A transmission changes gears in a MT system, an AT system, and an AMT system wherein unintended transition between an AT mode and a MT mode or between an AMT mode and a MT mode is prevented. A selector in a controller performs a mode selection control such that, when performing transition between the AT mode and the MT mode or between the AMT mode and the MT mode, the driver at least has to operate a mode switching switch while operating a clutch lever in an operation amount not smaller than a predetermined threshold.

A drive unit for a hybrid vehicle includes a drive assembly with an internal combustion engine and an electric motor, and a transmission featuring several sub-transmissions shifting between the drive assembly and an output. Through a planetary transmission, the electric motor is coupled to an input shaft of a first sub-transmission and an input shaft of a second sub-transmission. Through a separating clutch, the internal combustion engine is to the input shaft of the first sub-transmission and, if the separating clutch is locked, is coupled to the same element of the planetary transmission as the input shaft of the first sub-transmission. A bypass shift element works with the planetary transmission such that, with a locked bypass shift element, a torque-proof connection between the electric motor, the input shaft of the first sub-transmission and the input shaft of the second sub-transmission exist, while, with an open bypass shift element, this torque-proof connection between the electric motor and the two input shafts of the two sub-transmissions does not exist. The separating clutch is formed as a frictional-locking or positive-locking separating clutch, and the bypass shift element is formed as a frictional-locking bypass shift element.

A drive unit for a hybrid vehicle includes a drive assembly with an internal combustion engine and an electric motor, and a transmission featuring several sub-transmissions shifting between the drive assembly and an output. Through a planetary transmission, the electric motor is coupled to an input shaft of a first sub-transmission and an input shaft of a second sub-transmission. Through a separating clutch, the internal combustion engine is to the input shaft of the first sub-transmission and, if the separating clutch is locked, is coupled to the same element of the planetary transmission as the input shaft of the first sub-transmission. A bypass shift element works with the planetary transmission such that, with a locked bypass shift element, a torque-proof connection between the electric motor, the input shaft of the first sub-transmission and the input shaft of the second sub-transmission exist, while, with an open bypass shift element, this torque-proof connection between the electric motor and the two input shafts of the two sub-transmissions does not exist. The separating clutch is formed as a frictional-locking or positive-locking separating clutch, and the bypass shift element is formed as a frictional-locking bypass shift element.

A method is provided for controlling a drivetrain of a vehicle, wherein the drivetrain comprises a multi-clutch transmission. The gear shift of the multi-clutch transmission is adapted to be performed either by power cut shift or by power shift dependent on predetermined vehicle shift conditions. The method includes detecting at least one of a plurality of indications of slippery road conditions and setting a slip risk factor, wherein the slip risk factor is dependent on the indication of slippery road conditions. If the slip risk factor is above a first predetermined threshold value the method further comprises controlling the multi-clutch transmission such that an upcoming gear shift is performed as a power-shift independently of if upcoming shift was determined to be performed as a power-cut shift or as a power shift.

A method is provided for controlling a drivetrain of a vehicle, wherein the drivetrain comprises a multi-clutch transmission. The gear shift of the multi-clutch transmission is adapted to be performed either by power cut shift or by power shift dependent on predetermined vehicle shift conditions. The method includes detecting at least one of a plurality of indications of slippery road conditions and setting a slip risk factor, wherein the slip risk factor is dependent on the indication of slippery road conditions. If the slip risk factor is above a first predetermined threshold value the method further comprises controlling the multi-clutch transmission such that an upcoming gear shift is performed as a power-shift independently of if upcoming shift was determined to be performed as a power-cut shift or as a power shift.

A hybrid drive of a motor vehicle has an internal combustion engine, an electric machine, and a transmission. The transmission is a multi-stage shifting transmission including two subtransmissions, each of which has a separate input shaft and a common output shaft. The first input shaft of a first subtransmission can be coupled to the internal combustion engine via a friction-locking clutch in such a way that when the clutch is engaged the internal combustion engine is coupled to the first input shaft and thus to the first subtransmission, and when the clutch is disengaged the internal combustion engine is decoupled from the first input shaft and thus decoupled from the first subtransmission. A second input shaft of a second subtransmission is rigidly coupled to the electric machine, and both input shafts can be coupled selectively to the common output shaft via form-locking shift elements of the subtransmissions.

A control method and system for a hybrid vehicle with a DCT is provided. The method includes monitoring whether clutch stuck off is sensed and requesting prohibition of regenerative braking by a driving motor and requesting braking control using mechanical braking force to a higher controller when clutch stuck off is sensed. A driving mode is then changed into a single clutch driving mode, in which a vehicle is driven in gear stages realized by a clutch other than the clutch in which the clutch stuck off occurred and the higher controller is requested to prohibit regenerative braking by the driving motor, when clutch stuck off has occurred. Additionally, the higher controller is requested to obtain the braking force for the vehicle from mechanical braking force is response to determining that single clutch shifting has been performed and braking is required.

A control method and system for a hybrid vehicle with a DCT is provided. The method includes monitoring whether clutch stuck off is sensed and requesting prohibition of regenerative braking by a driving motor and requesting braking control using mechanical braking force to a higher controller when clutch stuck off is sensed. A driving mode is then changed into a single clutch driving mode, in which a vehicle is driven in gear stages realized by a clutch other than the clutch in which the clutch stuck off occurred and the higher controller is requested to prohibit regenerative braking by the driving motor, when clutch stuck off has occurred. Additionally, the higher controller is requested to obtain the braking force for the vehicle from mechanical braking force is response to determining that single clutch shifting has been performed and braking is required.

A hybrid drivetrain having an internal combustion engine which is designed for a maximum internal combustion engine rotational speed; a dual-clutch arrangement which has a first friction clutch and a second friction clutch with a common input element and in each case one output element; a transmission arrangement which has a first sub-transmission and a second sub-transmission; an electric machine connected to the output element of the second friction clutch via a machine transmission ratio (i.sub.M), in such a way that a purely electric driving mode can be established via the second sub-transmission. The electric machine is designed for a maximum machine rotational speed. The maximum machine rotational speed divided by the machine transmission ratio is greater than the maximum internal combustion engine rotational speed. The output element of the second friction clutch is structurally designed for the maximum machine rotational speed divided by the machine transmission ratio (i.sub.M).

A gear engagement method for a hybrid vehicle includes detecting whether or not baulking occurs when a controller attempts to engage a target gear via a synchronizer. The gear engagement method also includes checking, by the controller, for a stationary state of the vehicle if the result of the detecting shows that there is baulking. The gear engagement method also includes engaging, by the controller via the synchronizer, a different gear that shares a same input shaft with the target gear if the result of the checking shows that the vehicle is in a stationary state. The gear engagement method also includes reattempting an engagement with the target gear after disengaging the different gear. The disengaging and the reattempting are performed by the controller via the synchronizer after the engaging.