Abstract: The invention relates to a method for operating a drive device (1) of a motor vehicle, having an internal combustion engine (2), an electric machine (3), and a dual-clutch transmission (4). The dual-clutch transmission (4) has two clutches (K1, K2), by means of which the transmission can be connected to the internal combustion engine (2). At least the internal combustion engine (2) is actuated in a driving operation in order to generate a target drive torque, and the clutches (K1, K2) are actuated in opposite directions for a gear shift. During a gear shift, the electric machine (3) which is connected to the dual-clutch transmission (4) without a clutch is actuated such that the electric machine completely or partly generates the target torque at least temporarily.

Abstract: A gear engagement method for a hybrid vehicle includes detecting whether or not baulking occurs when a controller attempts to engage a target gear via a synchronizer. The gear engagement method also includes checking, by the controller, for a stationary state of the vehicle if the result of the detecting shows that there is baulking. The gear engagement method also includes engaging, by the controller via the synchronizer, a different gear that shares a same input shaft with the target gear if the result of the checking shows that the vehicle is in a stationary state. The gear engagement method also includes reattempting an engagement with the target gear after disengaging the different gear. The disengaging and the reattempting are performed by the controller via the synchronizer after the engaging.

Abstract: A transmission apparatus mounted on a vehicle has a front-wheel speed sensor for sensing a rotation speed of a front wheel. A control unit has a ratio-change correction part that determines a correction in transmission control of the transmission apparatus using the rotation speed of the front wheel sensed by a front-wheel speed sensor. The control unit limits execution of the correction under a condition that an external device is connected to a connector. Thereby, the execution of the correction based on the rotation speed of the front wheel without a worker's intention during driving on a chassis dynamo may be suppressed.

Abstract: A start control system stores a map M1 that associates an accelerator position with an initial target speed of an engine and a map M2 that associates an accelerator position with a final target speed of the engine. If it is determined that a vehicle is in a start control period, a target speed of the engine is set to the initial target speed. When the engine speed reaches the initial target speed, the engine target speed is set to the final target speed. The initial target speed is set to a larger value than the final target speed for the same accelerator position.

Abstract: A torque converter (1) connecting an engine (14) and a transmission (15) of a vehicle is provided with a lockup clutch (2), and a controller (5) is programmed to increase an engagement force of a lockup clutch (2) under open loop control before shifting to feedback control of the engaging force using a target slip rotation speed. When an engine output torque rapidly decreases during open loop control (S59, S60), the controller (5) decreases the engaging force according to a variation amount of the engine output torque (S61, S65), thereby preventing an unintentional sudden engagement of the lockup clutch (2) due to decrease in the engine output torque.

Abstract: A hybrid transmission includes a transmission having a selectable clutch device effective when engaged to mechanically couple an internal combustion engine to a first axle at a fixed engine speed to axle speed ratio. A method for starting the engine includes executing an engine start event including spinning and fueling the engine such that an engine speed to axle speed ratio exceeds the fixed engine speed to axle speed ratio, and engaging said selectable clutch device after the engine speed to axle speed ratio exceeds the fixed engine speed to axle speed ratio.

Abstract: A method of controlling a launch clutch during an engine restart event commands a positive torque capacity before the engine reaches idle speed. Early application of the launch clutch reduces the time delay between brake pedal release and vehicle acceleration. To avoid excessive drag on the engine during the restart event, the torque capacity is adjusted using closed loop control. A controller calculates a maximum rate of change of torque capacity based on measured engine speed and an engine acceleration and does not increase the commanded torque capacity faster than the calculated rate. In some circumstances the maximum rate of change may be negative, resulting in a reduction in commanded torque capacity.

Abstract: A powertrain system includes an internal combustion engine, a multi-mode transmission and a driveline. A method for controlling the powertrain system in response to a command to execute an engine autostart operation during vehicle operation includes executing a clutch-driven engine autostart operation to start the engine upon determining that a present transmission output speed is greater than a minimum output speed for engine operation and upon determining that a selected clutch configured to effect a mechanical coupling between the engine and the driveline is activatable.

Abstract: A method and device for operating a dual clutch transmission connectable to an internal combustion engine provided in a vehicle includes providing a control unit for managing at least the internal combustion engine and the transmission, providing a prediction model including at least one simulated shift sequence for the transmission, predicting the time between a first power upshift/downshift and a second power upshift/downshift for the transmission by using the at least one prediction model, modifying at least one parameter for operating the transmission if the predicted time between the first power upshift/downshift and the second power upshift/downshift for the transmission is shorter than a predetermined time.

Abstract: A coasting control device for avoiding dangerous modes such as tire lock up upon the end of coasting control. The device, which performs coasting control to disengage the clutch and to reduce the engine revolutions per minute (RPM), also prevents a gearshift operation during coasting control.

Abstract: A driving force transmission apparatus includes a linkage mechanism that is able to carry out switchover between a connected state where a first intermediate shaft and a second intermediate shaft are connected to each other so as to be non-rotatable relative to each other to transmit torque output from an electric motor to a rear wheel, and a disconnected state where the first intermediate shaft and the second intermediate shaft are disconnected from each other. A control unit reduces the torque that is generated by the electric motor, after making a rotational speed of the first intermediate shaft higher than or equal to a rotational speed of the second intermediate shaft, and then switches the driving force transmission apparatus from the disconnected state to the connected state by controlling the linkage mechanism with the torque that is generated by the motor maintained at a reduced level.

Abstract: A method is described for operating a vehicle fitted with a continuously variable transmission (CVT) and having a lever for varying the transmission ratio of the CVT to permit the vehicle operator to vary the vehicle wheel speed. In the invention, the transmission ratio of the CVT is limited to a value dependent upon at least one of the prevailing engine speed and the rate of change of the engine speed.

Abstract: In a hybrid power system, when a change-speed stage selected in one of gear-shift mechanisms for first and second drive trains is switched over to another change-speed stage in the other gear-shift mechanism, deceleration in rotation speed of an engine detected by a rotation speed sensor is compared with a preset upper limit. When the deceleration in rotation speed of the engine exceeds the upper limit, the motor-generator in drive connection with an input shaft of the second drive train is activated as an electric motor to cause load torque canceling or offsetting input torque applied to the input shaft of the other gear-shift mechanism from the engine, and engagement of the change-speed stage in the other gear-shift mechanism is released after the occurrence of the load torque.

Abstract: A shift control method and system for a hybrid vehicle that may shorten shift-speed time and solve a problem in demand torque during shifting by performing pressure control, to perform connection synchronization control to a target shift-speed using speed control of a motor and to make at least one transmission clutch generate a driver's demand torque, while performing shift-control. The shift control method for a hybrid vehicle using power of an engine and/or power of a motor includes: controlling a pressure of at least one transmission clutch to shift to a target shift-speed; and controlling a speed of the motor for speeds at both ends of the at least one transmission clutch to be synchronized while being shifted to the target shift-speed.

Abstract: Disclosed therein is an automatic speed control system for a manual transmission. Clutch operating means using a combination of a motor and gears, transmission lever operating means using a combination of a motor and gears, and a control part, which check a driving state of a vehicle in real time and controls the motor if gear-shifting is needed, are additionally mounted to a general manual transmission, so that the general manual transmission can automatically shift the gear like an automatic transmission.

Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.

Abstract: A control device for a vehicular drive system having (i) an engine, (ii) an electrically controlled differential portion operative to control an operating state of an electric motor connected to a rotary element of a differential mechanism for power-transmissive state for thereby controlling a differential state between a rotation speed of an input shaft connected to the engine, and a rotation speed of an output shaft, and (iii) a shifting portion forming a part of a power-transmitting mechanism between the electrically controlled differential portion and drive wheels, the control device including high-speed rotation preventing means for preventing high-speed rotations of each rotary elements of both the differential mechanism and the shifting portion, when a drop occurs or drop occurrence is predicted, in a supplied hydraulic pressure applied to a hydraulically operated frictional engaging device of the shifting portion, to a level less than a given value, wherein the high-speed rotation preventing means red

Abstract: A method of operating an automatic transmission of a motor vehicle. The automatic transmission, when the motor vehicle is driven with an actuated accelerator and an engaged starting clutch, and then coasts with the accelerator not actuated and the starting clutch engaged, during coasting with the engaged starting clutch the transmission remaining in the gear in which it was previously driven with the gas pedal actuated. When the transmission input speed of the automatic transmission drops below a limit value, during coasting, the starting clutch is disengaged. During coasting with a disengaged starting clutch in the automatic transmission, a gear is shifted that matches the current speed of the motor vehicle so that, when the starting clutch is subsequently engaged, a gear is available that matches the speed of the motor vehicle prevailing at the time the starting clutch is subsequently engaged.

Abstract: A powertrain system includes an engine control module that generates a negative torque transition signal based on a pending negative torque event of an engine. A transmission control module receives the negative torque transition signal from the engine control module. The transmission control module increases a slip speed of a torque converter clutch in preparation for the pending negative torque event by adjusting pressure in the torque converter clutch prior to the pending negative torque event. The transmission control module decreases the slip speed in the torque converter clutch based on completion of a transition at least one of to the pending negative torque event and from the pending negative torque event.

Abstract: A powertrain system includes an internal combustion engine, a multi-mode transmission and a driveline. A method for controlling the powertrain system in response to a command to execute an engine autostart operation during vehicle operation includes executing a clutch-driven engine autostart operation to start the engine upon determining that a present transmission output speed is greater than a minimum output speed for engine operation and upon determining that a selected clutch configured to effect a mechanical coupling between the engine and the driveline is activatable.

Abstract: A braking/driving control apparatus for a vehicle includes a basic control unit which calculates and outputs a target axle torque based on a target acceleration and a driving resistance of the vehicle and which determines an axle torque for a power train of the vehicle and an axle torque for a braking apparatus of the vehicle based on the calculated target axle torque, a sliding-down prediction determining unit which determines whether there is a possibility that the vehicle slides down rearwards on an uphill road, and a sliding-down preventing process executing unit which performs a process for reducing a possibility that the vehicle slides down, based on a determination result of the sliding-down prediction determining unit.

Abstract: An automated start/stop system for a vehicle comprises an auto-stop module, a diagnostic module, and an auto-start module. The auto-stop module selectively initiates an auto-stop event and shuts down an engine while the vehicle is running. The diagnostic module selectively diagnoses a fault in a clutch pedal position sensor of the vehicle. The auto-start module, while the vehicle is running and the engine is shut down, selectively initiates an auto-start event after the fault has been diagnosed when current drawn by a starter motor is less than a predetermined maximum starting current.

Abstract: The invention relates to a method and a device for operating a motor vehicle with an internal combustion engine in a coasting operating mode in which the motor vehicle rolls essentially in a propulsionless fashion and essentially without a perceptible engine drag torque on an essentially level road if there is no propulsion request or braking request from a driver of the motor vehicle. According to the invention, the coasting operating mode is not brought about by automatically opening the drivetrain but rather is simulated with the clutch closed in that so much air/fuel mixture is fed to the internal combustion engine that the engine drag torque is largely but not completely compensated.

Abstract: An overspeed system for a vehicle is disclosed. The overspeed system may have a power source, a transmission unit, and a torque converter assembly operatively coupling the power source to the transmission unit. The overspeed system may also have a travel speed sensor configured to generate a signal indicative of a vehicle speed, and a controller in communication with the torque converter assembly and the travel speed sensor. The controller may be configured to prevent a decoupling of the torque converter assembly in response to the signal.

Abstract: Disclosed therein is an automatic speed control system for a manual transmission. Clutch operating means using a combination of a motor and gears, transmission lever operating means using a combination of a motor and gears, and a control part, which check a driving state of a vehicle in real time and controls the motor if gear-shifting is needed, are additionally mounted to a general manual transmission, so that the general manual transmission can automatically shift the gear like an automatic transmission.

Abstract: A vehicle including an internal combustion engine and a stepped transmission including an input shaft and an output shaft, wherein the stepped transmission speed-changes power input to the input shaft while changing a shift speed and outputs the speed-changed power to the stepped transmission output shaft; a control unit that controls the engine and the stepped transmission in accordance with an output request from an operator. The vehicle also including input and output shaft rotation speed detecting units and an output limiting unit that limits the output of the engine by comparing the deviation of the input and output shaft rotation speed to a predetermined rotation speed relationship range. The vehicle also including an abnormality determining unit to determine that an abnormality has occurred in the stepped transmission when the rotation speed relationship exceeds the range of the predetermined rotation speed relationship for at least a first predetermined time period.

Abstract: A vehicle control system for an engine-powered vehicle equipped with an engine and an automatic transmission with a clutch. When a given engine stop requirement is met during running of the engine, the system stops the engine automatically. When a given engine restart requirement is met after stop of the engine, the system restarts the engine and enters a clutch control mode to bring the clutch in the automatic transmission into a slippable state in which the clutch is permitted to slip based on the speed of the vehicle, thereby absorbing the acceleration shock which usually occurs upon engagement of the clutch to transmit engine torque to wheels of the vehicle when the engine is restarted, and the speed of the vehicle is relatively low.

Abstract: A shift control system and method for a vehicle equipped with an automated manual transmission is disclosed herein. In the shift control system, upon determining that shifting has started and a clutch has been released, an engine speed is reduced by fully opening a valve of a hydraulic cooling unit when. The engine speed is then synchronized with an input shaft speed and the clutch is rejoined once the engine speed is synchronized with the input shaft speed.

Abstract: A start permission decision section issues a start permission when an engine speed and a throttle valve opening become higher than predetermined values. A clutch-torque capacity storage section stores a clutch-torque capacity reference map in which a clutch-torque capacity is set as a function of at least the engine speed or as a function of the engine speed and the throttle valve opening. A clutch-torque capacity correction section corrects the clutch-torque capacity reference map so that the clutch-torque capacity is proportionally reduced in response to the difference between the engine speed and a start permission speed when a start permission is issued. An oil pressure controlling section connects the clutch with the clutch-torque capacity obtained in accordance with the corrected clutch-torque capacity map to start the vehicle.

Abstract: A vehicle is provided with a shift control device including a rolling angular velocity sensor for detecting a rolling angular velocity of a component of the vehicle, and a steering-angle angular velocity sensor for detecting a steering-angle angular velocity of a handlebar of the vehicle. The shift control device is operable to inhibit shifting of a gear ratio of a continuously variable transmission during rolling operation of the vehicle when detection signals from the rolling angular velocity sensor and the steering-angle angular velocity sensor respectively are equal to or greater than predetermined reference values.

Abstract: A parameter ?(OUT) having an accelerator pedal position, a vehicle speed and a drive force as components is set according to information representing a driver's operation and information representing running environment of a vehicle. A gear is set according to the parameter ?(OUT) and a map determining the gear based on the accelerator pedal position, the vehicle speed and the drive force. A gear shift line is defined such that a rate of increase of the drive force with respect to the vehicle speed is zero or more. A down-shift line is defined such that the drive force decreases with increase in accelerator pedal position. Down-shift after up-shift as well as the up-shift after the down-shift are inhibited when both a condition that an amount of change of the accelerator pedal position after last gear shift is larger than a threshold and a condition that an amount of change of the drive force after the last gear shift is larger than the threshold are satisfied.

Abstract: Methods and systems are provided for controlling a vehicle engine coupled to a stepped-gear-ratio transmission. One example method comprises, in response to a first vehicle moving condition, shutting down the engine and at least partially disengaging the transmission while the vehicle is moving; and during a subsequent restart, while the vehicle is moving, starting the engine using starter motor assistance and adjusting a degree of engagement of a transmission clutch to adjust a torque transmitted to a wheel of the vehicle.

Abstract: A multi-ratio rotorcraft drive system and a method of changing gear ratios thereof are disclosed. According to one embodiment, the multi-ratio rotorcraft drive system comprises a rotor system comprising one or more rotors and one or more engines. Each engine of the one or more engines is coupled to the rotor system through a multi-ratio transmission. The multi-ratio transmission comprises an output shaft coupled to the rotor system, an input shaft coupled to a respective engine of the one or more engines, a high speed clutch integrated into a high speed gear train, and a low speed clutch integrated into a low speed gear train. The high speed clutch and the low speed clutch are freewheeling clutches without a friction plate and are capable of disconnecting the output shaft and the input shaft in an overrunning condition when the output shaft spins faster than the input shaft.

Abstract: A method for controlling a vehicles drivetrain including an engine and automatic transmission, such that transmission ratios are shifted within a range of transmission ratios in a continuous and/or stepped manner as function of preset target speeds that are adjustable via a vehicle speed control and actual vehicle inclinations in relation to the vehicles longitudinal axis. When the actual speed of the vehicle differs from a preset threshold speed, a request to change an actual ratio of the transmission is generated, if it has been determined that the output torque is smaller than a threshold value or an output torque required to adjust the preset threshold speed of the vehicle. The ratio of the transmission is shifted so the torque applied to the output is modified toward the output torque required to adjust the threshold speed.

Abstract: The invention relates to a vehicle integrated-control apparatus and method that sets a final control target by coordinating a control target primarily set based on an input of a driver with instruction values from the control systems; and that causes a drive control system to control a drive source and a stepped automatic transmission to achieve the final control target. With this apparatus and method, at least one of the control systems, which provide instruction values to be coordinated with the primarily set control target, is notified of a range of control targets that can be achieved at a current shift speed; a range of control targets that can be achieved by changing the current shift speed to a currently achievable shift speed; and a range of control targets that can be achieved without changing the current shift speed to another shift speed.

Abstract: A method for controlling a gear shift of a dual clutch transmission having an offgoing clutch and an oncoming clutch, includes using torque transmitted by the oncoming clutch to control torque at a transmission output, using a speed of a power source to control a transfer of torque between the offgoing clutch and the oncoming clutch, and varying said torque capacity to produce a target slip across the oncoming clutch when the shift is completed.

Abstract: A shift control method of an automatic transmission controls a skip shift from a first shift-speed achieved by engagements of first and second frictional elements to a second shift-speed achieved by engagements of third and fourth frictional elements, wherein the engagements of the third and fourth frictional elements is controlled after completion of releases of the first and second frictional elements.

Abstract: A control device for an automatic gearbox, coupled to the engine or a motor vehicle, by a torque converter, including a locking device for a fixed connection of the output shaft of the engine to the input shaft of the automatic gearbox, to produce a lock-up and conversely to release the lock-up. The device further includes an engine control unit, for providing an order for the engine, such as a demand for torque, and a control unit for the gearbox for transmitting to the engine control unit an order such as a torque request. The gearbox control unit may transmit to the engine control unit a torque request as a function of slip and the torque value as demanded by the driver of the vehicle such that the speed of the engine may approach the speed of a turbine of the torque converter so that a lock-up or lock-up release can be carried out.

Abstract: A transmission has an input member and an output member, first and second intermediate shafts having substantially identical gear sets with gears concentric with and selectively connectable for rotation with the first and second intermediate shafts, respectively. Output gears are concentric with and rotatable with the output member and mesh with the substantially identical gear sets. First and second torque-transmitting devices are operable for transmitting torque from the input member to the first and second intermediate shafts, respectively. Torque-transmitting mechanisms are mounted concentric with, rotatable about and selectively engagable with the gears mounted on the intermediate shafts. A controller is operatively connected to the torque-transmitting mechanisms and to at least one of the torque-transmitting devices.

Abstract: A transmission system including a selector assembly (27,29,31) arranged to select between gear ratios instantaneously without substantial power interruption, said selector assembly (27) including first and second sets of engagement members (35,36) and an actuator system (38) having a first actuator member (48) for moving the first set of engagement members (35), a second actuator member (58) for moving the second set of engagement members (36), a first actuator device (46) for actuating the first actuator member (48) and a second actuator device (64) for actuating the second actuator member (58) independently of the first actuator device (46).

Abstract: A method for controlling selection of an automatic transmission gear ratio with staged ratios or constant variation for a vehicle including a control for preventing/allowing extension of the gear ratio or for controlling a shortening the transmission gear ratio if, at a current engine speed, the power is insufficient for maintaining the vehicle speed. The method prevents extension of the transmission gear ratio if the power available after the extension is insufficient for maintaining the vehicle speed; otherwise allowing extension of the transmission gear ratio.

Abstract: A drivetrain including a primary clutch and a secondary clutch is well-suited for use in a single-speed vehicle. The primary clutch may be automatically-engaging or manually-engaging. The secondary clutch, preferably, is normally engaged and is configured to disengage, or slip, at a threshold torque level. Desirably, the slip torque level of the secondary clutch is configured to be greater than the peak engine torque of the vehicle such that disengagement of the secondary clutch due to engine-supplied torque does not occur.

Abstract: A lock-up clutch control device which controls a lock-up clutch (6) provided in a torque converter (5) interposed between an engine (3) and a transmission (4) used with a vehicle, is disclosed. The lock-up clutch control device has a differential pressure generating device (7,8), a vehicle speed sensor (13), a throttle valve opening sensor (14), an transmission input shaft rotation speed sensor (16), engine torque detection means (2), and a controller (1). The controller (1) determines, based on the detected vehicle speed (VSP) and the detected throttle valve opening (TVO), whether or not a control region of a torque converter is a converter region wherein control is performed to disengage the lock-up clutch.

Abstract: In shift control apparatus and method for an automatic transmission in which an engine speed is inputted, and a shift change in a shift stage of the automatic transmission is performed to make a gear shift, a shift revolution synchronization control in synchronization with the engine speed is performed and, in a case where the gear shift is made under a driving state in which there is a possibility of an occurrence of a shift shock, an engagement section which performs a power transmission under a presently selected shift stage is gradually released and another engagement section which enables a power transmission through the next selection scheduled shift stage is gradually engaged without an execution of the shift revolution synchronization control.

Abstract: A lock-up clutch control device, which controls a lock-up clutch (6) installed in a torque converter (5) interposed between an engine (3) and a transmission (4) used with a vehicle, is disclosed. The lock-up clutch control device has a differential pressure generating device (7,8) which engages or disengages the lock-up clutch by adjusting a differential pressure supplied to the lock-up clutch, a sensor (13) which detects a vehicle speed, and a controller.

Abstract: A transmission having plural clutches includes a first clutch for connecting and disconnecting transmission of driving force to a first input shaft including a driving gear configured to be engaged with a driven gear provided at an output shaft of the transmission driven by a driving force generating device, a second clutch operating independently from the first clutch for connecting and disconnecting transmission of driving force to a second input shaft including a driving gear configured to be engaged with a driven gear provided at the output shaft, a driving force detection device for detecting driving force, a slip detection device for detecting physical quantity related to a slip of a driving wheel, and a device for controlling the second clutch for importing the physical quantity related to the slip and the driving force and for controlling engagement ratio of the second clutch where the first clutch is engaged.

Abstract: This invention will therefore provide a tool to assist the rig operator in perfecting his/her rig operation skills. Disclosed herein is an apparatus and method for minimizing slippage on the drum clutch of a well service rig. A detector senses the motion of the compound when the clutch is initially engaged. If the momentum is above an acceptable level, an alarm sounds, notifying the operator to be smoother with the clutch. A tracking mechanism is disclosed so that a rig supervisor or safety person can critique the operator on the smoothness of the rig operation.

Abstract: A method of controlling a motor vehicle with an automated clutch is provided and includes the steps of: (a) detecting the vehicle speed, (b) detecting if the brake and/or the gas pedal is actuated, (c) detecting whether or not the engine is running, (d) disengaging the clutch if the engine is found to be running while the vehicle is found to be moving faster than a threshold speed, and if at the same time neither the brake nor the gas pedal is found to be actuated, and (e) subsequently re-engaging the clutch if the brake and/or gas pedal is found to be actuated. Prior to re-engaging the clutch, a transmission input rpm-rate is determined, and an engine rpm-rate is controlled in such a manner that that the respective rpm-rates of the engine and the transmission are brought towards a closer agreement.

Abstract: A controller (12) controls the engaging force of a lockup clutch (2c) connecting an engine (1) and an automatic transmission (3) via an engaging force regulating mechanism (11, 13). The controller (12) sets a target relative rotation speed (?SLPT) according to a difference between a target engine rotation speed (TGT_EREV) and an input rotation speed (PriREV) of the automatic transmission (3). When an initial engine rotation speed (ST_EREV) is smaller than the target engine rotation speed (TGT_EREV), the controller (12) causes the target relative rotation speed (?SLPT) to gradually vary from an initial relative rotation speed (ST_SREV) to a predetermined target change-over relative rotation speed (CHG_REV). By controlling the engaging force regulating mechanism (11, 13) on the basis of the target relative rotation speed (?SLPT) set in this way, a prompt and appropriate lockup operation of the lockup clutch (2c) is realized in response to the vehicle conditions.

Abstract: A method for changing gear in an automated change-speed gearbox of a motor vehicle with an automated clutch arranged between an engine and the change-speed gearbox includes engaging the clutch up to a slip limit during a downshift from an original gear to a target gear to increase the rotational speed of an input shaft of the change-speed gearbox.