A drivetrain control and a method for controlling a drivetrain where the actual engine torque of the prime mover is taken into account are described herein. Illustrative embodiments include control systems and methods where the ratio set point of the CVT and/or the rate of the CVT ratio change are modified according to the actual engine torque of the prime mover.

A vehicle has an engine (1) as a driving source. Output rotation of the engine (1) is transmitted to driving wheels (7) through a torque converter (2) equipped with a lock-up clutch, a first gear train (3), a transmission (4) formed by combination of a variator (20) and an auxiliary transmission (30), a second gear train (5) and a final speed reduction device (6). The second gear train (5) is provided with a parking mechanism (8) that mechanically locks an output shaft of the transmission (4) so that the output shaft of the transmission (4) cannot rotate during parking of the vehicle. A shift speed when down-shift is performed by the variator (20) during a torque-down request to the engine (1) is set to be slower than a shift speed when down-shift is performed by the variator (20) during a non-torque-down request.

A vehicle has an engine (1) as a driving source. Output rotation of the engine (1) is transmitted to driving wheels (7) through a torque converter (2) equipped with a lock-up clutch, a first gear train (3), a transmission (4) formed by combination of a variator (20) and an auxiliary transmission (30), a second gear train (5) and a final speed reduction device (6). The second gear train (5) is provided with a parking mechanism (8) that mechanically locks an output shaft of the transmission (4) so that the output shaft of the transmission (4) cannot rotate during parking of the vehicle. A shift speed when down-shift is performed by the variator (20) during a torque-down request to the engine (1) is set to be slower than a shift speed when down-shift is performed by the variator (20) during a non-torque-down request.

This vehicle control device 10 is provided with: a current gear stage selection unit 13 which, on the basis of the travel resistance of the vehicle, selects a current gear stage, which is the gear stage of the vehicle in the current travel segment where the vehicle is traveling; a next gear stage selection unit 16 which selects a next gear stage, which will be the gear stage of the vehicle in the next travel segment, forwards in the travel direction of the vehicle, having a road slope different from that of the current travel segment; and a shift control unit 17 which, if during travel of the vehicle in the current travel segment in the current gear stage, the current gear stage selection unit 13 has newly selected a target gear stage higher than the next gear stage, controls shifting such that upshifting from the current gear stage to the target gear stage is suppressed and the current gear stage is maintained. If, in a state in which upshifting is suppressed, the engine rotation speed reaches or exceeds a prescribed value during travel in the current travel segment, the shift control unit 17 controls shifting so as to upshift to the target gear stage without suppression of upshifting.

This vehicle control devices provided with: a travel segment determination unit 15 which determines a next travel segment, forwards in the travel direction of the vehicle, which has a different road slope from the current travel segment where the vehicle is currently traveling; a next gear stage selection unit 16 which, on the basis of the road slope of the next travel segment, selects a next gear stage, which will be the gear stage of the vehicle in the next travel segment; and a shift control unit 17 which upshifts to the next gear stage in the current travel segment in the case that the travel resistance in the next travel segment is less than the travel resistance of the current travel segment, the value obtained by subtracting the travel resistance of the vehicle in the current travel segment from the drive force at the current speed of the vehicle in the next gear stage is less than a first prescribed value, and the value obtained by subtracting the travel resistance of the vehicle in the next travel segment from the drive force at the current vehicle speed in the next gear stage is less than a second prescribed value.

A method for operating a drive-train of a motor vehicle. The drive-train having a transmission connected between a drive aggregate and a drive output. A hydrodynamic starting element is connected between the drive aggregate and transmission. The starting element includes a converter and converter lock-up clutch. A Power Take-Off (PTO) can be coupled to the drive aggregate on the drive aggregate side to take up drive torque delivered by the drive aggregate. In order to determine the torque taken up by the PTO, the lock-up clutch is operated in a rotational-speed-regulated manner at least when the PTO is coupled to the drive aggregate in order to set a defined target slip at the lock-up clutch. As a function of the actuation pressure of the lock-up clutch required for setting the target slip when the PTO is coupled, the torque taken up by the PTO is determined.

Transmissions, control systems for transmissions, and methods of operating transmissions are disclosed herein. A transmission includes an input shaft, an output shaft, one or more clutches, and a control system. The input shaft is configured to receive rotational power supplied by a drive unit. The output shaft is coupled to the input shaft and configured to provide rotational power supplied to the input shaft to a load. The one or more clutches are coupled between the input shaft and the output shaft to selectively transmit rotational power between the input shaft and the output shaft in one or more operating modes of the transmission. Each of the one or more clutches is selectively engageable in response to one or more fluid pressures applied thereto. The control system is configured to control operation of the one or more clutches to select the one or more operating modes of the transmission.

Transmissions, control systems for transmissions, and methods of operating transmissions are disclosed herein. A transmission includes an input shaft, an output shaft, one or more clutches, and a control system. The input shaft is configured to receive rotational power supplied by a drive unit. The output shaft is coupled to the input shaft and configured to provide rotational power supplied to the input shaft to a load. The one or more clutches are coupled between the input shaft and the output shaft to selectively transmit rotational power between the input shaft and the output shaft in one or more operating modes of the transmission. Each of the one or more clutches is selectively engageable in response to one or more fluid pressures applied thereto. The control system is configured to control operation of the one or more clutches to select the one or more operating modes of the transmission.

The present invention relates to a controlling apparatus for a powertrain of an electric vehicle, wherein the electric vehicle comprises a gearbox having an input shaft, a first electric machine and a second electric machine being coupled to the input shaft of the gearbox. The controlling apparatus is configured to control the operation of the first and second electric machines by the steps of: changing the speed of the first and second electric machines to reach a target speed of the input shaft; determining that the speed of the input shaft is within a target range of the target speed; setting one of the first and second electric machines in a first control mode, the first control mode being speed control to adjust for changes so that the target speed of the input shaft can be kept when reached, and setting the other one of the first and second electric machines in a second control mode being different to the first control mode, in response of determining that the speed of the input shaft is within the target range.

The present invention relates to a controlling apparatus for a powertrain of an electric vehicle, wherein the electric vehicle comprises a gearbox having an input shaft, a first electric machine and a second electric machine being coupled to the input shaft of the gearbox. The controlling apparatus is configured to control the operation of the first and second electric machines by the steps of: changing the speed of the first and second electric machines to reach a target speed of the input shaft; determining that the speed of the input shaft is within a target range of the target speed; setting one of the first and second electric machines in a first control mode, the first control mode being speed control to adjust for changes so that the target speed of the input shaft can be kept when reached, and setting the other one of the first and second electric machines in a second control mode being different to the first control mode, in response of determining that the speed of the input shaft is within the target range.