Abstract:
A method according to an exemplary aspect of the present discourse includes, among other things, controlling a vehicle by pressurizing a transmission pump in response to an anticipated shift change trigger. The anticipated shift change trigger may include touching a shift device of the vehicle, or detecting that a vehicle occupant is in proximity to the shift device of the vehicle.

Description:
TECHNICAL FIELD 
     This disclosure relates to a vehicle, and more particularly, but not exclusively, to a vehicle system and method for pressurizing a transmission pump in response to an anticipated shift change trigger. Pressurizing the transmission pump in response to anticipated shift change triggers readies the vehicle for drive once a shift change actually occurs. 
     BACKGROUND 
     The need to reduce fuel consumption and emissions in automobiles and other vehicles is well known. Therefore, vehicles are being developed that reduce reliance or completely eliminate reliance on an internal combustion engine. Electrified vehicles are one type of vehicle currently being developed for this purpose. In general, electrified vehicles differ from conventional motor vehicles in that they are selectively driven by one or more battery powered electric machines. Conventional motor vehicles, by contrast, rely exclusively on the internal combustion engine to drive the vehicle. 
     Stop/start vehicles are also being developed to reduce fuel consumption and emissions by shutting down the engine during portions of the drive cycle. For example, a stop/start vehicle can turn its engine off while the vehicle is stopped rather than allow the engine to idle. The engine is subsequently restarted when the accelerator pedal is depressed or when the vehicle is otherwise able to progress. 
     It may be desirable to save additional energy during the drive cycle of a vehicle. One manner of achieving additional energy savings is to spin down the transmission input shaft of the vehicle transmission when the vehicle is in Park or Neutral. The transmission pump typically cannot pressurize fast enough to smoothly engage the clutches of the transmission when a shift change is subsequently requested. Although some vehicles may be equipped with auxiliary oil pumps, these pumps lack sufficient capacity to generate the pressure or flow required to perform the initial engagement/filling of the clutches of the transmission. 
     SUMMARY 
     A method according to an exemplary aspect of the present disclosure includes, among other things, controlling a vehicle by pressurizing a transmission pump in response to an anticipated shift change trigger. 
     In a further non-limiting embodiment of the foregoing method, the anticipated shift change trigger includes touching a shift device of the vehicle. 
     In a further non-limiting embodiment of either of the foregoing methods, the anticipated shift change trigger includes detecting that a vehicle occupant is in proximity to a shift device of the vehicle. 
     In a further non-limiting embodiment of any of the foregoing methods, the controlling step is performed if the vehicle is in Park or Neutral. 
     In a further non-limiting embodiment of any of the foregoing methods, the method includes starting an engine of the vehicle to pressurize the transmission pump. 
     In a further non-limiting embodiment of any of the foregoing methods, the method includes spinning up an electric machine of the vehicle to pressurize the transmission pump. 
     In a further non-limiting embodiment of any of the foregoing methods, the method includes ending the controlling step if a shift change request is not received after a threshold amount of time has passed since the anticipated shift change trigger. 
     In a further non-limiting embodiment of any of the foregoing methods, the method includes spinning an input shaft of a transmission by powering on a power source in response to the anticipated shift change trigger. 
     In a further non-limiting embodiment of any of the foregoing methods, the vehicle is a stop/start vehicle and the power source is an engine of the stop-start vehicle. 
     In a further non-limiting embodiment of any of the foregoing methods, the vehicle is an electrified vehicle and the power source is an electric machine of the electrified vehicle. 
     A method according to another exemplary aspect of the present disclosure includes, among other things, activating a sensor associated with a shift device of a vehicle, powering an input shaft of a transmission and pressurizing a transmission pump in response to powering the input shaft. 
     In a further non-limiting embodiment of the foregoing method, the activating step includes touching a component of the shift device. 
     In a further non-limiting embodiment of either of the foregoing methods, the activating step includes detecting a vehicle operator in proximity to the shift device. 
     In a further non-limiting embodiment of any of the foregoing methods, the powering step is performed by starting an engine of the vehicle. 
     In a further non-limiting embodiment of any of the foregoing methods, the powering step is performed by spinning up an electric machine of the vehicle. 
     A vehicle system according to another exemplary aspect of the present disclosure includes, among other things, a transmission pump and a control unit configured to command pressurization of the transmission pump in response to an anticipated shift change trigger. 
     In a further non-limiting embodiment of the foregoing vehicle system, the system includes a shift device and a sensor associated with the shift device. The sensor is configured to detect the anticipated shift change trigger. 
     In a further non-limiting embodiment of either of the foregoing vehicle systems, the anticipated shift change trigger is sensed by touching the shift device. 
     In a further non-limiting embodiment of any of the foregoing methods, a power source is actuable to pressurize the transmission pump. 
     In a further non-limiting embodiment of any of the foregoing methods, the power source is an engine or an electric machine. 
     The embodiments, examples and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible. 
     The various features and advantages of this disclosure will become apparent to those skilled in the art from the following detailed description. The drawings that accompany the detailed description can be briefly described as follows. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  schematically illustrates a powertrain of a vehicle. 
         FIG. 2  illustrates a vehicle system that can be employed by a vehicle. 
         FIG. 3  schematically illustrates a vehicle control strategy for pressurizing a transmission pump in response to an anticipated shift change trigger. 
     
    
    
     DETAILED DESCRIPTION 
     This disclosure relates to a vehicle system and method for pressurizing a transmission pump in response to an anticipated shift change trigger. For example, the transmission pump may be pressurized in response to touching, or preparing to touch, a shift device of the vehicle. The anticipated shift change trigger indicates that a change in the shift position is anticipated in the near future. An input shaft of a transmission may be actuated in response to sensing the anticipated shift change trigger, such as by starting an engine or spinning an electric machine, to pressurize the transmission pump and provide anticipatory line pressure for transmission engagements. The anticipatory line pressure readies the transmission for a smooth and quick engagement of the forward or reverse clutches, thereby reducing the amount of time necessary to ready the vehicle to drive. 
       FIG. 1  schematically illustrates a vehicle  10 . Although illustrated as a hybrid electric vehicle (HEV) in some embodiments, the present disclosure may be applicable to other types of vehicles, including a stop/start vehicle. In addition, although a specific component relationship is illustrated in  FIG. 1 , this illustration is not intended to limit this disclosure. In other words, it should be readily understood that the placement and orientation of the various components of the vehicle  10  could vary within the scope of this disclosure. 
     The exemplary vehicle  10  includes a powertrain  12 . The powertrain  12  includes an engine  14  and a transmission system  16  that is selectively driven by the engine  14 . In one embodiment, the transmission system  16  is a modular hybrid transmission (MHT). The transmission system  16  can include an electric machine  18  powered by a high voltage battery  20 , a torque converter  22 , and a multiple-step ratio automatic transmission, or gearbox  24 . In one embodiment, the electric machine  18  is configured as an electric motor. However, the electric machine  18  could alternatively be configured as a generator or a combined motor/generator within the scope of this disclosure. 
     The engine  14  and the electric machine  18  may both be employed as available drive sources for the vehicle  10 . The engine  14  generally represents a power source that may include an internal combustion engine such as a gasoline, diesel, or natural gas powered engine, or a fuel cell. The engine  14  generates power and corresponding torque that is supplied to the electric machine  18  when an engine disconnect clutch  26  that is disposed between the engine  14  and the electric machine  18  is engaged. 
     In some embodiments, the engine  14  is started using the electric machine  18  to rotate the engine  14  using torque provided through the engine disconnect clutch  26 . Alternatively, the vehicle  10  may be equipped with a low voltage starter  54  operatively connected to the engine  14 , for example, through a belt or gear drive. The starter  54  may be used to provide torque to start the engine  14  without the addition of torque from the electric machine  18 . The starter  54  may be powered by the high voltage battery  20 , or the vehicle  10  can include a low voltage battery  56  to provide power to the starter  54  and/or other vehicle components. 
     The electric machine  18  may be any one of a plurality of types of electric machines. By way of one non-limiting embodiment, the electric machine  18  could be a permanent magnet synchronous motor. 
     When the engine disconnect clutch  26  is at least partially engaged, power flow from the engine  14  to the electric machine  18  or from the electric machine  18  to the engine  14  is possible. For example, the engine disconnect clutch  26  may be engaged and the electric machine  18  may operate as a generator to convert rotational energy provided by a crankshaft  30  and an electric machine shaft  32  into electrical energy to be stored in the battery  20 . The engine disconnect clutch  26  can also be disengaged to isolate the engine  14  from the remainder of the powertrain  12  such that the electric machine  18  can act as the sole power source for propelling the vehicle  10 . 
     The electric machine shaft  32  may extend through the electric machine  18 . The electric machine  18  is continuously drivably connected to the electric machine shaft  32 , whereas the engine  14  is drivably connected to the electric machine shaft  32  only when the engine disconnect clutch  26  is at least partially engaged. 
     The electric machine  18  is connected to the torque converter  22  via the electric machine shaft  32 . The torque converter  22  is therefore connected to the engine  14  when the engine disconnect clutch  26  is at least partially engaged. The torque converter  22  includes an impeller fixed to the electric machine shaft  32  and a turbine fixed to a transmission input shaft  34 . The torque converter  22  thus provides a hydraulic coupling between the electric machine shaft  32  and the transmission input shaft  34 . 
     The torque converter  22  transmits power from the impeller to the turbine when the impeller rotates faster than the turbine. The magnitude of the turbine torque and impeller torque generally depend upon the relative speeds. When the ratio of impeller speed to turbine speed is sufficiently high, the turbine torque is a multiple of the impeller torque. A torque converter bypass clutch  36  may also be provided. When engaged, the torque converter bypass clutch  36  frictionally or mechanically couples the impeller and the turbine of the torque converter  22  to enable a more efficient power transfer. The torque converter bypass clutch  36  may be operated as a launch clutch to provide smooth vehicle launch. Alternatively, or in combination, a launch clutch similar to the engine disconnect clutch  26  may be provided between the electric machine  18  and the transmission gearbox  24  for applications that do not include a torque converter  22  or a torque converter bypass clutch  36 . In some embodiments, the engine disconnect clutch  26  is generally referred to as an upstream clutch and the torque converter bypass clutch  36  (which may be a launch clutch) is generally referred to as a downstream clutch. 
     The transmission gearbox  24  may include gear sets (not shown) that are selectively operated using different gear ratios by selective engagement of friction elements such as clutches, planetary gears, and brakes (not shown) to establish the desired multiple discrete or step drive ratios. The friction elements are controllable through a shift schedule that connects and disconnects certain elements of the gear sets to control the ratio between a transmission output shaft  38  and the transmission input shaft  34 . The transmission gearbox  24  may be automatically shifted from one ratio to another based on various vehicle and ambient operating conditions by an associated controller. The transmission gearbox  24  then provides powertrain output torque to the transmission output shaft  38 . 
     It should be understood that the hydraulically controlled transmission gearbox  24  used with a torque converter  22  is but one non-limiting embodiment of a gearbox or transmission arrangement and that any multiple ratio gearbox that accepts input torque(s) from an engine and/or a motor and then provides torque to an output shaft at the different ratios is acceptable for use with the embodiments of this disclosure. For example, the transmission gearbox  24  may be implemented by an automated mechanical (or manual) transmission (AMT) that includes one or more servo motors to translate/rotate shift forks along a shift rail to select a desired gear ratio. As generally understood by those of ordinary skill in the art, an AMT may be used in applications with higher torque requirements, for example. 
     The transmission output shaft  38  may be connected to a differential  42 . The differential  42  drives a pair of wheels  44  via respective axles  46  that are connected to the differential  42 . In one embodiment, the differential  42  transmits approximately equal torque to each wheel  44  while permitting slight speed differences such as when the vehicle turns a corner. Different types of differentials or similar devices may be used to distribute torque from the powertrain  12  to one or more wheels  44 . In some applications, torque distribution may vary depending on the particular operating mode or condition, for example. 
     Pressurized fluid for the transmission system  16  may be provided by a transmission pump  50 . The transmission pump  50  may be connected to or adjacent to the electric machine  18  such that it rotates with the electric machine  18  and the electric machine shaft  32  to pressurize and provide sufficient line pressure for full operation of the transmission gearbox  24 . When the portion of the electric machine shaft  32  containing the transmission pump  50  is at rest, the transmission pump  50  is also at rest and is inactive. 
     In order to provide pressurized transmission fluid when the transmission pump  50  is inactive, an auxiliary pump  52  can also be provided. The auxiliary pump  52  may be electrically powered, for example by the low voltage battery  56 . In some embodiments, the auxiliary pump  52  provides a portion of the transmission fluid for the transmission gearbox  24  such that the transmission gearbox  24  is limited in operation, for example to certain actuators or gearing ratios, when the auxiliary pump  52  is operating. 
     Cooled transmission fluid, such as oil, may settle in a sump  58  from the torque converter  22 . The auxiliary pump  52  may pump transmission fluid from the sump  58  to the transmission pump  50  during certain conditions. 
     The powertrain  12  may additionally include an associated control unit  40 . While schematically illustrated as a single controller, the control unit  40  may be part of a larger control system and may be controlled by various other controllers throughout the vehicle  10 , such as a vehicle system controller (VSC) that includes a powertrain control unit, a transmission control unit, an engine control unit, etc. It should therefore be understood that the control unit  40  and one or more other controllers can collectively be referred to as a “control unit” that controls, such as through a plurality of interrelated algorithms, various actuators in response to signals from various sensors to control functions such as starting/stopping the engine  14 , operating the electric machine  18  to provide wheel torque or charge the battery  20 , selecting or scheduling transmission shifts, actuating the engine disconnect clutch  26 , etc. In one embodiment, the various controllers that make up the VSC may communicate with one another using a common bus protocol (e.g., CAN). 
     The control unit  40  may include a microprocessor or central processing unit (CPU) in communication with various types of computer readable storage devices or media. Computer readable storage devices or media may include volatile and nonvolatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM), for example. KAM is a persistent or nonvolatile memory that may be used to store various operating variables while the CPU is powered down. Computer-readable storage devices or media may be implemented using any of a number of known memory devices such as PROMs (programmable read-only memory), EPROMs (electrically PROM), EEPROMs (electrically erasable PROM), flash memory, or any other electric, magnetic, optical, or combination memory devices capable of storing data, some of which represent executable instructions, used by the controller in controlling the engine or vehicle. 
     The control unit  40  may also communicate with various engine/vehicle sensors and actuators via an input/output (I/O) interface that may be implemented as a single integrated interface that provides various raw data or signal conditioning, processing, and/or conversion, short-circuit protection, and the like. Alternatively, one or more dedicated hardware or firmware chips may be used to condition and process particular signals before being supplied to the CPU. 
     As schematically illustrated in  FIG. 1 , the control unit  40  may communicate signals to and/or from the engine  14 , the engine disconnect clutch  26 , the electric machine  18 , the torque converter bypass clutch  36 , the transmission gearbox  24 , and/or other components. Although not explicitly illustrated, those of ordinary skill in the art will recognize various functions or components that may be controlled by the control unit within each of the subsystems identified above. Representative examples of parameters, systems, and/or components that may be directly or indirectly actuated using control logic executed by the controller include fuel injection timing, rate, and duration, throttle valve position, spark plug ignition timing (for spark-ignition engines), intake/exhaust valve timing and duration, front-end accessory drive (FEAD) components such as an alternator, air conditioning compressor, battery charging, regenerative braking, M/G operation, clutch pressures for engine disconnect clutch  26 , torque converter bypass clutch  36 , and transmission gearbox  24 , and the like. Sensors communicating input through the I/O interface may be used to indicate turbocharger boost pressure, crankshaft position (PIP), engine rotational speed (RPM), wheel speeds (WS 1 , WS 2 ), vehicle speed (VSS), coolant temperature (ECT), intake manifold pressure (MAP), accelerator pedal position (PPS), ignition switch position (IGN), throttle valve position (TP), air temperature (TMP), exhaust gas oxygen (EGO) or other exhaust gas component concentration or presence, intake air flow (MAF), transmission gear, ratio, or mode, transmission oil temperature (TOT), transmission turbine speed (TS), torque converter bypass clutch  36  status (TCC), deceleration or shift mode, for example. 
     Of course, the control logic may be implemented in software, hardware, or a combination of software and hardware in one or more controllers depending upon the particular application. When implemented in software, the control logic may be provided in one or more computer-readable storage devices or media having stored data representing code or instructions executed by a computer to control the vehicle or its subsystems. The computer-readable storage devices or media may include one or more of a number of known physical devices which utilize electric, magnetic, and/or optical storage to keep executable instructions and associated calibration information, operating variables, and the like. 
     An accelerator pedal  48  may be used by the driver of the vehicle  10  to provide a demanded torque, power, or drive command to propel the vehicle  10 . In general, depressing and releasing the accelerator pedal  48  generates an accelerator pedal position signal that may be interpreted by the control unit  40  as a demand for increased power or decreased power, respectively. Based at least upon input from the accelerator pedal  48 , the control unit  40  commands torque from the engine  14  and/or the electric machine  18 . The control unit  40  also controls the timing of gear shifts within the transmission gearbox  24 , as well as engagement or disengagement of the engine disconnect clutch  26  and the torque converter bypass clutch  36 . Like the engine disconnect clutch  26 , the torque converter bypass clutch  36  can be modulated across a range between the engaged and disengaged positions. This produces a variable slip in the torque converter  22  in addition to the variable slip produced by the hydrodynamic coupling between the impeller and the turbine. Alternatively, the torque converter bypass clutch  36  may be operated as locked or open without using a modulated operating mode depending on the particular application. 
     To drive the vehicle  10  with the engine  14 , the engine disconnect clutch  26  is at least partially engaged to transfer at least a portion of the engine torque through the engine disconnect clutch  26  to the electric machine  18 , and then from the electric machine  18  through the torque converter  22  and the transmission gearbox  24 . The electric machine  18  may assist the engine  14  by providing additional power to turn the electric machine shaft  32 . This operation mode may be referred to as a “hybrid mode” or an “electric assist mode.” 
     To drive the vehicle  10  using the electric machine  18  as the sole power source, the power flow remains the same except the engine disconnect clutch  26  isolates the engine  14  from the remainder of the powertrain  12 . Combustion in the engine  14  may be disabled or otherwise turned OFF during this time to conserve fuel. The power electronics (not shown) may convert DC voltage from the battery  20  into AC voltage to be used by the electric machine  18 . The control unit  40  commands the power electronics to convert voltage from the battery  20  to an AC voltage provided to the electric machine  18  to provide positive or negative torque to the electric machine shaft  32 . This operation mode may be referred to as an “electric only” or “EV” operation mode. 
     In any mode of operation, the electric machine  18  may act as a motor and provide a driving force for the powertrain  12 . Alternatively, the electric machine  18  could act as a generator and convert kinetic energy from the vehicle  10  into electric energy to be stored in the battery  20 . The electric machine  18  may act as a generator while the engine  14  is providing propulsion power for the vehicle  10 , for example. The electric machine  18  may additionally act as a generator during times of regenerative braking in which rotational energy from spinning the wheels  44  is transferred back through the transmission gearbox  24  and is converted into electrical energy for storage in the battery  20 . 
     It should be understood that highly schematic depiction of  FIG. 1  is merely exemplary and is not intended to be limiting on this disclosure. Other configurations are additionally or alternatively contemplated. 
     For example, in some embodiments, the vehicle  10  may be a stop/start vehicle. In one exemplary stop/start sequence of the vehicle  10 , the engine  14  can be automatically shut down during times when the vehicle  10  is not moving and then automatically restarted as necessary when the vehicle  10  begins to move again or when it becomes necessary to operate accessories off of the engine  14 . In this regard, the vehicle  10  may include an automatic stop/start system that automatically shuts down and restarts the engine  14  to reduce the amount of time the engine spends idling, thereby reducing fuel consumption and emissions. Automatically shutting down the engine  14  can be advantageous for vehicles that spend significant amounts of time waiting at traffic lights or frequently operate in stop-and-go traffic. The vehicle  10  may enter an auto-stop mode (i.e., the engine  14  is auto-stopped) when certain vehicle propulsion conditions are met, such as when the driver has applied the brakes and the vehicle speed is below a predetermined speed threshold. Once the driver indicates a request for vehicle propulsion (e.g., by releasing the brake pedal), the control unit  40  may automatically command a restart of the engine  14 . Although  FIG. 1  is depicted as including components such as the engine disconnect clutch  26  and the electric machine  18 , a vehicle equipped with stop/start technology would not necessarily require all the components illustrated in  FIG. 1 . 
       FIG. 2  illustrates a vehicle system  60  that may be incorporated into a vehicle, such as the vehicle  10  of  FIG. 1  or any other vehicle. The vehicle system  60  is adapted to provide anticipatory line pressure for transmission engagements, as is further discussed below. 
     In one non-limiting embodiment, the exemplary vehicle system  60  includes a shift device  62 , a control unit  64 , a power source  66 , a transmission pump  68 , and a transmission gearbox  70 . The shift device  62  may be located within a passenger compartment  72  (shown schematically) located on-board a vehicle and is generally used to change a gear of the transmission gearbox  70 . The shift device  62  may be a shift lever that includes a handle  74  and a sensor  76  fitted to the handle  74 . In one embodiment, the sensor  76  is housed inside the handle  74 . However, the sensor  76  could alternatively be positioned such that it is remote from the handle  74 . In another non-limiting embodiment, the shift device  62  could include an electronic shift device that includes one or more joysticks, dials and/or buttons. 
     In one embodiment, the sensor  76  is adapted to sense an anticipated shift change trigger  78 . Generally, the anticipated shift change trigger  78  instructs the vehicle system  60  that a vehicle operator or driver intends to change a position of the shift device  62  in the near future. Stated another way, the anticipated shift change trigger  78  may indicate that it is likely the vehicle operator is preparing to shift the shift device  62  from Park or Neutral into a drive gear or reverse. 
     In one non-limiting embodiment, the sensor  76  is activated when the vehicle operator touches the handle  74  of the shift device  62 . For example, the sensor  76  could be a capacitive sensor in such an embodiment. 
     In another embodiment, the sensor  76  is activated when a vehicle operator has positioned themselves in relative proximity to the shift device  62 , and therefore, in relative proximity to the sensor  76 . For example, the sensor  76  could be a proximity sensor adapted to visually or audibly detect the presence of the vehicle operator in proximity to the shift device  62 . It should be understood that any type of sensor may utilized by the vehicle system  60  to sense the anticipated shift change trigger  78 . 
     The control unit  64  is in communication with the sensor  76 . The control unit  64  may be part of an overall vehicle control unit, such as the control unit  40  of  FIG. 1 , or could alternatively be a stand-alone control unit separate from the control unit  40 . 
     When activated, a signal S 1  can be communicated to the control unit  64  indicating that an anticipated shift change trigger  78  has been sensed. In one embodiment, the control unit  64  is adapted to command pressurization of the transmission pump  68  in response to the signal S 1  indicating the anticipated shift change trigger  78  has occurred. 
     The control unit  64  may communicate a signal S 2  to the power source  66  in response to receiving the signal S 1 . The signal S 2  instructs the power source  66  to power on in order to spin an input shaft  80  of the transmission gearbox  70 . In one embodiment, the power source  66  is an engine and is powered on by being started. In another embodiment, the power source  66  is an electric machine and is powered on by spinning up the electric machine. 
     Spinning the input shaft  80  pressurizes the transmission pump  68  such that it is made ready to communicate a sufficient amount of transmission fluid to the clutches, gears and other components of the transmission gearbox  70 . In other words, the vehicle system  60  provides anticipatory line pressure to the transmission pump  68  in order to prepare for a relatively smooth and quick engagement of the forward and reverse clutches of the transmission gearbox  70 . 
       FIG. 3 , with continued reference to  FIGS. 1 and 2 , schematically illustrates a vehicle control strategy  100  of a vehicle  10  that has been equipped with the vehicle system  60  described above. The exemplary vehicle control strategy  100  may be performed to provide anticipatory line pressure for anticipated transmission engagements. Of course, the vehicle system  60  is capable of implementing and executing other control strategies within the scope of this disclosure. In one embodiment, the control unit  64  of the vehicle system  60  may be programmed with one or more algorithms adapted to execute the vehicle control strategy  100 , or any other control strategy. 
     As shown in  FIG. 3 , the vehicle control strategy  100  begins at block  102 . At block  104 , the vehicle system  60  determines whether the vehicle is in Park or Neutral. If the vehicle is not in either Park or Neutral gear, the vehicle control strategy  100  proceeds to block  106  and line pressure control is continued. In other words, normal line pressurization of the transmission gearbox  70  is performed using the transmission pump  68 . However, if it is determined the vehicle is in Park or Neutral, the vehicle control strategy  100  may proceed to block  108 . 
     At block  108 , the vehicle system  60  determines whether the sensor  76  of the shift device  62  has been activated. In other words, the vehicle system  60  determines whether an anticipated shift change trigger  78  has been sensed by the sensor  76 . In one embodiment, the sensor  76  is activated in response to touching a component of the shift device  62  (e.g., a handle, button, lever, dial, joystick, etc.). In another embodiment, the sensor  76  is activated if a vehicle operator has positioned themselves in relative proximity to the shift device  62 . If the sensor  76  has not been activated, the vehicle control strategy  100  ends at block  110  (i.e., the power source  66  is not powered on to pressurize the transmission pump  68 ). The vehicle control strategy  100  may then return to block  104  to periodically repeat the vehicle control strategy  100 . 
     Alternatively, if the sensor  76  has been activated at block  108 , the power source  66  may be powered on to begin spinning up the input shaft  80  of the transmission gearbox  70  as shown at block  112 . Spinning the input shaft  80  in this manner is sufficient to begin pressurizing the transmission pump  68  (i.e., provide anticipatory line pressure). A timer also begins to run at block  112  once the transmission pump  68  starts to pressurize. 
     At block  114 , the vehicle system  60  determines whether a shift change request has been received within a threshold amount of time of providing the anticipatory line pressure. If an actual shift change request has not been received before a threshold amount of time has passed, the vehicle control strategy  100  may be ended at block  110  by shutting the power source  66  off. However, if a threshold amount of time has not yet passed since performing block  112  or a shift change request is received, the vehicle control strategy  100  may proceed to block  116 . 
     The vehicle system  60  again determines whether the vehicle is in Park or Neutral at block  116 . If yes, the vehicle control strategy  100  returns to block  112 . If no, the vehicle control strategy  100  proceeds to block  106  and continues normal line pressurization of the transmission gearbox  70 . 
     Although the different non-limiting embodiments are illustrated as having specific components or steps, the embodiments of this disclosure are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments. 
     It should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should be understood that although a particular component arrangement is disclosed and illustrated in these exemplary embodiments, other arrangements could also benefit from the teachings of this disclosure. 
     The foregoing description shall be interpreted as illustrative and not in any limiting sense. A worker of ordinary skill in the art would understand that certain modifications could come within the scope of this disclosure. For these reasons, the following claims should be studied to determine the true scope and content of this disclosure.