# US 8,788,163 B2 ยท Method for operating a vehicle drive train > Agents: this data is available as JSON from the patentgrep API and MCP server โ€” see https://patentgrep.com/llms.txt - Number: US 8,788,163 B2 - Document ID: US8788163B2 - Status: Granted - Kind: B2 - Application number: 13/260,591 - Filed: 2010-03-31 - Published: 2012-01-26 - Granted: 2014-07-22 - Earliest claimed: 2009-04-06 - Assignees: ZF Friedrichshafen AG - Applicants: Jorg Arnold; Klaus Steinhauser; Valentine Herbeth; Christian Popp - Inventors: Jorg Arnold; Klaus Steinhauser; Valentine Herbeth; Christian Popp - Web page: https://patentgrep.com/patent/US8788163B2 ## CPC - F16H 63/502: {for smoothing gear shifts} - F16H 61/0437: {by using electrical signals (F16H61/0403 and F16H61/061 take precedence)} - F16H 61/686: with orbital gears - 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 2306/44: Removing torque from current gears - F16H 2306/46: Uncoupling of current gear - F16H: GEARING ## Abstract A method of operating a vehicle drive-train with an engine and a transmission during a gearshift in which an interlocking shift element is disengaged and a frictional shift element is engaged. Upon a shift command, the shifting time and a transmission input speed are monitored. If the input speed deviates from a synchronous speed equivalent to the gear ratio being disengaged, recognizing disengagement of the interlocking shifting element. If an engaged operating condition of the interlocking shifting element to be disengaged is detected, after the lapse of a time interval beginning with the shift command, a current drive torque of the drive machine is brought by motor actuation to a level that corresponds to a difference between the current transmission input torque and a torque that can be transmitted by the frictional shifting element to be engaged, operating with slip, plus a torque offset value. ## Claims ### Claim 1 A method of operating a vehicle drive-train (5) which comprises a drive machine (2) and a transmission device (3), and during a gearshift in the transmission device (3) at least one interlocking shifting element (F) is disengaged and at least one frictional shifting element (B) is engaged, the method comprising the steps of: initiating monitoring, at a time (T1) of a shift command, of a shifting time and either a transmission input speed or a rotational speed equivalent to the transmission input speed; recognizing that the interlocking shifting element (F) is in a disengaged operating condition, if the monitored transmission input speed or the rotational speed equivalent thereto deviates from a synchronous speed equivalent to a gear ratio (โ€œ4โ€) to be disengaged in the transmission device (3); adjusting a current drive torque (m_mot) of the drive machine (2) if an engaged operating condition of the interlocking shifting element (F) to be disengaged is detected after a lapse of a pre-defined time interval (t7) that begins at the time (T1) of the shift command, by motor actuation (me) to a torque level that corresponds to a difference between either a current transmission input torque or a torque value equivalent thereto and a torque that is transmittable by the frictional shifting element (B) to be engaged, operating with slip, plus a torque offset value, and at which the interlocking shifting element to be disengaged changes, at least for a time, to an at least approximately load-free operating condition such that a transmission capacity of the frictional shifting element (B) to be engaged, during traction operation of the vehicle drive-train (5), is brought to a traction torque value level (m_mot(zug)) equivalent to the transmission input torque; adjusting the transmission capacity of the frictional shifting element (B) to be engaged, if a load change takes place in the vehicle drive-train (5) during the gearshift, to a thrust torque value level (m_mot(sub)) equivalent to the current transmission input torque; and operating the frictional shifting element (B) with slip at least while the interlocking shifting element (F) is engaged. ### Claim 2 (depends on 1) The method according to claim 1, further comprising the step of increasing the transmission capacity of the frictional shifting element (B), if there is a shift command while the interlocking shifting element (F) is engaged, to a level at least approximately corresponding to the transmission input torque at which the frictional shifting element (B) operates with slip. ### Claim 3 (depends on 1) The method according to claim 1, further comprising the step of determining the current transmission input torque with reference to the current drive torque (m_mot) of the drive machine (2). ### Claim 4 (depends on 1) The method according to claim 1, further comprising the step of setting the transmission capacity of the frictional shifting element (B) to be engaged, if a load change occurs in the vehicle drive-train (5), to a torque value that corresponds at least approximately to the current transmission input torque, and operating the frictional shifting element (B) with slip. ### Claim 5 (depends on 1) The method according to claim 1, further comprising the step of varying the torque offset value, as a function of an operating condition of vehicle drive-train (5), to maintain a pre-defined shifting time within which the required gearshift is to be carried out. ### Claim 6 (depends on 1) The method according to claim 1, further comprising the step of shifting the frictional shifting element (B) to a fully engaged operating condition if the disengaged operating condition of the interlocking shifting element (F) is detected. ### Claim 7 (depends on 1) The method according to claim 1, further comprising the step of discontinuing the motor actuation if the disengaged operating condition of the interlocking shifting element (F) is detected. ### Claim 8 (depends on 7) The method according to claim 7, further comprising the step of changing the current drive torque (m_mot) of the drive machine (2), once the motor actuation (me) ends, to a torque value that corresponds to an actual torque value level specified by an engine control unit. ### Claim 9 (depends on 1) The method according to claim 1, further comprising the step of defining the gearshift as a shift-under-load.