possible embodiments of the braking connection arrangement 242 and Figure 2a -b shows possible implementation examples of the braking connection arrangement 242 in the transmission arrangement 200. Figure 3a An embodiment of the braking connection arrangement 242 in the first position 337 is shown, in which the first planetary gear 210 is functionally engaged / utilized. Figure 3b A braking connection arrangement 242 in the second position 338 is shown, in which the first planetary gear 210 is functionally bypassed.

[0237] As Figure 3a ​As shown in -b, according to an embodiment, the first shaft 310, the sleeve 330, and the second shaft 320 are arranged coaxially with respect to the axis 313. The first shaft 310, the sleeve 330, and the second shaft 320 are also rotatably arranged about the axis 313. Thus, all the input shafts 310, 330, and 320 are arranged coaxially and rotatably. The first shaft 310 and the second shaft 320 are axially fixed, while the sleeve 330 can move axially between a first position 337 and a second position 338.

[0238] According to an embodiment, the sleeve 330 at least partially surrounds the first end 322 of the second shaft 320. The sleeve 330 also includes a first spline arrangement 331 that is arranged to interact with a component spline arrangement 341 arranged on or coupled to the first sun gear S1 / 212. The first spline arrangement 331 and the component spline arrangement 341 are both axially oriented as shown in the figure and are both helical splines. The sleeve 330 also includes a second spline arrangement 332 that is arranged to interact with a shaft spline arrangement 321 arranged at the first end 322 of the second shaft 320. The second spline arrangement 332 and the shaft spline arrangement 321 are both helical splines.

[0239] In an embodiment where both the first spline arrangement 331 and the second spline arrangement 332 are helical splines, the two helical splines are arranged in different directions from each other. Thus, if the first spline arrangement 331 includes a helical spline with a right-handed thread, the second spline arrangement 332 includes a helical spline with a left-handed thread, and vice versa. The directions of the component spline arrangement 341 and the shaft spline arrangement 321 are arranged correspondingly such that they are complementary to the first spline arrangement 331 and the second spline arrangement 332 respectively.

[0240] According to Figure 3a As a non-limiting example shown in -b, the first spline arrangement 331 can be arranged on the inside of the sleeve to engage with a component spline arrangement 341 arranged on the outside of the first sun gear S1 / 212 or on the outside of a component coupled to the first sun gear S1 / 212. Thus, the component spline arrangement 341 can be part of the first sun gear S1 / 212 itself or can be arranged on a component coupled to the first sun gear S1 / 212.

[0241] According to an embodiment, the interaction between the shaft spline arrangement 321 and the second spline arrangement 332 are both helical splines, which causes the above-mentioned movement of the sleeve. Thus, when the second shaft 320 rotates relative to the sleeve 330 in a first direction ΔD 320_330_1 this interaction causes the sleeve 330 to move towards the first position 337. Conversely, when the second shaft 320 rotates relative to the sleeve 330 in a second direction ΔD 320_330_2When rotating upward, the interaction causes movement towards the second position 338.

[0242] According to Figure 3a -b in the illustrated exemplary embodiment, the second spline arrangement 332 is arranged on the inside of the sleeve 330 to interact with the shaft spline arrangement 321 arranged on the outside of the second shaft 320.

[0243] According to Figure 3a -b in another non-limiting exemplary embodiment not shown, the second shaft 320 is provided at its first end 322 with a circular hollow section that at least partially surrounds the sleeve 330, the circular hollow section having a diameter such that the sleeve 330 fits within the hollow section. Then, the second spline arrangement 332 is arranged on the outside of the sleeve 330 to interact with the shaft spline arrangement 321 arranged on the inside of the hollow section of the second shaft 320.

[0244] According to various embodiments, the first spline arrangement 331 and the second spline arrangement 332 can be arranged at the first end 335 of the sleeve, at the second end 333 of the sleeve, at least partially between the first end 335 and the second end 333 of the sleeve, or from the first end 335 of the sleeve to the second end 333.

[0245] According to an embodiment, the interaction between the shaft spline arrangement 321 and the second spline arrangement 332 utilizes the inertial momentum of the first planetary gear 210 to cause the sleeve 330 to move towards the first position 337. Here, the movement of the sleeve 330 can be assisted by providing an increased torque on the second shaft 320, for example, by a torque pulse provided by the second motor 102 or another suitable torque increase. This torque pulse causes a relative rotation of the second shaft 320 with respect to the sleeve 330 due to the inertial momentum, since the sleeve 330 is held by the inertial momentum of the first planetary gear 210 via the interaction between the first spline arrangement 331 and the component spline arrangement 341. Therefore, the components of the first planetary gear 210 do not immediately move via the second shaft 320 when the torque increases, for example, as a pulse, due to the inertia of the first planetary gear 210, which causes the second shaft 320 to rotate in the first direction ΔD 320_330_1 upward, and thus causes the sleeve 330 to move.

[0246] According to an embodiment, the first spline arrangement 331 and the component spline arrangement 341 are also helical splines. Thus, when the sleeve 330 has reached a third position between the first position 337 and the second position 338, the interaction between the first spline arrangement 331 and the component spline arrangement 341 due to the relative rotation of the second shaft 320 with respect to the sleeve 330 in the first direction ΔD 320_330_1Rotating upward helps the sleeve 330 move towards the first position 337. In this third position, the sleeve 330 disengages from the first planetary gear carrier C1 / 213, that is, the sleeve 330 releases the first planetary gear carrier C1 / 213. Additionally, when the second shaft 320 rotates upward relative to the sleeve 330 in the second direction ΔD 320_330_2 the interaction between the first spline arrangement 331 and the component spline arrangement 341 helps the sleeve 330 move towards the second position 338.

[0247] According to an embodiment, when the interaction between the first spline arrangement 331 and the component spline arrangement 341 helps the sleeve 330 move towards the second position 338, the interaction also utilizes the above-mentioned inertial momentum of the first planetary gear 210. As explained above, the torque pulse provided on the second shaft 320 can be used together with the inertial momentum here to cause rotation in the second direction ΔD relative to the sleeve 330 320_330_2 and thus cause movement towards the second position 338.

[0248] According to some embodiments, the first planetary gear carrier C1 / 213 includes or is coupled to at least one component engagement member 314, and the sleeve 330 includes or is coupled to at least one sleeve engagement member 334. These at least one component engagement member 314 and at least one sleeve engagement member 334 are respectively arranged to engage with each other in the second position 338 and disengage from each other when the sleeve 330 is in the third position between the first position 337 and the second position 338, that is, release.

[0249] Therefore, the at least one component engagement member 314 and the at least one sleeve engagement member 334 are arranged to engage in the third position and then in the second position 328 when the sleeve 330 moves towards the second position 338. On the contrary, when the sleeve 330 moves towards the first position 337, the at least one component engagement member 314 and the at least one sleeve engagement member 334 are arranged to disengage in the third position and then disengage in the first position 237.

[0250] As Figure 3aAs shown in -b, such at least one component engagement member 314 and at least one sleeve engagement member 334 may include coupling teeth respectively arranged on or coupled to the first planetary carrier C1 / 213 and the sleeve 330. According to an embodiment, the first planetary carrier C1 / 213 includes component coupling teeth 314 arranged at its second end 315 facing the sleeve 330. Additionally, the sleeve 330 includes corresponding sleeve coupling teeth 334 at its first end 335 facing the first planetary carrier C1 / 213. These component coupling teeth 314 and sleeve coupling teeth 334 are arranged to be complementary and engage with each other in the second position 338, and disengage from each other when the sleeve 330 is in the third position, and thus also in the first position 337. Depending on the axial position of the sleeve 330 relative to the first planetary carrier C1 / 213, the component and sleeve coupling teeth engage or disengage. In this document, the note complementary teeth means that two teeth match each other such that the two teeth can interact / cooperate with each other.

[0251] According to Figure 3a In an alternative embodiment not shown in -b, the at least one component engagement member 314 and the at least one sleeve engagement member 334 may include spline arrangements axially oriented respectively on the first planetary carrier C1 / 211 and the sleeve 330. Thus, according to this embodiment, complementary axially oriented splines are arranged respectively on the first planetary carrier C1 / 213 and the sleeve 220, rather than on the above-mentioned component coupling teeth 314 and sleeve coupling teeth 334. In this document, the note complementary splines means that two splines match each other such that the two splines can interact / cooperate with each other.

[0252] Thus, according to various embodiments, there are various ways to respectively engage and disengage the first planetary carrier C1 / 213 and the sleeve 330 with each other.

[0253] In Figure 3a In the first position 337 of the sleeve 330 shown, the sleeve engagement member 334 is disengaged from the component engagement member 314. Additionally, the second shaft 320 is coupled to the first sun gear S1 / 212 via the sleeve 330, that is, via the interaction of the first spline arrangement 331 and the component spline arrangement 341, and is coupled via the interaction of the second spline arrangement 332 and the shaft spline arrangement 321. Thus, in position 337, the first motor 101 is coupled to the second planetary gear 220 via the first planetary gear 210 utilized functionally.

[0254] In Figure 3bIn the second position 338 of the sleeve 330 shown, the sleeve engaging member 334 engages with the component engaging member 314 such that the first sun gear S1 / 212 is locked to the first planetary carrier C1 / 213 via the sleeve. Thus, the first planetary gear 210 is functionally bypassed because it only provides a 1:1 gear ratio and does not provide any upshifting or downshifting of the torque transmitted between the first motor 101 and the second planetary gear 220. Accordingly, the input shaft 310 and the output shaft 320 are engaged via the sleeve 330 and the synchronously rotating components of the first planetary gear 210 such that they move together, i.e., rotate synchronously.

[0255] According to some embodiments, the sleeve 330 may further include at least one stop arrangement arranged to stop the sleeve 330 in the first position 337 and / or the second position 338. For example, two or more stops may be arranged such that the sleeve 330 is prevented from moving beyond the first position 337 and / or the second position 338.

[0256] The above-described first overrunning clutch arrangement 231 and second overrunning clutch arrangements 323, 232a are also Figure 3a -b schematically shown. In this non-limiting embodiment, the first overrunning clutch arrangement 231 is arranged between the first planetary carrier C1 / 213 and the housing 235, while the second overrunning clutch arrangements 232, 232a are arranged between the first sun gear S1 / 212 and the first planetary carrier C1 / 213. As mentioned above in connection with Figure 2b As mentioned, according to Figure 3a -b of the embodiment not shown, the second overrunning clutch arrangement 232 may alternatively be implemented as an overrunning clutch arrangement 232b between the first ring gear R1 / 211 and the first planetary carrier C1 / 213.

[0257] Thus, in Figure 3a the first position 337 of the sleeve 330 shown, the sleeve coupling teeth 334 are disengaged from the component coupling teeth 314, i.e., the sleeve engaging member 334 and the component engaging member 314 are disengaged. Additionally, the second shaft 320 is engaged / coupled to the first sun gear S1 / 212 via the sleeve 330, i.e., via the interaction of the first spline arrangement 331 and the component spline arrangement 341, and is coupled via the interaction of the second spline arrangement 332 and the shaft spline arrangement 321. Thus, in Figure 3aIn the position shown, the first electric machine 101 is coupled to the second planetary gear 220 via the first planetary gear 210. More specifically, the first electric machine 101 is coupled to the first ring gear R1 / 211 of the first planetary gear 210. The first sun gear S1 / 212 of the first planetary gear 210 is also coupled to the second ring gear R2 / 221 of the second planetary gear via the sleeve 330 and the second shaft 320 by means of a brake coupling arrangement 242. Torque can thus be provided from the first electric machine 101 to the second planetary gear 220 via the first planetary gear 210, i.e., by functionally utilizing the first planetary gear 210 to provide it.

[0258] Conversely, in Figure 3b the second position 338 of the sleeve 330 shown, the sleeve coupling teeth 334 engage with the component coupling teeth 314, i.e., the sleeve engaging member 334 and the component engaging member 314 engage, such that the first sun gear S1 / 212 and the first planetary carrier C1 / 213 are locked to each other via the sleeve 330. Accordingly, the input shaft 310 and the output shaft 320 are engaged via the sleeve 330 and the first planetary gear 210, since all components of the first planetary gear 210 then rotate synchronously due to their 1:1 gear ratio. Thereby, the input shaft 310 and the output shaft 320 move together, i.e., rotate synchronously. Since the input shaft 310 is coupled to the first ring gear R1 / 211 and the first electric machine 101, the second planetary gear 220 is coupled to the first electric machine 101 in this position without functionally utilizing the first planetary gear 210. Thus, the first planetary gear 210 is functionally bypassed without providing any upshifting or downshifting of the torque transmitted between the first electric machine 101 and the second planetary gear 220.

[0259] According to another embodiment, the brake coupling arrangement 242 is an actuator-controlled coupling arrangement. The coupling arrangement 242 is then controlled by at least one actuator to couple the second ring gear R2 / 221 of the second planetary gear to the first sun gear S1 / 212, whereby the first planetary gear 210 is functionally utilized when there is a first torque difference T on the brake coupling arrangement 242 242_diff_1 Accordingly, the coupling arrangement 242 is then controlled by at least one actuator to functionally bypass the first planetary gear 210 when there is a second torque difference T on the brake coupling arrangement 242 242_diff_2 According to this embodiment, the at least one actuator is controlled by a control system, for example, by a control system arranged to control the transmission arrangement 200. The at least one actuator can be moved, for example, by using a hydraulic device and / or a pneumatic device, and / or can be an electric actuator.

[0260] According to an embodiment, Figure 2aThe transmission arrangement 200 schematically shown in -b also includes a reverse coupling arrangement 241 disposed at the third freewheel arrangement 233. The reverse coupling arrangement 241 is arranged to separate the third freewheel arrangement 233 from the second sun gear S2 / 222 when a first torque difference T 241_diff_1 acts in a first direction D 241_1 and, if the second ring gear R2 / 221 is stationary, this would generate a reverse drive torque T 向后 on at least one of the drive wheels 111, 112.

[0261] Conversely, the reverse coupling arrangement 241 is arranged to couple the third freewheel arrangement 233 to the second sun gear S2 / 222 when a second torque difference T 241_diff_2 acts in a second direction D 241_1 opposite to the first direction D 241_2 .

[0262] Thus, the transmission arrangement 200 herein includes a reverse coupling arrangement 241 disposed at the third freewheel arrangement 233. More particularly, the reverse coupling arrangement 241 is disposed at a shaft 255 at which the third freewheel arrangement 233 can be locked or released and is disposed adjacent to the third freewheel arrangement 233.

[0263] It should be noted that the first torque difference T 241_diff_1 defined herein will be generated by the second electric machine 102 and, if the second ring gear R2 / 221 is stationary, this first torque difference will cause the vehicle 100 to be driven in reverse. Since, by definition, the first electric machine 101 will be stationary, which will clearly be the case if the second ring gear R2 / 221 is stationary, the torque on the reverse coupling arrangement 241 can thus only be caused by the second electric machine 102. In other words, the first torque difference T 241_diff_1 and the direction in which it acts on the reverse coupling arrangement 241 will herein be caused by the second electric machine 102.

[0264] When the third freewheel arrangement 233 is separated from the second sun gear S2 / 222, the third freewheel arrangement 233 cannot lock the second sun gear S2 / 222 against rotation, i.e., cannot prevent rotation of the shaft 255 at the third freewheel arrangement 233. Thus, the second electric machine 102 and the second sun gear S2 / 222 can then rotate freely relative to the housing 235.

[0265] These features of the third freewheel arrangement 233 and the reverse coupling arrangement 241 are used to provide a reverse mode MR. When the second electric machine 102 is controlled to provide the first torque difference T 241_diff_1In the case of reverse mode MR, the reverse mode is provided by the transmission arrangement 200. The reverse coupling arrangement 241 thus disables the locking function of the third freewheel arrangement 233, which is shown by the dashed line 243 in Figure 2a -b.

[0266] The torque T that will drive the vehicle 100 backward provided by the second electric machine 102 102 and the rotational direction D 102 can be transmitted via the second planetary gear 220 to at least one of the drive wheels 111, 112 here.

[0267] It should be noted that if the reverse coupling arrangement 241 is not arranged in the transmission arrangement 200 as explained above, the rotational direction D originating from the second electric machine 102 102 will cause the third freewheel arrangement 233 to lock the second sun gear S2 / 222 against rotation substantially immediately, and the rotational direction will cause the first rotational direction D defined above 233_1 and will drive the vehicle 100 backward. Therefore, the reverse coupling arrangement 241 makes it possible to drive the vehicle 100 backward by suppressing / bypassing / disabling the anti-rotation function of the third freewheel arrangement 233 in the first rotational direction D 233_1 .

[0268] The rotational speed ω provided by the second electric machine 102 is then reduced by the gear ratio of the second planetary gear 220. Therefore, at least one of the drive wheels 111, 112 will be provided with a medium possible maximum torque T out in the negative / backward direction D out_max_MR and a relatively low maximum rotational speed ω out_max_MR , and the medium possible maximum torque and the relatively low maximum rotational speed are generated by the second torque T 102 and the second rotational speed ω 102 provided by the second electric machine 102.

[0269] In reverse mode MR, the first planetary gear 210 and the first freewheel arrangement 231 and the second freewheel arrangement 232 are functionally bypassed by the braking coupling arrangement 242, as Figure 2a shown by the dashed line 244 from the braking coupling arrangement 242 to the first ring gear R1 / 211 and the first electric machine 101 in -b. Therefore, the second ring gear R2 / 2221 is then coupled to the first electric machine 101 without functionally utilizing the first planetary gear 210 and the first freewheel arrangement 231 and the second freewheel arrangement 232.

[0270] The first electric machine 101 can provide a torque T 102 smaller than the torque T 101 provided by the second electric machine 102 here. Generally, the torque T provided by the first electric machine 101101 should be large enough to counteract the reaction torque T at the second ring gear R2 / 221 caused by the second motor 102 react . According to an embodiment, the first motor 101 can keep the second ring gear R2 / 2221 stationary, i.e., can provide zero (0) rotational speed; ω 101 = 0. However, according to other embodiments, the first motor 101 can provide a non-zero rotational speed in the reverse mode MR; ω 101 ≠0.

[0271]

[0272] Table: MR

[0273] The table "MR" indicates the conditions of the first freewheel 231, the second freewheel 232, the third freewheel 233, the reverse coupling arrangement 241 and the brake coupling arrangement 242 in the reverse mode MR. The table "MR" also indicates the resulting possible maximum torque T, out_max_MR possible maximum rotational speed ω out_max_MR and rotational direction D out at at least one of the drive wheels 111, 112 in the reverse mode MR.

[0274] Conversely, the reverse coupling arrangement 241 is arranged such that when there is a second torque difference T 241_diff_2 on the reverse coupling arrangement 241, the reverse coupling arrangement couples the third freewheel arrangement 233 to the second sun gear S2 / 222. The second torque difference T 241_diff_2 acts on the reverse coupling arrangement 241 in a second direction D 241_1 opposite to the first direction D 241_2 . Thus, the second torque difference T 241_2 in the second direction D 241_diff_2 will provide a non-backward driving torque T 非向后 on at least one of the drive wheels 111, 112 when the second ring gear R2 / 221 will be stationary.

[0275] Therefore, if the second ring gear R2 / 2221 will be stationary, the second torque difference T 241_diff_2 will generate a torque T 非向后 that will keep the vehicle 100 stationary or will drive the vehicle 100 forward. Thus, this second torque difference T 241_diff_2 has a direction opposite to that of the above-mentioned first torque difference T 241_diff_1 which, if the second ring gear R2 / 221 will be stationary, will drive the vehicle 100 backward. The second torque difference T 241_diff_2 present on the reverse coupling arrangement 241 can be generated by the second motor 102, as described above for the first torque difference T 241_diff_1Interpreted accordingly.

[0276] When the third overrunning clutch arrangement 233 is coupled to the second sun gear S2 / 222 due to the second torque difference T 241_diff_2 the third overrunning clutch arrangement 233 can lock the second sun gear S2 / 222 against rotation, i.e. can prevent rotation of the shaft 255 at the third overrunning clutch arrangement 233, or can allow the second sun gear S2 / 222 to rotate freely. Thus, as described above, the third overrunning clutch arrangement 233 then performs the locking and releasing function of the third overrunning clutch arrangement 233.

[0277] Thus, the torque T 102 which will drive the vehicle 100 forward provided by the second electric machine 102 102 and the direction of rotation D

[0278] Here can be transmitted via the second planetary gear 220 to at least one of the drive wheels 111, 112. As explained above, this is used in the second mode M2 and the third mode M3. 241_diff_2 So when the second electric machine 101 is controlled to provide the above-defined second torque difference T 241_2 on the reverse coupling arrangement 241 such that the second torque difference acts on the reverse coupling arrangement 241 in the above-defined second direction D

[0279] These forward operating modes can be provided by the transmission arrangement 200. This will cause the reverse coupling arrangement 241 to enable the function of the third overrunning clutch arrangement 233, which in turn will not lock the second sun gear S2 / 222 against rotation in the second mode M2 and the third mode M3, but will lock the third overrunning clutch arrangement 233 in the first mode M1, as explained above. Figure 2a Thus, as explained above, the transmission arrangement 200 according to the embodiment includes a reverse coupling arrangement 241 which is arranged at the third overrunning clutch arrangement 233, as 241_diff_1 shown in -b. When the first torque difference T 241_1 present on the reverse coupling arrangement 241 acts on the reverse coupling arrangement 241 in the first direction D 向后 if the second ring gear R2 / 221 will be stationary, this will generate a rearward driving torque T 241_diff_2 on at least one of the drive wheels 111, 112 241_1 when the third overrunning clutch arrangement 233 is disengaged from the second sun gear S2 / 222, i.e. the function of the third overrunning clutch arrangement is disabled. On the other hand, when the second torque difference T 241_2When acting on the reverse connection arrangement 241, the third freewheel arrangement 233 is connected to the second sun gear S2 / 222, that is, the function of the third freewheel arrangement is enabled.

[0280] In Figure 4a -b, a connection arrangement 241 according to some embodiments is schematically shown. When Figure 4a the connection arrangement shown in -b is used as the reverse connection arrangement 241 in the transmission arrangement 200, the first shaft 410 is connected to the second electric machine 102, and the second shaft 420 is connected to the second sun gear S2 / 222 via the component 245. The sleeve 430 of the reverse connection arrangement 241 can move between a first position 437 and a second position 438, as explained above.

[0281] The sleeve 430 is arranged to interact with the first shaft 410 at its first end 433 and to engage with the second shaft 420 at its second end 434.

[0282] When the first shaft 410 rotates relative to the sleeve 430 in a first direction ΔD 410_430_1 the sleeve 430 moves towards the first position 437, that is, in the direction of the first position, and can also reach and remain at the first position. This relative rotation of the first shaft 410 relative to the sleeve 430 in the first direction ΔD 410_430_1 is caused by the above-mentioned first torque difference T existing on the reverse connection arrangement 241. 241_diff_1 In this first position 437, the second shaft 420 is engaged with the first shaft 410 via the sleeve 430 but is disengaged from the third freewheel arrangement 233.

[0283] As described above, the first torque difference T 241_diff_1 acts on the reverse connection arrangement 241 in a first direction D 241_1 and if the second ring gear R2 / 221 is stationary, this would generate a backward driving torque T on at least one of the drive wheels 111, 112. 向后 In other words, when implemented in the transmission arrangement 200, when a backward driving torque T is provided to at least one of the drive wheels 111, 112 向后 the reverse connection arrangement 241 separates the third freewheel arrangement 233 from the second sun gear S2 / 222.

[0284] Accordingly, when the first shaft 410 rotates relative to the sleeve 430 in a second direction ΔD 410_430_2 the sleeve 430 moves towards the second position 438, that is, in the direction of the second position, and can also reach and remain at the second position. This relative rotation of the first shaft 410 relative to the sleeve 430 in the second direction ΔD 410_430_2This relative rotation on is caused by a second torque difference T present on the reverse coupling arrangement 241. 241_diff_2 Thus, when the second torque difference T 241_diff_2 acts on the reverse coupling arrangement 241, this causes a relative rotation of the first shaft 410 relative to the sleeve 430 in a second direction ΔD 410_430_2 . In this second position 438, the second shaft 420 is engaged with both the first shaft 410 and the third freewheel arrangement 233 via the sleeve 430, i.e., the function of the third freewheel arrangement 233 is enabled.

[0285] As described above, the second torque difference T 241_diff_2 acts on the reverse coupling arrangement 241 in the second direction D 241_2 . If the second ring gear R2 / 221 were stationary, this would create a non-backward driving torque T 非向后 on at least one of the drive wheels 111, 112. In other words, when implemented in the transmission arrangement 200, the reverse coupling arrangement 241 couples the third freewheel arrangement 233 to the second sun gear S2 / 222, i.e., when a non-backward driving torque T 非向后 is provided to at least one of the drive wheels 111, 112, the function of the third freewheel arrangement 233 is enabled.

[0286] According to an embodiment, the first shaft 410, the sleeve 430, and the second shaft 420 are arranged coaxially relative to the axis 414 and are arranged to be rotatable about the axis 414. Thus, they are arranged coaxially with each other and are rotatable. The first shaft 410 and the second shaft 420 are further axially fixed, while the sleeve 430 is arranged to be axially movable between its first position 437 as shown in Figure 4a and its second position 438 as shown in Figure 4b .

[0287] According to Figure 4a -b, in the exemplary embodiment shown, the sleeve 430 is arranged to at least partially surround the second end 412 of the first shaft 410 and the first end 422 of the second shaft 420. The sleeve 430 further includes a first spline arrangement 431 on the inside of the sleeve 430 at its first end 433 to interact with a first shaft spline arrangement 411 on the outside of the first shaft 410 at its second end 412. The first spline arrangement 431 and the first shaft spline arrangement 411 both include complementary / matching helical splines here.

[0288] According to Figure 4aAnother non-limiting exemplary embodiment, not shown in -b, the first shaft 410 is provided at its second end 412 with a circular hollow section having an inner diameter such that the sleeve 430 fits within the hollow section. Then, a first spline arrangement 431 is disposed on the exterior of the sleeve 430, at its first end 433, to interact with a first shaft spline arrangement 411 disposed on the interior of the hollow section of the second shaft 420. The first spline arrangement 431 and the first shaft spline arrangement 411 both include complementary / matching helical splines herein.

[0289] According to various embodiments, the first spline arrangement 431 may be disposed at the first end 433 of the sleeve, at the second end 434 of the sleeve, at least partially between the first end 433 and the second end 434 of the sleeve, or extending from the first end 433 to the second end 434 of the sleeve.

[0290] The interaction between the first shaft spline arrangement 411 and the first spline arrangement 431 causes movement of the sleeve 430. Thus, when the first shaft 410 rotates relative to the sleeve 430 in a first direction ΔD 241_diff_1 due to a first torque difference T 410_430_1 , this interaction causes the sleeve to move towards a first position 437. When the first shaft 410 rotates relative to the sleeve 430 in a second direction ΔD 241_diff_2 due to a second torque difference T 410_430_2 , this interaction also causes the sleeve to move towards a second position 438.

[0291] According to Figure 4a the embodiment shown in -b, the sleeve 430 may further include a second spline arrangement 432 on the interior of the sleeve 430 at its second end 434 to engage with a second shaft spline arrangement 421 disposed on the exterior of the second shaft 420 at its first end 422. The second spline arrangement 432 and the second shaft spline arrangement 421 both include complementary / matching axially oriented splines. The engagement of the axially oriented second spline arrangement 432 and the second shaft spline arrangement 421 allows the sleeve 430 to move between its first position 437 and its second position 438.

[0292] According to Figure 4aAnother non-limiting exemplary embodiment not shown in -b, a first end 422 of the second shaft 420 is provided with a circular hollow section. This circular hollow section is arranged such that it at least partially surrounds the sleeve 430 and has a diameter of the hollow section that allows the sleeve 430 to fit therein. Then, a second spline arrangement 432 is arranged on the outside of the sleeve 430 to interact with a second shaft spline arrangement 421 arranged within the hollow section. Both the second spline arrangement 432 and the second shaft spline arrangement 421 include complementary / matching axially oriented splines, thereby allowing the sleeve 430 to move between its first position 437 and second position 438.

[0293] According to various embodiments, the second spline arrangement 432 is arranged at the first end 433 of the sleeve, at the second end 434 of the sleeve, at least partially between the first end 433 and the second end 434 of the sleeve, or extends from the first end 433 to the second end 434 of the sleeve.

[0294] According to an embodiment, a third overrunning clutch arrangement 233 is coupled to at least one component engaging member 441. The sleeve 430 further includes at least one sleeve engaging member 435 that mates at its second end 434. The at least one component engaging member 441 and the at least one sleeve engaging member 435 are arranged to Figure 4b engage with each other in the second position 438 as shown in, and disengage from each other when the sleeve 430 is in a third position between the first position 437 and the second position 438, i.e., between the positions shown in Figure 4a -b. When the sleeve 430 moves towards the second position 438, the at least one component engaging member 441 and the at least one sleeve engaging member 435 become engaged in the third position and then engaged in the second position 328. When the sleeve 430 moves towards the first position 437, they become disengaged in the third position and then disengaged in the first position 327. Thus, depending on the axial movement of the sleeve 430, the at least one sleeve engaging member 435 is arranged to engage the sleeve 430 to the corresponding at least one component engaging member 441 coupled to the third overrunning clutch arrangement 233 and to disengage the sleeve from the corresponding at least one component engaging member, respectively.

[0295] According to Figure 4a the non-limiting embodiment shown in -b, both the at least one component engaging member 441 and the at least one sleeve engaging member 435 include coupling teeth. Thus, the third overrunning clutch arrangement 233 is coupled to the component coupling teeth, and the sleeve 430 further includes mating sleeve coupling teeth at its second end 434.

[0296] According to Figure 4aIn another non - limiting embodiment not shown in - b, at least one component engagement member 441 and at least one sleeve engagement member 435 both include axially - oriented splines. Accordingly, the third overrunning - clutch arrangement 233 is coupled to the component spline arrangement, and the sleeve 430 further includes a matching sleeve spline arrangement at its second end 434.

[0297] According to an embodiment, the sleeve 430 may further include at least one stop arrangement 436, which is arranged to prevent the sleeve 430 from further moving towards the first end 413 of the first shaft 410 when the sleeve has reached its first position 437. Correspondingly, the sleeve 430 may include at least one stop arrangement 436, which is arranged to prevent the sleeve from further moving towards the second end 423 of the second shaft 420 when the sleeve 430 has reached the second position 438. In the second position 438, the engagement of at least one component engagement member 441 and at least one sleeve engagement member 435 also prevents further movement. Additionally, although in the non - limiting example in Figure 4a -b, at least one stop arrangement 436 may be shown as one stop 436, according to various embodiments, including two or more such stops, such that one or more stops are arranged to prevent further movement beyond the first position 437, and one or more other stops are arranged to prevent further movement beyond the second position 438.

[0298] In Figure 4a the non - limiting embodiment shown in - b, the stop arrangement 436 is arranged on the interior of the sleeve 430, such as as a stop sleeve, stop ring or stop lip, where the stop arrangement abuts against the first shaft 410 and the second shaft 420 respectively. However, according to other embodiments, the stop arrangement 436 may also be arranged elsewhere on the sleeve 430, such as on the exterior of the sleeve, or at the first end 433 or second end 435 of the sleeve.

[0299] As Figure 4a shown, the sleeve 430 has axially moved to the first position 437 because there is a first torque difference T on the reverse - coupling arrangement 241 241_diff_1 . This movement is caused by the interaction of the first spline arrangement 431 and the first - shaft spline arrangement 411, both of which include helical splines. In the first position 437 shown in Figure 4a , at least one sleeve engagement member 435 disengages from at least one component engagement member 441. Accordingly, in the first position 437, the output shaft 420 and thus the second sun gear S2 / 222 cannot be locked by the third overrunning - clutch arrangement 233 to prevent rotation. Thus, the function of the third overrunning - clutch arrangement 233 is disabled in the first position 437.

[0300] As shown Figure 4b in Figure 4b , the sleeve 430 has been axially moved to the second position 438 because a second torque difference T already exists on the reverse coupling arrangement 241 241_diff_2 . This movement is caused by the interaction of the first spline arrangement 431 and the first shaft spline arrangement 411, both of which include helical splines. In the second position 438, at least one sleeve engagement member 435 engages with a corresponding component engagement member 441. Accordingly, the output shaft 420 and thus also the second sun gear S2 / 222 are coupled to the third freewheel arrangement 233 via the sleeve 430 and the component engagement member 441. Thus, the second sun gear S2 / 222 can be locked to the housing 442 in this position, i.e., can be locked by the third freewheel arrangement 233 to prevent rotation. Accordingly, the third freewheel arrangement 233 is functionally enabled and can be used as explained above.

[0301] According to another embodiment, the reverse coupling arrangement 241 is an actuator-controlled coupling arrangement. The coupling arrangement 241 is then controlled by at least one actuator to disengage the third freewheel arrangement 233 from the second sun gear S2 / 222 when a first torque difference T exists on the reverse coupling arrangement 241 241_diff_1 . Conversely, the coupling arrangement 241 is then controlled by at least one actuator to couple the third freewheel arrangement 233 to the second sun gear S2 / 222 when a second torque difference T exists on the reverse coupling arrangement 241 241_diff_2 . According to this embodiment, at least one actuator is controlled by a control system (such as a control system arranged to control the transmission arrangement 200) and can be moved by using a hydraulic device and / or a pneumatic device, and / or can be an electric actuator.

[0302]

[0303]

[0304] Table: All Modes

[0305] In the table "All Modes", all conditions of the first freewheel 231, the second freewheel 232 and the third freewheel 233, the reverse coupling arrangement 241 and the brake coupling arrangement 242, as well as the corresponding possible output values at at least one of the drive wheels 111, 112, are indicated for all of the above-described first mode M1, second mode M2 and third mode M3, as well as the brake mode MB and the reverse mode MR, respectively.

[0306] Figure 5 A flowchart of a method 500 for controlling the transmission arrangement 200 such that a second operating mode M2 of the transmission arrangement 200 is provided according to the above-described embodiment is shown.

[0307] It should be noted that Figure 5-10 the method steps shown in and described herein do not necessarily have to be performed in the order shown in these figures. These steps can basically be performed in any suitable order, as long as the physical requirements and information required for performing each step are available when performing the step.

[0308] In Figure 5 the first step 510 of the method 500 shown, the first electric motor 101 is controlled to cause the second rotational direction D of the first ring gear R1 / 211 as defined above R1_2 .

[0309] Thus, that is, when the first electric motor 101 attempts to rotate the first ring gear R1 / 211 in the second rotational direction D R1_2 the first overrunning clutch arrangement 231 allows the first planet carrier C1 / 213 to rotate, and the second overrunning clutch arrangement 232 locks the first planet carrier C1 / 213 to one of the first ring gear R1 / 211 and the first sun gear S1 / 212. Then a 1:1 gear drive on the first planet gear 210 is provided, as explained above.

[0310] Therefore, if the first electric motor 101 is controlled to perform the first step 510, the transmission arrangement 200 is set to provide the second mode M2.

[0311] In the second step 530, the first electric motor 101 is controlled to move at least one of the drive wheels 111, 112 in the positive rotational direction D out_pos .

[0312] In the third step 540, the second electric motor 102 is controlled to move at least one of the drive wheels 111, 112 in the positive rotational direction D out_pos .

[0313] Therefore, by performing the first step 510, the second operating mode M2 of the transmission arrangement is selected via the control of the first electric motor 101. Thus, the second overrunning clutch arrangement 232 is locked to provide the second operating mode M2. Additionally, the first electric motor 101 and / or the second electric motor 102 can forwardly drive the vehicle 100 by performing the second step 530 and the third step 540, by providing a positive torque T out and a rotational speed ω out at at least one of the drive wheels 111, 112 in the positive rotational direction D out . As will be appreciated by those skilled in the art, the steps 510, 530, 540 of the method 500 do not have to be as Figure 5are performed in sequence as shown. For example, the second step 530 and the third step 540 can be performed in parallel with each other, i.e., substantially simultaneously, and can also be performed in parallel with the first step 510.

[0314] Figure 6 FIG. shows a flowchart of a method for controlling a transmission arrangement 200 to provide a first operating mode M1 according to the above embodiment.

[0315] In a first step 510, the first electric machine 101 is controlled to cause the above-defined second rotational direction D of the first ring gear R1 / 211 R1_2 .

[0316] Thereby, the first overrunning clutch arrangement 231 allows the first planet carrier C1 / 213 to rotate, and the second overrunning clutch arrangement 232 locks the first planet carrier C1 / 213 to one of the first ring gear R1 / 211 and the first sun gear S1 / 212, such that a 1:1 gear ratio is provided on the first planet gear 210.

[0317] In a second step 550, the first electric machine 101 and the second electric machine 102 are controlled such that they attempt to cause a first rotational direction D at the third overrunning clutch arrangement 233 233_1 .

[0318] Thereby, i.e., when the first electric machine 101 and the second electric machine 102 attempt to rotate the first ring gear R1 / 211 in the second rotational direction D R1_2 and also attempt to cause a first rotational direction D at the third overrunning clutch arrangement 233 233_1 the second overrunning clutch arrangement 232 locks the first planet carrier C1 / 213 to one of the first ring gear R1 / 211 and the first sun gear S1 / 212, and the third overrunning clutch arrangement 233 also locks the second sun gear S2 / 222 to prevent rotation.

[0319] Then, in a third step 560, the first electric machine 101 is controlled to move at least one drive wheel 111, 112 in a positive direction D out_pos to move the vehicle forward.

[0320] Thus, if the first electric machine 101 and / or the second electric machine 102 are controlled to perform the first step 510 and the second step 550, the transmission arrangement 200 is set to provide the first operating mode M1. Then, in the third step 560, the vehicle 100 is advanced forward in the first operating mode M1, which has the above advantages.

[0321] Figure 7A flowchart of a method for controlling a transmission arrangement 200 to provide a third operating mode M3 of the transmission arrangement 200 according to the above embodiments is shown.

[0322] In a first step 520, the first electric machine 101 is controlled to cause the first defined rotational direction D of the first ring gear R1 / 211 R1_1 .

[0323] Thereby, the first overrunning clutch arrangement 231 locks the first planetary carrier C1 / 213 against rotation, and the second overrunning clutch arrangement 232 allows the first ring gear R1 / 211 and the first sun gear S1 / 212 to rotate relative to the first planetary carrier C1 / 213. Accordingly, the transmission arrangement 200 is set up to provide the third operating mode M3.

[0324] In a second step 530, the first electric machine 101 is controlled to move at least one of the drive wheels 111, 112 in the positive rotational direction D out_pos .

[0325] In a third step 540, the second electric machine 102 is controlled to move at least one of the drive wheels 111, 112 in the positive rotational direction D out_pos .

[0326] Accordingly, by performing the first step 520, the third operating mode M3 of the transmission arrangement is selected via the control of the first electric machine 101. Thereby, the first overrunning clutch arrangement 231 locks the first planetary carrier C1 / 213 against rotation, and the second overrunning clutch arrangement 232 is released. Additionally, the first electric machine 101 and / or the second electric machine 102 can, by performing the second step 520 and the third step 530, drive the vehicle 100 forward by providing a positive torque T out and a rotational speed ω out at at least one of the drive wheels 111, 112 in the positive rotational direction D out .

[0327] According to an embodiment, the above second mode M2 is achieved by the following steps: controlling 510, 530 the first electric machine 101 to cause a second rotational direction D of the first ring gear R1 / 211 R1_2 , which causes a positive rotational direction D of at least one of the drive wheels 111, 112 out ; and controlling 540 the second electric machine 102 to also cause a positive rotational direction D of at least one of the drive wheels 111, 112 out .

[0328] Accordingly, according to an embodiment, the above third mode M3 is achieved by the following steps: controlling 520, 530 the first electric machine 101 to cause a first rotational direction D of the first ring gear R1 / 211R1_1 This is also due to the switching of the rotational direction in the first planetary gear 210 when the first freewheel arrangement 231 is locked, causing the positive rotational direction D of at least one of the drive wheels 111, 112 out ; and controlling 540 the second electric machine 102 to cause the positive rotational direction D of at least one of the drive wheels 111, 112 out .

[0329] Therefore, the second mode M2 and the third mode M3 are selected by the controlled rotational direction of the first electric machine 101.

[0330] According to some embodiments, the rotational direction D of the first electric machine 101 is controlled 101 for performing a switch between the second mode M2 and the third mode M3. Then, the first electric machine 101 is controlled to change its rotational speed ω 101 from a previous rotational direction D 101_先前 to a subsequent rotational direction D 101_后续 , where the subsequent rotational direction D 101_后续 is opposite to the previous rotational direction D 101_先前 , thereby providing a switch between the second mode M2 and the third mode M3, and vice versa.

[0331] According to an embodiment, the rotational speed ω can be controlled 101 to switch as fast as possible from a non-zero rotational speed ω 101_先前 in the previous rotational direction D 101 to a non-zero rotational speed ω 101_后续 in the subsequent rotational direction D 101 . This control of the rotational speed ω of the first electric machine 101 enables the fastest possible direction switch, i.e., the fastest possible decrease of the absolute value |ω 101 | of the rotational speed in the previous rotational direction D 101_先前 , and the fastest possible increase of the absolute value |ω 101 | of the rotational speed in the subsequent rotational direction D 101_后续 .

[0332] However, in many cases, a rapid change of the rotational direction may cause comfort problems such as jolts, and / or powertrain problems such as component wear. According to an embodiment taking these problems into account, the first electric machine 101 is controlled to switch in a certain way between a first rotational direction D 101 and a second rotational direction D R1_1 of the first ring gear R1 / 211, and vice versa, to provide a smooth mode transition. Thus, according to the embodiment shown in the flow chart in Figure 8a -b, the first electric machine 101 is controlled 510, 520 to change the absolute value |ω R1_2 | of the rotational speed in the previous rotational direction D 101_先前 ​101 Reduce 511, 521 to zero while still providing a torque T with a non - zero absolute value 101 ; |T 101 |≠0. Then, the rotation direction D 101 Switch 512, 522 to a subsequent rotation direction D opposite to the previous rotation direction D 101_先前 101_后续 . Thereafter, the absolute value of the rotational speed of the first motor 101, |ω 101 |, is now increased 513, 523 to a non - zero rotational speed ω 101_后续 in the subsequent rotation direction D 101 . Here, the reduction 511, 521 of the absolute value of the rotational speed |ω 101_先前 in the previous rotation direction D 101 and / or the increase 513, 523 of the absolute value of the rotational speed |ω 101_后续 in the subsequent rotation direction D 101 can be controlled such that they meet appropriate comfort and / or other powertrain requirements. Thus, in order to provide a smooth, comfortable, and low - wear transition between the second mode M2 and the third mode M3, the absolute value of the rotational speed |ω 101 can be reduced to zero in a more controlled manner. Then, after switching from the previous rotation direction D 101_先前 to the subsequent rotation direction D 101_后续 , the absolute value of the rotational speed |ω 101 is increased in a controlled manner. This control of the first motor 101 reduces, for example, jitter and component wear and results in a smooth transition between the second mode M2 and the third mode M3.

[0333] For example, Figure 8a shows a smooth transition from the second M2 to the third mode M3, i.e., in the case where the first motor 101 has previously been controlled 510 to cause a second rotation direction D R1_2 of the first ring gear R1 / 211, as explained above in connection with Figure 5 . Then, the first motor 101 is controlled 521 to reduce, in a controlled manner, the absolute value of its rotational speed |ω R1_2 in this second rotation direction D 101 to a zero rotational speed ω 101 , while still providing a torque with a non - zero absolute torque value; |T 101 |≠0. As described above, depending on possible comfort and / or other powertrain requirements, this reduction can be carried out more or less aggressively. After reducing to zero rotational speed ω 101 , the rotation direction D 101 is controlled to be switched 522 such that the first motor 101 causes a relative first rotation direction D R1_1 ​。Then, the absolute value of the rotational speed of the first electric machine 101, |ω 101 |, is increased 523 more or less actively in a controlled manner to a non-zero rotational speed ω 101 in this rotational direction D 101 so as to cause a first rotational direction D R1_1 of the first annular gear R1 / 211.

[0334] Generally, the time periods for the above-described rotational speed reduction 521 and increase 523 steps can be adjusted according to possible comfort and / or powertrain requirements. For example, the speed and / or increase control can be adjusted according to a suitable linear or non-linear function, algorithm or curve, which can be pre-determined or estimated / calculated in real time, or can predict an upcoming / future switch between the second mode M2 and the third mode M3.

[0335] As Figure 8b shown, when performing a smooth switch from the third mode M3 to the second mode M2, the first electric machine 101 has previously been controlled 520 to cause a first rotational direction D R1_1 of the first annular gear R1 / 211, as explained above in connection with Figure 7 . Then the electric machine is controlled 511 to reduce the absolute value of its rotational speed, |ω 101 |, to zero while still providing a torque having a non-zero absolute value; |T 101 | ≠ 0. After the reduction, its rotational direction D 101 is controlled to be switched 512 such that the electric machine causes a second rotational direction D R1_1 of the first annular gear R1 / 211 that is opposite to the first rotational direction D R1_2 . Then, the absolute value of the rotational speed of the first electric machine 101, |ω 101 |, is increased 513 in a controlled manner to a non-zero rotational speed ω 101 in this rotational direction D 101 so as to cause a second first rotational direction D R1_2 .

[0336] As described above, according to possible comfort and / or powertrain requirements, by adjusting the time periods for the above-described rotational speed reduction 511 and increase 513, the switch of the rotational direction can also be performed more or less smoothly here. For example, the time periods can be adjusted according to a suitable linear or non-linear function, algorithm or curve, which can be pre-determined or estimated / calculated in real time, or can predict an upcoming switch between the second mode M2 and the third mode M3.

[0337] Then, both the first electric machine 101 and the second electric machine 102 are controlled 530, 540 to provide a positive rotational direction D of at least one of the drive wheels 111, 112 in a second mode M2 and a third mode M3, respectively out , as explained above in connection with Figure 5 and 7 .

[0338] Figure 9 FIG. shows a flow chart of a method for controlling a transmission arrangement 200 according to the above-described embodiments to provide a regenerative braking operation mode MB of the transmission arrangement 200

[0339] In a first step 571, the first electric machine 101 and the second electric machine 102 are controlled such that a second torque difference T is provided / exists on the braking connection arrangement 242 242_diff_2 .

[0340] Thereby, the first planetary gear 210 and the first freewheel arrangement 231 and the second freewheel arrangement 232 are functionally bypassed 244 by the braking connection arrangement 242, and the second ring gear R2 / 221 is coupled to the first ring gear R1 / 211 and thus to the first electric machine 101 without functionally utilizing the first planetary gear 210. Further, the second electric machine 102 is coupled to the second planetary gear 220

[0341] In a second step 572, the first electric machine 101 and the second electric machine 102 are controlled to brake the vehicle 100 to generate energy during braking. Then, the first electric machine 101 and the second electric machine 102 and the battery system are controlled to store the generated energy in at least one energy storage device 104

[0342] Thus, if the first electric machine 101 and the second electric machine 102 are controlled to perform the first step 571 and the second step 572, the transmission arrangement 200 is set to provide the regenerative braking operation mode MB and also performs / provides regenerative braking

[0343] Figure 10 FIG. shows a flow chart of a method for controlling a transmission arrangement 200 according to the above-described embodiments to provide a reverse operation mode MR of the transmission arrangement 200

[0344] In a first step 581, the first electric machine 101 and the second electric machine 102 are controlled such that a first torque difference T is provided / exists on the reverse connection arrangement 241 241_diff_1 . As a result, the third freewheel arrangement 233 is separated 243 from the second sun gear S2 / 222 and is thus functionally disabled

[0345] In a second step 582, the second electric machine 102 is controlled to drive the vehicle 100 backward, which is possible because the third overrunning clutch arrangement 233 is disengaged and thus cannot block the rotation of the second sun gear S2 / 222. Additionally, the first electric machine 101 is controlled to counteract the reaction torque T provided by the second ring gear R2 / 221. react .

[0346] Thus, if the first electric machine 101 and the second electric machine 102 are controlled to perform the first step 581 and the second step 582, the transmission arrangement 200 is set to provide a reverse mode MR, and the vehicle 100 is also propelled backward by the second electric machine 102.

[0347] According to various embodiments, the first electric machine 101 and / or the second electric machine 102 are controlled to switch between various operating modes in the transmission arrangement 200 and initiate various operating modes, and to propel the vehicle 100 in these operating modes. Hereinafter, how to implement this control is further explained.

[0348] The following are some examples of how to control the first electric machine 101 and / or the second electric machine 102 to respectively initiate various operating modes and / or propel the vehicle 100 in these selected operating modes.

[0349] As shown in FIGS. 11 - 15, the examples presented herein cover examples of driving cycles which are of course non - restrictive, and the examples include starting to move the vehicle forward from a standstill using a first mode M1, then switching from the first mode M1 to a second mode M2 during acceleration of the vehicle, then switching from the second mode M2 to a third mode M3 during further acceleration, then switching from the third mode M3 to a regenerative braking mode MB and decelerating the vehicle to a standstill, and finally switching to a reverse mode MR and moving the vehicle backward.

[0350] Those skilled in the art understand that the first electric machine 101 and / or the second electric machine 102 can correspondingly control other driving cycles, including switching between operating modes in an order different from the examples described herein. Basically, any mode can be entered from any other mode. However, if acceptable driving comfort is to be provided for the driver and / or passengers, some operating mode switches are more suitable to perform than others. Thus, driving comfort parameters can augment the conditions for switching between operating modes such that the number of possible switches in a given situation is limited. Therefore, the following examples are not intended to be a complete presentation of all possible controls provided by using the first electric machine 101 and / or the second electric machine 102.

[0351] The examples given herein are based on as Figure 2a-b, and in which the component 245 includes an odd number of gear / tooth engagements arranged between the second annulus gear R2 / 221 and the brake connection arrangement 242, whereby the second annulus gear R2 / 221 rotates in a direction opposite to the direction of rotation of the shaft 253 between the brake connection arrangement 242 and the component 245.

[0352] As will be understood by the person skilled in the art, if, in addition to the components of the transmission arrangement 200 shown in Figure 2a -b, one or more gears / teeth, or any other device that will reverse / change / switch the direction of rotation of a shaft / rod / gear / gear, e.g., will be arranged at the shaft 251 between the first electric motor 101 and the first planetary gear 210, at the shaft 252 between the first planetary gear 210 and the brake connection arrangement 242, at the shaft 253 between the brake connection arrangement 242 and the component 245, at the shaft 254 between the component and the second planetary gear 220, at the shaft 256 between the second electric motor 102 and the reverse connection arrangement 241, at the shaft 255 between the reverse connection arrangement 241 and the second planetary gear 220 (i.e., at the third freewheel arrangement 233), and / or at the shaft 257 between the second planetary gear 220 and at least one drive wheel 111, 112, then the presented direction of rotation and / or torque of the first electric motor 101 and / or the second electric motor 102 will change accordingly. Thus, depending on the design of the transmission arrangement 200, the first electric motor 101 and / or the second electric motor 102 can be controlled in different ways in order to provide a certain operating mode or a certain switch between operating modes, as will be understood by the person skilled in the art.

[0353] In summary, in order to perform the above drive cycle example M1→M2→M3→MB→MR; for the transmission arrangement 200 as shown in Figure 2a -b, in which the component 245 causes a single change in the direction of rotation, the first electric motor 101 and the second electric motor 102 are controlled according to the following.

[0354] In Figure 11a -b, and in the figures showing torque and rpm diagrams, the dashed circles "101" and "102" schematically show the conditions of the initial or previous state of the first electric motor 101 and the second electric motor 102, respectively. Correspondingly, the solid circles "101" and "102" schematically show the conditions of the subsequent or resulting state of the first electric motor 101 and the second electric motor 102. The bold arrows schematically show how the conditions change between the states.

[0355] As shown in Figure 11a -b, when starting from a standstill, i.e., in order to start the first mode M1 when both the first electric motor 101 and the second electric motor 102 are stationary and do not provide any torque or speed; T 101= T 102 = 0 and ω 101 = ω 102 = 0; Control the first motor 101 to provide negative torque; T 101 = negative; and the negative rotation direction; D 101 = negative, corresponding to ω 101 = negative, i.e., ω 101 <0. This enables the first overrunning clutch arrangement 231 to allow the first planetary carrier C1 / 213 to rotate, but also causes the second overrunning clutch arrangement 232 to lock the first planetary carrier C1 / 213 to one of the first ring gear R1 / 211 and the first sun gear S1 / 212. Thereby, no change in the rotation direction occurs on the first planetary gear 210, and no gear transmission occurs, i.e., the gear ratio on the first planetary gear 210 is 1:1.

[0356] The second motor 102 cannot counteract the reaction torque T from the second sun gear S2 / 222 react , whereby the first motor 101 attempts to cause a negative first rotation direction D at the third overrunning clutch arrangement 233 233_1 . Then, the third overrunning clutch arrangement 233 locks the second sun gear S2 / 222 to prevent rotation in order to block this negative first rotation direction D at the third overrunning clutch arrangement 233 233_1 . There may be various reasons why the second motor 102 cannot counteract the reaction torque T react . One such reason may be that the second motor 102 is too weak to counteract the reaction torque T react , which may be due to sizing and / or cost reasons, for example. Another reason is that the second motor is controlled to provide a torque that is too weak to counteract the reaction torque T react , or is controlled so as not to provide any torque at all.

[0357] To propel the vehicle 100 forward in the first mode M1, control the first motor 101 to continue to provide the positive rotation direction; D 101 = negative; as Figure 11a shown. As Figure 11b shown, the second motor 102 is controlled not to contribute to the propulsion of the vehicle.

[0358] Thereby, after the first planetary gear 210 has provided a 1:1 gear transmission and the second planetary gear 220 has upshifted the torque and downshifted the absolute value of the rotational speed in the first mode M1, at least one drive wheel 111, 112 will be provided with at most the maximum first mode torque T out and at most the maximum first mode rotational speed ω out_max_M1 in the positive direction D out_max_M1 , which is derived from the torque T 01 from the first motor 1101 and the rotational speed ω 101 . The maximum possible first-mode torque T out_max_M1 is respectively higher than the maximum possible second-mode torque T out_max_M2 and the maximum possible third-mode torque T out_max_M3 described above and below; T out_max_M1 > T out_max_M2 > T out_max_M3 . The maximum possible first-mode rotational speed ω out_max_M1 is respectively lower than the maximum possible second-mode rotational speed ω out_max_M2 and the maximum possible third-mode rotational speed ω out_max_M3 described above and below; ω out_max_M1 < ω out_max_M2 < ω out_max_M3 . Then, the vehicle speed can be increased by controlling the first motor 101 to further increase the absolute value of the negative rotational speed ω 101 .

[0359] The conditions for starting from a standstill and for propelling the vehicle M100 in the first mode M1 are given in the following table "Starting with M1".

[0360]

[0361] Table: Starting with M1

[0362] As Figure 12a shown in -b, in order to start the second mode M2, when in the first mode M1, control the first motor 101 to provide a continuous negative torque; T 101 = negative; and a negative rotation direction; D 101 = negative, i.e., ω 101 = negative; as Figure 12a shown in, this causes the second freewheel arrangement 232 to lock the first planetary carrier C1 / 213 to one of the first ring gear R1 / 211 and the first sun gear S1 / 212, and causes the release of the first freewheel arrangement 231.

[0363] In the first mode M1, the third freewheel arrangement 233 locks the second sun gear S2 / 222 to prevent rotation, as explained above. When the vehicle accelerates in the first mode M1, i.e., before the start of the second mode M2, the first motor 101 provides an increasing absolute value of the rotational speed |ω 101 |; D 101 = negative, as Figure 11a shown by the horizontal arrow in. At these higher absolute values of the rotational speed |ω 101 |, the first motor 101 generally cannot provide as high a torque as it can usually provide at lower absolute values of the rotational speed |ω 101 |, asFigure 12a as shown. This is due to the above-mentioned maximum torque / power function of the first electric machine 101, i.e., due to the torque provided by the first electric machine 101 currently being generally limited to higher absolute rotational speeds |ω 101 |. For electric machines with other maximum torque / power functions, the control of the first electric machine 101 and the second electric machine 102 can be adjusted accordingly with respect to the content described herein.

[0364] Then, when the torque T provided by the first electric machine 101 101 decreases with the increase of the absolute rotational speed |ω 101 | without the help of the third freewheel arrangement 233, the second electric machine 102 can itself counteract the reaction torque T provided to the second sun gear S2 / 222 from the second ring gear R2 / 221 with its own provided second torque T 102 Thereafter, the torque T provided by the first electric machine 101 react also decreases with the increase of its absolute rotational speed |ω 101 |. Then, the second electric machine 102 can contribute to the output torque T 101 and the rotational speed ω 102 with its own torque T 102 and rotational speed ω out and rotational speed ω out Thus, then control the second electric machine 102 to provide a positive torque; T 102 = positive; and an increasing rotational speed ω 102 ; D 102 = positive; as Figure 12b shown.

[0365] To propel the vehicle 100 forward with the increase of the vehicle speed in the second mode M2, control the first electric machine 101 to provide an increasing absolute rotational speed |ω 101 | in the negative rotational direction; D 101 = negative, i.e., to provide an increasing absolute value of the negative rotational speed |ω 10 |, and control the second electric machine 102 to provide an increasing rotational speed ω 102 ; D 102 = positive. Here, the rotational speed ω 101 of the first electric machine 101 and the rotational speed ω 102 of the second electric machine 102 can be controlled to be balanced so that the first electric machine 101 and / or the second electric machine 102 can operate at appropriate rotational speeds respectively for them.

[0366] In the second mode M2, at least one of the drive wheels 111, 112 will be provided with at most the maximum second mode torque T out and at most the maximum second mode rotational speed ω out_max_M2 in the positive direction Dout_max_M2 which are the torque T 101 and the rotational speed ω 101 originating from the first electric motor 101 respectively 102 and the torque T 102 and the rotational speed ω out_max_M2 originating from the second electric motor 102 out_max_M1 The possible maximum second mode torque T out_max_M3 is lower than the above possible maximum first mode torque T out_max_M1 ; T out_max_M2 > T out_max_M3 > T out_max_M2 The possible maximum second mode rotational speed ω out_max_M1 is higher than the above possible maximum first mode rotational speed ω out_max_M3 ; ω out_max_M1 < ω out_max_M2 < ω out_max_M3 .

[0367] The following table "Transition from M1 to M2" gives the transition conditions from the first mode M1 to the second mode M2 and the conditions for propelling the vehicle M100 in the second mode M2

[0368]

[0369] Table: Transition from M1 to M2

[0370] As Figure 13a -f shows, in order to start the third mode M3 from the second mode M2, the first electric motor 101 is controlled to provide a positive rotation direction; D 101 = positive; this releases the second freewheel arrangement 232 and locks the first freewheel arrangement 232

[0371] More specifically, as Figure 13a -b shows, in order to be able to change the rotation direction D 101 of the first electric motor 101 from the negative direction in the second mode M2; D 101 = negative; to the positive direction in the third mode M3; D 101 = positive; first change / adjust the balance between the rotational speed ω 101 of the first electric motor 101 and the rotational speed ω 102 of the second electric motor 102 101 The absolute value of the rotational speed of the first electric motor 101 |ω 101 | decreases from its value in the negative direction to zero; ω 102 = 0; while the second electric motor 102 is controlled to increase its rotational speed ω 102= Positive. When these rotational speed adjustments occur, the first motor 101 provides negative torque; T 101 = Negative, and the second motor 102 provides positive torque; T 102 = Positive.

[0372] Thereafter, as Figure 13c shown in -d, control the first motor 101 to provide positive torque; T 101 = Positive; and a positive rotational speed that increases from zero; ω 101 > 0. As explained above, the first motor 101 can be controlled to very quickly change from the negative rotation direction; D 101 = Negative; to the positive rotation direction; D 101 = Positive. However, due to comfort and / or other powertrain requirements, it is preferably to provide a smoother rotational direction change by more controllably reducing and increasing the absolute value of the rotational speed. Meanwhile, as Figure 13d shown in, control the second motor 102 to reduce its rotational speed ω in the positive direction 102 , D 102 = Positive. By controlling the first motor 101 and the second motor 102 in this way, they can be balanced in the third mode M3, that is, operated at appropriate rotational speeds respectively.

[0373] Alternatively, the second motor 102 can be controlled to maintain its rotational speed ω in the positive direction 102 ; D 102 = Positive; while controlling the first motor 101 to increase the positive rotational speed ω 101 to provide the acceleration of the vehicle and balance the first motor 101 and the second motor 102. Alternatively, the second motor 102 can be controlled to slowly increase its rotational speed ω in the positive direction 102 ; D 102 = Positive, while controlling the first motor 101 to more quickly increase its positive rotational speed ω 101 to provide the acceleration of the vehicle and balance the first motor 101 and the second motor 102.

[0374] As Figure 13e shown in -f, in order to further increase the vehicle speed in the third mode M3, the first motor 101 is controlled to have a higher rotational speed ω in the positive direction 101 ; D 101 = Positive; and have positive torque; T 101 = Positive; while the second motor 102 is controlled to have a higher rotational speed ω in the positive direction 102 ; D 102 = Positive; and have positive torque; T 102 = Positive.

[0375] Therefore, in the third mode M3, by the torque T respectively originating from the first motor 101 101and rotational speed ω 101 and the torque T from the second electric machine 102 102 and rotational speed ω 102 in combination, control both the first electric machine 101 and the second electric machine 102 to promote at least one of the drive wheels 111, 112 in the positive direction D out to facilitate up to a maximum third mode torque T out_max_M3 and up to a maximum third mode rotational speed ω out_max_M3 . The possible maximum third mode torque T out_max_M3 is respectively lower than the above-mentioned possible maximum first mode torque T out_max_M1 and the possible maximum second mode torque T out_max_M2 ; T out_max_M1 >T out_max_M2 >T out_max_M3 . The possible maximum third mode rotational speed ω out_max_M3 is respectively higher than the above-mentioned possible maximum first mode rotational speed ω out_max_M1 and the possible maximum second mode rotational speed ω out_max_M2 ; ω out_max_M1 <ω out_max_M2 <ω out_max_M3 .

[0376] The absolute value of the rotational speed of the first electric machine 101, |ω 101 | and the absolute value of the rotational speed of the second electric machine 102, |ω 102 | can be controlled such that a balance between their respective appropriate rotational speeds is achieved.

[0377] The conditions for the transition from the second mode M2 to the third mode M3, and the conditions for propelling the vehicle 100 in the third mode M3 are given in the following table "Transition from M2 to M3".

[0378]

[0379] Table: Transition from M2 to M3

[0380] As Figure 14a -d shows, in order to initiate the regenerative braking mode MB, when in the third mode M3, it is assumed in this example that the driver first lifts their foot from the accelerator pedal. Consequently, both the first electric machine 101 and the second electric machine 102 then provide zero torque; T 101 =T 102 =0. The first electric machine 101 initially runs at a positive rotational speed ω 101 and the second electric machine 102 runs at a positive rotational speed ω 102 .

[0381] As Figure 14a -b shows, then control the second electric machine 102 to increase the positive rotational speed ω 102, which results in a decrease in the positive rotational speed ω of the first electric machine 101 101 One way to promote the brake connection arrangement to be able to move to its second position 338 is to control the first electric machine 101 to be stationary, because all components in the first planetary gear 210 are then also stationary and may engage with each other. Therefore, the positive rotational speed ω of the first electric machine 101 can be controlled to zero by increasing the positive rotational speed ω of the second electric machine 102 102 The positive rotational speed ω of the first electric machine 101 101 is controlled to zero.

[0382] As Figure 14c -d shows, then, when the first electric machine 101 is stationary, the second electric machine 102 is controlled to provide a negative torque pulse T 102 , such that the brake connection arrangement 242 moves to its second position 338, as shown and explained in connection with Figure 3b and thereby functionally bypasses the first planetary gear 201. Thus, the brake connection arrangement 242 couples the first electric machine 101 to the second planetary gear 220, i.e., to the second ring gear R2 / 221, without functionally utilizing the first planetary gear 210 and its freewheel arrangements, the first freewheel arrangement 231 and the second freewheel arrangement 232, which enables braking. Therefore, the mode MB for regenerative braking is initiated here.

[0383] The second electric machine 102 is coupled to the second planetary gear 220, i.e., to the second sun gear S2 / 222. Therefore, both the first electric machine 101 and the second electric machine 102 can be used for regenerative braking of the vehicle 100.

[0384] During regenerative braking, the first electric machine 101 is controlled such that its torque T 101 increases from zero to a positive value suitable for regenerative braking.

[0385] In addition, the second electric machine 102 is controlled such that the absolute value of its negative torque |T 102 | increases from zero to a suitable value for regenerative braking, thereby causing a corresponding positive rotational speed ω 102 . In this example, the positive rotational speed ω 102 decreases to a positive value that may decrease to zero, as shown in Figure 14d . Thus, the vehicle 100 is regeneratively braked and electrical energy is generated. During regenerative braking, the electrical energy generated is provided from the second electric machine 102 to at least one energy storage device 104.

[0386] As described above, since the first electric machine 101 and the second electric machine 102 are coupled to each other via a transmission arrangement, their respective rotational speeds ω 101 、ω 102 affect each other. Therefore, at a certain vehicle speed, the absolute value of the first rotational speed of the first electric machine 101 |ω 101|Reduce the absolute value of the second rotational speed of the second electric machine 102| ω 102 |Increases, and vice versa. Thus, the first rotational speed ω of the first electric machine 101 101 and the second rotational speed ω of the second electric machine 102 102 can be balanced such that both the first electric machine 101 and the second electric machine 102 can perform regenerative braking at appropriate rotational speeds respectively.

[0387] In the regenerative braking mode MB, a positive braking torque T is induced at at least one of the drive wheels 111, 112 out in the positive rotational direction D out and a possibly reduced rotational speed ω out . For example, the rotational speed ω out can be reduced to zero, i.e., reduced to the stationary state of the vehicle 100.

[0388] The regenerative braking mode MB can be initiated from any one of the forward drive modes described herein, i.e., from the first mode M1, the second mode M2, or the third mode M3, provided that it is possible to move the braking coupling arrangement 242 to its second position 338 by, for example, controlling the first electric machine 101 to a stationary state. Additionally, any other mode can be initiated from the regenerative braking mode. How to control the first electric machine 101 and the second electric machine 102 to enter the regenerative braking mode MB from the third mode M3 has been described above. The corresponding control of the first electric machine 101 and the second electric machine 102 is used to initiate the regenerative braking mode MB from other modes and to exit the regenerative braking mode MB and return to any one of the modes described herein, as will be understood by those skilled in the art.

[0389] The conditions for transitioning from the third mode M3 to the regenerative braking mode MB are given in the following table "Transition from M3 to MB".

[0390]

[0391] Table: Transition from M3 to MB

[0392] As Figure 15a shown in -b, in order to initiate the reverse mode MR from a stationary state, i.e., when both the first electric machine 101 and the second electric machine 102 are stationary; ω 101 = ω 102 = 0; after braking the vehicle, control the first electric machine 101 and the second electric machine 102 such that the second electric machine 102 changes from providing zero torque to providing negative torque; T 102 = negative, as Figure 15b shown. The negative torque T 102 makes the above-described first torque difference T 241_diff_1 in the above-defined first direction D 241_1Acts on the reverse connection arrangement 241, whereby the third freewheel arrangement 233 is disengaged from the second sun gear S2 / 222, i.e., whereby the third freewheel arrangement 233 is disabled. The second electric machine 102 is also controlled to provide a rotational speed ω in the negative direction 102 ; D 102 = negative.

[0393] The control of the second electric machine 102 generates a reaction torque T between the second ring gear R2 / 221 and the first sun gear S1 / 211 react , thereby generating the above-mentioned second torque difference T on the braking connection arrangement 242 242_diff_2 . Thus, the braking connection arrangement 242 functionally bypasses the first planetary gear 210, i.e., connects the second ring gear R2 / 221 to the first ring gear R1 / 211 and thus to the first electric machine 101, without functionally utilizing the first planetary gear 210 and its first 231 freewheel arrangement and second freewheel arrangement 232.

[0394] Control the first electric machine 101 to provide a positive torque T 101 = positive, which cancels the reaction torque T from the second ring gear R2 / 221 react , such that the second ring gear R2 / 221 remains stationary, as Figure 15a shown. Control the second electric machine 102 to drive the vehicle 100 backward, i.e., control the second electric machine to provide a negative torque; T 102 = negative; and a negative rotational speed; ω 102 = negative.

[0395] As will be understood by those skilled in the art, the vehicle 100 does not have to be stationary when starting the reverse mode MR, as shown in such non-limiting examples. When entering the reverse mode, the vehicle 100 can also be moved forward, and then the forward speed is reduced in the reverse mode MR. At a certain moment, the vehicle speed then becomes zero, i.e., in the initial state of the above non-limiting example, and thereafter, if the reverse mode MR is still utilized, the vehicle 100 is driven / moved backward.

[0396] When propelling the vehicle backward, the first electric machine 101 should provide sufficient torque to cancel the reaction torque T at the second ring gear R2 / 221 caused by the second electric machine 102 react . This keeps the first planetary gear 210 and its first freewheel arrangement 231 and second freewheel arrangement 232 functionally bypassed / disabled.

[0397] The following table "Stationary to MR" gives the transition conditions from stationary to the reverse mode MR.

[0398]

[0399] Table: Stationary to MR

[0400] The control of the first electric machine 101 and the second electric machine 102 has been described above during an example of a drive cycle comprising start-up / M1 → M2 → M3 → MB → MR. As will be understood by a person skilled in the art, this is merely a non-limiting example of one possible drive cycle. In theory, the transmission arrangement 200 can be used in any drive cycle involving the operating modes described herein simply by controlling the first electric machine 101 and the second electric machine 102. The corresponding control of the first electric machine 101 and the second electric machine 102 can then be used to effect a transition / switch between the operating modes comprised in such other drive cycles. Thus, at least in theory, it is possible to transition from any one operating mode to any other operating mode. However, in a practical embodiment, the limitations of the first electric machine 101 and the second electric machine 102 and / or driving comfort may have to be taken into account.

[0401] It can also be noted that an “upshift” has been described above, for example, from the first mode M1 to the second mode M2; M1 → M2; and from the second mode M2 to the third mode M3; M2 → M3. Of course, a corresponding “downshift” can also be performed, for example, from the third mode M3 to the second mode M2; M3 → M2; and from the second mode M2 to the first mode M1; M2 → M1 under the corresponding control of the first electric machine 101 and the second electric machine 102. Additionally, a two-step “upshift” from the first mode M1 to the third mode M3; M1 → M3 can be performed; and a two-step “downshift” from the third mode M3 to the first mode M1; M3 → M1.

[0402] For example, when the vehicle reaches an uphill slope, such as a long uphill or a steep uphill, and the vehicle loses speed in the third mode M3 at this time, it may be necessary to “downshift” from the third mode M3 to the second mode M2. Then, this downshift is achieved by substantially reversing the above-described control steps for the upshift from the second mode M2 to the third mode M3. Thus, this downshift is then achieved by switching the rotation direction D 101 of the first electric machine 101 from the positive direction to the negative direction, possibly by taking advantage of a preferred decrease and increase in the absolute value of the rotational speed during the switch, for reasons of comfort and / or component wear, which is substantially achieved in a manner opposite to that described above in connection with Figure 12a -f.

[0403] For example, the “downshift” from the second mode M2 to the first mode M1 can occur automatically when the vehicle speed decreases, for example, when going uphill, such that the first electric machine 101 provides such a high torque T 101 due to its torque function that the second electric machine 102 can no longer counteract the reaction torque T react, whereby the third freewheel arrangement 233 locks the second sun gear S2 / 222 against rotation and enters the first mode M1.

[0404] According to an embodiment, Figure 1 the vehicle 100 shown in Figure 2a -b and / or the transmission arrangement may comprise at least one control unit / device 600, 900, which may also be represented as a processing arrangement, arranged to carry out the method 500 described above.

[0405] The at least one control unit / device 600, 900 may comprise control entity functions 610, 620, 630, 640 arranged to carry out the method steps described herein, as explained below.

[0406] The control unit / device 600, 900 and / or one or more other control units / devices may also be configured to control at least one energy storage device / source 104 and / or one or more of any other units / devices / entities of the vehicle. However, in Figure 1 only the units / devices / entities of the vehicle useful for understanding the present invention are shown.

[0407] The vehicle 100 may also comprise at least one first input device 701, 702 arranged to receive input from the driver regarding, for example, a requested vehicle speed, a requested vehicle acceleration, a requested vehicle deceleration or a requested regenerative braking. The at least one input device may comprise at least one pedal, at least one button, at least one knob, at least one lever, at least one touch screen or any other suitable input device and may provide input information directly or indirectly to the control unit 600 / 900, for example via a cruise control system or the like. The control unit 600 / 900 may also include and / or be connected to other control systems and / or functions of the vehicle, such as systems and / or functions for speed control, such as cruise control, AiCC (Autonomous Intelligent Cruise Control) or any other type of cruise control utilizing vehicle positioning and / or map data; systems and / or functions for controlling braking; and / or systems and / or functions for controlling gear shifting or the gearbox.

[0408] Those skilled in the art will understand that the method aspects described herein and the embodiments for controlling the transmission arrangement 200 can also be implemented in a computer program which, when executed on a computer, instructs the computer to perform the method. A computer program generally consists of a computer program product 903 stored on a non-transitory / non-volatile digital storage medium, wherein the computer program is contained in the computer-readable medium of the computer program product. The computer-readable medium includes suitable memories such as, for example: ROM (read-only memory), PROM (programmable read-only memory), EPROM (erasable PROM), flash memory, EEPROM (electrically erasable PROM), hard disk unit, etc.

[0409] Figure 16 The control units 600, 900 are shown in a schematic representation, which can also be represented as a processing arrangement and can correspond to or can comprise Figure 1 the above-mentioned control units 600, 900 shown in FIGS. 1 and 2. The control units 600, 900 can be arranged / configured to perform one or more of the above method steps 510, 511, 512, 513, 520, 521, 522, 523, 530, 540, 550, 560, 571, 572, 581, 582. The control units 600, 900 include a computing unit 901, which can be constituted by basically any suitable type of processor or microcomputer, for example a circuit for digital signal processing (digital signal processor, DSP), or a circuit with a predetermined specific function (application-specific integrated circuit, ASIC). The computing unit 901 is connected to a memory unit 902 arranged in the control units 600, 900, and the memory unit provides, for example, the stored program code and / or stored data that the computing unit 901 needs in order to be able to perform calculations. The computing unit 901 is also arranged to store the partial or final results of the calculations in the memory unit 902.

[0410] In addition, the control units 600, 900 can be provided with means 911, 912, 913, 914 for receiving and transmitting input and output signals. These input and output signals can include waveforms, pulses or other attributes, which can be detected as information by the means 911, 913 for receiving input signals and can be converted into signals that can be processed by the computing unit 901. These signals are then available to the computing unit 901. The means 912, 914 for transmitting output signals are arranged to convert the signals received from the computing unit 901 in order to generate an output signal, for example by modulating the signal, which can be transmitted to other parts and / or systems in the vehicle.

[0411] Each connection of the device for receiving and transmitting input and output signals can be constituted by one or more of a cable; a data bus, such as a CAN bus

[0412] (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport bus), an Ethernet connection or some other bus / connection configuration; or constituted by a wireless connection. Those skilled in the art will understand that the above computer can be constituted by a computing unit 901, and the above memory can be constituted by a storage unit 902.

[0413] The control system in a modern vehicle typically includes a communication connection, such as a bus system, which includes one or more communication buses for linking a plurality of electronic control units (ECUs) or controllers and various components arranged together on the vehicle. Such a control system can basically include any number of control units, and the responsibility for a specific function can be divided among more than one control unit. Thus, a vehicle of the type shown typically includes many more control units than Figure 1 shown in FIGS. 2 and 16, which is well known to those skilled in the art of this technology. However, vehicle 100 may also contain fewer control units than described herein, such as a single control unit. The various control units distributed in vehicle 100 can also be considered to be at least logically included within one control unit.

[0414] In the illustrated embodiment, aspects and embodiments of the present invention can be implemented by one or more of the above control devices / units 600, 900. However, the aspects and embodiments described herein can also be implemented in whole or in part in one or more other control units already present in the vehicle, or in some control units dedicated to the present invention.

[0415] Here and in this document, a control unit is generally described as being arranged to perform the steps of a method according to the aspects and embodiments described herein. This also encompasses these control units being designed and / or configured to perform these method steps. For example, the control unit may include one or more control entities 610, 611, 612, 613, 620, 621, 622, 623, 630, 640, 650, 660, 671, 672, 681, 682, the one or more control entities being arranged to perform one or more of the method steps 510, 511, 512, 513, 520, 521, 522, 523, 530, 540, 550, 560, 571, 572, 581, 582 described herein, respectively. These control entities may, for example, correspond to groups of instructions which may be in the form of program code and which, when the entity is active and / or for performing its method step, are respectively input into the processor / computation unit 901 of the control unit 600, 900 and utilized by said processor / computation unit. Such control entities may be implemented as separate entities in a plurality of control units, or may be logically separated but physically implemented in the same control unit, or may be arranged both logically and physically together.

[0416] Regarding the above one or more control entities 610, 611, 612, 613, 620, 621, 622, 623, 630, 640, 650, 660, 671, 672, 681, 682, for reasons of readability, only some of the control entities 610, 620, 630, 640 are schematically shown in Figure 1 while the remaining control entities are indicated by dots (...).

[0417] The invention is not limited to the above embodiments. On the contrary, the invention relates to and encompasses all different embodiments falling within the scope of the independent claims.

Claims

1. A transmission arrangement (200) for transmitting torque between one or more of a first electric machine (101) and a second electric machine (102) and at least one drive wheel (111, 112) of a vehicle (100), the at least one drive wheel (111, 112) having a positive rotational direction (D out_pos ) when the vehicle moves forward; The transmission arrangement (200) comprises: - The first planetary gear (210), the first planetary gear comprising a first ring gear (R1 / 211), a first sun gear (S1 / 212) and a first planetary carrier (C1 / 213); and - a second planetary gear (220) comprising a second ring gear (R2 / 221), a second sun gear (S2 / 222) and a second planetary carrier (C2 / 223); Characterized in that - the first electric motor (101) is connected to the first ring gear (R1 / 211); - the first sun gear (S1 / 212) is connected to the second ring gear (R2 / 221); - the second electric motor (102) is connected to the second sun gear (S2 / 222); - the second planetary carrier (C2 / 223) is connected to the at least one drive wheel (111, 112); - a first freewheel arrangement (231) and a second freewheel arrangement (232) are arranged such that: --When the first motor (101) provides the first rotational direction (D R1_1 ) of the first ring gear (R1 / 211), if the first sun gear (S1 / 212) is to rotate in a first direction (D R1_1 ) equal to the first rotational direction (D S1_1 ) of the first ring gear (R1 / 211), and if the second sun gear (S2 / 222) is to remain stationary, then the first rotational direction will cause a negative rotational direction (D out_neg ) of the at least one drive wheel (111, 112) when: --- the first freewheel arrangement (231) locks the first planetary carrier (C1 / 213) against rotation; and --- the second freewheel arrangement (232) allows the first ring gear (R1 / 211) and the first sun gear (S1 / 212) to rotate relative to the first planetary carrier (C1 / 213); and - When the first electric machine (101) provides a second rotational direction (D R1_1 ) of the first ring gear (R1 / 211) that is opposite to the first rotational direction (D R1_2 ): --- the first freewheel arrangement (231) allows the first planetary carrier (C1 / 213) to rotate; and --- the second freewheel arrangement (232) locks the first planetary carrier (C1 / 213) to one of the first ring gear (R1 / 211) and the first sun gear (S1 / 212).

2. The transmission arrangement (200) according to claim 1, comprising - a third freewheel arrangement (233) connected between the second electric motor (102) and the second sun gear (S2 / 222) and arranged such that: --When a first rotational direction (D 233_1 ) is provided at the third freewheel arrangement (233), where the first rotational direction (D 233_1 ) will be the result of the second planet gear carrier (C2 / 223) rotating in a rotational direction (D out_pos ) corresponding to the positive rotational direction (D C2 ) at the at least one drive wheel (111, 112), and the second ring gear (R2 / 221) will rotate in a rotational direction (D R2 ) which, when the second sun gear (S2 / 222) is stationary, will cause the positive rotational direction (Dout_pos) of the at least one drive wheel (111, 112): --- the third freewheel arrangement (233) locks the second sun gear (S2 / 222) against rotation; and --When a second rotational direction (D 233_1 ) opposite to the first rotational direction (D 233_2 ) is provided at the third freewheel arrangement (233): --- the third freewheel arrangement (233) allows the second sun gear (S2 / 222) to rotate.

3. The transmission arrangement (200) according to any one of claims 1 to 2, comprising - a brake connection arrangement (242) arranged to: --When a first torque difference (T 242_diff_1 ) present on the brake connection arrangement (242) acts on the brake connection arrangement (242) in a first direction (D 242_1 ), if the second sun gear (S2 / 222) is to be stationary, a forward drive torque (T 向前 ) will be generated on the at least one drive wheel (111, 112) when: --- connect the second ring gear (R21 / 221) to the first electric motor (101) via the first planetary gear (210), thereby functionally utilizing the first planetary gear (210), the first freewheel arrangement (231) and the second freewheel arrangement (232); and --When a second torque difference (T 242_diff_2 ) existing on the braking connection arrangement (242) acts on the braking connection arrangement (242) in a second direction (D 242_1 ) opposite to the first direction (D 242_2 ): --- functionally bypass the first planetary gear (210), the first freewheel arrangement (231) and the second freewheel arrangement (232).

4. The transmission arrangement (200) according to claim 3, wherein the brake connection arrangement (242) comprises: - A first shaft (310) that is coupled to the first electric machine (101) at a first end (311) and to the first ring gear (R1 / 211) at a second end (312); - A second shaft (320) that is coupled to the second ring gear (R2 / 221) at a second end (323); And - A sleeve (330) that is arranged to interact with both the first sun gear (S1 / 212) and the second shaft (320) and is movable between a first position (337) and a second position (338); wherein: -- The sleeve (330) is arranged to move towards the first position (337) by the first torque difference (T 320_330_1 ) when the second shaft (320) rotates relative to the sleeve (330) in a first direction (ΔD 242_diff_1 ), wherein when the sleeve (330) is in the first position (337), the first ring gear (R1 / 211), the first sun gear (S1 / 212) and the first planet carrier (C1 / 213) are unlocked relative to each other, such that the first shaft (310) is coupled to the second shaft (320) via the first ring gear (R1 / 211), the first sun gear (S1 / 212) and the sleeve (330); and -- The sleeve (330) is arranged to move towards the second position (338) by the second torque difference (T 320_330_2 ) when the second shaft (320) rotates relative to the sleeve (330) in the second direction (ΔD 242_diff_2 ), wherein when the sleeve (330) is in the second position (338), the sleeve (330) locks the first sun gear (S1 / 212) to the first planet carrier (C1 / 213) so that the first shaft (310) and the second shaft (320) rotate synchronously.

5. The transmission arrangement (200) according to any one of claims 3 to 4, comprising - A reverse coupling arrangement (241) that is arranged at a third overrunning clutch arrangement (233) coupled between the second electric machine (102) and the second sun gear (S2 / 222) and is arranged to: --When a first torque difference (T 241_diff_1 ) existing on the reverse connection arrangement (241) acts on the reverse connection arrangement (241) in a first direction (D 241_1 ), if the second ring gear (R2 / 222) is stationary, a backward driving torque (T 向后 ) will be generated on the at least one drive wheel (111, 112): --- Disengage the third overrunning clutch arrangement (233) from the second sun gear (S2 / 222); and --When a second torque difference (T 241_diff_2 ) existing on the reverse coupling arrangement (241) acts on the reverse coupling arrangement (241) in a second direction (D 241_1 ) opposite to the first direction (D 241_2 ): --- Couple the third overrunning clutch arrangement (233) to the second sun gear (S2 / 222).

6. The transmission arrangement (200) according to claim 5, wherein the reverse coupling arrangement (241) includes: - A first shaft (410) that is coupled to the second electric machine (102); - A second shaft (420) that is coupled to the second sun gear (S2 / 222); and - A sleeve (430) that is arranged to: -- Interact with the first shaft (410) at a first end (433); -- Engage with the second shaft (420) at a second end (434); And -- Be movable between a first position (437) and a second position (438); wherein: - The sleeve (430) is arranged to move towards the first position (437) by the first torque difference (T 410_430_1 ) when the first shaft (410) rotates relative to the sleeve (430) in a first direction (ΔD 241_diff_1 ), wherein the second shaft (420) is engaged with the first shaft (410) via the sleeve (430), but disengages from the third freewheel arrangement (233) when the sleeve (430) is in the first position (437); and - The sleeve (430) is arranged to move towards the second position (438) by the second torque difference (T 410_430_2 ) when the first shaft (410) rotates relative to the sleeve (430) in a second direction (ΔD 241_diff_2 ), wherein when the sleeve (430) is in the second position (438), the second shaft (420) is engaged with both the first shaft (410) and the third freewheel arrangement (233) via the sleeve (430).

7. The transmission arrangement (200) according to any one of claims 1 to 6, wherein the second overrunning clutch arrangement (232) includes one of the group consisting of: - A second overrunning clutch arrangement (232a) that is arranged to lock the first planet carrier (C1 / 213) and the first sun gear (S1 / 212) to each other or to allow the first planet carrier (C1 / 213) and the first sun gear (S1 / 212) to rotate relative to each other; and - A second overrunning clutch arrangement (232b) that is arranged to lock the first planet carrier (C1 / 213) and the first ring gear (R1 / 211) to each other or to allow the first planet carrier (C1 / 213) and the first ring gear (R1 / 211) to rotate relative to each other.

8. A vehicle (100), characterized in that, The vehicle includes the transmission arrangement (200) according to any one of claims 1 to 7.

9. A method (500) for controlling a transmission arrangement (200) according to any one of claims 1 to 7 to provide a second operating mode (M2) of the transmission arrangement (200), the method comprising: - Control (510) the first electric machine (101) to cause the second rotational direction (D R1_2 ) of the first ring gear (R1 / 211), whereby: -- the first freewheel arrangement (231) allows the first planetary carrier (C1 / 213) to rotate; and -- the second freewheel arrangement (232) locks the first planetary carrier (C1 / 213) to one of the first ring gear (R1 / 211) and the first sun gear (S1 / 212); and - Control (530) the first electric machine (101) to move the at least one drive wheel (111, 112) in the positive rotation direction (D out_pos ) ; and - Control (540) the second electric machine (102) to move the at least one drive wheel (111, 112) in the positive rotation direction (D out_pos ).

10. The method (500) according to claim 9, the method further comprising controlling the transmission arrangement (200) according to claim 2 to provide a first operating mode (M1) of the transmission arrangement (200) by: - Control (510) the first electric machine (101) to cause the second rotational direction (D R1_2 ) of the first ring gear (R1 / 211), whereby -- the first freewheel arrangement (231) allows the first planetary carrier (C1 / 213) to rotate; and -- The second freewheel arrangement (232) locks the first planet gear carrier (C1 / 213) to one of the first ring gear (R1 / 211) and the first sun gear (S1 / 212); and - Control (550) the first electric machine (101) and the second electric machine (102) such that they attempt to cause the first rotational direction (D 233_1 ) at the third freewheel arrangement (233); whereby: -- the third freewheel arrangement (233) locks the second sun gear (S2 / 222) against rotation; and - Control (560) the first electric machine (101) to move the at least one drive wheel (111, 112) in the positive rotational direction (D out_pos ).

11. The method (500) according to any one of claims 9 to 10, the method further comprising controlling the transmission arrangement (200) according to any one of claims 1 to 7 to provide a third operating mode (M3) of the transmission arrangement (200) by: - Control (520) the first electric machine (101) to cause the first rotational direction (D R1_1 ) of the first ring gear (R1 / 211), whereby -- the first freewheel arrangement (231) locks the first planetary carrier (C1 / 213) against rotation; and -- the second freewheel arrangement (232) allows the first ring gear (R1 / 211) and the first sun gear (S1 / 212) to rotate relative to the first planetary carrier (C1 / 213); - Control (530) the first electric machine (101) to move the at least one drive wheel (111, 112) in the positive rotational direction (D out_pos ) ; and - Control (540) the second electric machine (102) to cause a positive rotational direction (D out_pos ) of the at least one drive wheel (111, 112).

12. The method (500) according to any one of claims 10 to 11, wherein the first electric machine (101) is controlled (510, 520) when switching between the second operating mode (M2) and the third operating mode (M3) to: - Rotate it at a rotational speed (ω 101 ), and switch (512, 522) its rotational direction from a previous rotational direction (D 101_先前 ) to a subsequent rotational direction (D 101_先前 ) that is opposite to the previous rotational direction (D 101_后续 ).

13. The method (500) according to claim 12, wherein said switching (512, 522) from said previous rotation direction (D 101_先前 ) to a subsequent rotation direction (D 101_后续 ) comprises controlling (510, 520) said first electric machine (101) to: -Reduce the absolute value (|ω 101_先前 |) of the rotational speed in the previous rotational direction (D 101 ) to zero, while providing a torque with a non-zero absolute value (|T 101 |≠0); -Switch (512, 522) to the subsequent rotation direction (D 101_后续 ); and - increase (513, 523) the absolute value (|ω 101_后续 |) of the rotational speed in the subsequent rotational direction (D 101 ).

14. The method (500) according to any one of claims 9 to 13, the method further comprising controlling the transmission arrangement (200) according to any one of claims 3 to 4 to provide a regenerative braking operating mode (MB) of the transmission arrangement (200) by: - Control (571) the first electric machine (101) and the second electric machine (102) such that there is the second torque difference (T 242_diff_2 ) on the braking connection arrangement (); whereby -- the brake coupling arrangement (242) functionally bypasses the first planetary gear (210), the first freewheel arrangement (231) and the second freewheel arrangement (232); and - controlling (572) the first electric machine (101) and the second electric machine (102) to brake the vehicle (100) and thereby generate energy.

15. The method (500) according to any one of claims 9 to 14, the method further comprising controlling the transmission arrangement (200) according to any one of claims 5 to 6 to provide a reverse operating mode (MR) of the transmission arrangement (200) by: - Control (581) the first electric machine (101) and the second electric machine (102) such that there is the first torque difference (T 241_diff_1 ) on the reverse connection arrangement (241); whereby -- the third freewheel arrangement (233) is disengaged from the second sun gear (S2 / 222); and - controlling (582) the first electric machine (101) and the second electric machine (102) such that the vehicle (100) is driven backward.

16. A control unit (600 / 900), characterized in that, The control unit is configured to perform the method according to any one of claims 9 to 15.

17. A computer program comprising instructions which, when the program is executed by a computer, cause the computer to perform the method according to any one of claims 9 to 15.

18. A computer-readable medium comprising instructions which, when executed by a computer, cause the computer to perform the method according to any one of claims 9 to 15.

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