# US 8,784,267 B2 · Method for controlling a rolling or coasting function of a vehicle > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 8,784,267 B2 - Document ID: US8784267B2 - Status: Granted - Kind: B2 - Application number: 13/505,533 - Filed: 2010-10-11 - Published: 2012-08-30 - Granted: 2014-07-22 - Earliest claimed: 2009-11-03 - Assignees: ZF Friedrichshafen AG - Applicants: Joachim Staudinger; Maik Wurthner - Inventors: Joachim Staudinger; Maik Wurthner - Web page: https://patentgrep.com/patent/US8784267B2 ## CPC - B60W 30/18072: {Coasting} - B60W 2520/10: Longitudinal speed - B60W 2520/105: Longitudinal acceleration - B60W 2552/15: Road slope, i.e. the inclination of a road segment in the longitudinal direction - B60W 2552/20: Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments - B60W 2720/10: Longitudinal speed - Y02T 10/60: Other road transportation technologies with climate change mitigation effect - 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 - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract A method of controlling a rolling or a coasting function of a vehicle, such as a commercial vehicle, having a drive train including a drive motor, an automatic or automated transmission that is controllable by transmission controls, a controllable shifting mechanism for interrupting the flow of power in the drive train, and a driving speed control device. The flow of power in the drive train is interrupted in a suitable driving situation. In order for the rolling or the coasting function to be exploited as efficiently as possible, and still be terminated safely and comfortably, the flow of power in the drive train is restored depending on a selectable difference in speed (Δv_F_T) between the current vehicle speed (v_F) and a speed limit (v_T) set by the driving speed control device. ## Claims ### Claim 1 A method of controlling a rolling or a coasting function of a vehicle having a drive train comprising a drive motor, one of an automatic or an automated transmission that is controllable by transmission controls, a controllable shifting means for interrupting a flow of power in the drive train, and a driving speed control device, the method comprising the steps of: interrupting the flow of power in the drive train in a suitable driving situation, restoring the flow of power in the drive train, depending on a selectable difference in speed (Δv_F_T) between a current vehicle speed (v_F) and a lower speed limit (v_T) set by the driving speed control device, at a vehicle speed (v_F) above the lower speed limit (v_T). ### Claim 2 (depends on 1) The method according to claim 1, further comprising the step of selecting the difference in speed (Δv_F_T), at which the flow of power is restored, depending on a current vehicle acceleration (a_F). ### Claim 3 (depends on 2) The method according to claim 2, further comprising the step of, when the current vehicle acceleration (a_F) is negative above a threshold, selecting the difference in speed (Δv_F_T) at which the flow of force is restored as a value close to zero. ### Claim 4 (depends on 2) The method according to claim 2, further comprising the step of, when the current vehicle acceleration (a_F) is negative below a threshold, associating an amount of the difference in speed (Δv_F_T), at which the flow of power is restored, approximately to a difference in speed (Δv_B_T) between an upper speed limit (v_B), set by the vehicle speed control device, and the lower speed limit (v_T). ### Claim 5 (depends on 1) The method according to claim 1, further comprising the step of selecting the difference in speed (Δv_F_T), at which the flow of power is restored, depending on a current vehicle roadway slope (α_Fb). ### Claim 6 (depends on 1) The method according to claim 1, further comprising the step of selecting the difference in speed (Δv_F_T), at which the flow of power is restored, depending on a current driving resistance (F_W). ### Claim 7 (depends on 1) The method according to claim 1, further comprising the step of restoring the flow of power, via the transmission controls, by at least one of engagement of a gear after a preceding shift to neutral, and by engagement of a clutch device after the drive motor has been previously disconnected from the drive train. ### Claim 8 (depends on 1) The method according to claim 1, further comprising the steps of at least one of shifting into neutral and disconnecting the drive motor from the drive train, preceding the restoration of the flow of power, as a result of a driving situation in which a roadway topography transitions from a gradient (2) to either a flat area (4) or a roadway rise. ### Claim 9 (depends on 1) The method according to claim 1, further comprising the step of at least incorporating the method in a commercial vehicle (1). ### Claim 10 (depends on 1) The method according to claim 1, further comprising the step of incorporating the method in a commercial vehicle (1). ### Claim 11 A method of controlling a rolling or a coasting function of a vehicle having a drive train comprising a drive motor, one of an automatic or an automated transmission that is controllable by transmission controls, a controllable shifting means for interrupting a flow of power in the drive train, and a driving speed control device, the method comprising the steps of: interrupting the flow of power in the drive train in a desired driving situation, restoring the flow of power in the drive train, depending on a selectable difference in speed (Δv_F_T) between a current vehicle speed (v_F) and a lower speed limit (v_T) set by the driving speed control device, at a vehicle speed (v_F) below the lower speed limit (v_T). ### Claim 12 (depends on 11) The method according to claim 11, further comprising the step of selecting the difference in speed (Δv_F_T), at which the flow of power is restored, depending on a current vehicle acceleration (a_F). ### Claim 13 (depends on 11) The method according to claim 11, further comprising the step of, when a current negative vehicle acceleration (a_F) is negative above a threshold, selecting the difference in speed (Δv_F_T) at which the flow of force is restored as a value close to zero. ### Claim 14 (depends on 11) The method according to claim 11, further comprising the step of, when a current negative vehicle acceleration (a_F) is negative below a threshold, associating an amount of the difference in speed (Δv_F_T), at which the flow of power is restored, approximately to a difference in speed (Δv_B_T) between an upper speed limit (v_B), set by the vehicle speed control device, and the lower speed limit (vT_T). ### Claim 15 (depends on 11) The method according to claim 11, further comprising the step of selecting the difference in speed (Δv_F_T), at which the flow of power is restored, depending on a current vehicle roadway slope (α_Fb). ### Claim 16 (depends on 11) The method according to claim 11, further comprising the step of selecting the difference in speed (Δv_F_T), at which the flow of power is restored, depending on a current driving resistance (F_W). ### Claim 17 (depends on 11) The method according to claim 11, further comprising the step of restoring the flow of power, via the transmission controls, by at least one of engagement of a gear after a preceding shift to neutral, and by engagement of a clutch device after the drive motor has been previously disconnected from the drive train. ### Claim 18 (depends on 11) The method according to claim 11, further comprising the steps of at least one of shifting into neutral and disconnecting the drive motor from the drive train, preceding the restoration of the flow of power, as a result of a driving situation in which a roadway topography transitions from a gradient (2) to either a flat area (4) or a roadway rise.