Patent Description:
A vehicle powertrain may not only be used to propel a vehicle but it may also be configured to provide energy to power consumers such as power take-offs (PTO) and other auxiliary functions. A power take-off may be used to transmit power/energy to attached implements of the vehicle or to separate machines. A power take-off may thus be used to drive a pump, operating a boom, operating a mixer or similar. Power take-offs are typically connected to a lay shaft of a gearbox, whereby the lay shaft drives the power take-off. With this arrangement, energy will only be provided to the power take-off when the vehicle is moving and the lay shaft is rotating.

Power take-offs may also be connected to a combustion engine in the vehicle powertrain whereby the combustion engine drives the power take-off. With this arrangement, energy will be provided to the power take-off when the vehicle is moving and when the vehicle is standing still. However, when the combustion engine is switched off, energy will not be provided to the power take-off.

Power take-offs may also be connected to a combustion engine and/or electrical machines in a hybrid vehicle powertrain, whereby the combustion engine and/or the electrical machines drives the power take-off under certain driving conditions of the vehicle.

Document <CIT> discloses an electro-mechanical transmission with a combustion engine and a pair of motor/generators, which are able to drive a power take-off. According to an embodiment, the power take-off is connected to a ring wheel of a planetary gear. The combustion engine and the motor/generators are also connected to the planetary gear.

Document <CIT> discloses a hybrid drive system having a first drive machine and two further drive machines and a first gearshift partial transmission. The first drive machine a first input shaft and a second input shaft are drive-connected to a planetary gear set.

Document <CIT> discloses a method to start a combustion engine in a hybrid powertrain comprising a gearbox, a first planetary gear and a second plane-tary gear. The method comprises: determining a desired torque in an output shaft and a torque in a combustion engine output shaft required to start the combustion engine and controlling a first and a second electrical machine such that the torque required in the combustion engine output shaft is achieved.

Some power consumers such as power take-offs and other auxiliary functions connected to the powertrain of the vehicle need uninterrupted energy and driving torque both when the vehicle stands still and moving. In addition, in a hybrid vehicle powertrain provided with a combustion engine and electrical machines, the combustion engine is switched off during certain driving conditions of the vehicle. Therefore, the power consumers connected to a hybrid vehicle powertrain need energy and driving torque even though the combustion engine is switched off.

Therefore, it would be desirable to achieve a vehicle that enable operation of at least one power consumer connected to a powertrain of the vehicle during standstill, take off and driving of the vehicle. Further, it would be desirable to achieve a vehicle that enable operation of at least one power consumer connected to a powertrain of the vehicle during gear shifting in a gearbox of the powertrain. In addition, it would be desirable to achieve a vehicle that enable operation of at least one power consumer connected to a powertrain of the vehicle during switched off conditions of a combustion engine of the powertrain.

An object of the present invention is therefore to achieve a new and advantageous vehicle that enable operation of at least one power consumer connected to a powertrain of the vehicle during standstill, take off and driving of the vehicle. Another object is to achieve a new and advantageous vehicle that enable operation of at least one power consumer connected to a powertrain of the vehicle during gear shifting in a gearbox of the powertrain. Another object is to achieve a new and advantageous vehicle that enable operation of at least one power consumer connected to a powertrain of the vehicle during switched off conditions of a combustion engine of the powertrain.

The herein mentioned objects are achieved by a vehicle according to the independent claim.

According to an aspect of the invention, a vehicle comprising a powertrain is provided. The powertrain comprising: at least one propulsion unit; a gearbox; and a control device. The gearbox comprising: a first main shaft; a second main shaft; an output shaft of the gearbox connected to drive wheels of the vehicle; a lay shaft connected to the first main shaft, the second main shaft and the output shaft of the gearbox; a first gear pair connected to the first main shaft and the lay shaft; a second gear pair connected to the second main shaft and the lay shaft; and at least one power consumer connected to a powertrain, wherein the at least one propulsion unit comprises a first electrical machine and a second electrical machine, wherein the first electrical machine is connected to the first main shaft and the second electrical machine is connected to the second main shaft; wherein a connection shaft is connected to the first electrical machine; wherein the at least one power consumer comprises a first power consumer connected to the first main shaft and/or a second power consumer connected to the connection shaft, wherein the gearbox further comprises a first planetary gear connected to the first main shaft, a second planetary gear connected to the first planetary gear and the second main shaft, wherein the first electrical machine is connected to the first main shaft via the first planetary gear, and the second electrical machine is connected to the second main shaft via the second planetary gear; and wherein the control device is configured to control the powertrain to provide uninterrupted propelling torque on the first main shaft and/or on the connection shaft during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox, and/or during gear shifting from one gear to another gear in the gearbox.

By such vehicle the power consumers connected to the powertrain may be driven during standstill, take off and driving of the vehicle. In addition, the power consumers connected to a powertrain of a vehicle may be driven during gear shifting in the gearbox of the powertrain. In addition, the power consumers connected to the powertrain of a vehicle may be driven during switched off conditions of the combustion engine of the powertrain.

The propelling torque can be split/divided between the main shafts, and with the first power consumer connected to the first main shaft, the first power consumer may be driven by said main shaft when the vehicle is standing still and the first main shaft is disconnected from the output shaft of the gearbox. When driven by the first main shaft, the first main shaft transfers torque and rotation motion to the first power consumer. Furthermore, the first power consumer can be driven by the first main shaft while the second main shaft provides/transmits propelling torque to the output shaft of the gearbox. The first power consumer can be driven during standstill, take off and driving of the vehicle. The first power consumer can also be driven during gear shifting in the gearbox. According to an example, the powertrain comprises also a combustion engine as propulsion unit. However, the first power consumer can also be driven when the combustion engine is switched off.

The second power consumer is connected to and driven by the connection shaft, which is connected to the first electrical machine. When driven by the connection shaft, the first main shaft transfers torque and rotation motion to the second power consumer. The second power consumer may alternatively to, or in combination with the first power consumer be connected to the powertrain. The second power consumer can be driven during standstill, take off and driving of the vehicle. The second power consumer can also be driven during gear shifting in the gearbox. According to an example, the powertrain comprises also a combustion engine as propulsion unit. However, the second power consumer can also be driven when the combustion engine is switched off.

The first and/or the second power consumer extract torque from the powertrain and thereby applies a load on the powertrain. When propelling torque is provided only on the second main shaft, the resulting torque acting on the first main shaft will be the negative (extracted) torque corresponding to the load applied by the first and/or second power consumer. When the resulting torque on the first main shaft is negative, the first main shaft will be driven by the lay shaft via the first gear pair connected to the lay shaft and the first main shaft. The first and/or second power consumer connected to the first main shaft and/or the connection shaft, respective, will thereby be driven by the first main shaft and/or the connection shaft, respective. Thus, some of the propelling torque provided on the second main shaft will be transmitted to the first main shaft and/or connection shaft to drive the first and/or second power consumer, respective. The first gear pair connected to the lay shaft and the first main shaft comprises a gear wheel connected on each shaft. When propelling torque provided on the second main shaft drives the first main shaft, the gear wheel on the lay shaft will drive the gear wheel on the first main shaft. By gradually transferring propelling torque from the second main shaft to the first main shaft, propelling torque will be provided on both the first main shaft and the second main shaft and also to the connection shaft. The resulting torque acting on the first main shaft and/or the connection shaft will then be the propelling torque provided on the first main shaft and/or the connection shaft by the at least one propulsion unit minus the torque corresponding to the load applied by the first and/or second power consumer. When the propelling torque provided on the first main shaft and/or the connection shaft is large enough to drive the first and/or second power consumer, no propelling torque provided on the second main shaft will drive the first main shaft and/or the connection shaft. Thus, when the resulting torque acting on the first main shaft and/or connection shaft is positive, the first main shaft will drive the lay shaft. When the propelling torque provided on the first main shaft corresponds to the load applied by the first power consumer, the resulting torque acting on the first main shaft will be zero Nm. Torque balance is thereby achieved over the first gear pair. When the propelling torque provided on the first main shaft is further increased, propelling torque provided on the first main shaft will drive the lay shaft. When propelling torque provided on the first main shaft is transmitted through the first gear pair to the lay shaft and the output shaft of the gearbox, the gear wheel on the first main shaft will instead drive the gear wheel on the lay shaft.

Further objects, advantages and novel features of the present invention will become apparent to one skilled in the art from the following details, and also by putting the invention into practice. Whereas examples of the invention are described below, it should be noted that it is not restricted to the specific details described. Specialists having access to the teachings herein will recognise further applications, modifications and incorporations within other fields, which are within the scope of the invention.

For fuller understanding of the present invention, further objects and advantages of it, the detailed description set out below should be read together with the accompanying drawings, in which the same reference notations denote similar items in the various figures, and in which:.

According to an example, a method, performed by a control device, for driving at least one power consumer connected to a powertrain of a vehicle may be provided. The powertrain comprises at least one propulsion unit and a gearbox. The gearbox comprises a first main shaft; a second main shaft; an output shaft of the gearbox connected to drive wheels of the vehicle; a lay shaft connected to the first main shaft, the second main shaft and the output shaft of the gearbox; a first gear pair connected to the first main shaft and the lay shaft; a second gear pair connected to the second main shaft and the lay shaft; wherein the at least one propulsion unit comprises a first electrical machine and a second electrical machine, wherein the first electrical machine is connected to the first main shaft and the second electrical machine is connected to the second main shaft; wherein a connection shaft is connected to the first electrical machine; and wherein the at least one power consumer comprises a first power consumer connected to the first main shaft and/or a second power consumer connected to the connection shaft. The method comprises: controlling the powertrain to provide uninterrupted propelling torque on the first main shaft and/or on the connection shaft during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox, and/or during gear shifting from one gear to another gear in the gearbox.

The first main shaft and the second main shaft may be connectable to the at least one propulsion unit, so that propelling torque can be provided on the first main shaft and the second main shaft simultaneously. Propelling torque may thus be provided in parallel. Propelling torque is herein defined as torque provided by means of the at least one propulsion unit to propel the vehicle. Thus, the first main shaft and the second main shaft may be arranged, so that propelling torque provided by means of the at least one propulsion unit can be divided/split between the first main shaft and the second main shaft.

The powertrain may be controlled to gradually transfer propelling torque from the second main shaft to the first main shaft by reducing the propelling torque provided on the second main shaft and gradually increasing the propelling torque provided on the first main shaft. In addition, the powertrain may be controlled to gradually transfer propelling torque from the first main shaft to the second main shaft by reducing the propelling torque provided on the first main shaft and gradually increasing the propelling torque provided on the second main shaft.

The output shaft of the gearbox is connected to drive wheels of the vehicle. A propeller shaft may be arranged between the output shaft of the gearbox and the drive wheels. Power and torque delivered by the propulsion units will be transferred through the gearbox and further to the output shaft of the gearbox. From the output shaft of the gearbox the power and torque will be transferred further through the propeller shaft to the drive wheels. In addition, due to the mass and weight of the vehicle, power and torque from the drive wheels, during driving conditions when the vehicle drives without power generated by the propulsion units, are transferred from the drive wheels through the propeller shaft and the output shaft further to the gearbox.

Controlling the powertrain to gradually transfer propelling torque from the second main shaft to the first main shaft may comprise maintaining the same propelling torque on the output shaft of the gearbox. The propelling torque on the output shaft of the gearbox is the actual torque propelling the vehicle. The propelling torque on the output shaft of the gearbox may be a demanded torque requested from the operator of the vehicle minus the torque extracted by the power consumer. The load of the at least one power consumer may thus cause an offset between the demanded torque and the provided torque on the output shaft of the gearbox. The demanded torque may be determined according to conventional methods, for example based on signals from an accelerator pedal.

The gearbox may comprise any number of gear pairs. Each gear pair may comprise a cogwheel arranged on the lay shaft and a pinion gear arranged on the first main shaft or the second main shaft. The cogwheels may be configured to be mechanically connectable to and disconectable from the lay shaft. The pinion gears may be fixedly connected to the first main shaft or the second main shaft. When a cogwheel is connected to the lay shaft, the cogwheel rotates together with the lay shaft. When a cogwheel is disconnected from the lay shaft, the cogwheel can rotate in relation to the lay shaft. When the cogwheel of a gear pair is connected to the lay shaft, a corresponding gear is engaged. Thus, a number of fixed gear steps may be obtained by means of the gearbox. A gear pair may thus be disconnected, wherein the corresponding cogwheel is disconnected from the lay shaft, and a gear pair may be connected, wherein the corresponding cogwheel is connected to the lay shaft. Alternatively, the cogwheels may be fixedly connected to the lay shaft and the pinion gears may be mechanically connectable to and disconectable from the first main shaft or the second main shaft. With a gearbox where propelling torque can be split between a first main shaft and a second main shaft, a gear pair can always be connected to the first main shaft and the lay shaft. Thus, a gear associated with the first main shaft may always be engaged, even when propelling torque is not provided on the first main shaft. Similarly, a gear pair can always be connected to the second main shaft and the lay shaft.

The cogwheels may be configured to be mechanically connected to and disconnected from the lay shaft or the first main shaft or the second main shaft by means of coupling elements. The coupling elements may each comprise an annular sleeve, which is displaced axially between a connected and a disconnected state. The sleeve may be displaced between the connected and disconnected state by means of a power element.

When the first electrical machine and the second electrical machine are propulsion units, the vehicle is propelled by electrical power. The electrical power may be transferred to the electrical machines from energy storage units in the vehicle, such as batteries. The first electrical machine is connected to the first main shaft, and the second electrical machine is connected to the second main shaft.

The first main shaft and the second main shaft are connectable to the first and second electrical machines, so that propelling torque can be provided on the first main shaft and the second main shaft simultaneously. Propelling torque may thus be provided in parallel. Propelling torque is thus provided by means of the first and second electrical machines to propel the vehicle. The first main shaft and the second main shaft may thus be arranged, so that propelling torque provided by means of the first and second electrical machines can be divided/split between the first main shaft and the second main shaft.

The powertrain may be controlled to gradually transfer propelling torque from the second main shaft to the first main shaft by gradually reducing power and torque from the second electrical machine on the second main shaft and so that propelling torque provided by the first electrical machine on the first main shaft is gradually increased by gradually increasing power and torque from the first electrical machine on the first main shaft. In addition, the powertrain may be controlled to gradually transfer propelling torque from the first main shaft to the second main shaft by gradually reducing power and torque from the first electrical machine on the first main shaft and so that propelling torque provided by the second electrical machine on the second main shaft is gradually increased by gradually increasing power and torque from the second electrical machine on the second main shaft.

The connection shaft, which is connected to the first electrical machine, may be connected to a rotor shaft of the first electrical machine. The connection shaft will make it possible to connect equipment to the first electrical machine. The equipment may be driven by the first electrical machine via the connection shaft. The equipment may alternatively or in combination provide power and propeller torque to the gearbox together with the first electrical machine.

Each of the gear pairs of the gearbox has a gear ratio, which is adapted to the vehicle's desired driving characteristics. The gear pair with the highest gear ratio, in relation to the other gear pairs, is suitably connected when the lowest gear is engaged. The gear pair with the highest gear ratio may be referred to as the start gear. The gear pair constituting the start gear may be connected to the second main shaft and the lay shaft. This way, the vehicle can be started to move from standstill without interrupting the power supply and torque to the first power consumer connected to the first main shaft.

The first power consumer may be connected to a first auxiliary shaft, which may be connected to the first main shaft via the first gear pair or any other gear pair/pinion gear connected to the first main shaft. A first auxiliary pinion gear may be fixedly arranged on the first auxiliary shaft. The first auxiliary pinion gear may be arranged in engagement with the first gear pair or any other gear pair connected to the first main shaft. The first auxiliary pinion gear may thus be arranged in engagement with the first pinion gear on the first main shaft. The first auxiliary shaft being connected to the first main shaft means that the power consumer connected to the first auxiliary shaft is not connected to the propulsion of the vehicle.

Alternatively or in combination, the second power consumer is connected to and driven by the connection shaft, which is connected to the first electrical machine. When driven by the connection shaft, the first main shaft transfers torque and rotation motion to the second power consumer. The second power consumer may alternatively to, or in combination with the first power consumer be connected to the powertrain. The second power consumer can be driven during standstill, take off and driving of the vehicle. The second power consumer can also be driven during gear shifting in the gearbox. According to an example, the powertrain comprises also a combustion engine as propulsion unit. However, the second power consumer can also be driven when the combustion engine is switched off.

The powertrain may be controlled to provide uninterrupted propelling torque on the first main shaft during a stand still condition of the output shaft of the gearbox. Since the first power consumer may be connected to the first main shaft, the first power consumer may be driven during a stand still condition of the output shaft of the gearbox and thus a stand still condition of the vehicle.

The powertrain may alternatively be controlled to provide uninterrupted propelling torque on the connection shaft during a stand still condition of the output shaft of the gearbox. Since the second power consumer may be connected to the connection shaft, the second power consumer may be driven during a stand still condition of the output shaft of the gearbox and thus a stand still condition of the vehicle.

The powertrain may alternatively be controlled to provide uninterrupted propelling torque on the first main shaft and on the connection shaft during a stand still condition of the output shaft of the gearbox. Since the first power consumer may be connected to the first main shaft and second power consumer may be connected to the connection shaft, both the first and second power consumers may be driven during a stand still condition of the output shaft of the gearbox and thus a stand still condition of the vehicle.

The powertrain may be controlled to provide uninterrupted propelling torque on the first main shaft during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox. Since the first power consumer may be connected to the first main shaft, the first power consumer may be uninterrupted driven during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox. This means that the first power consumer may be uninterrupted driven during a take-off of the vehicle.

The powertrain may alternatively be controlled to provide uninterrupted propelling torque on the connection shaft during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox. Since the second power consumer may be connected to the connection shaft, the second power consumer may be uninterrupted driven during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox. This means that the second power consumer may be uninterrupted driven during a take-off of the vehicle.

The powertrain may alternatively be controlled to provide uninterrupted propelling torque on the first main shaft and on the connection shaft during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox. Since the first power consumer may be connected to the first main shaft and the second power consumer may be connected to the connection shaft, the first and second power consumers may be driven uninterrupted during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox. This means that both the first and second power consumers may be uninterrupted driven during a take-off of the vehicle.

The powertrain may be controlled to provide uninterrupted propelling torque on the first main shaft during gear shifting from one gear to another gear in the gearbox. Since the first power consumer may be connected to the first main shaft, the first power consumer may be uninterrupted driven during gear shifting from one gear to another gear in the gearbox. This means that the first power consumer may be uninterrupted driven when driving the vehicle.

The powertrain may alternatively be controlled to provide uninterrupted propelling torque on the connection shaft during gear shifting from one gear to another gear in the gearbox. Since the second power consumer may be connected to the connection shaft, the second power consumer may be uninterrupted driven during gear shifting from one gear to another gear in the gearbox. This means that the second power consumer may be uninterrupted driven when driving the vehicle.

The powertrain may alternatively be controlled to provide uninterrupted propelling torque on the first main shaft and on the connection shaft during gear shifting from one gear to another gear in the gearbox. Since the first power consumer may be connected to the first main shaft and the second power consumer may be connected to the connection shaft, the first and second power consumers may be uninterrupted driven during gear shifting from one gear to another gear in the gearbox. This means that both the first and second power consumers may be uninterrupted driven when driving the vehicle and shifting gears in the gearbox. In addition, the first and second power consumers may be uninterrupted driven when driving the vehicle before shifting gears in the gearbox. Further, the first and second power consumers may be uninterrupted driven when driving the vehicle after gears in the gearbox have been shifted.

According to an example, controlling the powertrain to provide uninterrupted propelling torque on the first main shaft and/or on the connection shaft during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox and/or during gear shifting from one gear to another gear in the gearbox comprises controlling the powertrain to gradually transfer propelling torque from one of the first and second main shaft to the other first or second main shaft.

During a take-off of the vehicle, propelling torque is transmitted only from the second main shaft to the output shaft. Thus, at take-off, essentially no propelling torque to be transmitted to the output shaft is provided on the first main shaft. The torque acting on the first main shaft is intended for the first power consumer. The propelling torque provided on the output shaft of the gearbox is thus transmitted only from the second main shaft and the lay shaft. When the propelling torque is gradually transferred from the second main shaft to the first main shaft, the propelling torque on the output shaft of the gearbox is transmitted from both the first main shaft and the second main shaft.

Shifting gear in a gearbox may require torque balance or synchronized rotational speeds in order to achieve good comfort and reduce wear of gearbox components. With power consumers are connected to the gearbox, it is necessary to know the load applied on the first main shaft and the connection shaft by the power consumers and based on this control the gearbox to achieve torque balance. The load applied by the power consumers may be determined by means of different torque sensors arranged on the connected power consumers.

The gearbox further comprises a first planetary gear connected to the first main shaft; a second planetary gear connected to the first planetary gear and the second main shaft, wherein the first electrical machine is connected to the first main shaft via the first planetary gear, and the second electrical machine is connected to the second main shaft via the second planetary gear.

The first planetary gear may comprise a first ring gear connected to the first electrical machine. The first planetary gear may also comprise a first sun wheel and a first planetary wheel carrier. The second planetary gear may comprise a second ring gear connected to the second electrical machine. The second planetary gear may further comprise a second sun wheel and a second planetary wheel carrier. The first plane-tary wheel carrier may be connected to the combustion engine. The first planetary wheel carrier may further be connected with the second sun wheel of the second planetary gear. The first main shaft may be connected to the first sun wheel of the first planetary gear. The second main shaft may be connected to the second plane-tary wheel carrier. The second planetary wheel carrier in the second planetary gear may be directly connected with the second main shaft. The first sun wheel in the first planetary gear may be connected with the first main shaft, and the second planetary wheel carrier in the second planetary gear may be connected with the second main shaft. A first set of planetary wheels may be mounted on the first planetary wheel carrier. A second set of planetary wheels may be mounted on the second planetary wheel carrier. The first set of planetary wheels interacts with the first ring gear and the first sun wheel. The second set of planetary wheels interacts with the second ring gear and the second sun wheel.

The electrical machines, which are connected to the planetary gears, may generate power and/or supply torque depending on the desired operating mode. The electrical machines may also, at certain operating times, supply each other with power.

A first and second coupling device may be arranged between the planetary wheel carrier and the sun wheel of the respective planetary gears. The coupling devices may be configured to connect (lock) the respective planetary wheel carriers with the respective sun wheel. When the planetary wheel carrier and the sun wheel are connected with each other, the power from the combustion engine will pass through the planetary wheel carrier, the coupling device, the sun wheel and further along to the first main shaft and/or the second main shaft. This way, the planetary wheels do not absorb any torque. The dimension of the planetary wheels may thereby be adapted to the electrical machine's torque.

According to an example, the at least one propulsion unit further comprises a combustion engine, which is connected to the first planetary gear via the connection shaft.

According to an example, the at least one propulsion unit comprises a combustion engine, a first electrical machine and a second electrical machine. The gearbox may further comprise a first planetary gear connected to the 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 electrical machine is connected to the first plane-tary gear and the second electrical machine is connected to the second planetary gear. The step of controlling the powertrain may thereby comprise controlling the combustion engine and/or the first electrical machine and/or the second electrical machine to gradually transfer propelling torque from the second main shaft to the first main shaft. The powertrain is thus a hybrid powertrain in this example. This powertrain enables gear shifting without torque interruption. Also, with the powertrain comprising two planetary gear units, conventional slip clutches between the combustion engine and the gearbox may be avoided.

According to an example, the method comprising the further step: controlling the first and/or the second electrical machine to start the combustion engine.

Start the combustion engine is possible when controlling the first and/or the second electrical machine to transfer torque to the combustion engine. Starting the combustion engine is possible when driving the vehicle. Torque may be transferred to the combustion engine even though torque is transferred to the output shaft and to the power consumers.

According to an example, an output shaft of the combustion engine is connected to the first planetary gear via the connection shaft and wherein the output shaft of the combustion engine is connectable to the connection shaft by a controllable clutch, wherein the method comprising the further steps:, controlling a start motor of the combustion engine for starting the combustion engine, controlling the first and/or the second electrical machine for synchronizing the rotational speed of the connection shaft with the rotational speed of an output shaft of the combustion engine, and controlling the clutch for connecting the combustion engine with the connection shaft.

The controllable clutch for connecting and disconnecting the output shaft of the combustion engine with the connection shaft may comprise an annular sleeve, which is displaced axially between a connected and a disconnected state. The sleeve may be displaced between the connected and disconnected state by means of a power element.

By controlling the clutch for disconnecting the combustion engine from the connection shaft, the output shaft of the combustion engine is free to rotate in relation to the connection shaft and thus the gearbox. Thus, the output shaft of the combustion engine may rotate with a different rotational speed in relation to a rotational speed of the connection shaft. In addition, the output shaft of the combustion engine may stand still when the connection shaft rotates.

When the output shaft of the combustion engine is disconnected from the connection shaft, the start motor of the combustion engine is controlled for starting the combustion engine. After the combustion has started, the combustion engine may idle on a low rotational speed on the output shaft of the combustion engine. However, the rotational speed of the output shaft of the combustion engine may have rotational speed which is different from the idle speed after the combustion engine has started.

In order to connect the output shaft of the combustion engine with the connection shaft, the first and/or the second electrical machine are controlled for synchronizing the rotational speed of the connection shaft with the rotational speed of an output shaft of the combustion engine. When the rotational speeds of the output shaft of the combustion engine and the connection shaft are synchronized, the clutch is controlled for connecting the combustion engine with the connection shaft.

According to an example, the gearbox further comprises a planetary gear connected to the second main shaft, wherein the second electrical machine is connected to the second main shaft via the second planetary gear.

The gearbox may be provided with a planetary gear, which is connected to the second main shaft and to the second electrical machine. The planetary gear may transmit torque and rotational speed from the second electrical machine to the second main shaft. In addition the, torque and rotational speed from the second main shaft may be transmitted to the second electrical machine when the second electrical machine works as a generator. The planetary gear may also be connected to the first electrical machine. A sun wheel of the planetary gear may connected to the first electrical machine, a planetary wheel carrier may be connected to the second main shaft and a ring gear may be connected to the second electrical machine.

A computer program may comprise instructions which, when the program is executed by a computer, causes the computer to carry out the control of the powertrain described above. A computer-readable medium may comprise instructions, which when executed by a computer causes the computer to carry out the control of the powertrain described above.

According to an aspect of the present invention, a vehicle comprising a powertrain is provided. The powertrain comprises at least one propulsion unit; a gearbox; and a control device. The gearbox comprising: a first main shaft; a second main shaft; an output shaft of the gearbox connected to drive wheels of the vehicle; a lay shaft connected to the first main shaft, the second main shaft and the output shaft of the gearbox; a first gear pair connected to the first main shaft and the lay shaft; a second gear pair connected to the second main shaft and the lay shaft; and at least one power consumer connected to a powertrain, wherein the at least one propulsion unit comprises a first electrical machine and a second electrical machine, wherein the first electrical machine is connected to the first main shaft and the second electrical machine is connected to the second main shaft; wherein a connection shaft is connected to the first electrical machine; wherein the at least one power consumer comprises a first power consumer connected to the first main shaft and/or a second power consumer connected to the connection shaft; and wherein the control device is configured to control the powertrain to provide uninterrupted propelling torque on the first main shaft and/or on the connection shaft during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox, and/or during gear shifting from one gear to another gear in the gearbox.

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

The control device may be configured to control the powertrain to provide uninterrupted propelling torque on the first main shaft and/or on the connection shaft during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox, and/or during gear shifting from one gear to another gear in the gearbox. The control device may be configured to control the powertrain to gradually transfer propelling torque from one of the first and second main shaft to the other first or second main shaft. The control device may be configured to control the first and/or the second electrical machine to start the combustion engine. The control device may be configured to control a start motor of the combustion engine for starting the combustion engine, control the first and/or the second electrical machine for synchronizing the rotational speed of the connection shaft with the rotational speed of an output shaft of the combustion engine, and control the clutch for connecting the combustion engine with the connection shaft.

The power consumers may comprise a power take-off, an air compressor, an air conditioning device or similar. The power consumers may comprise a hot shift connection to the powertrain. By gradually transfer propelling torque between the main shafts it will be possible to connect and disconnect a power consumer by reduce or cease any torque on the main shaft connected to the power consumer, but still deliver torque on the output shaft. When no torque is transmitted to the power consumer, the power consumer may be connected or disconnected.

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

<FIG> shows a schematic side view of a vehicle <NUM>. The vehicle <NUM> comprises a gearbox <NUM> and at least one propulsion unit <NUM>, which are comprised in a powertrain <NUM> of the vehicle <NUM>. The at least one propulsion unit <NUM> is connected to the gearbox <NUM>, and the gearbox <NUM> is further connected to drive wheels <NUM> of the vehicle <NUM>. The at least one propulsion unit <NUM> may comprise an internal combustion engine <NUM> and/or an electrical machine <NUM>, <NUM>. In the event that the vehicle <NUM> comprises at least two propulsion units <NUM>, <NUM>, <NUM>, comprising one internal combustion engine <NUM> and at least one electrical machine <NUM>, <NUM>, the powertrain <NUM> constitutes a hybrid powertrain. The vehicle <NUM> further comprises at least one power consumer PC1, PC2 connected to the powertrain <NUM> for power supply.

<FIG> schematically illustrates a powertrain <NUM> according to an example. The powertrain <NUM> may be comprised in a vehicle <NUM> as disclosed in <FIG>. The powertrain <NUM> comprises a gearbox <NUM> and at least one propulsion unit <NUM>, <NUM>, <NUM> connected to the gearbox <NUM>. In this example, the powertrain <NUM> comprises a combustion engine <NUM>, a first electrical machine <NUM> and a second electrical machine <NUM>. The combustion engine <NUM> is connected with the gearbox <NUM> via connection shaft <NUM> of the gearbox <NUM>. An output shaft <NUM> of the combustion engine <NUM> is connectable to the connection shaft <NUM> by a controllable clutch <NUM>. The gearbox <NUM> comprises a first main shaft <NUM>; a second main shaft <NUM>; an output shaft <NUM> of the gearbox connected to drive wheels <NUM> of the vehicle <NUM>; a lay shaft <NUM> connected to the first main shaft <NUM>, the second main shaft <NUM> and the out-put shaft <NUM>; a first gear pair G1 connected to the first main shaft <NUM> and the lay shaft <NUM>; and a second gear pair G2 connected to the second main shaft <NUM> and the lay shaft <NUM>. The first main shaft <NUM> and the second main shaft <NUM> are connectable to the at least one propulsion unit <NUM>, <NUM>, <NUM>, such that propelling torque can be provided on the first main shaft <NUM> and the second main shaft <NUM> simultaneously.

The powertrain <NUM> further comprises a first auxiliary shaft <NUM> connected to a first power consumer PC1 and to the first main shaft <NUM> of the gearbox <NUM>. The first power consumer PC1 extracts torque from the powertrain <NUM> via the first auxiliary shaft <NUM> and thereby applies a load on the powertrain <NUM>. The first auxiliary shaft <NUM> is connected to the first main shaft via, for example, the first gear pair G1 or any other gear pair connected to the first main shaft <NUM> and the lay shaft <NUM>. A first auxiliary pinion gear <NUM> may be fixedly arranged on the first auxiliary shaft <NUM>. The first auxiliary pinion gear <NUM> may thus be arranged in engagement with the first gear pair G1 or any other gear pair connected to the first main shaft <NUM>.

The powertrain <NUM> further comprises a second auxiliary shaft <NUM> connected to a second power consumer PC2 and to the connection shaft <NUM> of the gearbox <NUM>. The second power consumer PC2 extracts torque from the powertrain <NUM> via the second auxiliary shaft <NUM> and thereby applies a load on the powertrain <NUM>. The second auxiliary shaft <NUM> is connected to the connection shaft <NUM> via a second auxiliary pinion gear <NUM> and a drive gear wheel <NUM> connected to the connection shaft <NUM>. The second auxiliary pinion gear <NUM> may be fixedly arranged on the second auxiliary shaft <NUM>. The second auxiliary pinion gear <NUM> may thus be arranged in engagement with the drive gear wheel <NUM> connected to the connection shaft <NUM>.

The gearbox <NUM> further comprises a first planetary gear <NUM> and a second planetary gear <NUM>. The first planetary gear <NUM> is connected to the connection shaft <NUM>. The second planetary gear <NUM> is connected to the first planetary gear <NUM>. The first planetary gear <NUM> comprises a first ring gear <NUM> connected to a first rotor <NUM> of the first electrical machine <NUM>. The first planetary gear <NUM> also comprises a first sun wheel <NUM> and a first planetary wheel carrier <NUM>. The second planetary gear <NUM> comprises a second ring gear <NUM> connected to a second rotor <NUM> of the second electrical machine <NUM>. The second planetary gear <NUM> further comprises a second sun wheel <NUM> and a second planetary wheel carrier <NUM>. The first planetary wheel carrier <NUM> may be connected to the connection shaft <NUM>. The first planetary wheel carrier <NUM> may further be connected with the second sun wheel <NUM> of the second planetary gear <NUM>.

The first main shaft <NUM> may be connected to the first sun wheel <NUM> of the first plane-tary gear <NUM>. The second main shaft <NUM> may be connected to the second planetary wheel carrier <NUM>. The first and the second sun wheels <NUM>, <NUM> may be coaxially arranged. The first main shaft <NUM> may extend coaxially inside the second main shaft <NUM>. It is also possible to arrange the first main shaft <NUM> in parallel with and next to the second main shaft <NUM>.

The first electrical machine <NUM> may comprise a first stator <NUM> connected to a gearbox housing <NUM> surrounding the gearbox <NUM>. The second electrical machine <NUM> may comprise a second stator <NUM> connected to the gear housing <NUM>. The first electrical machine <NUM> and the second electrical machine <NUM> are connected to an energy storage device (not shown), such as a battery, which, depending on the vehicle's <NUM> operating mode, may drive the electrical machines <NUM>, <NUM>. At other operating modes, the electrical machines <NUM>, <NUM> may operate as generators, wherein power is supplied to the energy storage device. In some operating modes, the electrical machines <NUM>, <NUM> may drive each other. Electric power is then led from one of the electrical machines <NUM>, <NUM> to the other electrical machine <NUM>, <NUM>.

A first set of planetary wheels <NUM> is mounted on the first planetary wheel carrier <NUM>. A second set of planetary wheels <NUM> is mounted on the second planetary wheel carrier <NUM>. The first set of planetary wheels <NUM> interacts with the first ring gear <NUM> and the first sun wheel <NUM>. The second set of planetary wheels <NUM> interacts with the second ring gear <NUM> and the second sun wheel <NUM>.

A first coupling device <NUM> is arranged between the first sun wheel <NUM> and the first planetary wheel carrier <NUM>. When the first coupling device <NUM> is arranged, such that the first sun wheel <NUM> and the first planetary wheel carrier <NUM> are connected with each other, the first sun wheel <NUM> and the first planetary wheel carrier <NUM> cannot rotate in relation to each other. The first planetary wheel carrier <NUM> and the first sun wheel <NUM> will thereby rotate with equal rotational speeds.

A second coupling device <NUM> is arranged between the second sun wheel <NUM> and the second planetary wheel carrier <NUM>. When the second coupling device <NUM> is arranged, such that the second sun wheel <NUM> and the second planetary wheel carrier <NUM> are connected with each other, the second sun wheel <NUM> and the second planetary wheel carrier <NUM> cannot rotate in relation to each other. The second planetary wheel carrier <NUM> and the second sun wheel <NUM> will thereby rotate with equal rotational speeds.

The first and second coupling devices <NUM>, <NUM> may comprise a splines-equipped coupling sleeve, which is axially displaceable on a splines-equipped section on the first and second planetary wheel carrier <NUM>, <NUM>, and on a splines-equipped section on the respective sun wheels <NUM>, <NUM>.

The first and second coupling device <NUM>, <NUM> according to this example are arranged between the first sun wheel <NUM> and the first planetary wheel carrier <NUM>, and between the second sun wheel <NUM> and the second planetary wheel carrier <NUM>, respectively. However, it is possible to arrange an additional or alternative coupling device (not shown) between the first ring gear <NUM> and the first planetary wheel carrier <NUM>, and also to arrange an additional or alternative coupling device (not shown) between the second ring gear <NUM> and the second planetary wheel carrier <NUM>.

The first planetary wheel carrier <NUM> in the first planetary gear <NUM> is, in this example, fixedly connected with the second sun wheel <NUM> of the second planetary gear <NUM>.

The first gear pair G1 may comprise a first pinion gear <NUM> and a first cogwheel <NUM>, which are in engagement with each other. The first pinion gear <NUM> may be arranged on the first main shaft <NUM> and the first cogwheel <NUM> may be arranged on the lay shaft <NUM>. The auxiliary pinion gear <NUM> on the auxiliary shaft <NUM> may be arranged in engagement with the first pinion gear <NUM> on the first main shaft <NUM>. The second gear pair G2 comprises a second pinion gear <NUM> and a second cogwheel <NUM>, which are in engagement with each other. The second pinion gear <NUM> may be arranged on the second main shaft <NUM> and the second cogwheel <NUM> may be arranged on the lay shaft <NUM>. The gearbox <NUM> may further comprise a third gear pair G3 connected with the first main shaft <NUM> and the lay shaft <NUM>. The third gear pair G3 comprises a third pinion gear <NUM> and a third cogwheel <NUM>, which are in engagement with each other. The third pinion gear <NUM> may be arranged on the first main shaft <NUM> and the third cogwheel <NUM> may be arranged on the lay shaft <NUM>. The auxiliary pinion gear <NUM> on the auxiliary shaft <NUM> may be arranged in engagement with the third pinion gear <NUM> on the first main shaft <NUM>. The gearbox <NUM> may further comprise a fourth gear pair G4 connected to the second main shaft <NUM> and the lay shaft <NUM>. The fourth gear pair G4 comprises a fourth pinion gear <NUM> and a fourth cogwheel <NUM>, which are in engagement with each other. The fourth pinion gear <NUM> may be arranged on the second main shaft <NUM> and the fourth cogwheel <NUM> may be arranged on the lay shaft <NUM>.

The first and the third pinion gears <NUM>, <NUM> may be fixedly connected to the first main shaft <NUM>, so that they cannot rotate in relation to the first main shaft <NUM>. The second and the fourth pinion gears <NUM>, <NUM> may be fixedly connected with the second main shaft <NUM>, so that they cannot rotate in relation to the second main shaft <NUM>.

The first, second, third and fourth cogwheels <NUM>, <NUM>, <NUM>, <NUM> may be individually connected to and disconnected from the lay shaft <NUM> by means of a third and a fourth coupling element <NUM>, <NUM>. The coupling elements <NUM>, <NUM> may each comprise coupling sleeves configured to mechanically engage with splines-equipped sections on the cogwheels <NUM>, <NUM>, <NUM>, <NUM> and on the lay shaft <NUM>. The first and third cogwheels <NUM>, <NUM> may be connected/disconnected with a common coupling element <NUM>, and the second and fourth cogwheels <NUM>, <NUM> may be connected/disconnected with a common coupling element <NUM>. In the disconnected state, a relative rotation may occur between the cogwheels <NUM>, <NUM>, <NUM>, <NUM> and the lay shaft <NUM>. In the connected state, the cogwheel <NUM>, <NUM>, <NUM>, <NUM> will rotate together with the lay shaft <NUM>.

The gearbox <NUM> also comprises a fifth gear pair G5. The fifth gear pair G5 comprises a fifth cogwheel <NUM> arranged on the lay shaft <NUM> and a fifth pinion gear <NUM> arranged on the output shaft <NUM> of the gearbox. The lay shaft <NUM> is connected to the output shaft <NUM> of the gearbox via the fifth gear pair G5. The fifth cogwheel <NUM> is arranged so it may be connected with and disconnected from the lay shaft <NUM> by means of a fifth coupling element <NUM>. The fifth coupling element <NUM> may comprise a coupling sleeve configured to interact with splines-equipped sections on the fifth cogwheel <NUM> and the lay shaft <NUM>. In the disconnected state, a relative rotation may occur between the fifth cogwheel <NUM> and the lay shaft <NUM>.

Propelling torque may be transferred from the connection shaft <NUM> of the gearbox <NUM> to the output shaft <NUM> of the gearbox <NUM> via the first or the second planetary gear <NUM>, <NUM> and the lay shaft <NUM>. The torque transfer may also occur directly via the first planetary gear <NUM> and the first main shaft <NUM> to the output shaft <NUM> of the gearbox via a coupling mechanism <NUM>. The coupling mechanism <NUM> may comprises a splines-equipped coupling sleeve, which is axially displaceable on the first main shaft <NUM> and on splines-equipped sections of the output shaft <NUM> of the gearbox. By displacing the coupling element <NUM>, so that the first main shaft <NUM> is connected to the output shaft <NUM> of the gearbox, the first main shaft <NUM> and the output shaft <NUM> of the gearbox will have the same rotational speed. By disconnecting the fifth cogwheel <NUM> from the lay shaft <NUM>, torque from the second planetary gear <NUM> may be transferred to the lay shaft <NUM>, from the lay shaft <NUM> to the first main shaft <NUM>, and finally to the output shaft <NUM> of the gearbox via the coupling mechanism <NUM>.

During operation, the gearbox <NUM> may in some operating modes operate so that one of the sun wheels <NUM>, <NUM> are connected to the first and the second planetary wheel carrier <NUM>, <NUM> by means of the first and the second coupling device <NUM>, <NUM>, respectively. The first and the second main shaft <NUM>, <NUM> may then obtain the same rotational speed as the connection shaft <NUM> of the gearbox <NUM>. One or both of the electrical machines <NUM>, <NUM> may operate as a generator to generate electric power to an energy storage device. Alternatively, the electrical machine <NUM>, <NUM> may provide additional torque, in order to thus increase the torque on the output shaft <NUM> of the gearbox.

It is also possible that both the first and the second electrical machine <NUM>, <NUM> generate power to the energy storage device. At engine braking the driver releases the accelerator pedal (not displayed) of the vehicle <NUM>. The output shaft <NUM> of the gearbox <NUM> then operates one or both electrical machines <NUM>, <NUM> while the combustion engine <NUM> and the electrical machines <NUM>, <NUM> engine brake. This operating state is referred to as regenerative braking.

The powertrain <NUM> further comprises a control device <NUM>. It is to be understood that the control device <NUM> may be implemented as a separate entity or distributed in two or more physical entities. The control device <NUM> may comprise one or more control units and/or computers. The control device <NUM> may thus be implemented or realised by the control device <NUM> comprising a processor and a memory, the memory comprising instructions, which when executed by the processor causes the control device <NUM> to perform the herein disclosed method steps. The control device <NUM> may thus be configured to control the powertrain <NUM> to gradually transfer propelling torque from the second main shaft <NUM> to the first main shaft <NUM>. The powertrain <NUM> may comprise rotational speed sensors <NUM> arranged, for example, on the first main shaft <NUM>, the lay shaft <NUM> and/or the output shaft <NUM> of the gearbox.

The control device <NUM> is connected to the electrical machines <NUM>, <NUM> to control the respective electrical machine <NUM>, <NUM>. The control device <NUM> may be configured to collect information from the components of the powertrain <NUM> and based on this control the electrical machines <NUM>, <NUM> to operate as electric motors or generators. The control device <NUM> may be a computer with software suitable for this purpose. The control device <NUM> also be connected to the first and second coupling devices <NUM>, <NUM>, the third and fourth coupling elements <NUM>, <NUM> and the coupling mechanism <NUM>. These components are preferably activated and deactivated by electric signals from the control device <NUM>. (tag in särdrag fran kraven och beskriv vad styrenheten kan göra)
The control device <NUM> is configured to control the powertrain <NUM> to provide uninterrupted propelling torque on the first main shaft <NUM> and/or on the connection shaft <NUM> during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft <NUM> of the gearbox, and/or during gear shifting from one gear to another gear in the gearbox <NUM>. The control device <NUM> is further configured to control the powertrain <NUM> to gradually transfer propelling torque from one of the first and second main shaft <NUM>, <NUM> to the other first or second main shaft <NUM>, <NUM>. The control device <NUM> is further configured to control the first and/or the second electrical machine <NUM>, <NUM> to start the combustion engine <NUM>.

Alternatively, the control device <NUM> is configured to control the clutch for disconnecting the combustion engine <NUM> from the connection shaft <NUM>, control a start motor <NUM> of the combustion engine <NUM> for starting the combustion engine <NUM>, control the first and/or the second electrical machine <NUM>, <NUM> for synchronizing the rotational speed of the connection shaft <NUM> with the rotational speed of an output shaft of the combustion engine <NUM>, and control the clutch for connecting the combustion engine <NUM> with the connection shaft <NUM>.

The example in <FIG> shows four gear pairs G1, G2, G3, G4, and two planetary gears <NUM>, <NUM> with associated electrical machines <NUM>, <NUM>. However, it is possible to configure the gearbox <NUM> with more or fewer pinion gears and cogwheels, and with more planetary gears with associated electrical machines.

<FIG> schematically illustrates a powertrain <NUM> according to an example. The powertrain <NUM> may be comprised in a vehicle <NUM> as disclosed in <FIG>. The gearbox <NUM> comprises a planetary gear <NUM>' connected to the second main shaft <NUM>, wherein the second electrical machine <NUM> is connected to the second main shaft <NUM> via the planetary gear <NUM>'.

The planetary gear <NUM>' is configured transmit torque and rotational speed from the second electrical machine <NUM> to the second main shaft <NUM>. The planetary gear <NUM>' is also connected to the first electrical machine <NUM>. A sun wheel <NUM>' of the planetary gear <NUM>' may connected to the first electrical machine <NUM>, a planetary wheel carrier <NUM>' may be connected to the second main shaft <NUM> and a ring gear <NUM>' may be connected to the second electrical machine <NUM>.

A first auxiliary shaft <NUM> is connected to a first power consumer PC1 and to the first main shaft <NUM> of the gearbox <NUM> similar to the example in <FIG>. A second auxiliary shaft <NUM> is connected to a second power consumer PC2 and to the connection shaft <NUM> of the gearbox <NUM> via a controllable clutch <NUM>. However, the second power consumer PC2 may be connected directly to the connection shaft <NUM> of the gearbox <NUM>, without the controllable clutch <NUM> and without the second auxiliary shaft <NUM>.

The first electrical machine <NUM> is connected to the first main shaft <NUM>. Besides what is mentioned above, the powertrain <NUM> has a similar configuration as the powertrain <NUM> shown in <FIG>.

<FIG> show flow charts of a method for driving at least one power consumer connected to a powertrain of a vehicle according to examples. The powertrain <NUM> may be configured as disclosed in <FIG> or <FIG>. The powertrain <NUM> may thus relate to a vehicle <NUM> as disclosed in <FIG>. The powertrain <NUM> thus comprising at least one propulsion unit <NUM>, <NUM>, <NUM> and a gearbox <NUM>. The gearbox <NUM> comprises: a first main shaft <NUM>; a second main shaft <NUM>; an output shaft <NUM> of the gearbox connected to drive wheels <NUM> of the vehicle <NUM>; a lay shaft <NUM> connected to the first main shaft <NUM>, the second main shaft <NUM> and the output shaft <NUM> of the gearbox; a first gear pair G1 connected to the first main shaft <NUM> and the lay shaft <NUM>; a second gear pair G2 connected to the second main shaft <NUM> and the lay shaft <NUM>. The at least one propulsion unit comprises a first electrical machine <NUM> and a second electrical machine <NUM>, wherein the first electrical machine <NUM> is connected to the first main shaft <NUM> and the second electrical machine <NUM> is connected to the second main shaft <NUM>; wherein a connection shaft <NUM> is connected to the first electrical machine <NUM>; and wherein the at least one power consumer PC1, PC2 comprises a first power consumer PC1 connected to the first main shaft <NUM> and/or a second power consumer PC2 connected to the connection shaft <NUM>.

According to an example in <FIG>, the method comprises: controlling s101 the powertrain <NUM> to provide uninterrupted propelling torque on the first main shaft <NUM> and/or on the connection shaft <NUM> during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft <NUM> of the gearbox, and/or during gear shifting from one gear to another gear in the gearbox <NUM>.

According to an example in <FIG>, the method comprises: controlling s101 the powertrain <NUM> to provide uninterrupted propelling torque on the first main shaft <NUM> and/or on the connection shaft <NUM> during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft <NUM> of the gearbox, and/or during gear shifting from one gear to another gear in the gearbox <NUM>. The method further comprises: controlling s102 the first and/or the second electrical machine <NUM>, <NUM> to start the combustion engine <NUM>. According to an example in <FIG>, the method comprises: controlling s101 the powertrain <NUM> to provide uninterrupted propelling torque on the first main shaft <NUM> and/or on the connection shaft <NUM> during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft <NUM> of the gearbox, and/or during gear shifting from one gear to another gear in the gearbox <NUM>. The method further comprises: controlling s103 a start motor <NUM> of the combustion engine <NUM> for starting the combustion engine <NUM>, controlling s104 the first and/or the second electrical machine <NUM>, <NUM> for synchronizing the rotational speed of the connection shaft <NUM> with the rotational speed of an output shaft <NUM> of the combustion engine <NUM>, and controlling s105 the clutch <NUM> for connecting the combustion engine <NUM> with the connection shaft <NUM>.

Claim 1:
A vehicle (<NUM>) comprising a powertrain (<NUM>), the powertrain (<NUM>) comprising:
at least one propulsion unit (<NUM>, <NUM>, <NUM>);
a gearbox (<NUM>); and
a control device (<NUM>),
the gearbox (<NUM>) comprising:
a first main shaft (<NUM>);
a second main shaft (<NUM>);
an output shaft (<NUM>) of the gearbox connected to drive wheels (<NUM>) of the vehicle (<NUM>);
a lay shaft (<NUM>) connected to the first main shaft (<NUM>), the second main shaft (<NUM>) and the output shaft (<NUM>) of the gearbox;
a first gear pair (G1) connected to the first main shaft (<NUM>) and the lay shaft (<NUM>);
a second gear pair (G2) connected to the second main shaft (<NUM>) and the lay shaft (<NUM>); and
at least one power consumer (PC1, PC2) connected to the powertrain (<NUM>),
wherein the at least one propulsion unit comprises a first electrical machine (<NUM>) and a second electrical machine (<NUM>), wherein the first electrical machine (<NUM>) is connected to the first main shaft (<NUM>) and the second electrical machine (<NUM>) is connected to the second main shaft (<NUM>);
wherein a connection shaft (<NUM>) is connected to the first electrical machine (<NUM>);
wherein the at least one power consumer (PC1, PC2) comprises a first power consumer (PC1) connected to the first main shaft (<NUM>) and/or a second power consumer (PC2) connected to the connection shaft (<NUM>); characterized in that the gearbox (<NUM>) further comprises a first planetary gear (<NUM>) connected to the first main shaft (<NUM>); a second planetary gear (<NUM>) connected to the first plane-tary gear (<NUM>) and the second main shaft (<NUM>), wherein the first electrical machine (<NUM>) is connected to the first main shaft via the first planetary gear (<NUM>), and the second electrical machine (<NUM>) is connected to the second main shaft via the second planetary gear (<NUM>), and wherein the control device (<NUM>) is configured to control the powertrain (<NUM>) to provide uninterrupted propelling torque on the first main shaft (<NUM>) and/or on the connection shaft (<NUM>) during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft (<NUM>) of the gearbox, and/or during gear shifting from one gear to another gear in the gearbox (<NUM>).