Abstract: A control device that includes an electronic control unit that is configured to perform neutral travel control that controls the transmission apparatus to enter a neutral state in which power is not transferred during rotation of the wheel, wherein the electronic control unit performs switching between an engaged neutral state in which a particular engagement device of the plurality of engagement devices is put in an engagement state and the transmission apparatus is put in a state in which power is not transferred and a released neutral state in which all of the plurality of engagement devices are put in a released state and the transmission apparatus is put in the state in which power is not transferred, based on at least a vehicle speed during the neutral travel control.

Abstract: A multiple speed transmission having an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. The plurality of planetary gear sets includes first, second and ring gears. The input member is continuously interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least eight forward speeds and one reverse speed are achieved by the selective engagement of the five torque-transmitting mechanisms.

Abstract: A multiple speed transmission having an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. The plurality of planetary gear sets includes first, second and ring gears. The input member is continuously interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least eight forward speeds and one reverse speed are achieved by the selective engagement of the five torque-transmitting mechanisms.

Abstract: A transmission controller determines that a select operation has been performed from a reverse range to a drive range if a time during which a range other than the drive range has been selected is longer than a predetermined time threshold value and an input rotation speed of a transmission is lower than a predetermined rotation speed threshold value and determines that the select operation has been performed from a parking range or a neutral range to the drive range if the time during which the range other than the drive range has been selected is shorter than the time threshold value or the input rotation speed is higher than the rotation speed threshold value when the select operation has been performed from the range other than the drive range to the drive range during vehicle stop.

Abstract: A control device for an automatic transmission mounted on a vehicle to establish a plurality of shift speeds by engaging engagement elements that need to be engaged for each shift speed. The control device includes a target shift speed setting device, a during-travel neutral control device and a prediction control device. The prediction control device takes action when a predicted prechange time becomes equal to or less than a predetermined time while the automatic transmission is in the neutral state, the predicted prechange time being a time predicted on the basis of variations in vehicle speed and being a time before implementation of a change of the target shift speed that involves changing the particular engagement element from a disengaged state to an engaged state in order to maintain the neutral state.

Abstract: A control device controls a transmission mechanism which includes a first clutch to be engaged at startup and a second clutch, and is interlocked when hydraulic pressure is supplied to the first and second clutches and when the first and second clutches are completely engaged. The control device includes a hydraulic pressure control unit controlling hydraulic pressure supplied to the transmission mechanism so that the first clutch is set in a completely engaged state and the second clutch is set in a slip interlock state where the second clutch is not completely engaged in the case of a return from an idle stop control in which an engine is automatically stopped. The hydraulic pressure control unit starts reducing hydraulic pressure supplied to the second clutch when an increased amount of an engine rotation speed per unit time becomes smaller than a predetermined value.

Abstract: At or before time t2 when a kick-down switch was off, the higher speed a shift ratio selected by a driver is for, the smaller value a restriction rate K is set to. Consequently, driving force in a Mid-gear ratio is more restricted than driving force in a Lo-gear ratio. Further, driving force in a Hi-gear ratio is more restricted than driving force in the Mid-gear ratio. At time t2 when the kick-down switch changes from off to on, the restriction on driving force employing a restriction rate K is removed, whereupon an increment ? in driving force in the Hi-gear ratio is, as it had a greater restricted amount during KD OFF, greater than an increment ? in driving force in the Mid-gear ratio. A natural kick-down feeling responsive to the selected shift ratio is thus realized.

Abstract: A method, apparatus and system for controlling transmission clutch and/or variator system pressures is provided. A transmission control unit and a pressure control device including an electro-hydraulic valve and a pressure switch cooperate to provide self-calibrating clutch and/or variator pressure control systems.

Abstract: In a control apparatus and a control method for a vehicle automatic transmission in which a plurality of gears with different speed ratios are achieved by selectively engaging a plurality of friction engagement devices and a one-way clutch, if an acceleration request is made in the case where the one-way clutch is in an idling state when a first predetermined gear is to be achieved by engaging the one-way clutch, a pre-synchronization control is executed to transmit torque through a predetermined friction engagement device used to achieve a second predetermined gear at which the one-way clutch is maintained in an idling state, and to continue to change a rotational direction of the one-way clutch toward a rotational direction in which the one-way clutch is brought to a synchronized state, according to the acceleration request.

Abstract: A gear shifting method of a hybrid vehicle may include releasing a clutch and brake of a transmission and determining a neutral condition status, controlling torque of an engine connected to one operational element of a first planetary gear set in a neutral condition, and controlling speed of a first motor/generator connected to the other operational element of the first planetary gear set. Accordingly, a speed of the first and second motor/generator are controlled and a torque of the engine is controlled in a neutral or parking state of a shift lever such that a mode change becomes easy and the torque of the engine is continuously controlled to improve a shift quality and a driving performance and to save fuel, while the neutral or parking state is changed to a drive or reverse state or the drive or reverse state is changed to the neutral or parking state.

Abstract: When a select lever is in a drive range, a microcomputer reads a value of an output voltage by a switch-operation-signal output circuit after detecting that both shift-up switch and shift-down switch are substantially simultaneously turned on, checks whether or not the output voltage by the switch-operation-signal output circuit is the output voltage indicating that the switch after a predetermined time has elapsed is in a normal condition, and only when the output voltage is such an output voltage, permits a manual mode of an automatic transmission and when the output voltage is not such an output voltage, cancels the manual mode.

Abstract: A manual valve disconnects a line pressure oil passage and an R position pressure oil passage when a selector is in a D position or an N position and causes the R position pressure oil passage and the line pressure oil passage to communicate when the selector is in an R position. A switching valve is switched to disconnect a low & reverse brake pressure oil passage and the R position pressure oil passage when the selector is in the D position or the N position and a vehicle is driving at a vehicle speed equal to or lower than a predetermined vehicle speed.

Abstract: A method, apparatus and system for controlling transmission clutch system output pressures is provided. A transmission control unit and a pressure control device including an electro-hydraulic valve and a pressure switch cooperate to provide self-calibrating clutch pressure control systems.

Abstract: When the shift position is changed to the drive position, the amount of oil that is supplied to an automatic shift unit is increased by a larger amount as the standby hydraulic pressure is lower. Therefore, even if the standby hydraulic pressure is decreased, the required hydraulic pressure is more easily achieved when the shift position is changed to the drive position. Therefore, it is possible to decrease the standby hydraulic pressure without slowing down the response to the automatic shift unit to the hydraulic pressure and reducing the useful life of the automatic shift unit. Thus, the amount of electricity consumed by the electric oil pump is reduced. As a result, it is possible to enhance the fuel efficiency.

Abstract: A method, apparatus and system for controlling transmission clutch system output pressures is provided. A transmission control unit and a pressure control device including an electro-hydraulic valve and a pressure switch cooperate to provide self-calibrating clutch pressure control systems.

Abstract: The present disclosure utilizes Non-linear Proportional and Derivative (NLPD) control on a duty cycle of an applying clutch for stationary and rolling vehicle garage shifts. The applying clutch can be engaged by as electrically activated solenoid valve, and the present disclosure utilizes NLPD control to adjust the duty cycle of the solenoid to provide a smooth vehicle garage shift engagement. The present disclosure utilizes a control algorithm based on turbine speed, turbine acceleration, and output speed. The present disclosure can utilize an existing vehicle control unit, such as an engine control unit (ECU), transmission control unit (TCU), or the like, to receive turbine speed measurements, to calculate the solenoid duty cycle using NLPD control on the turbine speed acceleration error, and to adjust the solenoid driver on the solenoid valve.

Abstract: A method controls an internal combustion engine in a drive train having a hydraulic torque converter with a pump wheel and a turbine wheel, during a changeover from an overrun mode into a traction mode. In the method, the rotational speeds of the pump wheel and of the turbine wheel are sensed simultaneously and compared with one another, and a deviation of the rotational speed of the pump wheel from the rotational speed of the turbine wheel being determined. If the rotational speed of the turbine wheel is higher than the rotational speed of the pump wheel and the deviation drops below a predefined threshold value, the torque of the internal combustion engine is set in dependence on the deviation and a rate of change of the rotational speed of the pump wheel. Furthermore a control unit is configured to carry out such a method.

Abstract: A method of operating an automatic transmission of a motor vehicle, in particular a variable-speed transmission. The automatic transmission includes at least five shift elements, at least three of which are engaged in a forward and a reverse gear to transfer torque or force. When disengaging gears for shifting the automatic transmission from a forward or reverse gear to a neutral position, at least one of the at least three shift elements that are engaged in the respective forward or reverse gear is completely disengaged.

Abstract: A control system and method is disclosed for an electromagnetic clutch brake, including an electromagnetic clutch brake actuator coil surrounding a power input shaft for a multiple-ratio transmission in a vehicle powertrain. A protective circuit of the control system normally monitors data inputs that indicate conditions that are not favorable for clutch brake actuation. The protective circuit prevents actuation of the clutch brake under such conditions. The protective circuit may monitor a plurality of signals including a vehicle speed signal which prevents engagement of the clutch brake unless the vehicle speed is below a predetermined level. The system may further include a transmission neutral switch that permits bypassing monitoring the vehicle speed signal when the transmission neutral switch is actuated.

Abstract: A vehicle includes an engine, a multi-speed transmission with a neutral idle (NI) mode capability, and a controller. The controller allows direct entry into the NI mode during a garage shift (GS) event. One clutch is actuated during the GS event, and a different clutch is actuated to directly enter NI mode after completing the GS event. A method allows for direct entry into a neutral idle (NI) mode during a garage shift (GS) event using a multi-speed transmission. The method includes automatically actuating a first clutch of a plurality of clutches to complete the GS event, and a second clutch of the plurality of clutches to directly enter the NI mode after completing the GS event. The method may include holding the NI clutch at a pre-learned NI pressure during a fill stage of the GS clutch, and varying a turbine pull-down rate to provide different GS shift feels.

Abstract: When a vehicle speed V is out of a non-rotational synchronizing range, V?Vref1 or Vref2?V, in a neutral state of a transmission set in response to an operation of a gearshift lever to an N (neutral) position during operation of an engine, the engine and a motor MG1 are controlled to make a ring gear shaft rotate at a target rotation speed Nr*, which is expected in response to an operation of the gearshift lever to a D (drive) position or an R (reverse) position, and to enable self-sustained operation of the engine at the greater rotation speed between an idle speed Nidl and a minimum engine speed Nmin calculated from a minimum rotation speed Nm1min of the motor MG1. Such control effectively reduces a potential shock occurring in the case of the operation of the gearshift lever from the N position to the D position or the R position without causing negative overspeed of the motor MG1.

Abstract: The present disclosure improves both the D-N and N-D garage shift by reducing torque applied to the powertrain mount system and vehicle suspension systems during garage shifts. Since less energy in stored in the mount system and suspension system, the reaction bump during garage shifts will be reduced without compromising vehicle performance. For the N-D garage shift, such as after key-on when a shift lever is positioned in drive, a vehicle shifts to second gear (or some other higher gear) which provides reduced torque applied to the powertrain mount system and vehicle suspension system. For the D-N garage shift, as a vehicle slows down to a zero speed with the brake on, the vehicle is shifted into a higher gear. As the vehicle starts to launch, the vehicle is immediately shifted back to first gear, launching the vehicle with its first gear ratio.

Abstract: A method for launching a vehicle having an engine shaft, first and second transmission input shafts, first and second input clutches, a coupler, a power path, and an output, the method including engaging the coupler to connect the first input shaft and the first output shaft through the power path, engaging the second input clutch to connect the engine shaft and the second input shaft mutually, using a speed of the second input shaft to determine a desired clutch torque capacity of the first input clutch, and actuating the first input clutch to produce the desired clutch torque capacity of the first input clutch and to complete a drive connection between the first input shaft and the output.

Abstract: In a control of a vehicular automatic transmission, an engaging device provided in a power transmission path between an engine and driving wheels is brought into a slipping state or a release state when a certain neutral control condition is satisfied while a shift lever is placed in a running position, the engaging device is engaged so as to increase a torque transmission capacity thereof when a certain neutral control cancellation condition is satisfied during neutral control under which the engaging device is in the slipping state or the release state, and an engaging pressure of the engaging device is held at a constant pressure level for a given period of time when an accelerator pedal is depressed while the engaging device is engaged so as to increase the torque transmission capacity thereof.

Abstract: A method for the control of an automatic transmission during a change of ratio procedure, wherein the synchronous speed of rotation (SD) for the new transmission gear-stage lies under the no-load speed of rotation (LD) of a drive motor which can be connected to the transmission and wherein a gear-stage engagement actuator for the engagement of a new transmission gear-stage is then activated, when the transmission input speed of rotation (GED) has reached a predetermined speed of rotation window (F), which window also encompasses the synchronous speed of rotation (SD). In order to make such a shifting method more comfortable than previously, the invented method deviates from that procedure based on downshifting, which has been customary up to this time and rather proceeds in a upshifting mode.

Abstract: A method for controlling a partially unsynchronized manual transmission, which realizes the increase of a rotational speed of a transmission part to be synchronized during a gear change procedure by connecting one element of the transmission, via a shiftable clutch, to a drive motor and by making available to this drive motor the required rotational speed as well as the necessary torque at its output shaft. It is also provided that when the rotational speed and/or the torque made available by the drive motor is not sufficient to ensure the synchronization of the manual transmission within a fixed time period, a shifting strategy is pursued, which prevents an unintentional holding of the manual transmission in its neutral position or idle position.

Abstract: A control device for an automatic transmission includes: a control portion that executes a neutral control to release the friction engagement element if a progressing position of the automatic transmission is selected, and a state of the vehicle satisfies a certain condition; a detection portion that detects degree of deceleration of the vehicle before the neutral control is executed; and a releasing portion for releasing the friction engagement element to be in a released or semi-released state in accordance with a shift of the automatic transmission if the degree of deceleration is greater than a predetermined degree.

Abstract: A control system for an electromagnetic brake, including an electromagnetic brake actuator coil surrounding a power input shaft for a multiple-ratio transmission in a vehicle powertrain. An electromagnetic flux flow path for the actuator coil is electromagnetically isolated from the power input shaft and other elements of the powertrain thereby avoiding residual magnetization. A thermally responsive circuit protector is provided in the coil circuit that senses the temperature of the stator coil to avoid overheating of the stator coil. An overcurrent protector is provided for opening the stator coil circuit when current in the stator coil exceeds a predetermined value.

Abstract: A method for operating an automatic transmission of a motor vehicle, in particular a variable-speed transmission. The automatic transmission includes at least five shift elements and to transfer torque or force transfer in a forward gear and a reverse gear at least three shift of the at least five elements are engaged. When shifting the automatic transmission from a neutral position to a forward or a reverse gear, at least one of the three shift elements of the automatic transmission that are engaged in the respective forward or reverse gear, is engaged in a controlled manner.

Abstract: When an engine is in an idle state and a drive range is selected in transmission (i.e. during idle control), an idle controlling portion of an engine ECU calculates a target power for controlling a power of the engine to keep it constant, and outputs the calculated target power to an engine controlling portion. The engine controlling portion controls the power of the engine based on the target power calculated by the idle controlling portion during idle control.

Abstract: A shift control device of an automatic transmission comprising detection means for detecting a shift from a non-drive to a drive position; output means for outputting a command to execute an engine output lowering; detection means for detecting a transmission input revolution number and control means for engaging the friction engagement element by direct pressure control in response to a detection of said transmission input revolution number having been decreased to a predetermined value.

Abstract: The present disclosure utilizes Non-linear Proportional and Derivative (NLPD) control on a duty cycle of an applying clutch for stationary and rolling vehicle garage shifts. The applying clutch can be engaged by as electrically activated solenoid valve, and the present disclosure utilizes NLPD control to adjust the duty cycle of the solenoid to provide a smooth vehicle garage shift engagement. The present disclosure utilizes a control algorithm based on turbine speed, turbine acceleration, and output speed. The present disclosure can utilize an existing vehicle control unit, such as an engine control unit (ECU), transmission control unit (TCU), or the like, to receive turbine speed measurements, to calculate the solenoid duty cycle using NLPD control on the turbine speed acceleration error, and to adjust the solenoid driver on the solenoid valve.

Abstract: In a shift control device and a shift control method for an automatic transmission, when the shift range is switched from a non-travel range to a travel range, a squat control of temporarily forming a high-speed step that is smaller in speed change ratio than the first speed change step by engaging a first engagement element and a second engagement element, and then forming the first speed change step by releasing the second engagement element. In the case of standing-start of the vehicle in the high-speed step, the squat control is ended before the first speed change step is formed by releasing the second engagement element.

Abstract: A method and system for controlling a 3?2 shift before stopping of an automatic transmission reduces shift shock as a consequence of an operation of a control duty being delayed according to an angular velocity of an engine at a shift start point in the 3?2 shifting process before stopping. The method includes: detecting driving information; determining whether a 3?2 shift condition before stopping is satisfied; determining, when the 3?2 shift condition before stopping is satisfied, whether a shift control condition is satisfied; and controlling the 3?2 shift before stopping when the shift control condition is satisfied.

Abstract: To provide a control method for a power transmission device which can prevent the generation of impacts and noises when a speed change mechanism is changed over from a neutral state to a first speed gear without using a brake mechanism. In a control method of a power transmission device for controlling a power transmission device for transmitting a rotational power of a crankshaft of an internal combustion engine to an output side by way of a clutch mechanism and a speed change mechanism, the speed change mechanism is automatically changed over from a neutral state to a first speed gear during a period from a point in time Ts at which an ignition switch is turned on to a point in time at which an engine rotational speed arrives at a steady-state idling rotational speed Nid due to the starting of an internal combustion engine.

Abstract: A method of controlling a downshift in a transmission having a main box and a compounder that has at least one gearset and at least one friction element separate from the main box includes initiating an upshift in the compounder including application of at least one friction element (e.g. a clutch) in the compounder, and releasing a friction element (e.g. a clutch) in the main box providing a swap shift. The speed phase in the compounder may trigger the speed phase in the main box, and vice versa. Target fluid volumes in one or both of a clutch being released in the main box and a clutch being applied in the compounder may be controlled and adjusted, if necessary, as a function of specific event timing in prior shifts.

Abstract: A control method for automatic transmissions wherein a reverse motion condition in the neutral or drive ranges, caused by burning or the like in the operating devices of the automatic transmission, can be automatically detected to prevent an unwanted reverse motion of a vehicle from occurring, thereby enhancing the safety of the automatic transmission and improving the running stability of the vehicle.

Abstract: According to a preferred embodiment of the present invention, a “special neutral” is commanded to initiate the neutral to range shift. The “special neutral” of the present invention is special in that while the transmission output speed remains unconstrained, the transmission input speed is locked at zero. This condition is particularly advantageous because on-coming clutches may be applied without relative motion between the respective clutch plates. Therefore, by initiating the neutral to range shift from the “special neutral” of the present invention, the ratio change may take place irrespective of engine speed, with zero slip loss and more quickly than previously possible.

Abstract: An automatic transmission includes: a transmission case; a support installed vertically in the transmission case; a hydraulic pump housing installed in the transmission case; a hydraulic pressure chamber attached to a first side of the support; a transfer drive gear for transferring torque to an output shaft, the transfer drive gear being attached to a second side of the support; a brake retainer coupled to the hydraulic pressure chamber and attached to the center support; a first brake receiving a first operating hydraulic pressure from the hydraulic pressure chamber and splined to the transmission case through the brake retainer; and a second brake receiving a second operating hydraulic pressure from the hydraulic pump housing, connected to the brake retainer, and splined to the transmission case.

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: 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: When torque transmission through the transmitting torque variable mechanism (e.g., an assist clutch) is changed to torque transmission through a meshing gearing after the gearshift, a controlled variable per unit time when the transmitting torque variable mechanism is released is determined or varied according to the vehicle operating condition after a gearshift has been completed. A degraded gearshift feel as a result of axle vibration at the end of the gearshift can thereby be suppressed.

Abstract: A control apparatus and method for a vehicle including a stepped automatic transmission and a shift control device which controls an operation of the automatic transmission based on a vehicle state such as a value corresponding to a driving force required for the vehicle, according to a pre-stored shift pattern having a shift line for determining whether shifting is performed from one shift speed to an adjacent shift speed.

Abstract: An engine idle speed control device set a target idle speed NsetN for a non-traveling range is set to a high value to activate the catalytic converter early, after the engine is started. Upon detecting that the automatic transmission has been shifted from a non-traveling range to a traveling range, the target idle speed is lowered to a first traveling idle speed Nset1 for a prescribed period (200 ms). After the prescribed period elapses, the target idle speed is lowered even further to a second traveling target idle speed Nset2. When the target idle speed is set to the first traveling target idle speed Nset1, the ignition timing retardation amount RET is set in accordance with the actual engine rotational speed Ne in such a fashion that the higher the engine rotational speed Ne is, the more the ignition timing ADV is retarded.

Abstract: A transmission equipped with a continuously variable ratio-change mechanism CVT and a LOW rotational transmission mechanism GT, which are disposed parallel with each other, comprises a forward clutch 65 and a reverse brake 66, which are used to set a power transmission through the continuously variable ratio-change mechanism, a LOW clutch 46, which is used to set a power transmission through the LOW rotational transmission mechanism, and a control unit ECU and a hydraulic control valve HV, which control the engagement of the clutches and the brake. When the transmission is switched from its neutral mode to its in-gear mode, at first, the forward clutch 65 is brought gradually into engagement, and then it is released before the LOW clutch 46 is brought into engagement in a squat control.

Abstract: A control device for a vehicle which has a function to reduce the change-speed shock when changing the speed by controlling the transmission of the vehicle. The control device performs the switching between a manual change-speed mode in which the vehicle speed can be changed based on a change-speed command generated by manual operation and an automatic change-speed mode in which a transmission gear ratio can be controlled based on the predetermined change-speed characteristic. Thereby the reduction amount of the change-speed shock can be changed between the manual change-speed mode and the automatic change-speed mode.

Abstract: Disclosed are a control system and a control method for an automatic transmission, in which a judgment is made whether or not a range selector (31) has been switched to a reverse range during forward traveling of the vehicle. When it is determined that the range selector (31) has been switched to the reverse range during forward traveling of the vehicle, a judgment is made whether or not the vehicle speed is lower than a first vehicle speed and whether or not the period of time that has elapsed until switching from the forward to the reverse range is shorter than a predetermined judgment time. When the vehicle speed is lower than the first vehicle speed and the period of time that has elapsed until switching from the forward to the reverse range is shorter than the predetermined judgment time, a forward/backward changeover mechanism (4) is switched to a reverse mode. Otherwise, the switching of the forward/backward changeover mechanism (4) to the reverse mode is delayed.

Abstract: A transmission control apparatus includes transmission lines disposed between a pair of transmission shafts and a hydraulic multiple disc transmission clutch disposed on one side of the transmission lines. Power from an engine is transmitted via one of the transmission lines to a traveling unit. Each of the transmission lines has a friction clutch. A first gear mechanism operated by a first actuator is disposed between one of the transmission shafts and the first transmission line. A second gear mechanism operated by a second actuator is disposed between one of the transmission shafts and the second transmission line. When the first transmission line is powered, a first system operates the second gear mechanism into a speed position; the first clutch to a non-transmitting state and the second clutch to a transmitting state, thereby providing a progressive shifting of the transmission clutch from a transmitting state to a semi-transmitting state.

Abstract: A vehicle powertrain modelling system includes a powertrain model (20), a vehicle model (30), a seat model (55), a driver model (60) and a correlation element (50) comprising a neural network. As a result vehicle development is enhanced, using the neural network (50) to correlate modelled shift aspects with previous subjectively obtained ratings.

Abstract: A control system and method maintains a constant engine idle speed during a garage shift of an automatic transmission-equipped vehicle with a torque converter. An engine control module or other processor identifies when transmission input clutch fill occurs. The engine control module increases engine output based on the transmission input clutch fill and before a decrease in engine idle speed occurs. The engine control module latches a turbine speed and a speed ratio (turbine speed/engine speed). The engine control module declares transmission input clutch fill if the latched turbine speed minus a current turbine speed is greater than the first calibration constant or if the latched speed ratio minus a current speed ratio is greater than the second calibration constant. The engine control module increases the engine output after waiting a first time delay after the transmission clutch fill.