A control part controls a clutch actuator. The control part has a first shift mode and a second shift mode. In the first shift mode, the clutch is switched to the disengaged state before changing of the gear position and the clutch is switched to the engaged state after changing of the gear position. In the second shift mode, an output of the prime mover is adjusted while the clutch is kept in the engaged state during the shift operation. Either the first shift mode or the second shift mode is selected on the basis of a detection result on whether the shift operation is a shift-up operation or a shift-down operation, and a traveling state of the vehicle.

A method for operating a motor vehicle having a transmission (1), the method including closing a first number of shift elements and opening a second number of shift elements in each selected, force locking gear ratio of the transmission (1); closing one shift element less, and therefore opening one shift element more than in a selected, force locking gear ratio when a transmission (1) is not force locking in the sailing mode; adjusting the respectively closed and opened shift elements as a function of at least one operating condition of the motor vehicle in the sailing mode; and checking, at least on the basis of the rotational speed of the transmission input shaft (2), whether a previously closed, positively locking shift element (A, F) to be opened is actually opened in the sailing mode during adjusting of the respectively closed and opened shift elements.

A method for operating a vehicle drive train includes operating the vehicle drive train with a drive unit switched on, with the drive unit connected to an output by a transmission, and with a positive-locking shifting element open. In response to a coasting operating state request for the vehicle drive train and a rotational speed of a transmission output being greater than a threshold, the drive unit is switched off and power flow between the drive unit and the output is interrupted by opening at least one of a plurality of frictional-locking shifting elements. The method also includes closing the positive-locking shifting element during the coasting operating state and no later than a leave coasting operating state request.

A control device of a vehicle including a motor and a multi-speed type automatic transmission including a plurality of engagement devices, the control device engaging the engagement device to be engaged and releasing the engagement device to be released when the shift is determined, and controlling an engagement pressure of an engagement device to be released during an upshift in a driven state and a downshift in a driving state and controlling an engagement pressure of an engagement device to be engaged during an upshift in the driving state and a downshift in the driven state so as to control a rotation speed of a rotating element of the automatic transmission, the control device increasing an instruction pressure of the engagement device to a target surge pressure for a target surge time when switching is performed during the upshift and the downshift in the driven state, to the driving state.

A transmission includes a stationary member, an input member, and gear sets each having a plurality of nodes. The transmission includes a first clutch that connects a node of one gear set to the stationary member to establish an L1 mode, and a second clutch that connects a node of another gear set to the stationary member to establish a 2L mode. A SOWC is connected between nodes of two gear sets, and a controller, in response to a requested shift L1-L2 shift while engine braking, executes a method to release the first clutch and thereby enters a neutral mode. The SOWC is released when slip across the first clutch exceeds a first threshold, then the first clutch reapplied when a SOWC slip level exceeds another threshold to thereby enter a 1.sup.st gear freewheeling mode. The second clutch is reapplied to enter the L2 mode and resume engine braking.

The present disclosure relates to a control method of a dual clutch transmission for a vehicle and a control system for the dual clutch. The control method includes: a pre-engagement-instructing step in which a synchronizing unit and a sub-gear stage starts to be synchro-meshed; a turn-off intention-determining step that determines whether a driver intends to turn off the neutralizing mode; a gear stage-comparing/determining step that determines whether the sub-gear stage and the main gear stage have been determined to be a same gear stage; a pre-engagement completion-determining step that determines whether the sub-gear stage and the synchronizing unit have been synchro-meshed; a sub-torque-applying step that applies torque to a clutch of a first input shaft on which the sub-gear stage is positioned; and a main torque-applying step in which when the synchronizing unit and the main gear stage are synchro-meshed, torque is applied to a clutch of a second input shaft on which the main gear-stage is positioned and the torque applied to the clutch of the first input shaft is removed.

A method for operating a vehicle drive train includes operating the vehicle drive train with a drive unit switched on, with the drive unit connected to an output by a transmission, and with a positive-locking shifting element open. In response to a coasting operating state request for the vehicle drive train and a rotational speed of a transmission output being greater than a threshold, the drive unit is switched off and power flow between the drive unit and the output is interrupted by opening at least one of a plurality of frictional-locking shifting elements. The method also includes closing the positive-locking shifting element during the coasting operating state and no later than a leave coasting operating state request.

An electrified vehicle includes a transmission having shiftable gears, an electric motor coupled for common therewith, and a synchronizer controllable for coupling the transmission to a driveline; friction brakes; a control system including a hybrid control unit, a brake control unit and a transmission control unit, wherein the hybrid control unit functions as a supervisory controller over the transmission control unit and the brake control unit and wherein the hybrid control unit is configured to coordinate control among the transmission control unit and brake control unit to compensate for unavailability of electric motor regeneration torque during an upcoming transmission gear shift event and blend in the friction brakes to provide a continuous and smooth deceleration of the electrified vehicle during the transmission shift event.