A vehicle powertrain features a first electrical machine with first power electronics, a second electrical machine with second power electronics, and a transmission connected between the electrical machines and an output. To execute a powershift, the first and second electrical machines are operated so that one of the electrical machines is used as the main drive machine, and the other electrical machine is used for tractive force support during the execution of the powershift. When a temperature of at least one of the electrical machines and/or of at least one of the power electronics exceeds a temperature limit value, and/or when a target electric current flowing through at least one of the electrical machines and/or at least one of the power electronics exceeds a current limit value, a powershift is adapted to limit heating of the respective electrical machine and/or the respective power electronics.

A vehicle powertrain features a first electrical machine with first power electronics, a second electrical machine with second power electronics, and a transmission connected between the electrical machines and an output. To execute a powershift, the first and second electrical machines are operated so that one of the electrical machines is used as the main drive machine, and the other electrical machine is used for tractive force support during the execution of the powershift. When a temperature of at least one of the electrical machines and/or of at least one of the power electronics exceeds a temperature limit value, and/or when a target electric current flowing through at least one of the electrical machines and/or at least one of the power electronics exceeds a current limit value, a powershift is adapted to limit heating of the respective electrical machine and/or the respective power electronics.

A continuously variable transmission control method for controlling entry and exit of oil in a primary pulley oil chamber by an electric oil pump disposed in an oil path between the primary pulley oil chamber and a secondary pulley oil chamber, the control method including: comparing a temperature of the electric oil pump with a first threshold; and restricting a shift amount of a continuously variable transmission when the temperature of the electric oil pump is higher than the first threshold.

A method for operating a powertrain, having at least one drive motor and at least one gearbox, of a motor vehicle which can be driven by the drive motor, via the gearbox, in which heat is transferred from the drive motor to the gearbox in a targeted manner, as a result of which the gearbox is heated in a targeted manner. The heat is transferred from the drive motor to the gearbox in a targeted manner on the basis of predictive data which include at least one future state of the motor vehicle.

A vehicle powertrain includes a propulsion unit having a propulsion unit auxiliary brake, a transmission, driven wheels and a control unit arranged to control at least the transmission, where the propulsion unit is drivingly connected to the driven wheels via a clutch and different engagable gear ratios in the transmission. The control unit is arranged to perform the following steps when upshifting: automatically disengage the clutch in order to disengage the propulsion unit from the transmission; upshift the transmission to a new gear compared to current gear; initiate a synchronization in order to decrease and synchronize rotational speed of the propulsion unit to rotational speed of the new gear to be engaged; if it is determined by the control unit that the synchronization cannot be performed by decreasing rotational speed of the propulsion unit by the control unit controlling the auxiliary brake to brake the rotational speed of the propulsion unit then, automatically initiate a reengagement of the clutch in order to perform the synchronization. A corresponding method, a computer program, a computer readable medium, and a control unit for controlling the powertrain are also provided.

A vehicle powertrain includes a propulsion unit having a propulsion unit auxiliary brake, a transmission, driven wheels and a control unit arranged to control at least the transmission, where the propulsion unit is drivingly connected to the driven wheels via a clutch and different engagable gear ratios in the transmission. The control unit is arranged to perform the following steps when upshifting: automatically disengage the clutch in order to disengage the propulsion unit from the transmission; upshift the transmission to a new gear compared to current gear; initiate a synchronization in order to decrease and synchronize rotational speed of the propulsion unit to rotational speed of the new gear to be engaged; if it is determined by the control unit that the synchronization cannot be performed by decreasing rotational speed of the propulsion unit by the control unit controlling the auxiliary brake to brake the rotational speed of the propulsion unit then, automatically initiate a reengagement of the clutch in order to perform the synchronization. A corresponding method, a computer program, a computer readable medium, and a control unit for controlling the powertrain are also provided.

A gear change control device and method thereof are provided. The gear change control device is a target torque control device that sets a target torque of a motor outputting a torque to a multilevel transmission having a torque converter and a lockup clutch. In a case when the lockup clutch is in a fastened state and during upshifting gear change, target torque reduction control is executed for reducing the target torque of the motor such that the output of the motor becomes a torque at which a heat generation temperature of the lockup clutch does not exceed an allowable temperature. If the lockup clutch is fastened, threshold value changing control is executed for changing threshold value of a rotation speed of the motor or the input shaft when the gear range is shifted to the side of higher range during upshifting gear change to a higher rotation speed.

A mobile work machine has a drive unit for driving at least one drive element and/or a working element. The drive unit is hydromechanical drive unit with at least one internal combustion engine and hydraulic energy transmission unit with at least one hydraulic pump and a hydraulic motor. In normal operation, the motor shaft of the internal combustion engine rotates at a normal speed (n_0). Conversely, in a limit temperature operation in which a sensed actual operating temperature of the internal combustion engine or another part of the drive unit is higher than or equal to a target limit temperature (T_limit), an electrical control unit and/or electronic control unit controls the internal combustion engine in such a way that the motor shaft of the internal combustion engine rotates at a first speed (n_target) that is higher than the normal speed (n_0) of the motor shaft in normal operation.

A shift range control device, mounted on a vehicle for switching a shift range by controlling a driving operation of a motor, includes: feedback controller; a feedback value setting unit; a current sensor; and a current correction unit. The feedback controller performs a feedback control based on an actual angle of the motor and a motor speed as a rotational speed of the motor. The feedback value setting unit sets a feedback value of the motor speed to advance a phase of the motor speed, based on the motor speed. The current sensor detects a motor current which flows through the motor. The current correction unit estimates a temperature of the motor based on the motor current, and corrects a target motor speed which is a target speed of the motor determined based on a request shift range.

Disclosed is a method of controlling a shifting time and a transmission controlled by the method. A method of controlling a shifting time of an automatic transmission mounted on a vehicle to control the driving of the transmission by incorporating the state of an engine includes an entry condition determination step of determining whether the engine of the vehicle being driven is a full throttle driving state and a shifting point correction logic entry condition is satisfied, an engine speed calculation step of calculating an expected maximum engine speed during gear shifting, and a shifting time delay step of delaying a shifting time during a specific time if an expected maximum engine speed value calculated in the engine speed calculation step is less than a preset value. Accordingly, a shifting pattern into which maximum acceleration performance set through maximum performance of an engine has been incorporated can be implemented.