A vehicle includes an powerplant, a manual transmission, and a clutch. A vehicle controller is programmed to automatically control operation of the clutch allowing the driver to shift gears by just operating the gear shifter. The vehicle also includes an input allowing the driver to override the controller and operate the clutch. The input is located on the gear shifter and is in electric communication with the controller. The controller is programmed to, inter alia, command the clutch to reduce clutch capacity responsive to receiving a signal from the sensor indicating grasping of the shifter.

A system, method and apparatus are disclosed for a clutch assembly for an automated manual transmission. The clutch assembly includes a dual power path. One power path connects a prime mover to the automated manual transmission via a wet clutch, and a second power path connects one of the prime mover and the automated manual transmission to a grounded connection for synchronizing the speed thereof for a gear change.

There is proposed a gearshift control device which can reduce a transmission load due to preshift, and improve fuel efficiency of a vehicle. A gearshift control device which controls a transmission 50 including two systems of power transmission mechanisms, and preshifts the transmission 50 based on a traveling plan during automatic driving of a vehicle. The gearshift control device makes automatic driving preshift execution decision of planning control contents of the transmission 50 based on the traveling plan, and preshift execution decision of deciding whether or not to preshift the transmission based on a control plan of the transmission 50.

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 vehicle includes an powerplant, a manual transmission, and a clutch. A vehicle controller is programmed to automatically control operation of the clutch allowing the driver to shift gears by just operating the gear shifter. The vehicle also includes an input allowing the driver to override the controller and operate the clutch. The input is located on the gear shifter and is in electric communication with the controller. The controller is programmed to, inter alia, command the clutch to reduce clutch capacity responsive to receiving a signal from the sensor indicating grasping of the shifter.

There is proposed a gearshift control device which can reduce a transmission load due to preshift, and improve fuel efficiency of a vehicle. A gearshift control device which controls a transmission 50 including two systems of power transmission mechanisms, and preshifts the transmission 50 based on a traveling plan during automatic driving of a vehicle. The gearshift control device makes automatic driving preshift execution decision of planning control contents of the transmission 50 based on the traveling plan, and preshift execution decision of deciding whether or not to preshift the transmission based on a control plan of the transmission 50.

The disclosure provides a control device for a vehicle, as an acceleration priority shift control that selects the shift stage set by the automatic transmission (TM) by preferentially using the information of acceleration of the vehicle (1), the traveling control part (120) calculates a maximum acceleration (Gmax) and a minimum acceleration (Gmin) of the vehicle (1) by using external information of the vehicle (1); calculates a target acceleration (Gt) by comparing the calculated maximum acceleration (Gmax) and minimum acceleration (Gmin) with a preset optimum acceleration (Gi); calculates a target shift stage (SHt) of the automatic transmission (TM) based on a current state of an engine (EG) in accordance with the calculated target acceleration (Gt); and calculates a standby pressure (Pm) for a clutch of the calculated target shift stage (SHt), and performs standby pressure control of the clutch with the calculated standby pressure (Pm).

An automatic manual transmission comprising a first plurality of gear pairs (42/52, 44/54, 46/56) which forms a first power transmission path to transmit the power of the engine to the output of the transmission, in which each gear pair (42/52, 44/54, 46/56) defines a respective transmission ratio; and said first plurality of gear pairs comprises all the even-numbered gears (2nd, 4th, 6th); a second plurality of gear pairs (41/51, 43/53, 45/55) which forms a second power transmission path to transmit the power of the engine to the output of the transmission, in which each gear pair (41/51, 43/53, 45/55) defines a respective transmission ratio; and said second plurality of gear pairs comprises all the odd-numbered gears (1th, 3rd, 5th); one or more output shafts (16); one or more intermediate shafts (71, 72, 73) each of which is coaxially and rotatably mounted either to an input shaft (11, 12) or to an output shaft (16) and kinematically interposed between the output shaft (16) and an input shaft (11, 12); wherein said first power transmission path is connected and disconnected to and from the output of the transmission by means of a first synchronization and engagement device (S1), and said second power transmission path is connected and disconnected to and from the output of the transmission by means of a second synchronization and engagement device (S2).

A system, method and apparatus are disclosed for a clutch assembly for an automated manual transmission. The clutch assembly includes a dual power path. One power path connects a prime mover to the automated manual transmission via a wet clutch, and a second power path connects one of the prime mover and the automated manual transmission to a grounded connection for synchronizing the speed thereof for a gear change.

The present invention concerns a method of controlling a double clutch transmission (1) comprising two clutches (2a, 2b) one of which that is transmitting torque being the active clutch while the other one constituting the incoming clutch characterized by combining the incoming clutch preparation and the torque handover from the active clutch by over actuating the incoming clutch and shutting off the active clutch in a non proportional way, based on a feedback signal from the incoming clutch.