Abstract: A power train for a motor vehicle is configured with a control unit operable to increase or decrease the flow of operating fluid as a function of the instantaneous demand for the supply of the operating fluid to at least one of multiple clutch arrangements in such a way that the control unit decreases or interrupts the flow of operating fluid when the supply demand is low and increases the flow of operating fluid unit when the supply demand is high.

Abstract: A controller for a contact mechanism for preventing a lack of a pressing force applied from a contacting member to a contacted member when determining a control input to an actuator moving the contacting member by a position control. The controller sets a target position of the contacting member, grasps an actual position of the contacting member, determines a control input to the actuator (so as to increase an output of the actuator along with an increase in a difference between the target position and the actual position of the contacting member to eliminate the difference), and detects that the contacting member contacts the contacted member.

Abstract: A vehicle gear box shift actuator and apparatus including the same. The actuator includes a lead screw; a drive nut threaded on the lead screw; a plunger; a first spring disposed between the drive nut and a first end of the plunger; a second spring disposed between the drive nut and a second end of the plunger opposite from the first end.

Abstract: An operating position select device for an automatic transmission has a select lever unit having a select lever operated by a driver; a mode shift unit mounted on the automatic transmission to shift operation modes of the automatic transmission; a first and second control cables and others for mechanically connecting the select lever and the mode shift unit, and an actuator for outputting assist torque to shift the mode shift unit. An operating angle sensor detects an operating angle of the select lever and an assist angle sensor detects an assist angle of the assist actuator. A control unit controls a drive current supplied to the assist actuator based on the operating angle and the assist angle.

Abstract: To enable compactness by lowering the connecting force of dog clutch so as to decrease the energy consumption and reduce the size of a system. A method of changing gears of automobile which moves the dog clutch in the axial direction at the time of gear change, while applying weak periodic torque vibration between the gear of the dog clutch and change gear of the gear shifter, and disconnects the two gears and, after the gear of the dog clutch and change gear of the gear shifter have been disconnected, also moves the dog clutch in the axial direction, while applying weak periodic rotating speed vibration between the gear of the dog clutch and another change gear of the gear shifter, and connects the two gears.

Abstract: The movement of a shift rail in an automatic gear transmission system, wherein each shift rail is connected to an associated actuator, is controlled with an electrical control signal. When a first electrical control signal is sent to a first of the actuators to actuate the first of the actuators, a second electrical control signal is sent to the other actuator(s) to cause the other actuator(s) to be locked in position.

Abstract: A transmission system including a shift mechanism for operating and controlling the transmission system. To automatically detect geometric characteristic values of the transmission system or of the shifting device a selector motor and a shift motor actuate a select or finger that is displaceably mounted in a selection-shift-passageway layout. Starting from an initial position whose coordinates within the selection-shift-passageway layout are unknown, the selector finger is displaced in the directions of shifting and in the directions of selection in order to detect paths of movement in the direction of selection or shifting. The selector finger is repeatedly displaced to establish the maximum paths of movement until the predetermined transmission geometric characteristic values are completely detected. Also disclosed are a control device for controlling a transmission system that includes a shift mechanism, and a method for controlling such a transmission system.

Abstract: Within the framework of the procedure for optimizing the rocking free of vehicles with an automatic transmission, a multiple clutch gear or an automatic shift gear, in order to recognize a situation which requires a rocking free of the vehicle, the speeds of the driving wheels are compared to the speeds of the non-driven wheels. When the driving wheels are spinning or have a specific speed, without a corresponding increase in speed or speed of the non-driven wheels, the necessity for rocking free of a vehicle is recognized.

Abstract: An automatic monitor sliding system comprises a machine case, a slidable structure, a monitor mounting plate, and a monitor structure. The slidable structure is mounted inside a reception chamber of the machine case. The monitor mounting plate is mounted in front of the machine case. The monitor structure is mounted in front of the monitor mounting plate. As a result, the slidable structure slides the monitor structure forward to slant the monitor structure downward for facilitating the user to insert and retrieve the audio-visual disk. Consequently, the automatic monitor sliding system provides the functions of protecting machine, preventing dust, water permeation, and mistouch input, and providing high sliding radian.

Abstract: A control apparatus includes a shift position detecting device for detecting a shift position that is changed by manual operation of the vehicle driver, an ECU for controlling an A/T based on a signal for a detected vehicle running state, and connectors that connect to an electrical unit outside the casing. Further, the shift position detecting device, the connectors, and the electronic control unit are electrically connected through a connecting board. Consequently, the shift position detecting device, the ECU, and the connectors can be freely laid out.

Abstract: A parking device for vehicles in which when an engine is brought into a halt, a clutch is disconnected and the revolution of an input shaft of a transmission cannot be controlled by frictional force of the engine, the parking device comprising a parking gear provided on the input shaft, a parking lock mechanism which selectively engages with the parking gear, a parking actuator for actuating the parking lock mechanism, a parking instruction device for instructing the parking, a speed-change actuator for shifting the transmission to each gear, and a control device. The control operates the speed-change actuator based on a signal from the parking instruction device to bring the transmission into engagement with a predetermined gear position and, thereafter, operates the parking actuator to bring the parking lock mechanism into engagement with the parking gear.

Abstract: A device and a method for determining positions of an automatic gearbox comprises a notched disk (1), an adjustment device for rotating the notched disk (1), a first sensor (14) for measuring the applicable torque, a second sensor (16) for determining the position of the notched disk (1), and a regulating device (15). The method determines the exact position of the notched disk (1) in a plurality of steps.

Abstract: A parking device for vehicles in which the rotation of an input shaft of a transmission is not limited by the frictional force of an engine when the engine is brought into a halt, the parking device comprising a parking gear provided on the input shaft, a parking lock mechanism which selectively engages with the parking gear, a change lever mechanically coupled to the parking lock mechanism, a speed-change actuator for shifting the transmission to each gear, a parking operation detection device arranged in an operation passage of the change lever from the neutral position to a parking position, and a control device. When the operation of the change lever has been confirmed by the parking operation detection device at the time when the change lever is operated from the neutral position to the parking position, the control device operates the speed-change actuator to bring the transmission into engagement with a predetermined gear.

Abstract: A range switching device is provided that is capable of selecting a running range accurately using a simple configuration and control. The range switching device includes a conversion mechanism which, in turn, includes a ball screw shaft, a ball nut, and other members. The ball nut is connected to a spool through an arm member, a range control shaft, and a detent lever. The spool is moved into a specified selection region among a plurality of selection regions by the conversion mechanism and the arm member. Then, the spool is more precisely moved to a selection position within the specified selection region by the detent mechanism and positioned and held thereat.

Abstract: A range selector issues a range selection command signal representative of an operation range of a shift-by-wire type automatic transmission meeting with a driver's intention. The operating range is at least one of P(parking)-range, R(reverse)-range, N(neutral)-range and D(drive)-range. An actuator causes the transmission to assume a certain operation range when receiving an instruction signal. A control unit issues the instruction signal by processing the range selection command signal, so that the transmission is able to assume an operation range that meets with the driver's intention. The control unit is configured to carry out, when the range selector fails to issue the range selection command signal, presuming a range selection intended by the driver based on a previous operation of the range selector; and based on the presumption, causing through the actuator the transmission to actually carry out at least one of first and second range selection operations.

Abstract: A gearbox with an actuating device for automated shifting and selection of transmission ratios includes a gearbox operating element that is driven by an actuator. The actuator has a drive source with an output element. A swivel movement of the output element causes the gearbox operating element to shift into or out of a transmission ratio or to select one of the shift slots of a shift-gate pattern and to simultaneously apply a force to an energy-storing device. The energy-storing device acts on an intermediate element which acts on the gearbox operating element. At least one retaining element limits the actuation of the intermediate element to a predetermined position.

Abstract: A shifting device for transmitting shift commands to an automatic transmission of a motor vehicle includes a housing (1) and/or a frame and a gearshift lever (2), which is designed such that it is pivotable around a selector axis and a shift axis. The selector axis and the shift axis are preferably arranged at right angles in relation to one another, and the gearshift lever (2) can be shifted at least into a first shift gate and a second shift gate. The first shift gate preferably shifts shifting programs (P, N, R and D) of an automatic transmission and the second shift gate preferably implements manual tapping commands.

Abstract: The Smart Resolution Valve Pressure Control System allows any pressure control system using valve state pulsing to modify airflow at an optimum and consistent range of operation thereby enhancing control accuracy and increasing the useable cycle life of any valve combination used.

Abstract: An electrically variable transmission has a pair of clutches and a first mode when the first clutch is applied and the second clutch released, a second mode when the second clutch is applied and the first clutch released, and a fixed-ratio mode when both clutches are applied. Upshifts and downshifts out of fixed-ratio are accomplished in accordance with a control based upon shift confidence factors determined in accordance with proportional and derivative input speed error quantities. Additional authority limits are placed upon the shift confidence factors in accordance with output speed derivative quantities. Additional override downshift control is provided in accordance with additional input speed condition determinations.

Abstract: A six-gear or seven-gear vehicle transmission (1, 30) having one starting selector clutch (K1), two countershafts (5, 6), gear wheels non-rotatably disposed upon the input shaft (4) and designed as fixed wheels (12, 13, 14, 33, 37) which are in tooth contact with idler wheels (8, 9, 10, 15, 16, 17, 35, 36), coupling devices (22, 23, 24, 25, 31, 32) non-rotatably and axially movably supported on the two countershafts (5, 6), the same as one output gear wheel (18, 19) upon each of the two countershafts (5, 6) which are in tooth contact with one toothing (20) on a differential transmission (21) each two gear positions in a shifting gate of an H- or multi-H shifting gate (G1-G2; G3-G4; G5-G6; G7-RG) are associated with two different coupling devices (22, 23, 24, 25, 31, 32) in the transmission.

Abstract: An input shaft 10 is connected rotationally with an intermediary shaft 20 through a main drive gear GMV, a connecting idle gear GCC and a connecting driven gear GCN and also connected rotationally with a countershaft 30 through the main drive gear GMV and a main driven gear GMN. A fourth speed drive gear G4V, which is provided on the countershaft 30, meshes with a fourth and sixth speed drive gear G46V, which is provided rotatably over the input shaft 10. Both the fourth and sixth speed drive gear G46V and a fifth speed drive gear G5V, which is provided rotatably over the intermediary shaft 20, mesh with a fourth, fifth and sixth speed driven gear G456N, which is provided on the output shaft 50.

Abstract: A transmission operating apparatus A mainly includes: a forward/backward direction sensor 3 which detects positions of a shift lever 1 manipulated by the driver; an operation mode selecting switch 7 which selects one of two operation modes to be manipulated by the shift lever 1; a forward/backward manipulation reaction force actuator 9; and a controller 4. The controller 4 further includes: an operation panel setting section 4A which virtually sets an operation panel corresponding to the operation mode selected by the operation mode selecting switch 7; a reaction force control section 4B which sets a reaction force corresponding to the position of the shift lever 1 in accordance with the operation panel; and a transmission control section 4C which controls a transmission 6 based on the position of the shift lever 1 in relation to the operation panel.

Abstract: A motor vehicle includes a drive train having a drive unit, a gearbox having a first gearbox input shaft and a second gearbox input shaft, and a clutch having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. The first and second clutch devices are plate clutches to which an operating fluid, such as a cooling oil, is supplied to operate the same. The gearbox is associated with an actuator device and a control device for controlling the actuator device, the arrangement of which enables the gears associated with the first and second gearbox input shafts to be engaged and disengaged. The control device is designed such that at least one gear is automatically engaged by the actuator device, as a result of the clutch release of the vehicle.

Abstract: A shift control system rotates an actuator to allow a wall of a detent plate and a roller of a detent spring to contact each other and then detects the position of contact so as to detect the position of the wall of the detent plate. After the wall position is determined, the actuator is driven in the direction opposite to the wall until the actuator reaches a position located before the wall position and distant therefrom by a predetermined amount, in order to cancel flexure or extension of the detent spring that is caused when the detent spring is pushed against the wall of the detent plate. Accordingly, such a situation where the shift position is moved by the recovery force of the detent spring can be avoided.

Abstract: A shift position detection apparatus for a variable speed gear wherein a shift shaft is moved in an axial direction to perform a speed changing operation. A variable speed gear includes a clutch sleeve disposed for movement in an axial direction on a counter shaft with a shift shaft disposed so as to extend in parallel to the counter shaft. A shift fork is coupled and attached to the shift shaft and has an end engaged with the clutch sleeve. The clutch sleeve is moved in the axial direction through the shift fork to select a shift position. A shift position detection apparatus includes F, R and N shift detection portions provided on the shift fork. The F shift detection portion and the R shift detection portion are spaced by approximately 60 degrees in a circumferential direction on substantially the same plane perpendicular to the axis of a cylindrical portion.

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: A gear change device including a shift lever support mechanism arranged in a casing to support a shift lever so as to slide in the axial direction of the casing and to rotate, a select actuator for operating the shift lever support mechanism to slide the shift lever in the axial direction which is the direction of selection, and a shift actuator for rotating the shift lever support mechanism to rotate the shift lever in the direction of shift. The shift actuator has an operation lever, with a base portion mounted on the shift lever support mechanism, and a pair of electromagnetic solenoids arranged facing each other, with the acting portion of the operation lever interposed therebetween. The solenoids are inclined with respect to the horizontal direction. A compression spring produces an urging force in the direction of operation of the electromagnetic solenoid which operates upward along the inclination.

Abstract: A power transmission for a motor vehicle. The transmission includes a plurality of transmission ratio steps defined by pairs of gear carried on parallel shafts, and final output mechanisms for engaging desired transmission ratio steps. The final output mechanisms are operable for controlling the engagement of respective transmission ratio steps to minimize tractive force interruption by allowing rapid gear changes to be effected to reduce the times between shifts of gears. By sensing accelerator pedal position and vehicle speed a new transmission ratio step to be subsequently engaged can be pre-selected while an engaged gear remains engaged.

Abstract: An electric motor is inserted between clutch shafts of a twin-clutch type automatic transmission are controlled for the torque and speed of the electric motor, establishing a smooth and efficient gear shifting control as well for a creep control, idling stop starting control, and R-to-D, D-to-R selecting control 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. As a single transmission can realize multiple functions, there is such an effect that the overall cost can be reduced relatively.

Abstract: A shift device for an inline transmission, comprising a shift shaft which is rotated during selection movements and is offset axially during shift movements, a plurality of shift members each of which being mounted movable or pivotably in the axial direction, for the actuation of at least one assigned shift clutch, a plurality of shift fingers which are secured to the shift shaft and extend in each case towards one side, each shift finger being assigned to one of the shift members and being arranged in such a way that, in a defined rotary selection position of the shift shaft, the shift finger is coupled axially to its assigned shift member, in order to drive the shift member during an axial movement of the shift shaft, and a blocking device for preventing two or more gears of the transmission from being shifted simultaneously, the blocking device having a plurality of individual blocking elements mounted fixedly with respect to the casing.

Abstract: A vehicle transmission has a first torque transmission path for transmitting a torque from the engine to an output shaft of the transmission through a first input shaft of the transmission, a first pair of gears and a first mesh type clutch. A second torque transmission path transmits a torque from the engine to the output shaft through the first input shaft, a second pair of gears and a second mesh type clutch. A third torque transmission path transmits a torque from the engine to the output shaft through a second input shaft of the transmission, a friction clutch disposed between the second input shaft and the engine, a third pair of gears and a third mesh type clutch. The torque transmission path from the engine to the output shaft shifts in order of the first torque transmission path, the third torque transmission path, and the second torque transmission path. When the torque is transmitted through the third torque transmission path, a torque at the first input shaft is controlled.

Abstract: A select control system for a vehicle transmission includes a gate mechanism having plural gates respectively selected upon a shift operation and having at least an actual gate, a temporary target gate, and a target gate, a select position determining mechanism adjusted to move the actual gate to the target gate along a select direction of the gate mechanism, and a select control element adjusted to control the select position determining mechanism. The select control element performs a temporary target gate remaining process in which the actual gate temporarily remains at the temporary target gate and moves to the target gate.

Abstract: An apparatus for generating tactile force for a vehicle is provided, which includes a motor for generating the tactile force, a spring for generating the tactile force, an electromagnetic brake for cooperatively generating the tactile force with at least one of the motor and the spring, an accelerator pedal and a shift lever. The apparatus generates the tactile force for at least one of the accelerator pedal and the shift lever with a drive-by-wire method.

Abstract: A plurality of shift rails are manipulated by a manual control rod to selectively actuate one or more synchronizer mechanisms. The control rod is moved angularly and linearly during ratio selection. Each synchronizer mechanism may control two or more drive ratios in a planetary transmission. At least two of the rails are interconnected by a reversing mechanism to permit consistent movement of the rails regardless of the direction of movement of the control rod.

Abstract: A vehicle gearbox having an input shaft, an output shaft and a countershaft, which is arranged to parallel to the axis of shafts and can be drivingly connected by gear sets to shafts via separating clutches, wherein four gear sets and a reversing gear set having an idler and a fixed gear form a main gearbox group and two gear sets having an idler and a fixed gear form a downstream area gearbox. The separating clutches and the idlers of the main gearbox group are arranged on the input shaft while the idlers of the area gearbox group rest on the countershaft, wherein the gearbox diagram, the switchgear and the gearbox housing for a vehicle gearbox with six forward gears are the same as those for a vehicle gearbox with eight forward gears.

Abstract: Method and apparatus for positioning a coupling means in a gearbox in a first gear position, a second gear position and an intermediate neutral position. The apparatus includes a housing (5) that forms a working cylinder (6), a main piston (7) arranged in the working cylinder (6) in order to interact operationally therewith, and a piston rod (8) connected rigidly to the main piston and extending from a first side thereof out of the housing (5). The piston rod (8) is connected to the coupling means or mechanism (4) outside the housing. The main piston (7) is arranged displaceably between three different positions in the working cylinder that correspond to the first and second gear positions, and the neutral position. An auxiliary piston (11) is also arranged displaceably inside the housing. The auxiliary piston (11) is adapted to operationally interact with the working cylinder and is arranged on a second, opposite side of the main piston relative to the first side.

Abstract: Methods and apparatus are taught for controlling the operation of a power train in a motor vehicle (1), which may include controlling a clutch actuating mechanism (20) so as to open a clutch (3) in a vehicle pull mode. Then, a transmission (4) may be changed from a first gear position to a second gear position via a neutral position by moving a transmission actuator. At or about the same time, the ignition angle of a spark-ignited combustion engine (2) is preferably shifted during the gear change step to cause the combustion engine to generate a negative engine torque. As a result, engine speed is decreased when the transmission is disposed in the neutral position and a desired engine torque can be rapidly realized as soon as the transmission actuator is disposed in the second gear position. Thereafter, the clutch is closed again.

Abstract: A shaft actuator for a transmission. A first electromagnetic solenoid is provided to operate a shifting mechanism of the transmission to a first shifted position. A second electromagnetic solenoid is provided to operate the shifting mechanism to a second shifted position. A neutral operation member is mounted on the shifting mechanism to bring the shifting mechanism to a neutral position lying between the first shifted position and the second shifted position. A neutral limitation member can move to a first position, where the neutral operation member is permitted to be operated to the first shifted position and to the second shifted position, and to a second position, where the neutral operation member is brought to the neutral position. An electromagnetic solenoid for neutral can bring the neutral limitation member to the second position.

Abstract: A transmission system including a shift mechanism for operating and controlling the transmission system. To automatically detect geometric characteristic values of the transmission system or of the shifting device a selector motor and a shift motor actuate a selector finger that is displaceably mounted in a selection-shift-passageway layout. Starting from an initial position whose coordinates within the selection-shift-passageway layout are unknown, the selector finger is displaced in the directions of shifting and in the directions of selection in order to detect paths of movement in the direction of selection or shifting. The selector finger is repeatedly displaced to establish the maximum paths of movement until the predetermined transmission geometric characteristic values are completely detected. Also disclosed are a control device for controlling a transmission system that includes a shift mechanism, and a method for controlling such a transmission system.

Abstract: a mode change switch 3 which changes an automatic shift mode and a manual mode, an up-shift switch 4, and a down-shift switch 5 are provided. The mode change switch 3 outputs an output of the normal-open contact point P2 as a manual mode signal to a controller 1 in operating the manual change switch 3, while an output of the normal-closed contact point P4 is outputted to an input side of the up-shift switch 4 at non-operation thereof. The up-shift switch 4 and the down-shift switch 5 are provided with the normal-open contact points P12, P22 which output an up-shift signal commanding an up-shift or a down-shift signal commanding a down-shift in operating the switch, and the normal-closed contact points P14, P24 which output a monitor signal at non-operation thereof.

Abstract: A P-ECU determines whether or not energization to an actuator is shut off when a shift-range switch instruction is unissued. If energization to the actuator is shut off, the P-ECU obtains a current rotational position of the actuator according to a count value obtained by an encoder. If a difference between a target rotational position and the current rotational position exceeds a predetermined amount, positional correction control is exercised.

Abstract: At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.

Abstract: A force feedback input device includes an operation member having a shaft and operated by an operator, detection means, such as a rotary encoder, for detecting an operating status of the operation member, an actuator for providing force feedback to the operation member, control means for controlling the actuator based on a detection signal output from the detection means, and stopper means for restricting displacement of the operation member in a predetermined operational direction. The stopper means includes a ratchet mechanism to disengage ratchets from corresponding gear teeth in response to the detection signal from the detection means.

Abstract: In an automated multi-group transmission consisting of one front-mounted group, one main group and one range group and in which the front-mounted group transmission and the range group transmission comprise a first shifting position for a low-speed total transmission ratio, a second shifting position for a high-speed total transmission ratio and a third shifting position as neutral position for interrupting the torque transmission, in a gear-shifting method for gear change, the range group transmission and the front-mounted group transmission are simultaneously brought to their respective neutral shifting position, which makes it possible to shift a deceleration of the main transmission. With the start of the gear-shifting process in the neutral positions, there also begins the control of the engine rotational speed to the total ratio of the target gear.

Abstract: When shifting the gear position into a target gear position from a current gear position, some gear position different from said current gear position is used as one distributing gear position. The control unit controls the pressing load of a synchromesh of one distributing gear position to make at least part of the rotation torque from the drive power source transfer by the friction. Thereby it makes at least part of the rotation torque transferred by a synchromesh of the current gear position decrease. And then it moves the synchromesh of said current gear position to a disengaging position not meshed with said idle gear. Thereafter another gear position different from said target gear position and said one distributing gear position is used as another distributing gear position.

Abstract: An actuator for an automated transmission in a motor vehicle drive train has a central actuating shaft with a shift finger. Two sleeves are supported concentrically on the actuating shaft and can be driven in mutually independent rotation. Two grooves of opposite helical pitch are arranged on the actuating shaft, and each of the sleeves has at least one inward-directed guide pin engaging one of the grooves.

Abstract: A shift device for an automatic transmission of a vehicle, particularly of a motor vehicle, is proposed in which the request to change the current ratio of the automatic transmission upon reaching preset operating states of the vehicle can be automatically generated or by manual input in a manual shifting mode. A pulse counter is here provided by way of successive pulses and manual input can be functionally interlinked wherein a shift signal can be generated depending on the linkage.

Abstract: A system and method for predicting a destination gear for engine and transmission control is described. Auxiliary splitter section (16B) shifts are automatically implemented by a splitter shifter (28) under commands (56) from a controller (54). The controller (54) includes logic rules for determining an expected front box gear and determining whether an intended shift is one of a button shift and a compound shift. When a compound shift is intended, a shift lever lateral position, a shift lever fore-aft position, and a splitter switch position are used to determine the predicted destination gear. The controller (54) can use the predicted destination gear for engine and splitter control. It is emphasized that this abstract is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims.

Abstract: A device for the control of a hydraulically actuated clutch (1) of an automatic transmission of a motor vehicle having a slide-valve mechanism (3) is proposed, in which a valve piston (4) can move between a first working space (7) which can be pressurized via a control line (8) with a control pressure (p_MV) adjustable by means of an electrically operated actuator (9) and a restoring space (10) containing a restoring spring (11) that acts on the valve piston (4). The valve piston (4) is made with several piston sections (4A, 4B) that delimit a pressure space (12) which is connected via a line (13) to a clutch space (2) of the clutch (1) and which, depending on the position of the valve piston (4), has a connection to a pressure supply line (14) delivering a system pressure (p_sys) or to a pressure-relief line (15).

Abstract: A mechanical transmission system (10) is provided with a detent mechanism (156/172, 186/196) for applying a selectively variable detent resistance to disengagement of an engaged gear ratio. To provide resistance to shift lever (31) induced jumpout when no intent to shift is sensed, a greater detent resistance is provided, and to provide improved shift quality upon sensing an intent to shift, a lesser detent resistance is provided. The mechanism also may be utilized to maintain the transmission in neutral.