TECHNICAL FIELD

The invention relates to a powertrain for a vehicle according to the appended claims. The invention further relates to a vehicle according to the appended claims. The in vention further relates to a method for adapting a powertrain to different chassis heights of a vehicle.

BACKGROUND

Depending on the type of propulsion unit in a power train, different types of fuel or power should be supplied to the propulsion unit. If the propulsion unit is an electrical machine, the electrical machine should be supplied with electrical power. If the pro pulsion unit is an internal combustion engine, the internal combustion engine should be supplied with fuel, such as diesel fuel or petrol. When a vehicle is provided with the powertrain, the propulsion unit of the power train may comprise an electrical ma chine and/or an internal combustion engine.

The diameter of the electric machine may affect the performance and efficiency of the output from the electric machine. When the electric machine is arranged in a ve hicle as a propulsion unit, a reduced diameter of the electric machine may affect the vehicle properties such as reduced traction force and power demand. While the ac tive diameter of the electric machine should be as large as possible, the housing of the electric machine which creates outer boundaries of the electric machine should be as small as possible to fit the installation space in the vehicle.

Vehicles may be specified with different chassis heights and different ground clear ance specifications. However, for some different chassis heights the ground clear ance requirement may be the same. The different chassis heights affect where a joint cross center from a propeller shaft and an output shaft of a transmission connection must be in height to keep joint or connection angles within acceptable levels. Document US 2017/0136867 A1 discloses a powertrain including a drive unit, which can be modular and which is adaptable to be used as an all-electric drive unit.

SUMMARY

A vehicle, which only propulsion unit is one or more electrical machines, may be de signed with the largest possible electrical machine diameter in order to achieve large performance and efficiency of the output from the electric machine and thus in creased traction force and power demands of the vehicle. In addition, a vehicle, which only propulsion unit is an electrical machine, the storage of energy storage units and the capacity of the energy storage units are critical for the operation range of the vehicle. A large energy storage unit or a number of small energy storage units require space in the vehicle. Arranging the powertrain rearwards in the vehicle in a direction towards an input of a rear axle transmission for rear drive wheels of the ve hicle may create more space in front of the propulsion unit. However, arranging the powertrain rearwards in the vehicle reduces the length of a propeller shaft of the powertrain, which affects joint angles both in normal driving position and at rear axle movements.

Altering the chassis height or the frame body height of the vehicle may lead to a posi tion of the electric machine and the transmission, in relation to an input of a rear axle transmission of the vehicle, which results in large joint or connection angles between a propeller shaft and its connections, which are not acceptable. This may be com pensated for by lower the entire drive unit comprising the transmission and electric machine in height. However, in order to meet the ground clearance requirement and keep acceptable joint or connection angles, the diameter of the electric machine must be reduced when lower the entire drive unit comprising the transmission and electric machine in height. A reduced diameter of the electric machine may however have a negative effect on the vehicle and powertrain properties such as reduced traction force and power demand. In addition, a vehicle comprises components such as shafts, frames, and components in the powertrain, which restrict the possibility to ad just the position of the transmission and electric machine in height. Therefore, it is desired to maintain large traction force and power demand of a vehi cle and powertrain, and keep joint or connection angles between a propeller shaft and its connections in the powertrain at acceptable levels when altering the chassis height of a vehicle.

Further, it is desired to arrange a powertrain in a vehicle, which fulfil ground clear ance requirements levels when altering the chassis height of a vehicle.

Further, it is desired to arrange a powertrain for a vehicle wherein the position of the output shaft of the transmission is adaptable to different suspension heights of the rear axle in relation to the frame body of the vehicle.

In addition, it is desired to arrange a propulsion unit of a powertrain in a position that allows the propeller shaft to move within allowable angles both in normal driving posi tion and at rear axle movements.

An object of the invention is therefore to maintain large traction force and power de mand of a vehicle and powertrain, and keep joint or connection angles between a propeller shaft and its connections in the powertrain at acceptable levels when alter ing the chassis height of a vehicle.

A further object of the invention is to arrange a powertrain in a vehicle, which fulfil ground clearance requirements levels when altering the chassis height of a vehicle.

A further object of the invention is to arrange a propulsion unit of a powertrain in a position that allows the propeller shaft to move within allowable angles both in normal driving position and at rear axle movements.

A further object of the invention is to arrange a propulsion unit of a powertrain in a position that allows the propeller shaft to move within allowable angles for different vehicle configurations. The herein mentioned objects are achieved with a powertrain for a vehicle according to the appended claims. The herein mentioned objects are also achieved with a vehi cle according to the appended claims. The herein mentioned objects are also achieved with a method for altering the chassis height of a vehicle.

According to an aspect of the invention, a powertrain for a vehicle is provided. The powertrain comprising a transmission provided with at least one input shaft and an output shaft, at least one propulsion unit connected to the at least one input shaft of the transmission, a propeller shaft connected to the output shaft of the transmission, a rear axle suspended in a frame body of the vehicle, and at least one drive shaft of the rear axle, which at least one drive shaft is connected to the propeller shaft, so that the propeller shaft extends between the transmission and the at least one drive shaft, wherein the at least one propulsion unit and the propeller shaft are arranged in parallel and are both connected to the transmission, so that a center axis of the at least one input shaft of the transmission extend in parallel with a center axis of the output shaft of the transmission, and wherein the transmission is configured to be pivotable about the center axis of the at least one input shaft of the transmission, for adapting the position of the output shaft of the transmission to different suspension heights of the rear axle in relation to the frame body of the vehicle.

According to a further aspect of the invention, a vehicle is provided. The vehicle, comprising the powertrain disclosed herein.

According to a further aspect of the invention, a method for adapting a powertrain to different chassis heights of a vehicle is provided. The powertrain comprising a trans mission provided with at least one input shaft and an output shaft, at least one pro pulsion unit connected to the at least one input shaft of the transmission, a propeller shaft connected to the output shaft of the transmission, a rear axle suspended in a frame body of the vehicle, and at least one drive shaft of the rear axle, which at least one drive shaft is connected to the propeller shaft, so that the propeller shaft extends between the transmission and the at least one drive shaft, wherein the at least one propulsion unit and the propeller shaft are arranged in parallel and are both con nected to the transmission, so that a center axis of the at least one input shaft of the transmission extend in parallel with a center axis of the output shaft of the transmis sion, wherein the method comprises the step of pivoting the transmission about the center axis of the at least one input shaft of the transmission, for adapting the posi tion of the output shaft of the transmission to a suspension height of the rear axle in relation to the frame body of the vehicle.

By such powertrain, vehicle and method, a large traction force and power demand of the vehicle and powertrain will be maintained, and the joint or connection angles be tween a propeller shaft and its connections in the powertrain will be kept at accepta ble levels when altering the chassis height of a vehicle. The ground clearance re quirements levels when altering the chassis height of the vehicle will be fulfilled. The propulsion unit of the powertrain can be arranged in a position that allows the propel ler shaft to move within allowable angles both in normal driving position and at rear axle movements. The propulsion unit of the powertrain can be arranged in a position that allows the propeller shaft to move within allowable angles for different vehicle configurations.

The powertrain may use only electrical machines as a propulsion unit. The adapta tion of the position of the output shaft of the transmission to different suspension heights of the rear axle in relation to the frame body of the vehicle will result in that joint or connection angles will fall within allowable angels for universal joints between the propeller shaft and the transmission and the drive shaft. Also the length of a pro peller shaft of the powertrain will be enough for handle maximum allowable angles both in normal driving position and at rear axle movements.

Additional objectives, advantages and novel features of the invention will be apparent to one skilled in the art from the following details, and through exercising the invention. While the invention is described below, it should be apparent that the invention may not be limited to the specifically described details. One skilled in the art, having access to the teachings herein, will recognize additional applications, modifications and incor porations in other areas, which are within the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

For fuller understanding of the present disclosure and further objects and advantages of it, the detailed description set out below should be read together with the accompa nying drawings, in which the same reference notations denote similar items in the var ious figures, and in which:

Fig. 1 schematically illustrates a side view of a vehicle with a powertrain according to an example;

Fig. 2 schematically illustrates a view from above of a powertrain according to an ex ample;

Figures 3a-3c schematically illustrate side views of a powertrain according to an ex ample;

Figures 4a-4c schematically illustrate side views of a powertrain according to an ex ample;

Fig. 5 schematically illustrates a section view along line V-V in fig. 2 according to an example;

Figures 6a-6b schematically illustrate section views along line V-V in fig. 2 according to an example; and

Fig. 7 shows a flow chart of a method for adapting a powertrain to different chassis heights of a vehicle according to an example.

DETAILED DESCRIPTION

The powertrain, vehicle and method according to the present disclosure ensures that a large traction force and power demand of a vehicle and powertrain will be main tained when altering the chassis height of a vehicle. In addition, the joint or connec tion angles between a propeller shaft and its connections in the powertrain will be kept at acceptable levels when altering the chassis height of a vehicle. The ground clearance requirements levels when altering the chassis height of the vehicle will be fulfilled. A propulsion unit of the powertrain according to the present disclosure can be arranged in a position that allows the propeller shaft to move within allowable an gles both in normal driving position and at rear axle movements. Further, the propul sion unit of the powertrain can be arranged in a position that allows the propeller shaft to move within allowable angles for different vehicle configurations.

According to the present disclosure, a powertrain for a vehicle is provided. The powertrain comprising a transmission provided with at least one input shaft and an output shaft, at least one propulsion unit connected to the at least one input shaft of the transmission, a propeller shaft connected to the output shaft of the transmission, a rear axle suspended in a frame body of the vehicle, and at least one drive shaft of the rear axle, which at least one drive shaft is connected to the propeller shaft, so that the propeller shaft extends between the transmission and the at least one drive shaft, wherein the at least one propulsion unit and the propeller shaft are arranged in parallel and are both connected to the transmission, so that a center axis of the at least one input shaft of the transmission extend in parallel with a center axis of the output shaft of the transmission, and wherein the transmission is configured to be pivotable about the center axis of the at least one input shaft of the transmission, for adapting the position of the output shaft of the transmission to different suspension heights of the rear axle in relation to the frame body of the vehicle.

The powertrain in the vehicle transfers power from the propulsion unit to drive wheels of the vehicle. The vehicle may be a heavy vehicle, e.g. a truck or a bus. The vehicle may alternatively be a passenger car. The vehicle may be driven by a driver. The ve hicle may be remotely operated or autonomously operated. The drive wheels may be arranged in a rear part of the vehicle or in a front part of the vehicle. All wheels of the vehicle may be drive wheels. The propulsion unit may comprise one or several elec trical machines. Alternatively, the propulsion unit may be an internal combustion en gine. It is also possible to combine one or several electrical machines with an internal combustion engine in the powertrain. Such combination may allow the electrical ma chines and the internal combustion engine to work independently of each other or to work in combination as a hybrid drive. The transmission may be a gearbox, comprising gear wheels for transferring torque and gear ratio. The transmission may be a gearbox, comprising a chain or a belt transmission for transferring torque and gear ratio. The gear ratio over the transmis sion may be fixed or variable. The gear ration may be 1 :1. The gearbox may be an automatic or a manual transmission. The gearbox may be an automatic-manual- transmission, such as an AMT gearbox.

The propeller shaft is configured to transfer rotational motion and torque between the transmission and the at least one drive shaft of the rear axle. The propeller shaft is with a first end connected to an output shaft of the transmission and with a second end connected to the at least one drive shaft. The second end of the propeller shaft may be connected to the at least one drive shaft via a differential gear, which is ar ranged in the rear axle. The differential gear comprises an input shaft, which is con nected to the propeller shaft, and two output shafts, each connected to a drive shaft. Each drive shaft is connected to a drive wheel, for driving the vehicle. The at least one drive shaft is configured to transfer rotational motion and torque between the propeller shaft and the drive wheel. The propeller shaft may have an extension in the same direction as the extension of the output shaft of the transmission and the exten sion of the input shaft of the differential gear. However, the propeller shaft may have an extension in another direction than the extension of the output shaft of the trans mission and the extension of the input shaft of the differential gear. The rear axle may have an extension from one rear drive wheel at one side of the vehicle to an other drive wheel on the other side of the vehicle. The vehicle comprises a frame, such as a body frame. The frame may constitute a part of a chassis of the vehicle. The powertrain may be connected or adjustable attached to the frame. Thus, the pro pulsion unit, transmission, and the rear axle may be connected, attached or adjusta ble attached to the frame. The rear axle may be connected to the frame by means of a suspension, which allows the rear axle to move in a vertical direction in relation to the extension of the frame. The suspension may be adjustable or replaceable in or der to alter or change the suspension height to different suspension heights. The ve hicle may specified with a specific chassis height due to customer demands or de pending on type of mission or assignment the vehicle is built for. Changing suspen sion height also results in a change in vehicle height. In order to meet the ground clearance requirement and to keep joint or connection angles within acceptable levels, the transmission is configured to be pivotable about the center axis of the input shaft of the transmission, for adapting the position of the output shaft of the transmission to different suspension heights of the rear axle in re lation to the frame body of the vehicle. When pivoting the transmission about the cen ter axis of the at least one input shaft of the transmission, the propulsion unit will also pivot about the center of the drive shaft of the propulsion unit. Arranging the trans mission and the propulsion unit in the frame body will result in that the position of center axis of the at least one input shaft of the transmission in relation to the position of the frame body will not change when pivoting the transmission and the propulsion unit about the center axis of the at least one input shaft. However, the position of the output shaft of the transmission in relation to the frame body of the vehicle and also in relation to the rear axle will change when pivoting the transmission and the propul sion unit about the center axis of the at least one input shaft. This change of the posi tion of the output shaft will make it possible to adapt the position of the output shaft of the transmission to different suspension heights of the rear axle in relation to the frame body of the vehicle. The adaptation results in acceptable joint or connection angles or connection angels between the propeller shaft and the output shaft, and also between the propeller shaft and an input shaft of the differential gear connected to the drive shafts, within acceptable levels.

The configuration and relation of at least one input shaft and the output shaft of the transmission to each other results in the movement of the output shaft to another po sition when pivoting the transmission about the center axis of the at least one input shaft of the transmission. Thus, the at least one input shaft and the output shaft of the transmission are arranged at a distance from each other.

The at least one input shaft of the transmission is connected to the at least one pro pulsion unit. The output shaft of the transmission is connected to the propeller shaft. The at least one input shaft and the output shaft of the transmission have a parallel extension in relation to each other. The at least one input shaft and the output shaft of the transmission extend in the same direction. The at least one input shaft of the transmission may also extend in the opposite direction as the output shaft. When the transmission is arranged in the vehicle, the at least one input shaft and the output shaft of the transmission extend in a direction towards the rear axle and the rear part of the vehicle. The at least one input shaft of the transmission may also extend in a direction towards the front portion of the vehicle. The axis of the propeller shaft may be directed in different angels in relation to an axis of the output shaft of the transmis sion.

According to an example, the transmission is configured to be adjustably connected to the frame body of the vehicle, for pivoting the transmission about the center axis of the at least one input shaft.

The adjustable connection of the transmission to the frame body of the vehicle may be possible by linkage, telescopic arrangements, struts and/or brackets connected to the frame body and to the transmission. Similar connections may be arranged be tween the propulsion unit and the frame body. Before pivoting the transmission about the center axis of the at least one input shaft the connections between the frame body and to the transmission, and any possible connections between the propulsion unit and the frame body, are released or unlocked, so that the transmission and also the propulsion unit are free to pivot about the center axis of the at least one input shaft. When the output shaft has reached the position which is adapted for and ac ceptable connection with the propeller shaft, the connections between the frame body and to the transmission, and any possible connections between the propulsion unit and the frame body, are fastened or locked.

According to an example, the transmission is so configured that a lowermost part of the at least one propulsion unit is retained at the same distance to an uppermost part of the frame body when pivoting the transmission about the center axis of the at least one input shaft.

The lowermost part of the propulsion unit may have a circular or an arcuate shape with a focus point or center axis which coincide with the center axis of the at least one input shaft of the transmission. When when pivoting the transmission about the center axis of the at least one input shaft the periphery of the circular or an arcuate shape will remain on the same position. Therefore, the lowermost part of the at least one propulsion unit is retained at the same distance to an uppermost part of the frame body when pivoting the transmission about the center axis of the at least one input shaft. Thus, the position of center axis of the at least one input shaft of the transmission and thus, the lowermost part of the at least one propulsion unit, in rela tion to the position of the frame body, will not change when pivoting the transmission and the propulsion unit about the center axis of the at least one input shaft.

According to an example, the position of the output shaft of the transmission is con figured to move in a circular path about the center axis of the at least one input shaft when pivoting the transmission about the center axis of the at least one input shaft.

The configuration and relation of at least one input shaft and the output shaft of the transmission to each other results in the movement of the output shaft to another po sition in a circular path when pivoting the transmission about the center axis of the at least one input shaft of the transmission. Thus, the at least one input shaft and the output shaft of the transmission are arranged at a distance from each other and par allel to each other.

According to an example, a pivotable angle b of the transmission about the center axis of the at least one input shaft is in the range 0° - 45°, preferably in the range 0° - 30°.

Depending on the degree of changing the suspension heights of the rear axle in rela tion to the frame body of the vehicle, and also the adaptation of the position of the output shaft of the transmission to the new suspension heights of the rear axle in re lation to the frame body of the vehicle, the transmission may be pivoted an angle b about the center axis of the at least one input shaft in the range 0° - 45°. However, in order to achieve acceptable joint or connection angles or connection angels between the propeller shaft and the output shaft, and also between the propeller shaft and an input shaft of the differential gear connected to the drive shafts, within acceptable lev els, the transmission may be pivoted an angle b about the center axis of the input shaft in the range 0° - 30°. According to an example, the at least one propulsion unit is arranged in a position between the transmission and the rear axle in a longitudinal direction of the vehicle.

The at least one propulsion unit may be arranged in a position between the transmis sion and the rear axle in a longitudinal direction of the vehicle. The transmission may be a gearbox. Thus, the at least one propulsion unit may be arranged in a position between the gearbox and the rear axle in a longitudinal direction of the vehicle. Fur ther, the at least one propulsion unit is positioned in parallel with the gearbox output shaft and the propeller shaft. In front of the transmission, and thus in front of the powertrain a space is created when the at least one propulsion unit is arranged in a position between the transmission and the rear axle. The definition of the longitudinal direction of the vehicle, is a direction from the front part of the vehicle to the rear part of the vehicle. The created space in front of the transmission, and thus in front of the powertrain, may accommodate energy storage units for storing electrical power. The created space may alternatively, or in combination, accommodate energy storage units for liquid fuel, such as diesel fuel or petrol

The created space for accommodating energy storage units increases the storage and the capacity of electrical power and/or liquid fuel for propulsion of the propulsion units, and thus increases the operation range of the vehicle. The created space in the vehicle may accommodate a large energy storage unit or a number of small energy storage units. When arranging the powertrain rearwards in the vehicle in a direction towards the rear axle of the vehicle, the created space in front of the powertrain will be even larger.

According to an example, a further propulsion unit is connected to an opposite side of the transmission, so that a center axis of the respective propulsion unit coincides with each other.

The further propulsion unit may be arranged in the extension of the propeller shaft and the transmission and thus at an opposite side of the transmission, so that a cen ter axis of the respective propulsion unit coincides with each other. When a propul sion unit is arranged in the extension of the transmission, the created space in front of the transmission and the propulsion unit may be reduced. However, the energy storage unit in front of the transmission and the propulsion unit may have shape adapted to the created space in order to to utilize the space optimally and thus effec tively accommodate as large energy storage units as possible in the created space.

According to an example, the at least one propulsion unit is an electrical machine.

The powertrain may use only electrical machines as a propulsion unit. The propulsion unit may comprise a large electrical machine provided with enough torque and power for propelling the vehicle. Alternatively, a number of propulsion units may be ar ranged in the powertrain, comprising a number of small electrical machines, which to gether are provided with enough torque and power for propelling the vehicle. The storage and the capacity of electrical power for propulsion of the electrical machines will increase the operation range of the vehicle due to the larger accommodation ca pacity of the energy storage units.

According to an example, the center axis of the at least one input shaft of the trans mission is configured to coincide with a center axis of a rotor shaft of the electrical machine.

The at least one electrical machine may be connected to the transmission, so that the center axis of the at least one input shaft of the transmission will coincide with the center axis of the rotor shaft of the at least one electrical machine. When the at least one propulsion unit is an electrical machine and thus the center axis of the rotor shaft of the of the at least one electrical machine coincides with the at least one input shaft of the transmission, the at least one electrical machine will pivot about the center axis of the rotor shaft when pivoting the transmission about the center axis of the at least one input shaft of the transmission.

According to an example, the propeller shaft is connected to the transmission and to the at least one drive shaft by means of universal joints, so that the propeller shaft is allowed to change its direction of axial extension, when the rear axle moves in a ver tical direction. The length of a propeller shaft of the powertrain will be enough for handle maximum allowable angles both in normal driving position and at rear axle movements. Also joint angles between the propeller shaft and the transmission, and between the pro peller shaft and the drive shaft, will fall within allowable angels for universal joints.

The powertrain may be arranged rearwards in the vehicle in a direction towards rear axle of the vehicle as far as the length of a propeller shaft will be enough for handle the maximum allowable angles. Arranging the powertrain as far as possible towards the rear axle will create an even larger space in front of the powertrain for accommo dating energy storage units. In addition, when pivoting the transmission about the center axis of the at least one input shaft of the transmission, the position of the out put shaft of the transmission will move a lateral distance in relation to the rear axle. Thus, the universal joints allows the propeller shaft to change its direction of axial ex tension also when pivoting the transmission about the center axis of the at least one input shaft of the transmission.

According to an example, the propeller shaft is telescopically configured, allowing the length of the propeller shaft to vary when the rear axle moves in a perpendicular di rection in relation to the longitudinal direction of the vehicle.

When the rear axle moves in a perpendicular direction in relation to the longitudinal direction of the vehicle and the position of the transmission is fixed, the distance be tween the rear axle and the transmission will change. Since the propeller shaft is connected to the transmission in a first end and connected to the drive shaft of the rear axle with the second end, the length of the propeller will change by means of the telescopic configuration when the rear axle moves in a perpendicular direction in re lation to the longitudinal direction of the vehicle. The powertrain may be arranged rearwards in the vehicle in a direction towards rear axle of the vehicle as far as the length of a propeller shaft will accept the telescopically configuration. Arranging the powertrain as far as possible towards the rear axle will create an even larger space in front of the powertrain for accommodating energy storage units.

According to the present disclosure, a vehicle is provided. The vehicle, comprising the powertrain disclosed herein. The required ground clearance of such vehicle may easily be fulfilled when alter or changing the height of the vehicle. The vehicle manufacturer may use only one type of transmission and propulsion units for vehicles of different heights. A vehicle pro vided with such a powertrain will also have an increased operation range due to the extended storing capacity of electrical power and/or fuel in the space created in front of the powertrain in the vehicle.

According to the present disclosure, a method for adapting a powertrain to different chassis heights of a vehicle is provided. The powertrain comprising a transmission provided with at least one input shaft and an output shaft, at least one propulsion unit connected to the at least one input shaft of the transmission, a propeller shaft con nected to the output shaft of the transmission, a rear axle suspended in a frame body of the vehicle, and at least one drive shaft of the rear axle, which at least one drive shaft is connected to the propeller shaft, so that the propeller shaft extends between the transmission and the at least one drive shaft, wherein the at least one propulsion unit and the propeller shaft are arranged in parallel and are both connected to the transmission, so that a center axis of the at least one input shaft of the transmission extend in parallel with a center axis of the output shaft of the transmission, wherein the method comprises the step of pivoting the transmission about the center axis of the at least one input shaft of the transmission, for adapting the position of the output shaft of the transmission to a suspension height of the rear axle in relation to the frame body of the vehicle.

By the method, a large traction force and power demand of the vehicle and power- train will be maintained, and the joint or connection angles between a propeller shaft and its connections in the powertrain will be kept at acceptable levels when altering the chassis height of a vehicle. The ground clearance requirements levels when al tering the chassis height of the vehicle will be fulfilled. The propulsion unit of the powertrain can be arranged in a position that allows the propeller shaft to move within allowable angles both in normal driving position and at rear axle movements. The propulsion unit of the powertrain can be arranged in a position that allows the propeller shaft to move within allowable angles for different vehicle configurations. The method step of pivoting the transmission about the center axis of the at least one input shaft of the transmission, for adapting the position of the output shaft of the transmission to a suspension height of the rear axle in relation to the frame body of the vehicle results in that ground clearance requirements are met and joint or con nection angles will be kept within acceptable levels when using the same type of transmission and propulsion unit in vehicles of different heights. When pivoting the transmission about the center axis of the at least one input shaft of the transmission, the propulsion unit will also pivot about the drive shaft of the propulsion unit. Arrang ing the transmission and the propulsion unit in the frame body will result in that the position of center axis of the at least one input shaft of the transmission in relation to the position of the frame body will not change when pivoting the transmission and the propulsion unit about the center axis of the at least one input shaft. However, the po sition of the output shaft of the transmission in relation to the frame body of the vehi cle and also in relation to the rear axle when when pivoting the transmission and the propulsion unit about the center axis of the at least one input shaft. This change of the position of the output shaft will make it possible to adapt the position of the output shaft of the transmission to different suspension heights of the rear axle in relation to the frame body of the vehicle. The adaptation results in acceptable joint cross angles or connection angels between the propeller shaft and the output shaft, and also be tween the propeller shaft and an input shaft of the differential gear connected to the drive shafts, within acceptable levels.

According to an example, the step of pivoting the transmission about the center axis of the at least one input shaft of the transmission, for adapting the position of the out put shaft of the transmission to a suspension height of the rear axle in relation to the frame body of the vehicle comprises pivoting the transmission about the center axis of the at least one input shaft an angle b in the range 0° - 45°, preferably in the range 0° - 30°.

Depending on the degree of changing the suspension heights of the rear axle in rela tion to the frame body of the vehicle, and also the adaptation of the position of the output shaft of the transmission to the new suspension heights of the rear axle in re lation to the frame body of the vehicle, the transmission may be pivoted an angle b about the center axis of the at least one input shaft in the range 0° - 45°. However, in order to achieve acceptable joint angles or connection angels between the propeller shaft and the output shaft, and also between the propeller shaft and an input shaft of the differential gear connected to the drive shafts, within acceptable levels, the trans mission may be pivoted an angle b about the center axis of the at least one input shaft in the range 0° - 30°.

The present disclosure will now, according to an example, be further illustrated with reference to the appended figures. Fig. 1 schematically illustrates a side view of a vehicle 1 with a powertrain 2 accord ing to an example. The powertrain 2 comprising a first propulsion unit 3 and a second propulsion unit 4, a transmission 6 connected to the propulsion units 3, 4 and a pro peller shaft 8 connected to the transmission 6, and at least one drive shaft 10 of a rear axle 12. The at least one drive shaft 10 is connected to the propeller shaft 8, so that the propeller shaft 8 extends between the transmission 6 and the at least one drive shaft 10. The first and second propulsion units 3, 4 are connected to the trans mission 6 in a longitudinal direction of the vehicle 1. The center axis of the first and second propulsion units 3, 4 coincide with each other. An energy storage unit 14 is arranged in front of the powertrain 2. The energy storage unit 14 is connected to the propulsion units 3, 4 and deliver power to the propulsion units 3, 4. The vehicle 1 comprises rear drive wheels 16 and front wheels 18. The vehicle comprises a frame 19, such as a frame body. The frame body 19 may constitute a part of a chassis of the vehicle 1. The powertrain 2 is connected or adjustable attached to the frame body 19. Thus, the propulsion units 3, 4, transmission 6, and the rear axle 12 are adjusta- ble attached to the frame body 19. The rear axle 12 is connected to the frame body 19 by means of a suspension element 21 , which allows the rear axle 12 to move in a vertical direction in relation to the extension of the frame body 19. The suspension el ement 21 is adjustable or replaceable in order to alter or change the suspension height to different suspension heights. Changing the suspension height will also changing the height of the vehicle 1.

Fig. 2 schematically illustrates a view from above of a powertrain 2 according to an example. The first and second propulsion units 3, 4 are arranged in the powertrain 2. The propulsion units 3, 4 may be electrical machines, which together provide torque and power for propelling the vehicle 1. According to an example, the first propulsion unit 3 may be an electrical machine and the second propulsion unit 4 may be an in ternal combustion engine. The two propulsion units 3, 4 are connected to opposite sides of the transmission 6, so that a center axis 11 of the respective propulsion unit 3, 4 coincides with each other. According to an example, the first propulsion unit 3 may be an electrical machine and also the second propulsion unit 4 may be an elec trical machine. When the two electrical machines 3, 4 are connected to opposite sides of the transmission 6, the center axis 11 of the respective propulsion unit 3, 4 will be the center axis 11 of a rotor shaft 5 of the respective electrical machines 3, 4 coincides with each other. A first input shaft 13 of the transmission 6 is connected to the first propulsion unit 3. A second input shaft 15 of the transmission 6 is connected to the second propulsion unit 4. The propeller shaft 8 is with a first end 20 connected to an output shaft 22 of the transmission 6 and with a second end 24 connected to the drive shafts 10 of the rear axle 12. The second end 24 of the propeller shaft 8 may be connected to the drive shafts 10 via a differential gear 26, which is arranged in the rear axle 12. The differential gear 26 comprises an input shaft 28, which is con nected to the propeller shaft 8, and two output shafts 30, each connected to a drive shaft 10. Each drive shaft 10 is connected to drive wheels 16, for driving the vehicle 1. The energy storage unit 14 is arranged in front of the powertrain 2. The front wheels 18 of the vehicle 1 are steerable by means of a linkage mechanism 32. The propulsion units 3, 4 and the propeller shaft 8 are connected in parallel to the trans mission 6. The connections between the propeller shaft 8 and the transmission 6 and the drive shafts 10 of the rear axle 12 are accomplished by means of universal joints 34.

Figures 3a-3c schematically illustrate side views of a powertrain 2 according to an example. In fig. 3a, the transmission 6 is connected to the propulsion units 3, 4. The propeller shaft 8 is connected to the transmission 6 and to the drive shafts 10 of the rear axle 12. The rear axle 12 and the drive wheels 16 are suspended in the frame body 19 of the vehicle 1 by means of the suspension element 21. A first suspension height H1 of the rear axle 12 in relation to the frame body 19 of the vehicle 1 is de fined in fig. 3a as the distance between the uppermost part of the frame body 19 and the center axis of the drive wheel 16. The first suspension height H1 of the rear axle 12 is equivalent to the definition of the first height H1 of the vehicle 1. A first ground clearance G1 is defined in fig. 3a as the distance between the uppermost part of the frame body 19 and the lowermost part of the powertrain 2. In fig. 3a the lowermost part of the powertrain 2 is the first propulsion unit 3.

In fig. 3b the chassis height of the vehicle 1 has been altered or changed to a second height H2, which is larger than the first height H1. Thus, suspension height of the rear axle 12 in relation to the frame body 19 of the vehicle 1 has been altered or changed to a second suspension height H2. In fig. 3b the transmission 6 has been pivoted about the center axis 17 of the input shafts 13, 15 of the transmission 6.

Thus, also the propulsion units 3, 4 have been pivoted about the center axis 11 of the propulsion unit. Arranging the transmission 6 and the propulsion units 3, 4 pivotably in the frame body 19, will result in that the position of center axis 17 of the input shafts 13, 15 of the transmission 6 in relation to the position of the frame body 19 will not change when pivoting the transmission 6 and the propulsion units 3, 4 about the center axis 17 of the input shafts 13, 15. The position of the output shaft 22 of the transmission 6 in relation to the frame body 19 of the vehicle 1 and also in relation to the rear axle 12 will change when when pivoting the transmission 6 and the propul sion units 3, 4 about the center axis 17 of the input shafts 13, 15. In fig. 3b the posi tion of the output shaft 22 of the transmission 6 has been moved downwards in rela tion to the frame body 19. The downward movement of the output shaft 22 of the transmission 6 will make it possible to adapt the position of the output shaft 22 of the transmission 6 to the second suspension height H2 of the rear axle 12 in relation to the frame body 19 of the vehicle 1. The adaptation results in acceptable joint angels or connection angels of the universal joints 34 between the propeller shaft 8 and the output shaft 22, and also between the propeller shaft 8 and an input shaft 28 of the differential gear 26 connected to the drive shafts 10, within acceptable levels. The adaptation also results in that the ground clearance will remain unchanged after in creasing the chassis height of the vehicle 1 to the second height H2, which is larger than the first height H1. Thus, a second ground clearance G2 is the same as the first ground clearance G1.

In fig. 3c, the entire transmission 6 together with the propulsion units 3, 4 have been moved downwards in relation to the frame body 19 in order to achieve acceptable joint or connection angles between the propeller shaft 8 and its connections. How ever, in the situation shown in fig. 3c, a third ground clearance G3 will not fulfill the requirements, since the lowermost part of the powertrain 2 is too close to a road 36.

A possible solution to fulfill the acceptable ground clearance requirements would be to reduce the diameter of the first propulsion unit 3. This would however not be ac ceptable due to reduced power delivered from the first propulsion unit 2. Thus, fig. 3c discloses the negative effects of moving the entire transmission 6 together with the propulsion units 3, 4 downwards in relation to the frame body 19.

Figures 4a-4c schematically illustrate side views of the powertrain 2 according to an example. In figures 4a-4c the chassis height of the vehicle 1 has been altered or changed to a second height H2 (fig. 3b) and the transmission 6 has been pivoted about the input shafts 13, 15 of the transmission 6, so that the ground clearance has been remained unchanged after increasing the chassis height of the vehicle 1 to the second height H2. The length of the propeller shaft 8 will handle maximum allowable angles both in normal driving position and at movements of the rear axle 12. The connections between the propeller shaft 8 and the transmission 6 and the drive shafts 10 of the rear axle 12 are accomplished by means of universal joints 34. Also angles between the propeller shaft 8 and the transmission 6 and the drive shaft 10 will fall within allowable angels for the universal joints 34. In fig. 4a the powertrain 2 is shown in a normal driving position in which the extension of the propeller shaft 8, the output shaft 22 of the trans mission 6 and the input shaft 28 of the differential gear 26 coincides and follow a com mon line. Such a normal driving position will take place when the vehicle 1 is driving on a smooth or uniform road 36. In fig. 4b the powertrain 2 is shown in a driving position in which the drive wheels 16 are on the top of a bump 38 or a protrusion in the road 36. Thus, the drive wheels 16 and the rear axle 12 has moved in a vertical direction upwards in relation to the longitudinal direction of the vehicle 1. In such situation there will be an angle between the extension of the propeller shaft 8, the output shaft 22 of the transmission 6 and the input shaft 28 of the differential gear 26. When the rear axle 12 moves in a vertical or perpendicular direction in relation to the longitudinal direction of the vehicle 1 and the position of the transmission 6 is fixed, the distance between the rear axle 12 and the transmission 6 will change. Since the propeller shaft 8 is con nected to the transmission 6 at its first end 20 and connected to the drive shaft 10 of the rear axle 12 with its second end 24, the length of the propeller shaft 8 will change by means of a telescopic configuration 40 when the rear axle 12 moves in a perpen dicular direction in relation to the longitudinal direction of the vehicle 1. In fig. 4c the powertrain 2 is shown in a driving position in which the driving wheels 16 are in a cavity 42 in the road 36. Thus, the drive wheels 16 and the rear axle 12 has moved in a vertical direction downwards in relation to the longitudinal direction of the vehicle 1. In such situation there will be an angle between the extension of the propeller shaft 8, the output shaft 22 of the transmission 6 and the input shaft 28 of the differential gear 26.

Fig. 5 schematically illustrates a section view along line V-V in fig. 2 according to an example. The center axis 48 of the propeller shaft 8 extends in parallel to the center axis 11 of the propulsion units 3, 4. The transmission 6 is configured to be adjustably connected to the frame body 19 of the vehicle 1 , for pivoting the transmission 6 about the center axis 17 of the input shafts 13, 15. The adjustable connection of the trans mission 6 to the frame body 19 of the vehicle 1 comprises linkage 50, telescopic ar- rangements, struts and/or brackets or the like connected to the frame body 19 and to the transmission 6. Similar connections may be arranged between the propulsion units 3, 4 and the frame body 19.

Figures 6a-6b schematically illustrate section views along line V-V in fig. 2 according to an example. In fig. 6a, the transmission 6 is installed in the frame body 19 of the vehicle 1 and is adapted for a first suspension height H 1 of the rear axle 12, which is equivalent to the definition of the first chassis height H 1 of the vehicle 1 , (see fig. 3a). The vehicle 1 has a first ground clearance G1. The distance between an uppermost part of the frame body 19 and the center axis 17 of the input shafts 13, 15 of the transmission 6 is defined as a first input shaft distance A1. The distance between an uppermost part of the frame body 19 and the center axis 52 of the output shaft 22 of the transmission 6 is defined as a first output shaft distance S1.

In fig. 6b the transmission 6 has been pivoted about the center axis 17 of the input shafts 13, 15 of the transmission 6. The chassis height of the vehicle 1 has been al tered or changed to a second height H2, which is larger than the first height H 1.

Thus, suspension height of the rear axle 12 in relation to the frame body 19 of the ve hicle 1 has been altered or changed to a second suspension height H2, (see fig. 3b). The vehicle 1 has a second ground clearance G2. The distance between an upper most part of the frame body 19 and the center axis 17 of the input shafts 13, 15 of the transmission 6 is defined as a second input shaft distance A2. The distance between an uppermost part of the frame body 19 and the center axis 52 of the output shaft 22 of the transmission 6 is defined as a second output shaft distance S2. In fig. 6b also the propulsion units 3, 4 have been pivoted about the center axis 11 of the propulsion units 3, 4 when the transmission 6 has been pivoted about the center axis 17 of the input shafts 13, 15 of the transmission 6. When the propulsion units 3, 4 are electrical machines and the center axis 11 of the rotor shafts of the respective electrical ma chine 3, 4 coincides with the input shafts 13, 15 of the transmission 6, the electrical machines will pivot about the center axis of the rotor shafts 5 when pivoting the trans mission about the center axis 17 of the input shafts 13, 15 of the transmission 6. The position of center axis 17 of the input shafts 13, 15 of the transmission 6 in relation to the position of the frame body 19 will not change when pivoting the transmission 6 and the propulsion units 3, 4 about the center axis 17 of the input shafts 13, 15. The position of the output shaft 22 of the transmission 6 in relation to the frame body 19 of the vehicle 1 and also in relation to the rear axle 12 will change when when pivot ing the transmission 6 and the propulsion units 3, 4 about the center axis 17 of the in put shafts 13, 15. The downward movement of the output shaft 22 of the transmis sion 6 from the first output shaft distance S1 to the second output shaft distance S2 will make it possible to adapt the position of the output shaft 22 of the transmission 6 to the second suspension height H2 of the rear axle 12 in relation to the frame body 19 of the vehicle 1. The second ground clearance G2 is the same as the first ground clearance G1 . The second input shaft distance A2 is the same as the first input shaft distance A1 . The position of the output shaft 22 of the transmission 6 is configured to move in a circular path about the center axis 17 of the input shafts 13, 15 when pivot ing the transmission 6 about the center axis 17 of the input shafts 13, 15. The output shaft 22 will move a lateral distance d when pivoting the transmission 6 about the center axis 17 of the input shafts 13, 15. The transmission 6 may be pivoted a pivot able angle b about the center axis 17 of the input shafts 13, 15 in the range 0° - 45°, preferably in the range 0° - 30° for adapting the position of the output shaft 22 to dif ferent suspension heights of the rear axle 12 in relation to the frame body 19 of the vehicle 1 . Fig. 7 shows a flow chart of a method for adapting a powertrain 2 to different chassis heights of a vehicle 1 according to an example. The powertrain 2 may be configured as disclosed in figures 1 and 2. The powertrain 2 may thus relate to a vehicle 1 as disclosed in figures 1 and 2. The powertrain 2 thus comprises a transmission 6 pro vided with a first and a second input shaft 13, 15 and an output shaft 22, a first and a second propulsion unit 3, 4 connected to the input shafts 13, 15 of the transmission 6, a propeller shaft 8 connected to the output shaft 22 of the transmission 6, a rear axle 12 suspended in a frame body 19 of the vehicle 1, and at least one drive shaft 10 of the rear axle 12, which at least one drive shaft 12 is connected to the propeller shaft 8, so that the propeller shaft 8 extends between the transmission 6 and the at least one drive shaft 12, wherein the propulsion units 3, 4 and the propeller shaft 8 are ar ranged in parallel and are both connected to the transmission 6, so that a center axis 17 of the input shafts 13, 15 of the transmission 6 extend in parallel with a center axis 52 of the output shaft 22 of the transmission 6. The method comprises the step of pivoting s101 the transmission 6 about the center axis 17 of the input shafts 13, 15 of the transmission 6, for adapting the position of the output shaft 22 of the transmission 6 to a suspension height of the rear axle 12 in relation to the frame body 19 of the vehicle 1.

The method step of pivoting the transmission 6 about the center axis 17 of the input shafts 13, 15 of the transmission 6, for adapting the position of the output shaft 22 of the transmission 6 to a suspension height of the rear axle 12 in relation to the frame body 19 of the vehicle 1 results in that ground clearance requirements are met and joint or connection angles will be kept within acceptable levels when using the same type of transmission 6 and propulsion units 3, 4 in vehicles 1 of different chassis heights. When pivoting the transmission 6 about the center axis 17 of the input shafts 13, 15 of the transmission 6, the propulsion units 3, 4 will also pivot about the center axis 11 of the propulsion units 3, 4. Arranging the transmission 6 and the propulsion units 3, 4 in the frame body 19 will result in that the position of center axis 17 of the input shafts 13, 15 of the transmission 6 in relation to the position of the frame body 19 will not change when pivoting the transmission 6 and the propulsion units 3, 4 about the center axis 17 of the input shafts 13, 15. However, the position of the out put shaft 22 of the transmission 6 in relation to the frame body 19 of the vehicle 1 and also in relation to the rear axle 12 when when pivoting the transmission 6 and the propulsion units 3, 4 bout the center axis 17 of the input shaft33, 4. This change of the position of the output shaft 22 will make it possible to adapt the position of the output shaft 22 of the transmission 6 to different suspension heights of the rear axle 12 in relation to the frame body 19 of the vehicle 1. The adaptation results in ac ceptable joint angles or connection angels between the propeller shaft 8 and the out put shaft 22, and also between the propeller shaft 8 and input shaft 28 of the differen tial gear connected to the drive shafts 10, within acceptable levels.

According to an example, the step of pivoting the transmission 6 about the center axis 17 of input shafts 13, 15 of the transmission 6, for adapting the position of the output shaft 22 of the transmission 6 to a suspension height of the rear axle 12 in re lation to the frame body 19 of the vehicle 1 comprises pivoting the transmission 6 about the center axis 17 of the input shafts 13, 15 an angle b in the range 0° - 45°, preferably in the range 0° - 30°.

Depending on the degree of changing the suspension heights of the rear axle 12 in relation to the frame body 19 of the vehicle 1 , and also the adaptation of the position of the output shaft 22 of the transmission 6 to the new suspension heights of the rear axle 12 in relation to the frame body 19 of the vehicle 1 , the transm ission 6 may be pivoted an angle b about the center axis 17 of the input shafts 13, 15 in the range 0° - 45°. However, in order to achieve acceptable joint angles or connection angels be tween the propeller shaft 8 and the output shaft 22, and also between the propeller shaft 8 and the input shaft 28 of the differential gear 26 connected to the drive shafts 10, within acceptable levels, the transmission 6 may be pivoted an angle b about the center axis 17 of the input shafts 13, 15 in the range 0° - 30°.

The foregoing description of the examples has been furnished for illustrative and de scriptive purposes. It is not intended to be exhaustive, or to limit the examples to the variants described. Many modifications and variations will obviously be apparent to one skilled in the art. The examples have been chosen and described in order to best explicate principles and practical applications, and to thereby enable one skilled in the art to understand the examples in terms of its various examples and with the vari- ous modifications that are applicable to its intended use. The components and fea tures specified above may, within the framework of the examples, be combined be tween different examples specified.