Abstract: A twin clutch transmission for a motor vehicle has two input shafts, two clutches, and driving shafts. The first input shaft can be actively connected to the first clutch, and the second input shaft can be actively connected to the second clutch. The first driving shaft is situated underneath the input shafts and the second driving shaft is situated above the input shafts, or vice versa. The input and driving shafts have intermeshing gear wheels, with fixed gears and loose wheels or idler gears. Each driving shaft has a gear wheel for transferring torque to the axle drive. A further shaft implements the reverse gear RG. A highly versatile and compact transmission is obtained by providing a third driving shaft that has a drive gear wheel for transferring torque to the axle drive, and the drive gear wheels of the driving shafts engage with an axle drive gear.

Abstract: A method for shifting a transmission from a current gear to a target gear following release of an accelerator pedal, the transmission having first and second clutches for alternately connecting and disconnecting a power source and first and second input shafts, respectively, first couplers for alternately connecting and disconnecting a transmission output and a first set of gears driveably connected to the first clutch, and second couplers for alternately connecting and disconnecting the output and a second set of gears driveably connected to the second clutch.

Abstract: A double clutch transmission includes a first input shaft receiving power from a crankshaft through a first clutch and comprising at least one first drive gear, a second input shaft receiving power from a crankshaft through a second clutch and comprising at least one second drive gear, a first output shaft comprising at least one first driven gear to receive the power from the second input shaft, a second output shaft comprising at least one second driven gear to receive the power from the first input shaft, and a flywheel interposed between the first clutch and the second clutch wherein a bearing supporting the flywheel is disposed on an exterior circumference of the second input shaft.

Abstract: In a double clutch transmission, the number of components of the transmission may be reduced and the gear train optimally arranged with a plurality of gears for two clutches and six-stage gear ratios. Such an arrangement proves for smooth shifting of gears to the range R and compacting of the structure of the transmission to facilitate positioning and assembly of the transmission in the vehicle.

Abstract: A shifting device for a transmission, in which at least one gearshift package is allocated to two non-successive gears and each of these gearshift packages is coupled with a gearshift lever. An H- or a multiple H-shifting diagram is allocated to the gearshift lever, in which the gears that can be selected within a gearshift path are allocated to different gearshift packages. The gearshift lever and the gearshift packages are connected to a conversion device with which a gearshift lever movement to take out a previous gear in a gearshift path causes this gear to be taken out in a first gearshift package. A gearshift lever movement for putting in the new gear in the same gearshift path, a second gearshift package puts in this new gear. The conversion device functions in such a way that the gearshift lever is coupled with an axially displaceable and radially pivotable shift finger shaft.

Abstract: A driving force transmission apparatus is provided for a twin clutch transmission with two clutches, that are controlled a gear change control without a torque cutting out to reduce slapping sounds of the gears by performing a pre-shift operation before the gear shift control. For instance, in an up-shift operation from second speed to third speed, the clutch that transmits torque to the third speed gear set is slip-engaged and one gear of the third speed gear set is connected through a synchronous engagement device to a countershaft. During the pre-shift, a sub torque transmission path that is formed transmits engine torque of the engine, a crankshaft, the clutch, a first input shaft, the third speed gear set, the countershaft, and a differential gear system, preventing the first input shaft from becoming idle and the slapping sound of the gears in an engagement part of the third speed gear set.

Abstract: A reverse gear arrangement in a countershaft transmission (1, 40, 44) having at least one starting element (2, 41), at least one transmission input shaft (4, 5, 42), one countershaft (22), fixed or idler gear wheels fastened or rotatably supported on the shafts, shifting sets (20, 21, 37, 38) coordinated with the idler gears and a reverse gear shaft (30, 31) upon which a driveable gear wheel (29, 32) and a driveable gear wheel (28, 33) are fastened. It is proposed for further development of the transmission that the driveable gear wheel (29, 32) of the reverse gear (RG) be meshed with a fixed gear (12, 14) of another transmission gear which is fastened on at least one transmission input shaft (4, 5, 42).

Abstract: A multistage transmission for an internal combustion engine has a disconnect-type clutch, a drive shaft and a driven shift on which engaged gear wheels are arranged to achieve different gear steps. Clutches actuated via shift forks are used to move the speed gears to generate a frictional connection with the gear shaft. The gear change is effected by a control cable and/or gearshift linkage. The gear pairs for the even gears and for the odd gears are arranged side-by-side like a dual clutch gear set. To implement an H shift pattern to actuate the clutches of the even gears and the odd gears a shifter shaft is provided, respectively. The two shifter shafts can be controlled via a common selector and/or shift control system.

Abstract: A twin-clutch transmission wherein a center distance between input shafts and an auxiliary speed-change shaft can be shortened and the number of gears can be reduced. A twin-clutch transmission is provided which includes a first input shaft and a second input shaft, an auxiliary speed-change shaft, and a plurality of gear pairs. The first and second input shaft are connected, through a first clutch and a second clutch, respectively, to an input element, and disposed on the same axis. The auxiliary speed-change shaft is disposed parallel to the first and second input shafts. The plurality of gear pairs are provided between the first and second input shafts and the auxiliary speed-change shaft. An input path from the input element to the first clutch is different from that to the second clutch, and primary ratios of the input paths are set to values, respectively, different from each other.

Abstract: An input system includes a first input shaft provided with forward drive gearwheels of one gear group of two predetermined gear, a second input shaft provided with forward drive gearwheels of the other gear group and being rotatable about an axial center of the first input shaft, and clutches provided at end portions of the first and second input shafts. An output system includes first and second output shafts provided parallel to the first and second input shafts, a forward gear mechanism including forward driven gearwheels provided on the first and second output shafts meshing with the forward drive gearwheels and synchromesh mechanisms, and a reverse gear mechanism including a reverse driven gearwheel, a synchromesh mechanism, and an idler gearwheel being rotatable together with a forward driven gearwheel for a low gear meshing with the reverse driven gearwheel.

Abstract: An input system includes an input shaft portion, including a first input shaft and a second input shaft, which is rotatably fitted on an outer circumferential surface of the first input shaft; bearings, rotatably supporting the input shaft portion; and clutches, provided at the first and second input shafts, respectively, for transmitting rotational power of an engine to the first or second input shafts. An output system includes a first output shaft and a second output shaft, a plurality of driven gearwheels, which mesh with drive gearwheels of the first and second input shafts, and synchromesh mechanisms. An oil reservoir is provided below the second output shaft for reserving lubricating oil in such an amount that driven gearwheels for low gears which are disposed on the second output shaft are submerged therein. Drive gearwheels for low gears are disposed adjacent to the bearings, respectively.

Abstract: A method implements a starting process for an internal combustion engine which has a drive unit and a transmission with at least two transmission input shafts and a multiple clutch device, in particular a double clutch device. During the starting process, the first gear is engaged in a first clutch of the multiple clutch device and is activated, while the second gear speed is engaged in a second clutch of the multiple clutch device but not activated. During the starting process, a current velocity is compared with a predefinable reference velocity, and when the reference velocity is reached a control unit causes the first clutch to be opened and thus causes the first gear to be deactivated while, in parallel with this, the second clutch is closed and the second gear is thus activated.

Abstract: A six-gear or seven-gear dual-clutch transmission (1, 30) comprising two clutches (K1, 2) the input sides of which are connected with one drive shaft (2) of a prime mover and the output sides with each one of two input shafts (3, 4) disposed coaxially to each other, two countershafts (4, 5) upon which gear wheels designed as idler wheels are rotatably supported, gear wheels designed upon input shaft (3, 33, 37) and in tooth contact with idler wheels (8, 9, 10, 15, 16, 17, 34, 35, 36), coupling devices (22, 23, 24, 25, 31, 32) non-rotatably and axially movably supported on both countershafts (5, 6), and movable via setting devices and one output gear wheel (18, 19) on a respective countershaft (5, 6) which are in tooth contact with a toothing (20) on one differential transmission (21).

Abstract: A transaxle for a vehicle includes a first input shaft having a first speed drive gear, a third speed drive gear, and a reverse drive gear; and a second input shaft having a second speed drive gear. An output shaft has a first speed driven gear engaged with the first speed drive gear, a second speed driven gear engaged with the second speed drive gear, a third speed driven gear engaged with the third speed drive gear, a reverse driven gear, and a pinion adapted to engage with a differential. A reverse idler shaft has an idler input gear engaged with the reverse drive gear and an idler output gear, axially spaced from and rotationally fixed to the idler input gear and engaged with the reverse driven gear. Synchronizers selectively connect the first and second input shafts to the output shaft.

Abstract: A powertrain system is provided that includes a first prime mover and change-gear transmission having a first input shaft and a second input shaft. A twin clutch is disposed between the first prime mover and the transmission. The twin clutch includes a first main clutch positioned between the first prime mover and the first input shaft and a second main clutch positioned between the first prime mover and the second input shaft. The powertrain system also includes a second prime mover operably connected to one of the first and second input shafts.

Abstract: A multi-speed transmission of countershaft design having a main countershaft and a hollow countershaft arranged concentrically and having likewise two load-shift elements. A first half of the shift elements is connected with a drive unit and a second half of the shift elements is connected to a gearbox input shaft. The gearbox input shafts and countershafts are mounted in a housing and connected to gear wheels, which intermesh in pairs as gear wheel pairs and can be connected or disconnected in order to reduce the overall gear ratio in the power flow. The main countershaft is mounted directly on the housing in the area of its first end and in the hollow countershaft in the area of its second end. The hollow countershaft is mounted in the housing in the area of its end that faces toward the end of the main countershaft that is mounted in the hollow countershaft.

Abstract: A multi-speed transmission for transmitting power from a power source includes a torque converter as well as dual clutches which may be arranged as dual input clutches or dual output clutches. To combine the smoothness and ratio boosting effects of a torque converter with the low spin loses associated with synchronizers used in dual clutch designs. The torque converter and dual clutches as well as synchronizers and a plurality of intermeshing gears are utilized to transfer torque from an input member to an output member at a plurality of speed ratios.

Abstract: A vehicular control apparatus for a vehicle has a twin clutch type automatic transmission. The control apparatus comprises an external information acquisition apparatus for acquiring external information required for vehicular transmission control, an input section for taking in the external information from the external information acquisition apparatus; and a pre-shift gear selection section for selecting a predetermined gear train among plural gear trains of the transmission to execute a pre-shift in accordance with the external information.

Abstract: Engine torque selectively inputted through first and second input shafts is received and changed selectively by first and second output devices respectively having first and second output shafts. A reverse driven gear is axially offset from drive gears on the first and second input shafts such that some gear teeth of the reverse driven gear are close to an exterior circumference of one of the first and second input shafts.

Abstract: A multiple speed power transmission is disclosed having an input, first and second input shafts, first and second clutches releasably coupling the input to the first and second input shafts, respectively, and a set of selectable power paths connecting the first and second input shafts to the output, the set of selectable power paths having at least one power path that includes both the first and second input shafts.

Abstract: A transmission apparatus includes an interlock member having a restraining portion movable together with a shift and select member in a right-angled direction and, while fork heads are at neutral positions in the right-angled direction, extending in the right-angled direction along a notch of the tip end of each fork head. The restraining portion has a gap into which the tip end of each fork head extends. A dimensional relationship among an outer span of the tip end of each fork head, an inner span of the notch, an outer span of the restraining portion, an inner span of the restraining portion, a width of the tip end of the shift and select member, and a shift stroke of each fork head is set to be: H2?P1?0; P2?H1+2S?0; and H2?2S?I?0.

Abstract: A multi cone selector in a transmission employs sandwiched cone friction surfaces 19A, 20A and 21A and these are shown in free or unengaged state while the corresponding friction surfaces as numerals 19, 20 and 21 are shown as engaged. This comparative illustration shows the relative positions of the surfaces at different times since the “A” surfaces and the non “A” surfaces are the same circumferential surfaces. The cone selector is used to engage free rotating gear a female part 22 of a multi-cone selector. A hydraulic actuator 23 is received by internal gear case wall 24 formed so as to prevent any radial or axial movement of the actuator itself. A hydraulic coupling, in this case the hydraulic coupling is formed as hydraulic springs or bags illustrated at 26. The crown of hydraulic spring outlet piston is formed so as to clip in a housing of a thrust bearing 29.

Abstract: In a double clutch transmission in which an input shaft can be coupled by two load clutches selectively with a central intermediate shaft and a concentric intermediate shaft and each of the intermediate shafts can be operatively connected by gear stages selectively to a first or a second jackshaft arranged in the power output path to a driven vehicle axle, wherein the jackshafts are arranged parallel to the transmission input and intermediate shafts, the intermediate shafts each have at least one gear firmly mounted thereon which forms the input gear for more than one of the gear stages provided for different transmission gear ratios so as to form a compact transmission arrangement, particularly for transverse engine applications.

Abstract: A transmission having an electromechanical gear actuation system includes an input shaft, a counter shaft, and a plurality of gear sets that are adapted to be operatively engaged to and disengaged from their shafts. A plurality of synchronizers operatively engage and disengage the gear sets to and from the shafts. A shifter rail includes a plurality of shift forks that are each in operative engagement with at least one of the synchronizers. A motor assembly provides a first motive force to cause the shifter rail to selectively engage one shift fork and further adapted to provide a second motive force to operatively drive the shifter rail to cause the associated shift fork and synchronizer to engage and disengage the associated gear set to and from the associated shaft. A solenoid assembly controls when the motor assembly provides the first motive force and the second motive force.

Abstract: A motor vehicle transmission having two intermediate shafts, which can alternately be driven via disengageable primary gearwheels, and drive a main shaft, via gearwheels on the respective main shaft and intermediate shaft, which gearwheels engage with one another in pairs. Mounted on an input shaft are two lockable and disconnectable drive gearwheels, one of which directly drives the primary gearwheels in a first rotational direction, whilst the other of which, via an intermediate gearwheel, drives the primary gearwheels in an opposite direction. The realization produces a transmission having an equal number of forward and reverse gears, which can be shifted without interruption of torque.

Abstract: Since the first-speed-ratio counter gear is carried by the first countershaft, the second countershaft carries other counter gears which transmit the relatively small drive torque, such as the forth-speed-ratio counter gear, the second-speed-ratio counter gear and the sixth-speed-ratio counter gear. Thus, there can be provided the twin-clutch transmission with two countershafts disposed coaxially which can surely obtain the advantage of making the transmission for transmitting the sufficiently large drive torque compact.

Abstract: A dual friction clutch assembly for a multiple-ratio transmission comprises separate friction disks of the assembly separately connected to each of two torque input shafts for the transmission. Two torque flow paths for the torque input shafts are defined in part by pre-engaged transmission clutches.

Abstract: A double shaft supporting construction for an automatic transmission includes an outer shaft having a plurality of gears and an inner shaft having a first gear fixed to the vicinity of a first end and a large-diameter portion integrally formed on the vicinity of a second end thereof, wherein a first bearing is interposed between the end of the inner shaft and a case of an automatic transmission, a second bearing is interposed between the large-diameter portion of the inner shaft and the case, a third bearing is interposed between the first end of the outer shaft and the first gear and a fourth bearing is interposed between the other end of the outer shaft and the large-diameter portion of the inner shaft.

Abstract: In a method for upshifting a parallel shift transmission having two input shafts, each of which is coupleable via a clutch to the drive shaft of a driving engine, an output shaft, which may be brought into rotationally fixed engagement with the input shafts via different transmission gear sets, and at least one electric machine that is rotationally fixedly connectable to an input shaft for output of a boost torque, which boosts the drive torque of the driving engine, the boost torque produced by the electric machine during the phase in which the speed of the driving engine drops when shifting from an old gear into a new, higher gear is at least approximately replaced by the torque produced by the driving engine as a result of the drop in speed.

Abstract: A dual clutch transmission for a motor vehicle having a synchronizer actuation interlock system includes two input shafts, a counter shaft, and a plurality of gear sets rotatively disposed on the shafts. The gear sets are adapted to be operatively engaged to and disengaged from their respective shafts. A plurality of synchronizers are disposed about the gear sets and the synchronizers are adapted to operatively engage and disengage the gear sets to and from their respective shafts. A plurality of hydraulically actuated shift actuators are each operatively connected to one of the plurality of synchronizers. Each shift actuator is adapted to cause its respective synchronizer to engage and disengage its respective gear sets to and from their respective shaft and further adapted to provide a hydraulic interlock that prevents an associated shift actuator on the same shaft from hydraulically actuating when the shift actuator is already engaged.

Abstract: A six-gear or seven-gear dual-clutch transmission (1, 30) comprising two clutches (K1, 2) the input sides of which are connected with one drive shaft (2) of a prime mover and the output sides with each one of two input shafts (3, 4) disposed coaxially to each other, two countershafts (4, 5) upon which gear wheels designed as idler wheels are rotatably supported, gear wheels designed upon input shaft (3, 33, 37) and in tooth contact with idler wheels (8, 9, 10, 15, 16, 17, 34, 35, 36), coupling devices (22, 23, 24, 25, 31, 32) non-rotatably and axially movably supported on both countershafts (5, 6), and movable via setting devices and one output gear wheel (18, 19) on a respective countershaft (5, 6) which are in tooth contact with a toothing (20) on one differential transmission (21).

Abstract: Method and device for providing an increment shifted transmission (9) for motor vehicles including an in-going shaft in a housing. At least one intermediate shaft in the housing exhibits at least one gear wheel (16, 17) in engagement with a gearwheel (12, 15) on the in-going shaft. A main shaft in the housing has gear wheels (15, 21, 22, 23) and is in engagement with gear wheels (18, 19, 20) on the intermediate shaft. At least one of the gear wheels in each neutrally engaging pair of gear wheels on the intermediate shaft and the main shaft are rotatably arranged about the shaft and by coupling members (13, 24, 25) being lockable onto its shaft and maneuvering members (40, 41, 42) co-operating with the coupling members controlled by a control unit (45) depending on signals fed to the control unit representative of various engine and vehicle data.

Abstract: An integrated control module for a dual clutch transmission that includes a valve body having an inlet, a plurality of outlets with a plurality of internal hydraulic passages disposed therebetween, and a hydraulic control assembly mounted to the valve body. The hydraulic control assembly is adapted to operatively control the pressurized hydraulic fluid from the inlet through the plurality of internal hydraulic passages to the plurality of outlets. The hydraulic control assembly includes at least one assembly from a group including, a shift actuation control assembly adapted to actuate the synchronizers of the transmission, a clutch actuation control assembly adapted to allow the selective and independent engagement and disengagement of each clutch, and a clutch cooling fluid control assembly adapted to control the cooling fluid provided to the clutches of the transmission.

Abstract: The invention provides a change gear, in particular in motor vehicles. This transmission comprises input and output shafts, a drive shaft that is in torque transmitting connection with the first and second output shafts; a first group of gear sets comprising at least one first gear set; a second group of gear sets comprising at least one second gear set; an itermediate shaft; and a first gear section. The input shaft is connectable with the first output shaft by the first group of gear sets. A second gear section is providcd in which the intermediate shaft is connectable to the second output shaft by the second group of gear sets. The intermediate shaft is in gearing connection with the first input shaft.

Abstract: The invention relates to a method for carrying out gear shifting in a twin-clutch gearbox comprising at least two gearbox input shafts which are respectively coupled to the engine by means of a clutch. According to the invention, after recognizing a desire to change gear, the clutch associated with the active torque transmitting gearbox input shaft is opened until the slip limit is reached and the engine torque is controlled according to the type of shifting in order to achieve the vehicle acceleration desired by the driver.

Abstract: A powertrain system is provided that includes a first prime mover and change-gear transmission having a first input shaft and a second input shaft. A twin clutch is disposed between the first prime mover and the transmission. The twin clutch includes a first main clutch positioned between the first prime mover and the first input shaft and a second main clutch positioned between the first prime mover and the second input shaft. The powertrain system also includes a second prime mover operably connected to one of the first and second input shafts.

Abstract: A multiple speed transaxle includes first and second input shafts, first and second output shafts, a layshaft, an idler shaft, a first set of selectable torque paths between the first input shaft and first output shaft, a second set of selectable torque paths between the second input shaft and the second output shaft, the second set including the layshaft and idler shaft, and a selectable torque path between the first input shaft and second output shaft including the layshaft and idler shaft.

Abstract: In a parallel manual transmission, an upshifting under power is executed based upon preset operating conditions, for example with a fully depressed accelerator pedal, without an electronically controlled, load-reducing ignition retard. When shifting to a higher gear, the engine output is used for increasing the speed of the engine and for the propulsion of the vehicle, based upon the operating condition of the drive train.

Abstract: A multiple speed transaxle includes first and second input shafts, first and second output shafts, a layshaft, an idler shaft, a first set of selectable torque paths between the first input shaft and first output shaft, a second set of selectable torque paths between the second input shaft and the second output shaft, the second set including the layshaft and idler shaft, and a selectable torque path between the first input shaft and second output shaft including the layshaft and idler shaft.

Abstract: A transmission for a working machine including a drive transmission mechanism and a working transmission mechanism operated by swinging a shift lever is provided. The drive transmission mechanism has a key-sliding transmission mechanism axially mounted on a drive shaft. The key-sliding transmission mechanism causes a selected one of a plurality of gears rotatably mounted on the drive shaft and the drive shaft to rotate together to transmit power to drive wheels.

Abstract: A pitch transfer gear transmission which enables drive to be transmitted from a gear of having one modulus (42) to a gear having another modulus (46) includes at least two gears (12,16) which have a different number of teeth and which are able to rotate relative to one another, so that the teeth of the two gears (12,16) can form a gear modulus of a first value at one part of the periphery of the gear, and a gear modulus of another value at another part of the periphery of the gear. Continuously variable transmissions are formed by providing an input or output gear (42,46) which has a modulus which varies along the length of the gear. Pitch transfer gear assembly (30) engages with the input or output gear (42,46), and is moveable by a mechanism (59) along the length of the gear changing modulus, so as to set the drive ratio of the transmission.

Abstract: In a transmission of the constant mesh type a number of gear selectors are driven by using a hydraulic coupling between input and output pistons. The hydraulic coupling functions as a hydraulic spring and force multiplier. A hydraulic actuator (23) is received by internal gear case wall (24) formed so as to prevent any radial or axial movement of the actuator itself. A hydraulic coupling, in this case the hydraulic coupling is formed as hydraulic springs or bags illustrated at (26).

Abstract: A transmission having a first input shaft X1 connecting a first clutch D1, a second input shaft X2, inserted in the first input shaft X1, and connecting to a second clutch D2, an output shaft Xo, a counter shaft Xs, and an idle shaft XR, is provided in the present invention. In the transmission, a gear G17 of the counter shaft Xs engaging with a gear G3 fixedly carried on the first input shaft X1 and a coupling C4 attached to the gear G17, are arrayed in the side space SP of an outer gear G12 of the output shaft Xo.

Abstract: A transmission in which an electric motor is inserted between a couple of clutch shafts of a twin-clutch type automatic transmission with the torque and speed of the electric motor being controlled. The pre-stage gear is released after the torque transfer is completed with the electric motor, and the clutch is exchanged after synchronizing the motor speed with the electric motor. Friction control of the clutch is not performed.

Abstract: An aim of the invention is to provide a double clutch transmission enabling shift actuation in multiple gear trains with a single actuator device. The time required for a gear ratio change should also be reduced, hereby improving comfort and operability. To this end, the invention provides that a gear ratio can be shifted with an actuating element through a shifting element and that in the shifted state of this gear ratio, the same actuating element can actuate at least one other shifting element in order to select other gear ratios. A neutral channel wide enough to allow the selection movement of an actuation element is advantageously retained in the shifted state of one or more gear ratios. A shifting element may follow an actuating element with a path hysteresis that is identical to or greater than the path of the shifting element between the neutral position and a final gear position.

Abstract: An automatic transmission has concentric first and second input shafts, and a parallel output shaft. A plurality of transmission gear trains are provided between the input shafts and the output shaft. An input switching shaft is arranged in parallel with the input shafts and the output shaft, and is provided with a first friction clutch switch switches into a power transmission state and a disconnection state with respect to the first input shaft, and a second friction clutch which switches into a power transmission state and a disconnection state with respect to the second input shaft. Engine power is bypassed to the input switching shaft so as to be transmitted to the output shaft via the first friction clutch or the second friction clutch and to effectively shorten the entire length of the transmission.

Abstract: A transmission having a first input shaft X1 connecting to a first clutch D1, a second input shaft X2, inserted in said first input shaft X1, and connecting to a second clutch D2, an output shaft Xo, a counter shaft Xs, and an idle shaft XR, is provided in the present invention.

Abstract: An automatic transmission having gear trains provided between an input shaft and an output shaft, the gear trains including drive gears mounted on the input shaft and driven gears mounted on the output shaft, includes a start clutch provided between a crankshaft of an engine and the input shaft for transmitting or shutting off an engine power from a crankshaft of the engine to the input shaft, a changeover mechanism for selecting a desired gear train through which power is transmitted from a plurality of gear trains, two bypass clutches, one is provided between third gear transmission gear trains and another is provided between sixth gear transmission gear trains for transmitting a different torque from the input shaft to the output shaft respectively, on gearshiftings and a bypass clutch control means for selecting at least one desired bypass clutch through which power is transmitted.

Abstract: A method of controlling the pressure applied to the engaged clutch of a vehicle having a dual clutch transmission to control the torque transferred across the engaged clutch thereby providing engine speed control for each gear based on the engine throttle position. The method includes the steps of determining the engine throttle position, determining the currently engaged gear of the transmission, and sensing the speed of the clutch. An engine stall speed is selected for the current gear and engine throttle position from a look-up table, and then a target engine speed based on the engine stall speed and the clutch speed is continuously redetermined, the clutch speed increasing in response to the increasing engine speed.

Abstract: The invention relates to a torque transmission device with at least a first, at least a second and at least a third shaft, whereby said torque transmission device comprises at least one drive mechanism which may be switched into different operating states.