Method for determining a load applied to a drive train by a power consumer

Abstract

Method, carried out by a control device (48), for determining a load applied by a power consumer (PC) to a drive train (3) of a vehicle (1), wherein the drive train (3) comprises at least one drive unit (4, 14, 16, 400', 400") and a transmission (2), wherein the transmission (2) comprises: a first main shaft (34); a second main shaft (36); an output shaft (20) connected to the drive wheels (6) of the vehicle (1); a countershaft (18) connected to the first main shaft (34), the second main shaft (36) and the output shaft (20); a first gear pair (G1) connected to the first main shaft (34) and the countershaft (18); a second gear pair (G2) connected to the second main shaft (36) and the countershaft (18); and an auxiliary shaft (120) connected to the power consumer (PC) and the first main shaft (34), wherein the first main shaft (34) and the second main shaft (36) are connectable to the at least one drive unit (4, 14, 16, 400', 400") so that the propulsion torque is provided to the first main shaft (34) and the second main shaft (36), the method comprising: Controlling (s101) the drive train (3) to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34); and Determining (s102) the load applied by the power consumer (PC) to the auxiliary shaft (120) by detecting a movement within a backlash of the first gear pair (G1), whereby the propulsion torque (T1) provided to the first main shaft (34) corresponds to the load applied by the power consumer (PC) to the auxiliary shaft (120).

Description

TECHNICAL FIELD

[0001] The present invention relates to a method for determining a load applied by a power consumer to a drivetrain of a vehicle. The invention also relates to a vehicle comprising a drivetrain, a computer program, and a computer-readable data carrier. BACKGROUND

[0002] A vehicle powertrain can be used not only to propel a vehicle but can also be configured to provide power to power consumers, such as power take-offs (PTOs) and other auxiliary functions. A power take-off can be used to transmit power / energy to attached equipment on the vehicle or to separate machinery. Thus, a power take-off can be used to drive a pump, operate a boom, operate a mixer, or the like. Power take-offs are typically connected to a transmission's countershaft, whereby the countershaft drives the power take-off. In this arrangement, power is only provided to the power take-off when the vehicle is moving and the countershaft is rotating.Shifting gears in a transmission may require torque compensation or synchronized speeds to achieve good smoothness and reduce wear on the transmission components. If a power take-off is connected to the transmission, the load applied by the power take-off to the countershaft must be known, and based on this, the transmission must be controlled to achieve torque compensation. Typically, the load applied by the power take-off is determined using various torque sensors located on the connected power take-off. The sensors are thus provided by the power take-off manufacturer and not by the vehicle manufacturer. Therefore, interfaces between the sensors and the vehicle control systems are necessary, which can be complex and risky.

[0003] US 7252623 B2 discloses a method for determining the auxiliary load on an engine of a vehicle equipped with a power take-off, comprising the step of monitoring a shaft speed into a PTO clutch and a shaft speed downstream of the PTO clutch to determine clutch slip. A commanded pressure at the point where slip occurred is determined, and an equivalent engine power going to the PTO is calculated from the commanded pressure at slip to determine the portion of the engine load signal going to the PTO and the drive wheels, respectively.

[0004] The document DE 10 2016 206 970 A1 discloses a manual transmission for a hybrid drive, a method for controlling such a manual transmission, a computer program product, a control and / or regulating device and a hybrid drive. SUMMARY

[0005] Despite known solutions in the field, it would be desirable to achieve a method for determining a load applied by a power consumer to a drive train that eliminates or at least mitigates some of the disadvantages of the prior art.

[0006] An object of the present invention is therefore to achieve a novel and advantageous method for determining a load applied by a power consumer to a drivetrain of a vehicle, wherein the method is simpler and enables a less complex and less costly drivetrain. Another object is to achieve a novel and advantageous vehicle that enables efficient power transmission to a power consumer when the vehicle is stationary and also while moving. Another object of the invention is to achieve a novel and advantageous vehicle, a computer program, and a computer-readable data carrier.

[0007] The objects mentioned here are achieved by a method, a vehicle, a computer program and a computer-readable data carrier according to the independent claims.

[0008] Therefore, according to one aspect of the present invention, a method is provided, performed by a control device, for determining a load applied by a power consumer to a drive train of a vehicle.The drivetrain comprises at least one drive unit and a transmission, the transmission comprising: a first main shaft; a second main shaft; an output shaft connected to the drive wheels of the vehicle; a countershaft connected to the first main shaft, the second main shaft, and the output shaft; a first gear pair connected to the first main shaft and the countershaft; a second gear pair connected to the second main shaft and the countershaft; and an auxiliary shaft connected to a power consumer and the first main shaft, the first main shaft and the second main shaft being connectable to the at least one drive unit such that propulsion torque can be provided to the first main shaft and / or the second main shaft.The method includes controlling the driveline to gradually transfer the propulsion torque from the second main shaft to the first main shaft, and determining the load applied by the power consumer by detecting movement across a backlash of the first gear pair, whereby the propulsion torque provided to the first main shaft corresponds to the load applied by the power consumer to the auxiliary shaft.

[0009] According to another aspect of the invention, a vehicle comprising a drivetrain is provided. The drivetrain comprises: at least one drive unit, a transmission, and a control device. The transmission comprises: a first main shaft; a second main shaft; an output shaft connected to the drive wheels of the vehicle; a countershaft connected to the first main shaft, the second main shaft, and the output shaft; a first gear pair connected to the first main shaft and the countershaft; a second gear pair connected to the second main shaft and the countershaft;and an auxiliary shaft connected to a power consumer and the first main shaft, wherein the first main shaft and the second main shaft are connectable to the at least one drive unit so that the propulsion torque can be provided to the first main shaft and the second main shaft, wherein the control device is configured to control the drive train to gradually transfer the propulsion torque from the second main shaft to the first main shaft; and determining the load applied by the power consumer by detecting movement across a backlash of the first gear pair, whereby the propulsion torque provided to the first main shaft corresponds to the load applied by the power consumer to the auxiliary shaft.

[0010] There are many different ways to supply power to a power consumer from a driveline. As mentioned previously, a common solution is to connect the power consumer, which includes a power take-off, to a driveline layshaft. If this is the case, however, the power consumer is only driven when the vehicle is moving and the layshaft is thus rotating. In a transmission that has two main shafts, where the propulsion torque can be shared / distributed between the main shafts, and where an auxiliary shaft is arranged in connection with one of the main shafts, the power consumer connected to the auxiliary shaft can be driven by the main shaft when the vehicle is stationary and the main shaft is not connected to the output shaft.Furthermore, in a drivetrain according to the invention, the power consumer can be driven by one of the main shafts, while the other main shaft provides / transmits the propulsion torque to the output shaft. With an auxiliary shaft connected to the power consumer and one of the main shafts, controlling the propulsion torque at the various main shafts can be used to determine the load applied by the power consumer. Thus, no external torque sensors are necessary.

[0011] The power consumer extracts torque from the driveline via the auxiliary shaft, thereby applying a load to the first main shaft. When propulsion torque is provided only to the second main shaft, the resulting torque acting on the first main shaft is the negative (extracted) torque, which corresponds to the load applied by the power consumer. When the resulting torque on the first main shaft is negative, the first main shaft is driven by the countershaft via the first gear pair connected to the countershaft and the first main shaft. The auxiliary shaft and the power consumer, which is connected to the auxiliary shaft, are thereby driven by the first main shaft. Thus, a portion of the propulsion torque provided at the second main shaft is transmitted to the first main shaft and the auxiliary shaft to drive the power consumer.The first gear pair, connected to the countershaft and the first main shaft, includes a gear connected to each shaft. When the propulsion torque provided at the second main shaft drives the first main shaft, the gear on the countershaft drives the gear on the first main shaft. By gradually transferring the propulsion torque from the second main shaft to the first main shaft, the propulsion torque is provided at both the first main shaft and the second main shaft. The resulting torque acting on the first main shaft is then the propulsion torque provided at the first main shaft by the at least one drive unit, less the torque corresponding to the load applied by the power consumer.When the propulsion torque provided at the first main shaft is large enough to drive the power consumer, no propulsion torque provided at the second main shaft drives the first main shaft. Thus, when the resulting torque acting on the first main shaft is positive, the first main shaft drives the countershaft. When the propulsion torque provided at the first main shaft equals the load applied by the power consumer, the resulting torque acting on the first main shaft is zero Nm. This achieves torque balance across the first gear pair. When the propulsion torque provided at the first main shaft is further increased, the propulsion torque provided at the first main shaft drives the countershaft.When the propulsion torque provided at the first main shaft is transmitted to the countershaft and output shaft via the first gear pair, the gear on the first main shaft instead drives the gear on the countershaft. During the transition from the state in which the countershaft drives the first main shaft to the state in which the first main shaft drives the countershaft, the gear on the first main shaft passes the backlash. Thus, by detecting movement through the backlash, a condition in which the resultant torque at the first main shaft is substantially zero is identified, and the load applied by the power consumer can be determined by determining the propulsion torque provided at the first main shaft.This process eliminates the need for additional sensor devices, making the powertrain less costly and less complex. There's also no need for third-party sensors, allowing the vehicle manufacturer to provide powertrain control based on its own systems, increasing safety.

[0012] Additional objects, advantages, and novel features of the present invention will become apparent to those skilled in the art from the following details and from the practice of the invention. While examples of the invention are described below, it is to be understood that the invention is not limited to the specific details described. Those skilled in the art, having access to the present teachings, will recognize further applications, modifications, and incorporations in other fields within the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] For a better understanding of the present invention and further objects and advantages, the following description should be read in conjunction with the accompanying drawings, in which the same reference numerals indicate similar elements throughout the several diagrams and in which: Fig. Figure 1 schematically shows a side view of a vehicle according to an example; Fig. 2 schematically shows a powertrain of a vehicle according to an example; Fig. 3 schematically shows a powertrain of a vehicle according to an example; Fig. 4 schematically shows a powertrain of a vehicle according to an example; Fig. 5 shows a flowchart of a method for determining a load on an auxiliary shaft according to an example; Fig. 6 diagrams according to an example; and Fig. 7 schematically shows a computer according to an example. DETAILED DESCRIPTION

[0014] According to one aspect of the present disclosure, a method performed by a controller for determining a load applied by a power consumer to a drivetrain of a vehicle is provided. The drivetrain includes at least one drive unit and a transmission. The transmission includes: a first main shaft; a second main shaft; an output shaft connected to the drive wheels of the vehicle; a countershaft connected to the first main shaft, the second main shaft, and the output shaft; a first gear pair connected to the first main shaft and the countershaft; a second gear pair connected to the second main shaft and the countershaft;and an auxiliary shaft connected to a power consumer and the first main shaft, wherein the first main shaft and the second main shaft are connectable to the at least one drive unit so that the propulsion torque can be provided to the first main shaft and the second main shaft, the method comprising controlling the driveline to gradually transfer the propulsion torque from the second main shaft to the first main shaft, and determining the load applied by the power consumer by detecting movement across a backlash of the first gear pair, whereby the propulsion torque provided to the first main shaft corresponds to the load applied by the power consumer to the auxiliary shaft.;

[0015] The first main shaft and the second main shaft can also be connectable to the at least one drive unit, so that the propulsion torque can be provided to the first main shaft and the second main shaft simultaneously. The propulsion torque can thus be provided in parallel. The propulsion torque is defined here as the torque provided by the at least one drive unit to propel the vehicle. Thus, the first main shaft and the second main shaft can be arranged such that the propulsion torque provided by the at least one drive unit can be distributed / split between the first main shaft and the second main shaft.

[0016] Controlling the driveline to gradually transfer the propulsion torque from the second main shaft to the first main shaft means that the driveline is controlled such that the propulsion torque provided at the second main shaft is gradually reduced and that the propulsion torque provided at the first main shaft is gradually increased. Suitably, the method is initiated when the propulsion torque is only provided at the second main shaft. Thus, at the start of the method, substantially no propulsion torque is provided at the first main shaft. The propulsion torque provided at the output shaft is thus only transmitted by the second main shaft and the countershaft.When the propulsion torque is gradually transmitted from the second main shaft to the first main shaft, the propulsion torque at the output shaft is transmitted from both the first main shaft and the second main shaft.

[0017] A gear pair comprising two gears with intermeshing / engaging teeth always has a certain amount of backlash between the intermeshing teeth. The backlash thus defines the maximum distance or angle that one gear can be moved in one direction without exerting an appreciable force or movement on the other gear. Movement through / into a backlash of the first gear pair therefore means that the gears of the first gear pair rotate relative to each other over the short distance allowed by the backlash. When the gears of the first gear pair mesh, all the teeth of one gear are arranged between two different teeth of the other gear. Depending on which gear is driving the other, the tooth either abuts a first of the two surrounding teeth or the other of the two surrounding teeth.Thus, the tooth can move from a position where it abuts the first surrounding tooth to a position where it abuts the other surrounding tooth. This movement between the two surrounding teeth is called backlash movement. When the propulsion torque provided at the second main shaft is transmitted to the auxiliary shaft, the gear on the countershaft drives the gear on the first main shaft, and the meshing / engaging teeth of the gears have a certain position relative to each other. When the propulsion torque provided at the second main shaft is no longer transmitted to the auxiliary shaft, the gear on the first main shaft drives the gear on the countershaft, and the teeth of the meshing / engaging gears assume a different position relative to each other.

[0018] Controlling the driveline to gradually transfer propulsion torque from the second main shaft to the first main shaft may include maintaining the same propulsion torque at the output shaft. The propulsion torque at the output shaft is the actual torque that propel the vehicle. The propulsion torque at the output shaft may be a demanded torque requested by the vehicle driver, less the torque drawn by the power consumer. The power consumer load may thus cause an offset between the demanded torque and the supplied torque at the output shaft. The demanded torque may be determined according to conventional methods, for example, based on signals from an accelerator pedal.

[0019] The movement through the backlash can be detected based on a speed upstream of the first gear pair and a speed downstream of the first gear pair. Upstream and downstream refer to the direction of torque transmission from the at least one drive unit to the output shaft.

[0020] According to one example, movement due to the backlash is detected based on a speed of the countershaft and a speed of the first main shaft. The relationship between the speed of the first main shaft and the speed of the countershaft is predetermined and depends on the gear ratio of the currently engaged gear pair. The gear ratio associated with each gear pair can be stored in the controller. The speed of the first main shaft can thereby be determined / calculated based on the speed of the countershaft and the gear ratio of the currently engaged gear pair. If movement due to the backlash occurs, a deviation from the predetermined relationship occurs. Thus, by continuously determining the speed of the first main shaft and the speed of the countershaft, a deviation from the predetermined relationship can be detected.The drivetrain can thus comprise speed sensors arranged on the countershaft and on the first main shaft. Based on signals from the speed sensors, the controller can detect a deviation and thereby determine when movement through the backlash is present. Suitably, movement through the backlash is detected when a deviation from a predetermined relationship is detected between the speed of the first main shaft and the speed of the countershaft. When the gear connected to the first main shaft moves through the backlash, the first main shaft rotates faster and a deviation from the predetermined relationship occurs. The speed sensor arranged on the first main shaft thus shows a higher speed than the corresponding speed measured by the speed sensor arranged on the countershaft.Thus, when such a temporary deviation in speed is detected, it is concluded that it is caused by backlash, and during this period, the propulsion torque provided to the first main shaft corresponds to the load applied by the power consumer to the auxiliary shaft. Movement within the backlash can thus be detected when there is a temporary difference between a first measured speed of the first main shaft and a second calculated speed of the first main shaft. The second calculated speed of the first main shaft can be calculated based on the speed of the countershaft and the gear ratio of the currently meshing gear pair.

[0021] According to one example, movement through the backlash is detected based on a rotation angle of the first main shaft and a rotation angle of the countershaft. Movement through the backlash can thus be detected based on a rotation angle upstream of the first gear pair and a rotation angle downstream of the first gear pair. The relationship between the rotation angle of the first main shaft and the rotation angle of the countershaft is predetermined and depends on the gear ratio of the currently engaged gear pair. The rotation angle of the first main shaft can thus be determined / calculated based on the rotation angle of the countershaft and the gear ratio of the currently engaged gear pair. If movement through the backlash occurs, a deviation from the predetermined relationship occurs.Thus, by continuously determining the rotation angle of the first main shaft and the rotation angle of the countershaft, a deviation from the predetermined relationship can be detected. The drive train can thus comprise a resolver arranged on the countershaft and a resolver arranged on the first main shaft. Based on signals from the resolvers, the control device can detect a deviation and thereby determine when there is movement due to the backlash.

[0022] According to one example, movement by the backlash is detected based on a speed of the first main shaft and a speed of the output shaft. In the event that the transmission includes a coupling mechanism that is displaceable to be directly connected to the first main shaft and the output shaft, detection of movement by the backlash of this coupling mechanism can be performed based on the speed upstream and downstream of the coupling mechanism. When the resulting torque acting on the first main shaft is negative, the output shaft drives the first main shaft, and when the resulting torque acting on the first main shaft is positive, the first main shaft drives the output shaft. When the first main shaft and the output shaft are directly connected, the speed of the first main shaft and the speed of the output shaft are the same.The coupling mechanism may comprise a toothed sleeve that is axially displaceable on a toothed portion of the first main shaft and a toothed portion of the output shaft. The backlash exists between the toothing of the coupling mechanism and the toothing of the first main shaft. When the first main shaft begins to drive the output shaft, the intermeshing toothings on the first main shaft impart the backlash. The drive train may comprise speed sensors arranged on the first main shaft and on the output shaft. Based on signals from the speed sensors, the controller may determine when movement through the backlash occurs. Suitably, movement within the backlash is detected when there is a temporary difference between the speed of the first main shaft and the speed of the output shaft.When there is movement within the backlash of the coupling mechanism, the first main shaft rotates faster than the output shaft. Therefore, if such a temporary deviation in speed is detected, it is concluded that it is caused by the backlash, and during this period, the propulsion torque provided to the first main shaft corresponds to the load on the auxiliary shaft.

[0023] The first gear pair may include a first pinion gear and a first cog gear arranged in meshing engagement. The method may thus include detecting when meshing / engaging gear teeth of the first cog gear propagate the backlash, whereby the propulsion torque provided to the first main shaft corresponds to the load applied by the power consumer to the auxiliary shaft. The second gear pair may include a second pinion gear and a second cog gear arranged in meshing engagement.

[0024] The transmission may comprise any number of gear pairs. Each gear pair may comprise a pinion disposed on the countershaft and a pinion disposed on the first main shaft or the second main shaft. The pinions may be configured to be mechanically connectable to or detachable from the countershaft. The gears may be fixedly connected to the first main shaft or the second main shaft. When a pinion is connected to the countershaft, the pinion rotates together with the countershaft. When a pinion is disconnected from the countershaft, the pinion can rotate relative to the countershaft. When the pinion of a gear pair is connected to the countershaft, a corresponding gear is engaged. Thus, a number of fixed gear steps can be achieved by means of the transmission.A gear pair can thus be separated, with the corresponding pinion being separated from the countershaft, and a gear pair can be connected, with the corresponding pinion being connected to the countershaft. Alternatively, the pinions can be fixedly connected to the countershaft, and the gears can be mechanically connectable to or separable from the first main shaft or the second main shaft. In a transmission in which propulsion torque can be shared between a first main shaft and a second main shaft, a gear pair can always be connected to the first main shaft and the countershaft. Thus, a gear associated with the first main shaft can always be engaged, even when no propulsion torque is provided at the first main shaft. Similarly, a gear pair can always be connected to the second main shaft and the countershaft.

[0025] The pinions may be configured to be mechanically connected to and disconnected from the countershaft, the first main shaft, or the second main shaft by means of coupling elements. The coupling elements may each comprise an annular sleeve that is axially displaceable between a connected and a disconnected state. The sleeve may be displaced between the connected and disconnected states by means of a power element.

[0026] Each of the transmission's gear pairs has a gear ratio adapted to the desired driving characteristics of the vehicle. The gear pair with the highest gear ratio relative to the other gear pairs is appropriately connected when the lowest gear is engaged. The gear pair with the highest gear ratio can be referred to as the starting gear. The gear pair constituting the starting gear can be connected to the second main shaft and the countershaft. This allows the vehicle to be started from a standstill without interrupting the power supply to the power consumer connected to the auxiliary shaft.

[0027] The auxiliary shaft may be connected to the first main shaft via the first gear pair or any other gear pair / pinion connected to the first main shaft. An auxiliary pinion may be fixedly mounted on the auxiliary shaft. The auxiliary pinion may be arranged to mesh with the first gear pair or any other gear pair connected to the first main shaft. The auxiliary pinion may thus be arranged to mesh with the first pinion on the first main shaft. The fact that the auxiliary shaft is connected to the first main shaft means that the power consumer connected to the auxiliary shaft is not connected to the vehicle's drivetrain.

[0028] According to one example, the at least one drive unit comprises an internal combustion engine, a first electric machine, and a second electric machine. The transmission may further comprise a first planetary gear connected to the internal combustion engine and the first main shaft; a second planetary gear connected to the first planetary gear and the second main shaft, wherein the first electric machine is connected to the first planetary gear and the second electric machine is connected to the second planetary gear. The step of controlling the drivetrain may therefore comprise controlling the internal combustion engine and / or the first electric machine and / or the second electric machine to gradually transfer the propulsion torque from the second main shaft to the first main shaft. The drivetrain is thus a hybrid drivetrain in this example. This drivetrain enables gear shifting without torque interruption.The drive train, which includes two planetary gear units, also makes it possible to avoid conventional friction clutches between the combustion engine and the transmission.

[0029] The first planetary gear may include a first ring gear connected to the first electric machine. The first planetary gear may also include a first sun gear and a first planetary gear carrier. The second planetary gear may include a second ring gear connected to the second electric machine. The second planetary gear may further include a second sun gear and a second planetary gear carrier. The first planetary gear carrier may be connected to the internal combustion engine. The first planetary gear carrier may further be connected to the second sun gear of the second planetary gear. The first main shaft may be connected to the first sun gear of the first planetary gear. The second main shaft may be connected to the second planetary gear carrier. The first planetary gear carrier in the first planetary gear may be directly connected to the internal combustion engine via a drive shaft.Alternatively, the first planetary gear carrier is connected to the internal combustion engine via a clutch device. The second planetary gear carrier in the second planetary gear may be directly connected to the second main shaft. The first sun gear in the first planetary gear may be directly connected to the first main shaft, and the second planetary gear carrier in the second planetary gear may be connected to the second main shaft. A first set of planetary gears may be mounted on the first planetary gear carrier. A second set of planetary gears may be mounted on the second planetary gear carrier. The first set of planetary gears interacts with the first ring gear and the first sun gear. The second set of planetary gears interacts with the second ring gear and the second sun gear.

[0030] The electric motors connected to the planetary gears can generate power and / or provide torque depending on the desired operating mode. The electric motors can also supply energy to each other during certain operating times.

[0031] A first and a second coupling device can be arranged between the planet carrier and the sun gear of the respective planet gears. The coupling devices can be configured to connect (lock) the respective planet carriers to the respective sun gear. When the planet carrier and the sun gear are connected, the power from the internal combustion engine passes through the planet carrier, the coupling device, the sun gear, and further along the first main shaft and / or the second main shaft. Thus, the planet gears do not absorb any torque. The dimensions of the planet gears can therefore be adapted only to the torque of the electric motor instead of the torque of the internal combustion engine, which in turn means that the planet gears can be designed with smaller dimensions. Thus, a drive train according to the present example has a compact design, low weight, and low manufacturing costs.

[0032] To separate a planetary gear carrier and a sun gear from each other, the first and / or second electric machines must be controlled such that torque balance is achieved in the planetary gear. Torque balance refers to a condition in which a ring gear arranged in the planetary gear is subjected to a torque that represents the product of the torque acting on the planetary gear carrier and the gear ratio of the planetary gear, while at the same time the sun gear of the planetary gear is subjected to a torque that represents the product of the torque acting on the planetary gear carrier and (1 - gear ratio of the planetary gear). In the event that two of the components of the planetary gear (sun gear, ring gear, or planetary gear carrier) are connected by means of a coupling device, this coupling device does not transmit torque between the components of the planetary gear when torque balance prevails.Accordingly, the coupling device can be easily relocated and the planetary gear components can be separated.

[0033] According to another example of the disclosure, the at least one drive unit comprises an internal combustion engine, and the driveline further comprises a dual clutch arrangement, wherein the step of controlling the driveline comprises controlling the dual clutch arrangement to gradually transfer the propulsion torque from the second main shaft to the first main shaft. The dual clutch arrangement may comprise two clutches, one connected to the first main shaft and one connected to the second main shaft. The dual clutch arrangement is further connected to the internal combustion engine. When the clutches are in an engaged position, torque from the internal combustion engine may be transferred to the respective main shaft of the transmission. The amount of torque transferred via the clutches depends on the position of the clutches.When the clutches are in a disengaged position, no torque can be transferred from the engine to the transmission. Thus, by controlling the dual clutch arrangement, propulsion torque can be provided from the engine to the first main shaft and / or the second main shaft.

[0034] According to yet another example of the disclosure, the drivetrain includes a first drive unit connected to the first main shaft and a second drive unit connected to the second main shaft, wherein the step of controlling the drivetrain includes controlling the first drive unit and the second drive unit to gradually transfer the propulsion torque from the second main shaft to the first main shaft. Thus, the second drive unit can be controlled to gradually reduce the propulsion torque provided to the second main shaft, and the first drive unit can be controlled to gradually increase the torque provided to the first main shaft.

[0035] The method for determining a load applied to the driveline by a power consumer may be performed as part of a method for shifting gears in the transmission of the driveline. When a power consumer is connected to a driveline, the torque extracted via the driveline (auxiliary shaft) is important for achieving a smooth gear shift. Thus, according to one example, a method for shifting gears in a driveline as disclosed herein is provided.The method includes, when shifting from the second gear pair to a third gear pair connected to the first main shaft and the countershaft, controlling the driveline to gradually transfer propulsion torque from the second main shaft to the first main shaft, determining the load on the auxiliary shaft by detecting movement across a backlash of the first gear pair, whereby the propulsion torque provided to the first main shaft corresponds to the load on the auxiliary shaft, and controlling the transmission to shift gear to the third gear pair. Controlling the transmission to shift to the third gear pair may include controlling a coupling element such that the first gear pair is disconnected from the countershaft and the third gear pair is connected to the countershaft.

[0036] According to another aspect of the present disclosure, a vehicle including a drivetrain is provided. The drivetrain includes at least one drive unit; a transmission; and a controller. The transmission includes a first main shaft; a second main shaft; an output shaft connected to the drive wheels of the vehicle; a countershaft connected to the first main shaft, the second main shaft, and the output shaft; a first gear pair connected to the first main shaft and the countershaft; a second gear pair connected to the second main shaft and the countershaft;and an auxiliary shaft connected to a power consumer and the first main shaft, wherein the first main shaft and the second main shaft are connectable to the at least one drive unit so that the propulsion torque can be provided to the first main shaft and the second main shaft, wherein the control device is configured to control the drive train to gradually transfer the propulsion torque from the second main shaft to the first main shaft, and determine the load applied by the power consumer to the auxiliary shaft by detecting movement across a backlash of the first gear pair, whereby the propulsion torque provided to the first main shaft corresponds to the load applied by the power consumer to the auxiliary shaft.

[0037] It is understood that all embodiments described for the method aspect of the disclosure performed by the control device also apply to the vehicle and control device aspect of the disclosure. That is, the control device can be configured to perform one of the steps of the method according to the various previously described examples.

[0038] The controller may be configured to control the driveline to gradually transfer propulsion torque from the second main shaft to the first main shaft while maintaining a demanded torque at the output shaft. The controller may be configured to detect movement through the backlash based on a countershaft speed and a first main shaft speed. The controller may be configured to detect movement through the backlash by detecting a temporary difference between the first main shaft speed and the countershaft speed. The controller may be configured to detect movement through the backlash by detecting a deviation from a predetermined relationship between the first main shaft speed and the countershaft speed.The control device can be configured to detect movement due to the backlash based on a rotational speed of the first main shaft and a rotational speed of the output shaft. The control device can be configured to detect movement due to the backlash by detecting a temporary difference between the rotational speed of the first main shaft and the rotational speed of the output shaft.

[0039] The control device may be configured to control an internal combustion engine and / or a first electric machine and / or a second electric machine to gradually transfer the propulsion torque from the second main shaft to the first main shaft. The control device may be configured to control a dual clutch arrangement to gradually transfer the propulsion torque from the second main shaft to the first main shaft. The control device may be configured to control a first drive unit and a second drive unit to gradually transfer the propulsion torque from the second main shaft to the first main shaft.

[0040] The power consumer connected to the auxiliary shaft may include a power take-off, an air compressor, an air conditioning system, or the like.

[0041] The present disclosure will now be explained in more detail with reference to the accompanying figures.

[0042] Fig. 1 shows a schematic side view of a vehicle 1. The vehicle 1 comprises a transmission 2 and at least one drive unit 4, which are contained in a drivetrain 3 of the vehicle 1. The at least one drive unit 4 is connected to the transmission 2, and the transmission 2 is further connected to the drive wheels 6 of the vehicle 1. The at least one drive unit 4 can comprise an internal combustion engine and / or an electric machine. In the event that the vehicle 1 has at least two drive units 4, 14, 16, which comprise an internal combustion engine 4 and at least one electric machine 14, 16, the drivetrain 3 is a hybrid drivetrain. The vehicle 1 further comprises a power consumer (not shown) which is connected to the drivetrain 3 for supplying energy.

[0043] Fig. Figure 2 schematically illustrates a powertrain 3 according to an example. The powertrain 3 may be included in a vehicle 1 as shown in Fig. 1. The drivetrain 3 comprises a transmission 2 and at least one drive unit 4, 14, 16 connected to the transmission 2. In this example, the drivetrain 3 comprises an internal combustion engine 4, a first electric machine 14, and a second electric machine 16. The internal combustion engine 4 is connected to the transmission 2 via an input shaft 8 of the transmission 2. The transmission 2 comprises a first main shaft 34; a second main shaft 36; an output shaft 20 connected to the drive wheels 6 of the vehicle 1; a countershaft 18 connected to the first main shaft 34, the second main shaft 36, and the output shaft 20; a first gear pair G1 connected to the first main shaft 34 and the countershaft 18; and a second gear pair G2 connected to the second main shaft 36 and the countershaft 18.The first main shaft 34 and the second main shaft 36 can be connected to the at least one drive unit 4, 14, 16, so that the propulsion torque can be provided to the first main shaft 34 and to the second main shaft 36 simultaneously.

[0044] The drive train 3 further comprises an auxiliary shaft 120 connected to a power consumer PC and the first main shaft 34 of the transmission 2. The power consumer PC extracts torque from the drive train 3 via the auxiliary shaft 120 and thereby applies a load to the drive train 3. The auxiliary shaft 120 is connected to the first main shaft, for example, via the first gear pair G1 or any other gear pair connected to the first main shaft 34 and the countershaft 18. An auxiliary pinion 122 can be fixedly arranged on the auxiliary shaft 120. The auxiliary pinion 122 can thus be arranged in engagement with the first gear pair G1 or any other gear pair connected to the first main shaft 34. The fact that the auxiliary shaft 120 is connected to the first main shaft 34 means that the power consumer PC, which is connected to the auxiliary shaft 120, is not connected to the drive of the vehicle 1.

[0045] The transmission 2 further comprises a first planetary gear 10 and a second planetary gear 12. The first planetary gear 10 is connected to the drive shaft 8. The second planetary gear 12 is connected to the first planetary gear 10. The first planetary gear 10 comprises a first ring gear 22 which is connected to a first rotor 24 of the first electric machine 14. The first planetary gear 10 also comprises a first sun gear 26 and a first planetary gear carrier 50. The second planetary gear 12 comprises a second ring gear 28 which is connected to a second rotor 30 of the second electric machine 16. The second planetary gear 12 further comprises a second sun gear 32 and a second planetary gear carrier 51. The first planetary gear carrier 50 can be connected to the drive shaft 8. The first planetary gear carrier 50 can further be connected to the second sun gear 32 of the second planetary gear 12.

[0046] The first main shaft 34 can be connected to the first sun gear 26 of the first planetary gear 10. The second main shaft 36 can be connected to the second planetary gear carrier 51. The first and second sun gears 26, 32 can be arranged coaxially. The first main shaft 34 can extend coaxially inside the second main shaft 36. It is also possible to arrange the first main shaft 34 parallel to and adjacent to the second main shaft 36.

[0047] The first electric machine 14 may include a first stator 40 connected to a transmission housing 42 surrounding the transmission 2. The second electric machine 16 may include a second stator 44 connected to the transmission housing 42. The first electric machine 14 and the second electric machine 16 are connected to an energy storage device (not shown), such as a battery, which can drive the electric machines 14, 16 depending on the operating mode of the vehicle 1. In other operating modes, the electric machines 14, 16 can be operated as generators, with energy being supplied to the energy storage device. In some operating modes, the electric machines 14, 16 can drive each other. Electrical energy is then passed from one of the electric machines 14, 16 to the other electric machine 14, 16.

[0048] A first set of planet gears 52 is mounted on the first planet carrier 50. A second set of planet gears 54 is mounted on the second planet carrier 51. The first set of planet gears 52 interacts with the first ring gear 22 and the first sun gear 26. The second set of planet gears 54 interacts with the second ring gear 28 and the second sun gear 32.

[0049] A first coupling device 56 is arranged between the first sun gear 26 and the first planetary gear carrier 50. When the first coupling device 56 is arranged such that the first sun gear 26 and the first planetary gear carrier 50 are connected to each other, the first sun gear 26 and the first planetary gear carrier 50 cannot rotate relative to each other. The first planetary gear carrier 50 and the first sun gear 26 therefore rotate at the same speeds.

[0050] A second coupling device 58 is arranged between the second sun gear 32 and the second planetary gear carrier 51. When the second coupling device 58 is arranged such that the second sun gear 32 and the second planetary gear carrier 51 are connected to each other, the second sun gear 32 and the second planetary gear carrier 51 cannot rotate relative to each other. The second planetary gear carrier 51 and the second sun gear 32 therefore rotate at the same speeds.

[0051] Preferably, the first and second coupling devices 56, 58 comprise a toothed coupling sleeve which is axially displaceable on a toothed portion on the first and second planetary gear carriers 50, 51 and on a toothed portion on the respective sun gears 26, 32.

[0052] The first and second coupling devices 56, 58 according to this example are arranged between the first sun gear 26 and the first planet carrier 50, and between the second sun gear 32 and the second planet carrier 51, respectively. However, it is possible to arrange an additional or alternative coupling device (not shown) between the first ring gear 22 and the first planet carrier 50, and also to arrange an additional or alternative coupling device (not shown) between the second ring gear 28 and the second planet carrier 51.

[0053] In this example, the first planetary gear carrier 50 in the first planetary gear 10 is fixedly connected to the second sun gear 32 of the second planetary gear 12.

[0054] The first gear pair G1 may include a first pinion 62 and a first pinion 64 that mesh with each other. The first pinion 62 may be arranged on the first main shaft 34, and the first pinion 64 may be arranged on the countershaft 18. The auxiliary pinion 122 on the auxiliary shaft 120 may be arranged in engagement with the first pinion 62 on the first main shaft 34. The second gear pair G2 includes a second pinion 68 and a second pinion 70 that mesh with each other. The second pinion 68 may be arranged on the second main shaft 36, and the second pinion 70 may be arranged on the countershaft 18. The transmission 2 may further include a third gear pair G3 that is connected to the first main shaft 34 and the countershaft 18. The third gear pair G3 comprises a third pinion 74 and a third pinion 76 which mesh with each other.The third pinion 74 may be arranged on the first main shaft 34, and the third pinion 76 may be arranged on the countershaft 18. The auxiliary pinion 122 on the auxiliary shaft 120 may be arranged in engagement with the third pinion 74 on the first main shaft 34. The transmission 2 may further include a fourth gear pair G4 connected to the second main shaft 36 and the countershaft 18. The fourth gear pair G4 includes a fourth pinion 80 and a fourth pinion 82 that mesh with each other. The fourth pinion 80 may be arranged on the second main shaft 36, and the fourth pinion 82 may be arranged on the countershaft 18.

[0055] The first and third gears 62, 74 may be fixedly connected to the first main shaft 34 such that they cannot rotate relative to the first main shaft 34. The second and fourth gears 68, 80 may be fixedly connected to the second main shaft 36 such that they cannot rotate relative to the second main shaft 36.

[0056] The first, second, third, and fourth pinions 64, 70, 76, 82 can be individually connected and disconnected from the countershaft 18 by means of third and fourth coupling elements 83, 85. The coupling elements 83, 85 can each include coupling sleeves configured to mechanically engage toothed portions on the pinions 64, 70, 76, 82 and on the countershaft 18. The first and third pinions 64, 76 can be connected / disconnected to / from a common coupling element 83, and the second and fourth pinions 70, 82 can be connected / disconnected to / from a common coupling element 85. In the disconnected state, relative rotation can occur between the pinions 64, 70, 76, 82 and the countershaft 18. When connected, the pinion gears 64, 70, 76, 82 rotate together with the countershaft 18.

[0057] The transmission 2 also includes a fifth gear pair G5. The fifth gear pair G5 includes a fifth pinion 92 disposed on the countershaft 18 and a fifth pinion 94 disposed on the output shaft 20. The countershaft 18 is connected to the output shaft 20 via the fifth gear pair G5. The fifth pinion 92 is arranged such that it can be connected to and disconnected from the countershaft 18 by means of a fifth coupling element 87. The fifth coupling element 87 can include a coupling sleeve configured to interact with toothed portions on the fifth pinion 92 and the countershaft 18. In the disconnected state, relative rotation can occur between the fifth pinion 92 and the countershaft 18.

[0058] The propulsion torque can be transmitted from the input shaft 8 of the transmission 2 to the output shaft 20 of the transmission 2 via the first or second planetary gear 10, 12 and the countershaft 18. The torque can also be transmitted directly via the first planetary gear 10 and the first main shaft 34 to the output shaft 20 via a coupling mechanism 100. The coupling mechanism 100 can comprise a toothed coupling sleeve that is axially displaceable on the first main shaft 34 and on toothed portions of the output shaft 20. By displacing the coupling element 100 so that the first main shaft 34 is connected to the output shaft 20, the first main shaft 34 and the output shaft 20 have the same rotational speed.By separating the fifth pinion gear 92 from the countershaft 18, the torque can be transmitted from the second planetary gear 12 to the countershaft 18, from the countershaft 18 to the first main shaft 34 and finally to the output shaft 20 via the coupling mechanism 100.

[0059] During operation, the transmission 2 can be operated in some operating modes such that one of the sun gears 26, 32 is connected to the first and second planetary gear carriers 50, 51, respectively, by means of the first and second coupling devices 56, 58. The first and second main shafts 34, 36 can then reach the same speed as the input shaft 8 of the transmission 2. One or both of the electric machines 14, 16 can be operated as a generator to generate electrical energy for an energy storage device. Alternatively, the electric machine 14, 16 can provide additional torque to thereby increase the torque at the output shaft 20.

[0060] It is also possible for both the first and second electric machines 14, 16 to generate energy for the energy storage device. During engine braking, the driver releases the accelerator pedal (not shown) of the vehicle 1. The output shaft 20 of the transmission 2 then drives one or both electric machines 14, 16, while the internal combustion engine 4 and the electric machines 14, 16 perform engine braking. This operating state is referred to as regenerative braking.

[0061] The powertrain 3 further comprises a control device 48. It is understood that the control device 48 may be implemented as a separate entity or may be distributed across two or more physical entities. The control device 48 may comprise one or more control units and / or computers. The control device 48 may thus be implemented or configured by the control device 48 comprising a processor and a memory, wherein the memory comprises instructions that, when executed by the processor, cause the control device 48 to perform the method steps disclosed herein.The control device 48 can thus be configured to control the drive train 3 to gradually transfer the propulsion torque from the second main shaft 36 to the first main shaft 34 and to determine the load applied by the power consumer PC to the auxiliary shaft 120 by detecting movement across a backlash of the first gear pair G1, whereby the propulsion torque provided to the first main shaft 34 corresponds to the load applied by the power consumer PC to the auxiliary shaft 120. The drive train 3 can include speed sensors 200, which are arranged, for example, on the first main shaft 34, the countershaft 18, and / or the output shaft 20. Based on signals from the speed sensors 200, the control device 48 can detect movement across the backlash of the first gear pair G1.

[0062] The control device 48 is connected to the electric machines 14, 16 to control the respective electric machine 14, 16. The control device 48 can be configured to collect information from the components of the drive train 3 and, based thereon, to control the electric machines 14, 16 so that they operate as electric motors or generators. The control device 48 can be a computer with software suitable for this purpose. The control device 48 can also be connected to the first and second coupling devices 56, 58, the third and fourth coupling elements 83, 85, and the coupling mechanism 100. These components are preferably activated and deactivated by electrical signals from the control device 48.

[0063] The example in Fig. 2 shows four gear pairs G1, G2, G3, G4, and two planetary gears 10, 12 with associated electric machines 14, 16. However, it is possible to configure the gearbox 2 with more or fewer gear wheels and pinion gears and with more planetary gears with associated electric machines.

[0064] Fig. Figure 3 schematically illustrates a drive train 3 according to an example. The drive train 3 can be used in a vehicle 1 as shown in Fig. 1 disclosed. The drivetrain 3 comprises a transmission 2 and at least one drive unit 4 connected to the transmission 2. In this example, the at least one drive unit comprises an internal combustion engine 4. The internal combustion engine 4 is connected to the transmission 2 via a dual clutch arrangement 300. The transmission 2 comprises a first main shaft 34; a second main shaft 36; an output shaft 20 connected to the drive wheels 6 of the vehicle 1; a countershaft 18 connected to the first main shaft 34, the second main shaft 36, and the output shaft 20; a first gear pair G1 connected to the first main shaft 34 and the countershaft 18; and a second gear pair G2 connected to the second main shaft 36 and the countershaft 18.The first main shaft 34 and the second main shaft 36 can be connected to the at least one drive unit 4 so that the propulsion torque can be provided to the first main shaft 34 and the second main shaft 36 simultaneously. Thus, by controlling the dual clutch arrangement 300, the torque from the internal combustion engine 4 can be transmitted to the first main shaft 34 and / or the second main shaft 36. The dual clutch arrangement 300 can include a first clutch 301 connected to the first main shaft 34 and a second clutch 302 connected to the second main shaft 36. By controlling the first clutch 301, the propulsion torque provided to the first main shaft 34 can be controlled. By controlling the second clutch 302, the propulsion torque provided to the second main shaft 36 can be controlled.

[0065] The drive train 3 further comprises an auxiliary shaft 120 connected to a power consumer PC and the first main shaft 34 of the transmission 2. The auxiliary shaft 120 is connected to the first main shaft, for example, via the first gear pair G1 or any other gear pair connected to the first main shaft 34. An auxiliary pinion 122 can be fixedly arranged on the auxiliary shaft 120. The auxiliary pinion 122 can thus be arranged in engagement with the first gear pair G1 or any other gear pair connected to the first main shaft 34.

[0066] The first gear pair G1 may include a first pinion 62 and a first pinion 64 that mesh with each other. The first pinion 62 may be arranged on the first main shaft 34, and the first pinion 64 may be arranged on the countershaft 18. The auxiliary pinion 122 on the auxiliary shaft 120 may be arranged in engagement with the first pinion 62 on the first main shaft 34. The second gear pair G2 includes a second pinion 68 and a second pinion 70 that mesh with each other. The second pinion 68 may be arranged on the second main shaft 36, and the second pinion 70 may be arranged on the countershaft 18. The transmission 2 may further include a third gear pair G3 that is connected to the first main shaft 34 and the countershaft 18. The third gear pair G3 comprises a third pinion 74 and a third pinion 76 which mesh with each other.The third pinion 74 may be arranged on the first main shaft 34, and the third pinion 76 may be arranged on the countershaft 18. The auxiliary pinion 122 on the auxiliary shaft 120 may be arranged in engagement with the third pinion 74 on the first main shaft 34. The transmission 2 may further include a fourth gear pair G4 connected to the second main shaft 36 and the countershaft 18. The fourth gear pair G4 includes a fourth pinion 80 and a fourth pinion 82 that mesh with each other. The fourth pinion 80 may be arranged on the second main shaft 36, and the fourth pinion 82 may be arranged on the countershaft 18.

[0067] The first and third gears 62, 74 may be fixedly connected to the first main shaft 34 such that they cannot rotate relative to the first main shaft 34. The second and fourth gears 68, 80 may be fixedly connected to the second main shaft 36 such that they cannot rotate relative to the second main shaft 36.

[0068] The first, second, third, and fourth pinions 64, 70, 76, 82 can be individually connected and disconnected from the countershaft 18 by means of coupling elements (not shown). In the disconnected state, relative rotation can occur between the pinions 64, 70, 76, 82 and the countershaft 18. In the disconnected state, the pinions 64, 70, 76, 82 rotate together with the countershaft 18.

[0069] The transmission 2 also includes a fifth gear pair G5. The fifth gear pair G5 includes a fifth pinion 92 arranged on the countershaft 18 and a fifth pinion 94 arranged on the output shaft 20. The countershaft 18 is connected to the output shaft 20 via the fifth gear pair G5. The fifth pinion 92 can be arranged such that it is connected to and disconnected from the countershaft 18 by means of a coupling element. In the disconnected state, relative rotation can occur between the fifth pinion 92 and the countershaft 18.

[0070] The powertrain 3 further comprises a control device 48. It is understood that the control device 48 may be implemented as a separate entity or may be distributed across two or more physical entities. The control device 48 may comprise one or more control units and / or computers. The control device 48 may thus be implemented or embodied by the control device 48 comprising a processor and a memory, wherein the memory comprises instructions that, when executed by the processor, cause the control device 48 to perform the method steps disclosed herein.The control device 48 can thus be configured to control the drivetrain 3 to gradually transfer the propulsion torque from the second main shaft 36 to the first main shaft 34 and to determine the load applied by the power consumer PC to the auxiliary shaft 120 by detecting movement across a backlash of the first gear pair G1, whereby the propulsion torque provided to the first main shaft 34 corresponds to the load applied by the power consumer PC to the auxiliary shaft 120. The control device 48 can be configured to control the dual clutch arrangement 300 to gradually transfer the propulsion torque from the second main shaft 36 to the first main shaft 34. The drivetrain 3 can include speed sensors 200, which are arranged, for example, on the first main shaft 34 and the countershaft 18.Based on signals from the speed sensors 200, the control device 48 can detect movement through the backlash of the first gear pair G1.

[0071] Fig. Figure 4 schematically illustrates a drive train 3 according to an example. The drive train 3 can be used in a vehicle 1 as shown in Fig. 1 disclosed. The drivetrain 3 comprises a transmission 2 and at least one drive unit 400', 400" connected to the transmission 2. In this example, the drivetrain comprises a first drive unit 400' and a second drive unit 400". The respective drive unit 400', 400" may comprise an internal combustion engine or an electric machine. The transmission 2 comprises a first main shaft 34; a second main shaft 36; an output shaft 20 connected to the drive wheels 6 of the vehicle 1; a countershaft 18 connected to the first main shaft 34, the second main shaft 36, and the output shaft 20; a first gear pair G1 connected to the first main shaft 34 and the countershaft 18; and a second gear pair G2 connected to the second main shaft 36 and the countershaft 18.The first main shaft 34 is connected to the first drive unit 400', and the second main shaft 36 is connected to the second drive unit 400". Thus, the propulsion torque can be provided to the first main shaft 34 and the second main shaft 36 simultaneously. Thus, by controlling the first drive unit 400' and the second drive unit 400", the torque can be transmitted to the output shaft 20 via the first main shaft 34 and / or the second main shaft 36.

[0072] The drive train 3 further includes an auxiliary shaft 120 connected to a power consumer PC and the first main shaft 34 of the transmission 2. The auxiliary shaft 120 is connected to the first main shaft, for example, via the first gear pair G1 or any other gear pair connected to the first main shaft 34. An auxiliary pinion 122 can be fixedly arranged on the auxiliary shaft 120. The auxiliary pinion 122 can thus be arranged in engagement with the first gear pair G1 or any other gear pair connected to the first main shaft 34.

[0073] The first gear pair G1 may include a first pinion 62 and a first pinion 64 that mesh with each other. The first pinion 62 may be arranged on the first main shaft 34, and the first pinion 64 may be arranged on the countershaft 18. The auxiliary pinion 122 on the auxiliary shaft 120 may be arranged in engagement with the first pinion 62 on the first main shaft 34. The second gear pair G2 includes a second pinion 68 and a second pinion 70 that mesh with each other. The second pinion 68 may be arranged on the second main shaft 36, and the second pinion 70 may be arranged on the countershaft 18. The transmission 2 may further include a third gear pair G3 that is connected to the first main shaft 34 and the countershaft 18. The third gear pair G3 comprises a third pinion 74 and a third pinion 76 which mesh with each other.The third pinion 74 may be arranged on the first main shaft 34, and the third pinion 76 may be arranged on the countershaft 18. The auxiliary pinion 122 on the auxiliary shaft 120 may be arranged in engagement with the third pinion 74 on the first main shaft 34. The transmission 2 may further include a fourth gear pair G4 connected to the second main shaft 36 and the countershaft 18. The fourth gear pair G4 includes a fourth pinion 80 and a fourth pinion 82 that mesh with each other. The fourth pinion 80 may be arranged on the second main shaft 36, and the fourth pinion 82 may be arranged on the countershaft 18.

[0074] The first and third gears 62, 74 may be fixedly connected to the first main shaft 34 such that they cannot rotate relative to the first main shaft 34. The second and fourth gears 68, 80 may be fixedly connected to the second main shaft 36 such that they cannot rotate relative to the second main shaft 36.

[0075] The first, second, third, and fourth pinions 64, 70, 76, 82 can be individually connected and disconnected from the countershaft 18 by means of coupling elements (not shown). In the disconnected state, relative rotation can occur between the pinions 64, 70, 76, 82 and the countershaft 18. In the disconnected state, the pinions 64, 70, 76, 82 rotate together with the countershaft 18.

[0076] The transmission 2 also includes a fifth gear pair G5. The fifth gear pair G5 includes a fifth pinion 92 arranged on the countershaft 18 and a fifth pinion 94 arranged on the output shaft 20. The countershaft 18 is connected to the output shaft 20 via the fifth gear pair G5. The fifth pinion 92 can be arranged such that it can be connected to and disconnected from the countershaft 18 by means of a coupling element. In the disconnected state, relative rotation can occur between the fifth pinion 92 and the countershaft 18.

[0077] The powertrain 3 further comprises a control device 48. It is understood that the control device 48 may be implemented as a separate entity or may be distributed across two or more physical entities. The control device 48 may comprise one or more control units and / or computers. The control device 48 may thus be implemented or embodied by the control device 48 comprising a processor and a memory, wherein the memory comprises instructions that, when executed by the processor, cause the control device 48 to perform the method steps disclosed herein.The control device 48 can thus be configured to control the drive train 3 to gradually transfer the propulsion torque from the second main shaft 36 to the first main shaft 34 and to determine the load applied by the power consumer PC to the auxiliary shaft 120 by detecting movement across a backlash of the first gear pair G1, whereby the propulsion torque provided to the first main shaft 34 corresponds to the load applied by the power consumer PC to the auxiliary shaft 120. The control device 48 can be configured to control the first drive unit 400' and the second drive unit 400" to gradually transfer the propulsion torque from the second main shaft 36 to the first main shaft 34. The drive train 3 can include speed sensors 200, which are arranged, for example, on the first main shaft 34 and the countershaft 18.Based on signals from the speed sensors 200, the control device 48 can detect movement through the backlash of the first gear pair G1.

[0078] Fig. 5 shows a flowchart relating to a method for determining a load applied by a power consumer PC to a drive train of a vehicle, according to an example. The drive train 3 can be configured as shown in Fig. 2, Fig. 3 or Fig. 4. The drive train 3 can thus be a vehicle 1 as shown in Fig. 1 discloses. The drive train 3 thus comprises at least one drive unit 4, 14, 16, 400', 400" and a transmission 2. The transmission 2 comprises: a first main shaft 34; a second main shaft 36; an output shaft 20 connected to the drive wheels 6 of the vehicle 1; a countershaft 18 connected to the first main shaft 34, the second main shaft 36 and the output shaft 20; a first gear pair G1 connected to the first main shaft 34 and the countershaft 18; a second gear pair G2 connected to the second main shaft 36 and the countershaft 18; and an auxiliary shaft 120 connected to a power consumer PC and the first main shaft 34, wherein the first main shaft 34 and the second main shaft 36 are connected to the at least one drive unit 4, 14, 16, 400', 400" can be connected so that a propulsion torque can be provided to the first main shaft 34 and the second main shaft 36.The method comprises controlling s101 the drive train 3 to gradually transfer the propulsion torque from the second main shaft 36 to the first main shaft 34, and determining s102 the load applied by the power consumer PC to the auxiliary shaft 120 by detecting a movement across a backlash of the first gear pair G1, whereby the propulsion torque provided to the first main shaft 34 corresponds to the load applied by the power consumer PC to the auxiliary shaft 120.

[0079] Controlling s101 the drive train 3 to gradually transfer the propulsion torque from the second main shaft 36 to the first main shaft 34 may maintain the same propulsion torque T outon the output shaft 20. Thus, the increase in the propulsion torque T1 applied to the first main shaft 34 should correspond to the decrease in the propulsion torque T2 applied to the second main shaft 36. The propulsion torque over time is Fig. 6 revealed.

[0080] Movement through the backlash can be detected based on a speed of the countershaft 18 and a speed of the first main shaft 34. Movement through the backlash can be detected based on a speed upstream and downstream of the first gear pair G1. Based on signals from the speed sensors 200, the controller 48 can determine when movement within the backlash is present. Movement within the backlash can be detected when there is a temporary difference between a first measured speed of the first main shaft 34 and a second calculated speed of the first main shaft 34. The second calculated speed of the first main shaft 34 can be calculated based on the speed of the countershaft 18 and the gear ratio of the currently engaged gear pair G1, G3.

[0081] Movement within the backlash can be detected based on a rotational speed of the first main shaft 34 and a rotational speed of the output shaft 20. Movement within the backlash can be detected when there is a temporary difference between the rotational speed of the first main shaft 34 and the rotational speed of the output shaft 20.

[0082] The step of controlling s102 the drive train 3 may comprise controlling an internal combustion engine 4 and / or a first electric machine 14 and / or a second electric machine 16 to gradually transfer the propulsion torque from the second main shaft 36 to the first main shaft 34.

[0083] The step of controlling s102 the powertrain 3 may alternatively comprise controlling a dual clutch arrangement 300 to gradually transfer the propulsion torque from the second main shaft 36 to the first main shaft 34.

[0084] The step of controlling s102 the drive train 3 may alternatively comprise controlling a first drive unit 400' and a second drive unit 400" to gradually transfer the propulsion torque from the second main shaft 36 to the first main shaft 34.

[0085] Fig. 6 shows, according to an example, diagrams illustrating the Fig. 5. The upper diagram shows the locomotion torque T out , which is provided at the output shaft 20, over time as a solid line. The propulsion torque T out, which is provided on the output shaft 20, remains the same during the performed method. The upper diagram further shows the propulsion torque T1, which is provided on the first main shaft 34, as the dotted line and the propulsion torque T2, which is provided on the second main shaft 36, as the dashed line. The propulsion torque refers to the torque provided by the at least one drive unit 4, 14, 16, 400', 400". The power consumer PC, which is connected to the auxiliary shaft 120, extracts the torque from the drive train 3 and thereby applies a load to the first main shaft 34. The resulting torque T1 tot, which acts on the first main shaft 34, is shown in the upper diagram and is the propulsion torque T1 provided to the first main shaft 34, minus the torque corresponding to the load applied by the power consumer PC. Thus, the difference between the propulsion torque T1 provided to the first main shaft 34 and the resulting torque T1 tot acting on the first main shaft 34, the load applied by the power consumer PC.

[0086] When the method is initiated, the propulsion torque may only be provided at the second main shaft 36. However, since the power consumer PC is connected to the transmission 2, a portion of the propulsion torque T2 provided at the second main shaft 36 is transmitted to the power consumer PC via the countershaft 18 and the first main shaft 34. The countershaft 18 thus drives the first main shaft 34. Since the pinion 64 of the first gear pair G1 is arranged on the countershaft 18, it thereby drives the pinion 62 on the first main shaft 34, and the auxiliary shaft 120 is driven because it is connected to the first main shaft 34. The propulsion torque T out, which is provided at the output shaft 20, is therefore the propulsion torque T2, which is provided at the second main shaft 36, less the load applied by the power consumer PC. If there is no propulsion torque provided at the first main shaft 34, the resulting torque is T1. tot acting on the first main shaft 34, a negative torque corresponding to the load of the power consumer PC.

[0087] When the control device 48 controls the drive train 3 to gradually transmit the propulsion torque from the second main shaft 36 to the first main shaft 34, this means that the control device 48 controls the drive train 3 such that the propulsion torque T2 provided to the second main shaft 36 gradually decreases and the propulsion torque T1 provided to the first main shaft 34 gradually increases.

[0088] When the propulsion torque T1 provided to the first main shaft 34 corresponds to the load applied by the power consumer PC, the resulting torque T1 tot acting on the first main shaft 34 is equal to zero Nm. From this point on, the propulsion torque T1 provided at the first main shaft 34 drives the power consumer PC, and no propulsion torque T2 provided at the second main shaft 36 drives the power consumer PC. Thus, the propulsion torque T2 provided at the second main shaft 36 is now the propulsion torque T out , which is provided on the output shaft 20. If no propulsion torque T2, which is provided on the second main shaft 36, is transmitted via the first gear pair G1, and the resulting torque T1 totacting on the first main shaft 34 is zero, a torque balance is achieved via the first gear pair G1. If the propulsion torque T1 provided to the first main shaft 34 is further increased, the resulting torque T1 tot , which acts on the first main shaft 34, and is transmitted to the output shaft 20. Thus, the propulsion torque T outprovided at the output shaft 20, the propulsion torque T1 provided at the first main shaft 34, and the propulsion torque T2 provided at the second main shaft 36. When the propulsion torque T1 provided at the first main shaft 34 is transmitted to the countershaft 18 and the output shaft 20 via the first gear pair G1, the pinion gear 62 on the first main shaft 34 instead drives the pinion gear 64 on the countershaft 18. During the transition from the state in which the pinion gear 64 drives the pinion gear 62 to the state in which the pinion gear 62 drives the pinion gear 64, the pinion gear 62 moves through the backlash until the teeth of the pinion gear 62 exert a force on the teeth of the pinion gear 64.

[0089] The diagram below from Fig. 6 shows the rotational speed of the first main shaft 34 over time. The lower graph shows a first rotational speed rpm1 of the first main shaft 34, which is determined / measured by a sensor 200 arranged on the first main shaft 34. The lower graph also shows a second rotational speed rpm2 of the first main shaft 34, which is determined by a sensor 200 on the countershaft 18. The second rotational speed rpm2 of the first main shaft 34 is thus calculated based on the rotational speed of the countershaft 18 and the gear ratio of the currently engaged gear pair G1, G3. When the pinion 62 moves through the backlash, the rotational speed of the first main shaft 34 increases. The first rotational speed rpm1 (measured value) thus becomes higher than the second rotational speed rpm2 (calculated value).This temporary increase of the first speed rpm1 compared to the second speed rpm2 can be detected, and at this time, the load from the power consumer PC can be determined to correspond to the propulsion torque T1 provided to the first main shaft 34.

[0090] Fig. Figure 7 schematically depicts a version of a device 500. The control device 48, which is described with reference to Fig.2 to 6, may, in one variant, comprise the device 500. The device 500 has a non-volatile memory 520, a data processing unit 510, and a read / write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer program, e.g., an operating system, for controlling the function of the device 500 is stored. The device 500 further comprises a bus controller, a serial communication port, I / O means, an A / D converter, a unit for entering and transmitting time and date, an event counter, and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory element 540.

[0091] A computer program P is provided that includes routines for controlling the driveline to gradually transfer the propulsion torque from the second main shaft to the first main shaft. The computer program P further includes routines for determining the load on the auxiliary shaft by detecting when intermeshing gear teeth of the first gear pair move within a backlash of the first gear pair, whereby the propulsion torque provided to the first main shaft corresponds to the load on the auxiliary shaft. The program P may be stored in an executable form or in a compressed form in a memory 560 and / or in a random access memory 550.

[0092] When it is described that the data processing device 510 performs a certain function, this means that the data processing unit 510 executes a certain part of the program stored in the memory 560 or a certain part of the program stored in the random access memory 550.

[0093] The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is designed to communicate with the data processing unit 510 via a data bus 512. The separate memory 560 is designed to communicate with the data processing unit 510 via a data bus. The read / write memory 550 is designed to communicate with the data processing unit 510 via a data bus 514.

[0094] When data is received at data port 599, it is temporarily stored in second memory element 540. Once received input data has been temporarily stored, data processing unit 510 is ready to perform code execution as previously described.

[0095] Portions of the methods described herein may be performed by device 500 by means of data processing unit 510, which executes the program stored in memory 560 or read / write memory 550. When device 500 executes the program, the methods described herein are executed.

[0096] The foregoing description of the preferred embodiments of the present invention is for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the disclosed variants. Numerous modifications and variations will, of course, be apparent to those skilled in the art. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, and thereby to enable those skilled in the art to understand the invention for various embodiments and with various modifications as are suited to the intended use.

Claims

[1] Method, carried out by a control device (48), for determining a load applied by a power consumer (PC) to a drive train (3) of a vehicle (1), wherein the drive train (3) comprises at least one drive unit (4, 14, 16, 400', 400") and a transmission (2), wherein the transmission (2) comprises: a first main shaft (34); a second main shaft (36); an output shaft (20) connected to the drive wheels (6) of the vehicle (1); a countershaft (18) connected to the first main shaft (34), the second main shaft (36) and the output shaft (20); a first gear pair (G1) connected to the first main shaft (34) and the countershaft (18); a second gear pair (G2) connected to the second main shaft (36) and the countershaft (18); and an auxiliary shaft (120) connected to the power consumer (PC) and the first main shaft (34), wherein the first main shaft (34) and the second main shaft (36) are connectable to the at least one drive unit (4, 14, 16, 400', 400") so that the propulsion torque is provided to the first main shaft (34) and the second main shaft (36), the method comprising: Controlling (s101) the drive train (3) to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34); and Determining (s102) the load applied by the power consumer (PC) to the auxiliary shaft (120) by detecting a movement within a backlash of the first gear pair (G1), whereby the propulsion torque (T1) provided to the first main shaft (34) corresponds to the load applied by the power consumer (PC) to the auxiliary shaft (120). [2] The method according to claim 1, wherein controlling (s101) the drive train (3) to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34) involves maintaining the same propulsion torque (T out ) on the output shaft (20). [3] Method according to claim 1 or 2, wherein the movement within the backlash is detected based on a rotational speed (rpm1) upstream of the first gear pair (G1) and a rotational speed (rpm2) downstream of the first gear pair (G1). [4] The method of claim 3, wherein the movement within the backlash is detected when there is a temporary difference between a measured first speed (rpm1) of the first main shaft (34) and a second speed (rpm2) of the first main shaft (34) calculated based on the speed of the countershaft (18). [5] The method according to claim 1 or 2, wherein the movement within the backlash is detected based on a rotation angle of the first main shaft (34) and a rotation angle of the countershaft (18). [6] Method according to one of the preceding claims, wherein the at least one drive unit comprises an internal combustion engine (4), a first electric machine (14) and a second electric machine (16), and the transmission (2) further comprises a first planetary gear (10) connected to the internal combustion engine (4) and the first main shaft (34); a second planetary gear (12) connected to the first planetary gear (10) and the second main shaft (36), wherein the first electric machine (14) is connected to the first planetary gear (10) and the second electric machine (16) is connected to the second planetary gear (12), wherein the step of controlling (s101) the drive train (3) comprises controlling the internal combustion engine (4) and / or the first electric machine (14) and / or the second electric machine (16) to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34). [7] Method according to one of claims 1 to 4, wherein the at least one drive unit comprises an internal combustion engine (4), and the drive train (3) further comprises a dual clutch arrangement (300), wherein the step of controlling (s101) the drive train (3) comprises controlling the dual clutch arrangement (300) to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34). [8] Method according to one of claims 1 to 4, wherein the drive train (3) comprises a first drive unit (400') connected to the first main shaft (34) and a second drive unit (400") connected to the second main shaft (36), wherein the step of controlling (s101) the drive train (3) comprises controlling the first drive unit (400') and the second drive unit (400") to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34). [9] Method according to one of the preceding claims, wherein the method is carried out as part of a process for gear shifting in the transmission (2). [10] A computer program (P) comprising instructions which, when the program is executed by a computer (48; 500), cause the computer (48; 500) to carry out the method according to any one of the preceding claims. [11] A computer-readable medium comprising instructions which, when executed by a computer (48; 500), cause the computer (48; 500) to carry out the method of any one of claims 1 to 9. [12] Vehicle (1) comprising a drive train (3), the drive train (3) comprising: at least one drive unit (4, 14, 16, 400', 400"); a gearbox (2); and a control device (48), wherein the transmission (2) comprises: a first main shaft (34); a second main shaft (36); an output shaft (20) connected to the drive wheels (6) of the vehicle (1); a countershaft (18) connected to the first main shaft (34), the second main shaft (36) and the output shaft (20); a first gear pair (G1) connected to the first main shaft (34) and the countershaft (18); a second gear pair (G2) connected to the second main shaft (36) and the countershaft (18); and an auxiliary shaft (120) connected to a power consumer (PC) and the first main shaft (34), wherein the first main shaft (34) and the second main shaft (36) are connectable to the at least one drive unit (4, 14, 16, 400', 400") so that the propulsion torque can be provided to the first main shaft (34) and the second main shaft (36), wherein the control device (48) is configured to: Controlling the drive train (3) to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34); and Determining the load applied by the power consumer (PC) to the auxiliary shaft (120) by detecting a movement within a backlash of the first gear pair (G1), whereby the propulsion torque (T1) provided to the first main shaft (34) corresponds to the load applied by the power consumer (PC) to the auxiliary shaft (120). [13] Vehicle (1) according to claim 12, wherein the control device (48) is arranged to control the drive train (3) to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34) while maintaining the same propulsion torque (T out ) on the output shaft (20). [14] Vehicle (1) according to claim 12 or 13, wherein the control device (48) is arranged to detect the movement within the backlash based on a rotational speed (rpm1) upstream of the first gear pair (G1) and a rotational speed (rpm2) downstream of the first gear pair (G1). [15] Vehicle (1) according to claim 14, wherein the control device (48) is arranged to detect a movement within the backlash by detecting a temporary difference between a measured first speed (rpm1) of the first main shaft (34) and a second speed (rpm2) of the first main shaft (34) calculated based on the speed of the countershaft (18). [16] Vehicle (1) according to one of claims 12 to 15, wherein the at least one drive unit comprises an internal combustion engine (4), a first electric machine (14), and a second electric machine (16), and the transmission (2) further comprises a first planetary gear (10) connected to the internal combustion engine (4) and the first main shaft (34); a second planetary gear (12) connected to the first planetary gear (10) and the second main shaft (36), wherein the first electric machine (14) is connected to the first planetary gear (10), and the second electric machine (16) is connected to the second planetary gear (12), wherein the control device (48) is configured to control the internal combustion engine (4) and / or the first electric machine (14) and / or the second electric machine (16) to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34). [17] Vehicle (1) according to claim 16, wherein the internal combustion engine (4) is connected to a first planetary gear carrier (50) of the first planetary gear (10), and wherein the second main shaft (36) is connected to a planetary gear carrier (51) of the second planetary gear (12). [18] Vehicle (1) according to one of claims 12 to 15, wherein the at least one drive unit comprises an internal combustion engine (4) and the drive train (3) further comprises a dual clutch arrangement (300), wherein the control device (48) is adapted to control the dual clutch arrangement (300) to gradually transmit the propulsion torque from the second main shaft (36) to the first main shaft (34). [19] Vehicle (1) according to one of claims 12 to 15, wherein the drive train (3) comprises a first drive unit (400') connected to the first main shaft (34) and a second drive unit (400") connected to the second main shaft (36), wherein the control device (48) is adapted to control the first drive unit (400') and the second drive unit (400") to gradually transmit the propulsion torque from the second main shaft (36) to the first main shaft (34).

Images