# US 10,479,344 B2 · Method for operating a vehicle drive train

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- Number: US 10,479,344 B2
- Document ID: US10479344B2
- Status: Granted
- Kind: B2
- Application number: 15/598,480
- Filed: 2017-05-18
- Published: 2017-11-23
- Granted: 2019-11-19
- Earliest claimed: 2016-05-20
- Assignees: ZF Friedrichshafen AG
- Applicants: ZF Friedrichshafen AG
- Inventors: Peter Schiele; Johannes Brockmann
- Web page: https://patentgrep.com/patent/US10479344B2

## CPC

- B60W 10/115: with planetary gears
- B60K 6/48: Parallel type
- B60K 6/547: the transmission being a stepped gearing
- B60W 10/02: including control of driveline clutches
- B60W 10/06: including control of combustion engines
- B60W 10/11: Stepped gearings
- B60W 30/18072: {Coasting}
- F16H 61/0204: {for gearshift control, e.g. control functions for performing shifting or generation of shift signal}
- B60K 6/42: characterised by the architecture of the hybrid electric vehicle
- B60K 2006/4808: {Electric machine connected or connectable to gearbox output shaft}
- B60W 2030/1809: {Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral}
- B60W 2510/104: Output speed
- F16H 3/66: composed of a number of gear trains without drive passing from one train to another
- F16H 2003/442: {comprising two or more sets of orbital gears arranged in a single plane}
- F16H 2059/186: {Coasting}
- F16H 2061/0241: {Adapting the ratio to special transmission conditions, e.g. shifts during warming up phase of transmission when fluid viscosity is high}
- F16H 2061/0481: {during range shift from drive (D) or reverse (R) to neutral (N)}
- F16H 2200/0065: the gear ratios comprising nine forward speeds
- F16H 2200/2012: with four sets of orbital gears
- F16H 2200/2046: with six engaging means
- F16H 2200/2064: using at least one positive clutch, e.g. dog clutch
- F16H 2200/2094: using positive clutches, e.g. dog clutches
- F16H 2312/14: Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
- B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- F16H: GEARING

## Abstract

A method for operating a vehicle drivetrain (1) having a drive machine (2), an output (3) and a gearbox (4) with the gearbox (4) arranged in power flow between the drive machine (2) and the output (3) includes opening, in the presence of a demand for activation of a sailing operating function of the vehicle drivetrain (1) and a simultaneously activated engine start-stop function, a positively engaging shift element (F) while the drive machine (2) is left both decoupled from the output (3) and shut down.

## Claims

### Claim 1

A method for operating a vehicle drivetrain (1), the vehicle drivetrain (1) having a drive machine (2), an output (3) and a gearbox (4), the gearbox (4) arranged in power flow between the drive machine (2) and the output (3), the gearbox (4) having at least with one positively engaging shift element (A, F) and a plurality of frictionally engaging shift elements (B, C, D, E), the at least one positively engaging shift element (A, F) and the plurality of frictionally engaging shift elements (B, C, D, E) selectively closable in order to realize different transmission ratios (“1” to “R”) of the gearbox (4), only some of the transmission ratios (“1” to “R”) realizable with the at least one positively engaging shift element (A, F), the vehicle drivetrain (1) configured such that, in the presence of a demand for activation of an engine start-stop function of the vehicle drivetrain (1), the drive machine (2) is decoupled from the output (3), the drive machine (2) is shut down, and the at least one positively engaging shift element (A, F) is transferred into or kept in a closed operating state of the at least one positively engaging shift element (A, F), the method comprising:
opening, in the presence of a demand for activation of a sailing operating function of the vehicle drivetrain (1) and a simultaneously activated engine start-stop function, the closed positively engaging shift element (F) while the drive machine (2) is left both decoupled from the output (3) and shut down.

### Claim 2 (depends on 1)

The method of claim 1, further comprising triggering, in the presence of the simultaneously activated engine start-stop function, the demand for activation of the sailing operating function in the event of an exceedance of a defined threshold value of the rotational speed (n_ab) of the drive output (3).

### Claim 3 (depends on 1)

The method of claim 1, further comprising triggering, in the presence of the simultaneously activated engine start-stop function, the demand for activation of the sailing operating function in the event of an exceedance of the defined threshold value of the rotational speed (n_ab) of the drive output (3) for longer than a predefined time period or after a driving distance longer than a defined driving distance has been traveled.

### Claim 4 (depends on 1)

The method of claim 1, further comprising:
transferring, in the presence of the demand for activation of the sailing operating function, the positively engaging shift element (F) into an at least approximately load-free operating state by at least partial engagement of a transmission ratio (“5”) in the gearbox (4) for the realization of which the positively engaging shift element (F) has to be transferred into an open operating state and a torque transfer capacity of at least one of the frictionally engaging shift elements (B, E) of the plurality of frictionally engaging shift elements (B, C, D, E) has to be varied; and
opening the positively engaging shift element (F) when the at least approximately load-free operating state is attained.

### Claim 5 (depends on 4)

The method of claim 4, further comprising transferring, when the sailing operating function is active, the gearbox (4) into an operating state in which the power flow between the drive machine (2) and the drive output (3) is interrupted by opening a frictionally engaging shift element (E) of the plurality of frictionally engaging shift elements (B, C, D, E) and a gearbox output shaft (9) operatively connected to the drive output (3) is rotatable.

### Claim 6 (depends on 5)

The method of claim 5, further comprising raising, when the sailing operating function is active, the torque transfer capacity of that frictionally engaging shift element (B, E) which has to be actuated in order to engage the transmission ratio (“5”) which relieves the positively engaging shift element (F) of load from a value of zero to a level which relieves the positively engaging shift element (F) of load.

### Claim 7 (depends on 6)

The method of claim 6, further comprising transferring, when the open operating state of the positively engaging shift element (F) is detected, the frictionally engaging shift element (E) into an open operating state of the frictionally engaging shift element (E) in order to interrupt the power flow between the drive machine (2) and the drive output (3) in the gearbox (4).

### Claim 8 (depends on 1)

The method of claim 1, further comprising transferring, when the sailing operating function is active and the positively engaging shift element (F) is open, the gear set (5) of the gearbox (4) into an at least partially blocked operating state by successive actuation of multiple frictionally engaging shift elements (B, C, D) of the plurality of frictionally engaging shift elements (B, C, D, E), a gearbox input shaft (6) held rotationally fixed and a gearbox output shaft (9) connected to the drive output (3) is rotatable in the at least partially blocked operating state.

### Claim 9 (depends on 8)

The method of claim 8, further comprising selecting, in a manner dependent on the present operating state profile of the vehicle drivetrain (1), a sequence of the shift elements (B, C, D) of the plurality of frictionally engaging shift elements (B, C, D, E) that have to be actuated in succession for the partial blocking of the gear set (5).

### Claim 10 (depends on 1)

The method of claim 1, further comprising, in the presence of a demand for activation of the engine start-stop function proceeding from an operating state of the vehicle drivetrain (1) during which the gearbox (4) is presently being transferred towards realizing an operating state demanded by the sailing operating function on the basis of a previous demand for activation of the sailing operating function:
leaving the positively engaging shift element (F) in the closed operating state of the positively engaging shift element (F); and
actuating the shift elements (A, B, C, D, E) as a result of the demand for activation of the sailing operating function to an extent required for realizing the operating state of the gearbox (4) that has to be realized as a result of the demand for activation of the engine start-stop function.

### Claim 11 (depends on 1)

The method of claim 1, further comprising, in the presence of a demand for activation of the engine start-stop function proceeding from an operating state of the vehicle drivetrain (1) during which the gearbox (4) is presently being transferred towards realizing an operating state demanded by the sailing operating function on the basis of a previous demand for activation of the sailing operating function:
transferring the already open positively engaging shift element (F) into the closed operating state of the positively engaging shift element (F); and
actuating the shift elements (A, B, C, D, E) as a result of the demand for activation of the sailing operating function to an extent required for realizing the operating state of the gearbox (4) that has to be realized as a result of the demand for activation of the engine start-stop function.

### Claim 12 (depends on 1)

The method of claim 1, further comprising, for the closure of the positively engaging shift element (F):
engaging a transmission ratio (“5”, “6” or “7”) in the gearbox (4) for the realization of which the positively engaging shift element (F) has to be held in the open operating state and at least one frictionally engaging shift element (E) of the plurality of frictionally engaging shift elements (B, C, D, E) has to be closed;
then engaging a transmission ratio demanded by the engine start-stop function in the gearbox (4) by closure of the positively engaging shift element (F) and simultaneous opening of the frictionally engaging shift element (E) of the plurality of frictionally engaging shift elements (B, C, D, E),
wherein, during the transmission ratio change, a rotational speed difference between shift element halves of the positively engaging shift element (F) is adjusted to a level required for the closure of the positively engaging shift element (F).

### Claim 13 (depends on 1)

The method of claim 1, further comprising, in the presence of a demand for deactivation of the sailing operating function, transferring a further positively engaging shift element (A) into an open operating state of the further positively engaging shift element (A) or leaving the further positively engaging shift element (A) in the open operating state of the further positively engaging shift element (A) in a manner dependent on a present operating state profile of the vehicle drivetrain (1) when the deactivated sailing operating function is producible only in the open operating state of the further positively engaging shift element (A).

### Claim 14 (depends on 1)

The method of claim 1, further comprising:
determining, when the sailing operating function is active, the present operating state of the vehicle drivetrain (1) and the transmission ratio (“1” to “9”) that has to be engaged in the gearbox (4) in the event of a deactivation of the sailing operating function; and
holding at least those shift elements (B, C, D) of the plurality of frictionally engaging shift elements (B, C, D, E) which have to be activated in order to realize the transmission ratio (“1” to “9”) to be engaged in the gearbox (4) upon a departure from the sailing operating function in an operating state prepared for an activation of the shift elements (B, C, D) of the plurality of frictionally engaging shift elements (B, C, D, E).

### Claim 15 (depends on 5)

The method of claim 5, wherein the frictionally engaging shift element (E) of the plurality of frictionally engaging shift elements (B, C, D, E) which has to be opened for the separation of the power flow between the drive machine (2) and the drive output (3) in the region of the gearbox (4) is activated only when the at least partially blocked operating state of the gear set (5) of the gearbox (4) has been eliminated.

### Claim 16 (depends on 1)

The method of claim 1, further comprising:
checking, in the presence of the demand for deactivation of the sailing operating function, whether a transmission ratio that has to be engaged in the gearbox (4) while the sailing operating function is active in a manner dependent on the present operating state of the vehicle drivetrain (1) corresponds to a transmission ratio that has to be engaged in the gearbox (4) in a manner dependent on an event that demands the deactivation of the sailing operating function; and
engaging the transmission ratio demanded by the event when a deviation is determined between the transmission ratio that has to be engaged in the gearbox (4) while the sailing operating function is active and the transmission ratio that has to be engaged in the gearbox (4) in the manner dependent on the event that demands the deactivation of the sailing operating function.