A method for controlling a transmission of a vehicle includes: determining whether a controller receives an acceleration pedal off signal corresponding to a lift foot up (LFU) shift request signal from an acceleration pedal sensor; determining whether an output signal value of a brake pedal sensor detecting a position value of a brake pedal is less than a brake reference value when the acceleration pedal off signal is received; determining whether a gear shifting progressing rate of the transmission performing a LFU shift in response to the LFU shift request signal is less than a progressing rate reference value when an output signal value of the brake pedal sensor is equal to or greater than the brake reference value; and controlling the transmission to hold the LFU shift when the gear shifting progressing rate of the transmission is less than the progressing rate reference value.

Methods and systems for evacuating lubricant from an area of an axle are described. The lubricant may be evacuated away from one or more clutches during low temperatures so that a clutch may be engaged while having to displace less lubricant to engage the clutch. In one example, an electric machine may be rotated to evacuate lubricant away from the clutch.

Methods and systems for evacuating lubricant from an area of an axle are described. The lubricant may be evacuated away from one or more clutches during low temperatures so that a clutch may be engaged while having to displace less lubricant to engage the clutch. In one example, an electric machine may be rotated to evacuate lubricant away from the clutch.

A vehicle gear-shifting control apparatus is equipped with an engine, an automatic transmission, and a controller which changes a shift stage by outputting a gear-shifting signal in accordance with the rotation speed of an input shaft to the automatic transmission. The controller executes a torque-regulating control of temporarily increasing or decreasing an input torque input to the input shaft during a shift-change, and when executing the control, determines whether or not a target increase/decrease amount of the input torque can be realized based on calculation results of a target output torque and a target gear-shifting time, executes the control to realize the target amount when it is determined that the target amount can be realized, and executes the control based on an allowable gear-shifting time set in advance to be longer than the target gear-shifting time when it is determined that the target amount cannot be realized.

A vehicle gear-shifting control apparatus is equipped with an engine, an automatic transmission, and a controller which changes a shift stage by outputting a gear-shifting signal in accordance with the rotation speed of an input shaft to the automatic transmission. The controller executes a torque-regulating control of temporarily increasing or decreasing an input torque input to the input shaft during a shift-change, and when executing the control, determines whether or not a target increase/decrease amount of the input torque can be realized based on calculation results of a target output torque and a target gear-shifting time, executes the control to realize the target amount when it is determined that the target amount can be realized, and executes the control based on an allowable gear-shifting time set in advance to be longer than the target gear-shifting time when it is determined that the target amount cannot be realized.

A method is disclosed for controlling gearshifts in a transmission of a motor vehicle. Devising a shifting strategy of the gearshift takes into account the operation of a sustained-action braking device (10). To organize gearshifts in an optimum way having regard to the operation of the sustained-action braking device (10), at the beginning of the operation of the sustained-action braking device (10) it is examined with what starting criterion the operation of the sustained-action braking device (10) was initiated. Depending on the starting criterion identified, a current workload of the sustained-action braking device (10) is compared against an associated threshold value. Alternately, a gearshift is carried out directly to a lowest possible gear of the motor vehicle transmission (4). If the comparison of the current workload of the sustained-action braking device (10) exceeds the threshold value, then the shifting strategy is adapted.

A method is disclosed for controlling gearshifts in a transmission of a motor vehicle. Devising a shifting strategy of the gearshift takes into account the operation of a sustained-action braking device (10). To organize gearshifts in an optimum way having regard to the operation of the sustained-action braking device (10), at the beginning of the operation of the sustained-action braking device (10) it is examined with what starting criterion the operation of the sustained-action braking device (10) was initiated. Depending on the starting criterion identified, a current workload of the sustained-action braking device (10) is compared against an associated threshold value. Alternately, a gearshift is carried out directly to a lowest possible gear of the motor vehicle transmission (4). If the comparison of the current workload of the sustained-action braking device (10) exceeds the threshold value, then the shifting strategy is adapted.

A method is disclosed for operating a multi-gear vehicle transmission in a motor vehicle during a coasting phase. The coasting phase includes an overrun phase with a driving gear engaged and a freewheeling phase with the neutral gear engaged. It is determined whether the motor vehicle is in the overrun phase of the coasting phase, whether a condition for a transition to the freewheeling phase of the coasting phase is fulfilled, and whether a transmission condition with elevated drag losses exists. If the motor vehicle is in the overrun phase of the coasting phase, if the condition for transition to the freewheeling phase is fulfilled, and if a transmission condition with elevated drag losses exists, then at least one further shifting element (D, E) is closed in addition to the shifting elements (A, B, C) of the driving gear, which are closed during the overrun phase of the motor vehicle.

A method is disclosed for operating a multi-gear vehicle transmission in a motor vehicle during a coasting phase. The coasting phase includes an overrun phase with a driving gear engaged and a freewheeling phase with the neutral gear engaged. It is determined whether the motor vehicle is in the overrun phase of the coasting phase, whether a condition for a transition to the freewheeling phase of the coasting phase is fulfilled, and whether a transmission condition with elevated drag losses exists. If the motor vehicle is in the overrun phase of the coasting phase, if the condition for transition to the freewheeling phase is fulfilled, and if a transmission condition with elevated drag losses exists, then at least one further shifting element (D, E) is closed in addition to the shifting elements (A, B, C) of the driving gear, which are closed during the overrun phase of the motor vehicle.

Disclosed is a method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging gears of the vehicle transmission. In a neutral gear, in which some of the shifting elements (A, B) are already actuated, a transmission input (1) is decoupled from a transmission output (2) of the vehicle transmission. In a driving gear the transmission input (1) is coupled to the transmission output (2) of the vehicle transmission by closing the shifting elements (A, B, C, D, E) associated with the driving gear, in order to propel the vehicle. With the neutral gear engaged a transmission condition is determined, and if a transmission condition with elevated drag losses exists, then in addition to the shifting elements (A, B) actuated in the neutral gear a shifting element (D) associated with a reversing gear of the vehicle transmission is also closed.