A method is provided for executing a gearshift in an automatic transmission with several shifting elements. Upon the execution of the gearshift, a first frictional-locking shifting element is opened and a second positive-locking shifting element is closed. If, upon the execution of the gearshift, an input torque of the automatic transmission is less than a threshold value, after at least partially opening the frictional-locking shifting element and after releasing the positive-locking shifting element, there is a monitoring of whether the positive-locking shifting element is transferred into its end position. If it is then determined that the positive-locking shifting element is not in its end position, a torque transferred by the partially open frictional-locking shifting element initially increases. If, despite the increase in torque transferred by the frictional-locking shifting element, the positive-locking shifting element is not in its end position, the operating pressure of the positive-locking shifting element is then increased.

A shift control apparatus for an automatic transmission includes a controller. The controller is configured to control the automatic transmission. The automatic transmission includes a first input shaft, a second input shaft, an output shaft, a first clutch, a second clutch, and gear trains. In a case where a standby shift stage does not lie between a predetermined current shift stage and a target shift stage, the controller controls the first clutch to be disengaged and the second clutch to be engaged, and then controls a synchronizing device among synchronizing devices for the predetermined current shift stage to be disengaged and a synchronizing device among the synchronizing devices for the target shift stage to be engaged during a disengagement of the first clutch, and then controls the second clutch to be disengaged and the first clutch to be engaged.

A transmission for a vehicle may include an input shaft connected to a power source, an output shaft disposed in parallel with the input shaft, a synchromesh type shift mechanism including at least two pairs of external gear pairs and a synchronous device which may be installed on the input shaft and the output shaft, and a clutch device provided on a power transfer path connected from the input shaft to the output shaft through the external gear pair and configured to connect the synchronous device in parallel with the power transfer path.

A method of engaging a form-interlocking shifting element to obtain a gear in an automatic transmission in which at least one further, frictional shifting element is involved in obtaining the gear to be engaged and a shifting element, not involved in obtaining the gear to be engaged but which serves as a synchronizing shifting element, is actuated in order to synchronize the interlocking shifting element to be engaged. The further, frictional shifting element, involved in engaging the gear, is engaged and then disengaged, to a defined extent, to bring the frictional shifting element to a slipping condition, in order to ensure the engagement of the interlocking shifting element.

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.

Embodiments herein relate to a vehicle with a dual-clutch transmission in which, in preparation for a target gear shift in a separating clutch opening process, the still closed separating clutch of the first subtransmission is fully opened so that a torque-free disengagement of the current gear is ensured, and in a gear disengagement process, a current gear in the first subtransmission is disengaged torque-free. According to the invention, the gear disengagement process is started before the expiration of the separating clutch opening process, whereby the separating clutch opening process and the gear disengagement process temporally overlap in an overlap time interval.