An automatic manual transmission comprising: a first sub-transmission configured for establishing even-numbered (2nd, 4th, 6th) gears and the reverse gear by a plurality of gear pairs (42/52, 44/54, 46/56, 40/50), and a second sub-transmission configured for establishing odd-numbered (1th, 3rd, 5th, 7th) gears by a plurality of gear pairs (41/51, 43/53, 45/55, 47/57); one or more output shafts (14, 15); one or more intermediate shafts (71, 72, 73, 74) each of which is coaxially and rotatably mounted either to an input shaft (11, 12) or to an output shaft (14, 15) and kinematically interposed between an output shaft and an input shaft; wherein said first sub-transmission is connected and disconnected to and from the output of the transmission by means of a first synchronizer (S1), and said second sub-transmission is connected and disconnected to and from the output of the transmission by means of a second synchronizer (S2).

A transmission that suppresses a tilt of a slider in an axial direction and reduces a dimension of the slider in the axial direction for downsizing is provided. A transmission includes a fifth-speed driven gear disposed on a counter shaft, a fifth-speed driving gear that always meshes with the fifth-speed driven gear and disposed on a main shaft, and a first slider disposed on the counter shaft to be movable in the axial direction in accordance with a shift operation. The first slider includes first dog recesses. The fifth-speed driven gear includes fifth-speed dog projections configured to mesh with the first dog recesses. The fifth-speed driven gear includes a fifth-speed driven gear protrusion only on a location closer to a radially outer peripheral end thereof than the counter shaft. The fifth-speed driven gear protrusion protrudes in the axial direction so as to contact the first slider when the first slider falls in the axial direction. The protrusion length of the fifth-speed driven gear protrusion is smaller than that of the fifth-speed dog projections.

A shift control method of a vehicle with a dual clutch transmission (DCT) may include: a first preparing step of, by a controller, controlling a torque of an N-th stage clutch to a predetermined minimum torque and increasing a torque of an N1-th stage clutch to a predetermined standby torque; a first handover step of releasing the torque of the N-th stage clutch and increasing the torque of the N1-th stage clutch; a gear changing step of releasing an N-th stage gear and then initiating an engagement of an N2-th stage gear; a synchronization maintaining step of maintaining a synchronized state by adjusting the torque of the N1-th stage clutch; a second preparing step of increasing the torque of the N2-th stage clutch to the standby torque; and a second handover step of releasing the torque of the N1-th clutch and increasing the torque of the N2-th stage clutch.

A shift control method of a vehicle with a dual clutch transmission (DCT) may include: a first preparing step of, by a controller, controlling a torque of an N-th stage clutch to a predetermined minimum torque and increasing a torque of an N1-th stage clutch to a predetermined standby torque; a first handover step of releasing the torque of the N-th stage clutch and increasing the torque of the N1-th stage clutch; a gear changing step of releasing an N-th stage gear and then initiating an engagement of an N2-th stage gear; a synchronization maintaining step of maintaining a synchronized state by adjusting the torque of the N1-th stage clutch; a second preparing step of increasing the torque of the N2-th stage clutch to the standby torque; and a second handover step of releasing the torque of the N1-th clutch and increasing the torque of the N2-th stage clutch.

A phase adjustment system 100 for a geared compressor 1 includes a phase adjustment jig 50 that is to be detachably provided in the geared compressor 1. The geared compressor 1 includes a drive gear 4 fixed to a drive shaft and having a largest outer diameter among a plurality of gears; a driven gear having a smaller diameter than a diameter of the drive gear 4 and meshing with the drive gear 4; and a gear casing accommodating the drive gear 4 and the driven gear. The phase adjustment jig 50 includes a fifth jig gear 66 that meshes with the drive gear 4 in a state where a frame 51 is fixed to the gear casing; and a manually rotatable handle 70 that is configured to rotate the fifth jig gear 66.

A device synchronizes primary speed of a primary shaft receiving an electrical torque from an electric machine with a secondary speed lower than the primary speed of a secondary transmission shaft. The primary shaft and secondary shaft are decoupled. The primary shaft has a kinetic energy associated with the primary speed. The device provides electrical braking torque to the primary shaft until the primary speed is substantially equal to the secondary speed. The device also at least partially recovers, in the form of electrical energy, the kinetic energy lost by the primary shaft and transmits the electrical energy to an energy storage device.

An automatic transmission and a method of synchronization are described. The automatic transmission includes a plurality of planetary gear sets, a plurality of dog clutches and a plurality of brakes coupled to the plurality of planetary gear sets, and an electric machine coupled to the plurality of dog clutches and a plurality of brakes via the planetary gear sets. Further, the automatic transmission includes a first speed sensor measuring a first speed of the electric machine and a second speed sensor measuring a second speed of an output shaft, and a synchronization controller configured to receive the first speed sensor data and the second speed sensor data, determine a synchronization speed, and adjust the first speed of the electric machine to the synchronization speed.

A power transmission device includes: a first rotating member rotated by power transmitted from a prime mover; a second rotating member rotating relative to the first rotating member; a first engagement member rotating integrally with the second rotating member at all times; a second engagement member pressed toward the first engagement member; and a moving member rotating integrally with the first rotating member at all times, separated from the first and second engagement members at an initial position, causing the second engagement member to rotate integrally with the first rotating member at a first preparation position where the moving member has moved from the initial position, and causing the second rotating member to rotate integrally with the first rotating member at a first switching position where the moving member has moved from the first preparation position.

A method for controlling a powertrain of a vehicle having a dual-clutch transmission (DCT) includes: operating the DCT while the vehicle is in motion with a high or low transmission gear drivingly engaged; receiving a shift request to engage an other one of the high and low transmission gears; reducing an engine torque output and first and second clutch torques; shifting a subtransmission to a neutral gear setting; selecting a first gear or a second gear to drive the subtransmission; shifting the main transmission to engage the selected first or second gear; after shifting the main transmission, shifting the subtransmission to the other one of the high and low transmission gears; and after shifting the subtransmission, controlling the engine torque output and the first and second clutch torques according to a driver request at an accelerator of the vehicle.

A method of synchronizing the countershaft speed, in the direct gear, for a hybrid application. The transmission (1) comprises a main transmission (HG) comprising two parallel partial transmissions with at least one countershaft (VW), an output shaft (3), and two planetary transmissions (PG1, PG2) each comprising a carrier (ST1, ST2), sun gear (SR1, SR2) and ring gear (HR1, HR2). Each partial transmission has a transmission input shaft (4, 5), with a hollow first input shaft (4) and the solid second input shaft (5). The first planetary transmission (PG1) connects as a range group to the main transmission (HG). The main transmission (HG) comprises first (R1), second (R2), third (R3), fourth (R4) and fifth gear planes (R5) and first (S1), second (S2), third (S3) and fourth shift elements (S4). Synchronization of the countershaft speed to a target speed, in direct gear, is performed via speed control of the electric machine (2).