An electro-mechanical transmission shifter preferably includes a first actuator, a second actuator, a shift linkage device, actuator mounting bracket, a programmable controller and a gear shift remote. The shift linkage device includes a mounting base plate, a first transmission shifting bracket, a second transmission shifting bracket and a linkage rod. The linkage rod couples the first and second transmission shifting brackets. The actuation rods of the first and second actuators are pivotally connected to the first and second transmission shifting brackets, respectively. A mounting end of the first and second actuators are retained on the actuator mounting bracket with first and second clevis blocks. The programmable controller receives a signal from a gear selector remote to change a gear in a transmission. The programmable controller also monitors the electrical current sent to the first and second actuators.

A power transmission control device includes a first rotation shaft, a first power source to adjust rotation speed of the first rotation shaft, a second rotation shaft interlocked with an axle, a first switching mechanism to connect/disconnect switching between the first and second rotation shafts, a third rotation shaft, a second power source to adjust rotation speed of the third rotation shaft, and a second switching mechanism to connect/disconnect switching between the third rotation shaft and the second rotation shaft. At least one switching mechanism of the first switching mechanism and the second switching mechanism is a dog clutch type, and reliably and stably performs the connection switching thereof. A control stores information on a rotation phase of the first/third rotation shafts. At least one of the first/second switching mechanisms is held in a connected state, and the rotation phase is adjusted based on stored information at the connection switching.

Calibration and simulation techniques for modeled gear shift events of an automatic transmission of a vehicle comprise obtaining a set of parameters for a modeled gear shift event of the transmission and, based on the set of parameters, modeling forward/aft vehicle acceleration caused by the modeled gear shift event. A shift quality rating system is the utilized to obtain a shift quality rating of the modeled gear shift event based on at least one of the set of parameters and the modeled forward/aft vehicle acceleration. Finally, the techniques determine whether the determined shift quality rating satisfies a shift quality rating threshold and, when the determined shift quality rating fails to satisfy the shift quality rating threshold, a gear ratio gradient for the modeled gear shift event is adjusted and the process is repeated until the determined shift quality rating satisfies the shift quality rating threshold.

A control apparatus for a drive-force transmitting apparatus that defines a first drive-force transmitting path that is to be established by engagements of a first frictional engagement device and a dog clutch and a second drive-force transmitting path in which a lower gear ratio is provided than in the first drive-force transmitting path. In a second running mode with the second drive-force transmitting path being established, the control apparatus places the dog clutch in a released state when a vehicle running speed is higher than a first speed value, and places the dog clutch in an engaged state when the running speed is not higher than the first speed value. Further, in the second running mode, the control apparatus inhibits the dog clutch from being switched to the released state when an accumulated heat quantity in a synchromesh mechanism of the dog clutch is larger than a first quantity value.

A vehicle control apparatus selects one of a power-on control and a power-off control for execution of a shift-down action in a transmission of a vehicle, and implements the selected power-on or power-off control. When a running speed of the vehicle is not lower than a predetermined value, the control apparatus selects one of the power-on control and the power-off control, based on a target input torque that is to be inputted to the transmission. When the vehicle running speed is lower than the predetermined value, the control apparatus selects one of the power-on control and the power-off control, based on an actual input torque that is actually inputted to the transmission.

An automated manual transmission (AMT) shift shock reduction control method may include a compressor delay control that is configured to keep an operation of a compressor as a non-operation state until a delay time is reached during a shift control, when an air conditioner signal and a shift signal are detected by an Engine Management System (EMS).

Systems and methods for performing a garage shift of an automatic transmission of a vehicle comprise maintaining a clutch at a first holding pressure while the transmission is in a neutral gear and a brake input signal satisfies a threshold and maintaining the clutch at a lower second holding pressure while the transmission is in the neutral gear and the brake input signal satisfies the threshold to mitigate or eliminate causing drive torque to be transferred from a torque generating system of the vehicle to its driveline via the transmission. When the brake input signal satisfies the threshold and a shift from the neutral gear to a non-neutral gear is requested, the garage shift is then executed.

A method (200) for the open-loop control of a gearbox (100) that includes a first and a second proportionally controllable shift element (A-F) is provided. The method includes disengaging (215) the first shift element (A-F) according to a first control profile and engaging (220) the second shift element (A-F) of the gearbox (100) according to a second control profile. The first control profile includes a first variable portion which is determined as a function of a temperature of the gearbox (100).

Systems and methods for performing a garage shift of an automatic transmission of a vehicle comprise maintaining a clutch at a first holding pressure while the transmission is in a neutral gear and a brake input signal satisfies a threshold and maintaining the clutch at a lower second holding pressure while the transmission is in the neutral gear and the brake input signal satisfies the threshold to mitigate or eliminate causing drive torque to be transferred from a torque generating system of the vehicle to its driveline via the transmission. When the brake input signal satisfies the threshold and a shift from the neutral gear to a non-neutral gear is requested, the garage shift is then executed.

A shift control method for a hybrid vehicle having a dual clutch transmission may include an undershoot determination step of determining, by a controller, whether the amount of undershoot occurring during an inertia phase of power-off upshift is equal to or greater than a prescribed reference amount, a response-starting step of starting, by the controller, when the amount of undershoot is equal to or greater than the prescribed reference amount, coordinated engine torque control using a first coordinated torque, which is determined as the larger one of engine model torque determined from a model and engine map torque obtained from a map in a response to clutch slippage, and a response-maintaining step of determining, by the controller, second coordinated torque to control the engine and controlling engine torque until the inertia phase is completed.