A clutch control method for a hybrid vehicle with a DCT of the present invention is provided. The method includes checking whether a current shift range is a D-range and determining a gradient of a current driving road and driver's vehicle stop requirement. In response to determining that the current shift range is the D-range, the gradient of the road is not a gradient that requires uphill driving, and there is driver's vehicle stop requirement, a controller reduces an operation current supplied to a clutch actuator of a clutch for transmitting power to a first gear to a regulation current. The regulation current is set based on an operation of the vehicle by the driver when the vehicle is restarted after the current reduction.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.

A hybrid vehicle controller is configured to: upon receiving a predetermined mode switching request, bring a clutch into a half-clutch state to start an engine using rotation of a transmission shaft; and upon determining that the engine has started, shift the clutch from the half-clutch state to a stand-by state and subsequently shift the clutch to an engaged state, the stand-by state being a state which is intermediate between the half-clutch state and a disengaged state and in which drive power of the engine is not transmitted to the transmission shaft.

A vehicle includes an engine having a crankshaft, an electric machine having a rotor, a disconnect clutch having an input secured to the crankshaft and an output secured to the rotor, a hydraulic pump mechanically powered via rotation of the rotor and configured to supply hydraulic fluid to the actuate the disconnect clutch, a torque converter having an impeller secured to the rotor, and controller. The controller is programmed to, responsive to a speed of the impeller decreasing to less than a first threshold, which is indicative of a subsequent shutdown of the hydraulic pump, and responsive to the disconnect clutch being open while the engine is shut down, advance the disconnect clutch to a touch point where opposing sides of disconnect clutch make contact but substantially zero power is transferred between the engine and the electric machine.

A start control device is a start control device that controls start of a vehicle including a clutch that is engaged by the hydraulic pressure supplied from a hydraulic pressure supply source and a start device that starts a vehicle driving source, and includes: a hydraulic pressure control unit that controls so that the hydraulic pressure supply source supplies the hydraulic pressure to the clutch if a start condition for the vehicle is satisfied; and a start device control unit that controls the start device so that the rotation speed of the vehicle driving source reaches the predetermined rotation speed after the clutch is engaged.

A transmission includes an input shaft that couples to a prime mover, twin countershafts and a main shaft having gears coupled thereon, an output shaft that selectively provides a torque output to a driveline, a first shift actuator that selectively couples the input shaft to the main shaft. The transmission includes a second shift actuator that couples the main shaft to the output shaft with a selected reduction ratio, and a controller including a vehicle state circuit that interprets at least one vehicle operating condition, and a neutral enforcement circuit that provides a first neutral command to the first shift actuator and a second neutral command to the second shift actuator, in response to the at least one vehicle operating condition indicating that vehicle motion is not intended.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A driving system for an electric vehicle may include a shift assembly receiving power from a motor, and providing a plurality of shift gears using a plurality of meshed external gear pairs, a clutch intermittently transferring power from the motor to the shift assembly, a gear lever allowing a driver to sequentially select a plurality of assigned positions that are discontinuously disposed, a position sensor detecting the assigned positions to which the gear lever sequentially moves, on the basis of continuous changes in physical quantities, a clutch actuator actuating the clutch, a shift actuator actuating the shift assembly to change gear shifts, and a controller configured for controlling the clutch actuator, the shift actuator, and the motor to change gear shifts by receiving signals from the position sensor.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.