while the invention covers various modifications and alternative constructions , preferred embodiments of the invention are shown in the drawings and will hereinafter be described in detail . however , it is to be understood that the specific description and drawings are not intended to limit the invention to the specific forms disclosed . on the contrary , it is intended that the scope of the claimed invention includes all modifications and alternative constructions thereof falling within the spirit and scope of the invention as expressed in the appended claims to the full range of their equivalents . fig1 shows a schematic block diagram of a vehicle 1 , such as a bus and a truck , comprising a motor 2 for propelling the vehicle , such as an internal combustion engine , a hybrid motor and an electric motor . the motor 2 is connected to an input shaft for a gearbox 3 via a clutch arrangement 4 . a motor torque is thus transmitted to a propeller shaft 5 via the gearbox 3 and the propeller shaft 5 further transmits the motor torque to rear , driven wheels 6 via a differential 7 and corresponding half shafts 8 . the vehicle 1 also comprises at least one front axle 9 with at least two non - driven wheels 10 . a motor ecu 11 is arranged for controlling the motor 2 , a gearbox ecu 12 is arranged for controlling inter alia the clutch arrangement 4 and the gearbox 3 and an abs / tcs - ecu 13 is arranged for controlling the wheel brakes ( not shown ) for each one of the driven wheels 6 and non - driven wheels 10 . the motor ecu 11 , the abs / tcs - ecu 13 and the gearbox ecu 12 are able to communicate with each other via a vehicle internal network bus 14 , e . g . a bus compatible with can ( controller area network ), ttcan ( time - triggered controller area network ) and / or flexray . the abs / tcs - ecu 13 belongs to an abs and a tcs , wherein the tcs can be said to be an extension of the abs in the sense that the tcs also utilizes the same hardware as the abs : wheel - speed sensors 15 for each one of the wheels , the wheel brakes ( not shown ) and an hydraulic modulator ( not shown ) located between the abs / tcs - ecu 13 and the wheel brakes respectively . specific examples of the hardware and software of the abs and tcs as well as their functions are known to a person skilled in the art and are therefore not described more in detail . it must however be understood that the invention also covers embodiments where the tcs computer program is comprised in another ecu than the ecu wherein the abs computer program is executed and embodiments where there is no abs computer program present . at least one speed sensor 16 for sensing the speed of rotation of the propeller shaft 5 is in this embodiment connected to the gearbox ecu 12 . a purpose of the speed sensor 16 is to receive a value used by the gearbox ecu 12 to calculate a vehicle speed . the vehicle speed is then used as an input parameter in a calculation to determine if an automatic gear change shall be initiated by the gearbox ecu 12 . different calculation methods involving the vehicle speed for determining if an automatic gear change shall be initiated are known to a person skilled in the art and are not as such part of this invention . such calculation methods are therefore not described more in detail . the speed sensor 16 may of course be connected to another ecu than the gearbox ecu 12 as long as the gearbox ecu 12 is able to retrieve the value , e . g . via the vehicle internal network bus 14 . the calculation of the vehicle speed is according to the invention also not limited to be processed by the gearbox ecu 12 , but may be processed by another ecu , such as the abs / tcs - ecu 13 , directly or indirectly connected to the vehicle internal network bus 14 . although not shown in any drawings , instead of arranging the speed sensor 16 adjacent to the propeller shaft 5 , the speed sensor may be positioned for sensing the speed of rotation of a fly wheel , a crankshaft , an apparatus driven by the motor 2 , such as an alternator , and / or the input shaft for the gearbox . a calculation of the vehicle speed based on the speed of rotation for these three elements are similar to the calculation based on the speed of rotation of the propeller shaft 5 and is known to a person skilled in the art . although not shown in fig1 other alternatives for retrieving values relating to the vehicle speed may be utilised according to the invention , e . g . by retrieving a value of the vehicle speed from a positioning system , such as a gps ( global positioning system ), a differential gps , orbcomm , gallileo and glonas , or a vehicle radar system and / or by retrieving a value of the rate of rotation of the driven or non - driven wheels from the abs / tcs ecu . an example of an ecu according to the invention , in this embodiment the gearbox ecu 12 , is schematically disclosed in fig2 . the gearbox ecu 12 here comprises a processing means 17 connected to a first port 181 in order to enable communication with other ecus , such as the abs / tcs - ecu 13 via the vehicle internal network bus 14 , a second port 182 for communications , either directly or indirectly via a special clutch ecu ( not shown ) with actuator means ( not shown ) for the clutch arrangement 4 , a third port 183 for communication with actuator means ( not shown ) for the gearbox 3 , and a fourth port 184 for receiving signals from the speed sensor 16 . the processing means is also connected to at least one computer program product in the form of storing means 19 , such as a hard disk , a flash memory , a rom ( read - only memory ), an eprom ( erasable programmable rom ) or an eeprom ( electrically erasable programmable rom ). the storing means in this embodiment comprises inter alia a computer program 20 for gear shift control . this computer program 20 comprises determining means in the form of a program module 21 for determining a vehicle speed and vehicle acceleration and comparing means in the form of a program module 22 for comparing the vehicle acceleration with a predetermined value . having described embodiments of a system and a vehicle , some embodiments of a method according to the invention will now be described in conjunction with fig3 . in a first step s 1 a speed signal v n from e . g . the speed sensor 16 is received by the gearbox ecu 12 and a vehicle speed v n as well as a vehicle acceleration an is calculated by the gearbox ecu 12 through the computer program 20 based on the received speed signal and a previous speed signal corresponding to a previous speed v n - 1 , e . g . through a n =( v n − v n - 1 )/ δt , where δt is a predetermined estimation of the time difference between when the speed v n and the previously calculated speed v n - 1 were calculated . other methods for calculating / estimating the vehicle acceleration known to a person skilled in the art may however be used instead of or in addition to the calculation described above . in a second step s 2 , a value a d based on the vehicle acceleration calculated in step s 1 and a previously calculated vehicle acceleration a n - 1 calculated in a foregoing iteration of step s 1 , i . e . if step s 1 was performed for the n : th time , the previously calculated vehicle acceleration may be , but does not have to be , the acceleration calculated in step s 1 during the n - 1 time step s 1 was performed . the value a d may be the difference between the vehicle acceleration a n and the previously calculated vehicle acceleration a n - 1 , i . e . a d = a n − a n - 1 or a n - 1 − a n . alternatively , the value a d may be calculated as a derivative of the vehicle acceleration , e . g . a d =( a n − a n - 1 )/ δt , where δt is e . g . a predetermined estimation of the time difference between when the vehicle acceleration a n and the previously calculated vehicle acceleration a n - 1 were calculated . in a third step s 3 , the value a d is compared with a predetermined value . in this embodiment the predetermined value is set as a limit when the driven wheels are likely to spin in the near future . this predetermined value may be empirically chosen or calculated through any theory known in the art . in the embodiment where the value a d = a n − a n - 1 and the value a d is larger than the predetermined value , the driven wheels are considered likely to spin in the near future and the method continues with a fourth step s 4 . due to this step s 3 a predetection of wheel spin is possible even before the wheel slip has become so large that the tcs is activated to control the wheel brakes of the driven wheels . if the value a d is smaller than the predetermined value the wheels are not considered as likely to spin in the near future and the method continues with a fifth step s 5 . in step s 4 , the computer program 20 causes the gearbox ecu 12 to enter a mode in which gear shifting is prevented for a predetermined time . the predetermined time is set as a time in which a possible message , such as a tcs indicator in a can - message , from the abs / tcs - ecu 13 that the tcs is activated must have been received if the tcs have been activated due to a wheel slip having been indicated / forseen in step s 3 . after step s 4 , the method continues with a sixth step s 6 . alternatively the predetermined time may be dependent on the value a d , such that a large value causes a relatively long predetermined time and a small value causes a relatively short predetermined time or vice versa . in step s 5 it is determined if the tcs is activated by e . g . checking the tcs indicator in a latest message from the abs / tcs - ecu 13 . if the tcs indicator shows that the tcs is not activated the method continues with a seventh step s 7 , else the method continues with an eighth step s 8 . in step s 6 it is determined if the predetermined time has been reached . if the answer is ‘ yes ’, i . e . the predetermined time has been reached , the method continues with step s 7 . if the answer is ‘ no ’, the method continues with a ninth step s 9 . in step s 7 the gearbox ecu 12 determines that the gear shifting is not prevented due to spinning driven wheels , since no indication that the tcs is currently activated has been received by from the abs / tcs - ecu 13 . initiation of a gear change may of course be prevented due to other circumstances and criteria known in the art , such as criteria directly dependent on vehicle speed , distance travelled after the tcs has been deactivated and a current gear , but such criteria and circumstances do not as such belong to this invention and are therefore not described in detail . after step s 7 the method returns to step s 1 . in step s 8 gear shifting is prevented , e . g . by indicating prevention through an indicator checked by a gear shifting criteria checking module of the computer program 20 . another way of preventing gear shifting is to temporarily and drastically raise the values for the engine speed intervals for each gear , so that an engine speed that normally is considered as too high for a certain gear temporarily is considered as suitable for that gear and therefore no gear shift is initiated . after step s 8 the method returns / continues to step s 5 . step s 9 is similar to step s 5 , i . e . it is determined if the tcs is activated by checking the tcs indicator in a latest message from the abs / tcs - ecu 13 . if the tcs indicator shows that the tcs is not activated the method returns to step s 6 , else the method continues with step s 8 . although the present invention has been described in relation to particular embodiments thereof , many other variations and modifications and other uses will become apparent to those skilled in the art . it is preferred , therefore , that the present invention be limited not by the specific disclosure herein , but only by the appended claims .