EP2496457A1

EP2496457A1 - Method for controlling a rolling or coasting function of a vehicle

Info

Publication number: EP2496457A1
Application number: EP10768723A
Authority: EP
Inventors: Maik WÜRTHNER; Ingo Sauter; Joachim Staudinger; Johannes Kemler
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2009-11-03
Filing date: 2010-10-13
Publication date: 2012-09-12
Also published as: CN102596673B; US20120220422A1; US8939870B2; WO2011054635A1; DE102009046341A1; DE102009046341B4; CN102596673A

Abstract

The invention relates to a method for controlling a rolling or coasting function of a vehicle, for example a commercial vehicle (1), comprising a drive train having a drive motor, an automatic or automated transmission that can be actuated by means of a transmission controller, the transmission having actuatable shifting means for interrupting the frictional connection in the drive train, a brake device, such as a sustained-action brake system, and a travel speed control device, wherein the current road gradient (α_Fb), the vehicle speed (v_F) and the vehicle acceleration (a_F) are determined and the vehicle speed (v_F) is controlled by means of the travel speed control device, wherein the brake device is actuated as needed during travel on a gradient (2). In order to allow the rolling or coasting function to be used effectively and reliably in particularly suited travel situations, taking the effect of the travel speed control device into consideration, a rolling or coasting condition for a gradient taper (3) is checked during travel in the gradient (2) and, if the rolling or coasting condition is fulfilled, the transmission controller interrupts the frictional connection in the drive train before a plane (4) is entered and/or before an engine torque is requested by the travel speed control device.

Description

Method for controlling a roll or a seqelfunktion of a vehicle

The invention relates to a method for controlling a rolling or sailing function of a vehicle according to the preamble of patent claim 1.

Saving energy and driving costs as well as reducing the environmental impact of exhaust emissions and noise are current vehicle development goals. For this purpose, vehicles can be temporarily moved without drive in suitable driving situations in a rolling or sailing mode. In a motor vehicle in roll mode, the internal combustion engine can be operated as low as possible and low-emission idle while the vehicle is rolling with the drive train open. If the internal combustion engine is switched off in such a driving situation in order to further increase the saving effect, then the vehicle moves in a so-called sailing mode. These functions are already known.

The traction interruption can, depending on the existing powertrain components and transmission design, by a circuit of the transmission in neutral and / or by opening a startup clutch, as soon as a rolling or sailing according to the above definition is possible. However, it has been found that the known methods for detecting suitable driving situations for the rolling or sailing mode either due to a rather unfiltered consideration of topographical conditions of the route and / or insufficient consideration of the current driving condition, the driving situation is not always interpreted correctly or relatively complex and error prone. This often leads to unnecessary or for the driver situational undesirable and possibly counterproductive neutral circuits or adhesion interruptions in the drive train. Furthermore, it is known to equip modern vehicles increasingly with automatic cruise control or driving speed and distance control functions for reasons of comfort and traffic or driving safety. Such systems are known, for example, as Tomatomat or Bremsomat systems, which comply with a desired speed set by the driver. As an extension of these systems, electronic devices known as ACC (Adaptive Cruise Control) or ADR (Automatic Distance Regulation) are already available for passenger vehicles and commercial vehicles, with the aid of sensors, for example radar, infrared, video or ultrasound, a monitoring area in front of the vehicle or build around the vehicle, in whose knowledge additionally at least the distance to the vehicle in front is adjusted by automatic Gaswegnehmen or braking by means of a Bremsomats.

Known cruise control and / or Bremsomat systems in commercial vehicles respond to a delay requirement in the fall and / or the distance adjustment to the vehicle ahead with braking by means of an existing continuous braking system, such as a drive or output side hydrodynamic or electrodynamic retarder and / or the service brakes, said preferably the retarder is used.

From DE 102 21 701 A1 a method for controlling a roller blind function for a motor vehicle with an automated transmission is known. In the known method, a quantity representing the vehicle speed, a brake operation and / or an actuation of a fuel supply control element and an operating state of the vehicle

Internal combustion engine detected. A clutch device is opened and thus the traction in the drive train is interrupted when neither the accelerator pedal or fuel supply control element nor the brake pedal are actuated when the engine is running and exceeding a certain vehicle speed. After opening the clutch, the transmission is switched to neutral so that the vehicle is in a roll mode. By pressing the accelerator pedal or the brake pedal or by changing in their effect corresponding sizes, the clutch is closed again, thereby terminating the roll mode. Before closing the clutch, however, a synchronization of the speeds of the first

Internal combustion engine and a transmission input shaft to return as smooth as possible from the rolling mode in the regular drive. The opening of the clutch, i. the roll mode is prevented when an anticipated braking demand is assumed. This can be the case, for example, when driving downhill, when suddenly removing the gas, or when selecting a sport-oriented driving program.

The disadvantage of this is that while unnecessary neutral circuits are partially prevented situationally. A forward-looking activation of the roller blind function in particularly suitable situations as well as a foresighted deactivation, which takes sufficient account of the respective topographical conditions, however, does not take place. In addition, a combined rolling or sailing operation with cruise control or Bremsomat systems, as they are increasingly available in modern vehicles, not provided.

From DE 10 2007 001 936 A1 a method for controlling a clutch of an automatic transmission of a motor vehicle is known in which a mountain detection and a neutral idle control are continuously evaluated and tested. The method is performed in order to save fuel in idle conditions of the internal combustion engine, for example when stopping at signal systems or in stop-and-go operation, in a neutral position of the transmission. In addition, in a neutral gear of the transmission, a rolling back of the vehicle on a slope, due to a low brake pressure to hold the vehicle, can be prevented.

For such a neutral idle control, ie a situation-controlled neutral circuit, certain entry conditions must be fulfilled therein, to which an evaluation of a mountain detection flag and a mountain counter belong. A mountain detection flag can be set at a corresponding assessment based on the mountain detection or a hill counter can be increased. This is the case when the transmission is in a forward gear, a transmission output speed is greater than a predetermined output speed limit, a throttle position of the internal combustion engine is less than a predetermined throttle position limit, a brake status indicates that the vehicle brake is applied and the transmission temperature is within an allowable range is.

A non-coasting neutral idling circuit may occur when, at a transmission output speed that is less than the predetermined output speed limit, the current count is less than a predetermined counter limit, or, at a count above that counter limit, when the brake pressure is greater than a pre-calculated brake pressure limit, or if the brake pressure is not available and the count is greater than the counter limit, if a mountain detection flag is set.

The known method uses continuously sensed transmission engine and brake data of the vehicle which, upon evaluation via a meter, provides reliable signals for appropriate neutral circuits of the vehicle. However, it is rather limited to the stationary or almost stationary vehicle and thus not readily transferable to the driving operation for so-called rolling or sailing in planes or downhill. In particular, suitable or unsuitable rolling situations in descending or downhill slopes may thus not be recognized and neutral circuits can not be triggered or prevented for these situations.

From DE 10 2004 017 1 15 A1 discloses a method for automatic Fahrgeschwindigkeitsregelung- or driving speed and distance control for a vehicle with an automatic or automated transmission is known in which the vehicle speed can vary in the range of a preselected desired speed. In each case follows an acceleration tion phase, a coasting phase in which the traction in the drive train can be interrupted to save fuel. In the sequence of acceleration and coasting phases, topographical data obtained by means of a navigation device, data from a monitoring device of the immediate vehicle environment and / or specific vehicle parameters can be taken into account. The acceleration phases can be assisted by means of an electric motor in addition to an internal combustion engine.

The known method uses a sail or roll mode which uses alternating acceleration and coasting phases for speed control within a cruise control system. This is also not readily applicable to downhill driving with subsequent transition to the plane.

From WO 2003/037672 A1 a multi-step transmission, in particular for heavy commercial vehicles, is known, which is switched to a rolling mode upon detection of a low-consumption driving state in neutral. A fuel-efficient driving state is then detected or the neutral position is switched when a target speed is predetermined and the vehicle speed would decrease without roll mode. This is especially true when neither gas nor brake pedal is depressed or equivalent quantities change. For safety reasons, an additional braking device is available, which can be requested during the rolling operation. In addition, the currently engaged gear is taken into account.

The disadvantage of this is that a forward-looking evaluation of the roll mode is not provided, whereby unfavorable neutral circuits can be triggered. In particular, the topographical driving situation tends to be disregarded. In addition, from WO 2009/0371 67 A1 discloses a method for controlling an automatic or automatic step transmission of a motor vehicle, such as a heavy commercial vehicle, known in which to reduce fuel consumption during a trip in the fall in the subsequent transition to a downhill spout, instead of the usual only after the entry into the plane or after the transition from overrun to upshift train operation, is switched to a higher gear before entering the level or before the start of the train operation, so a thrust upshift is performed.

For this purpose, the current road gradient is determined in a fixed time cycle and activated during downhill driving a function for detecting the downhill spill, in order to turn up automatically as early as possible. As a result, the rotational speed of the drive motor and possibly an active continuous braking device is lowered, which can lead to an acceleration of the vehicle due to the lower engine drag torque and a lower retarder braking torque, whereby the train operation comparatively later begins. The higher gear is chosen so that only a slight acceleration of the vehicle takes place so that the driver can control the situation at any time safely.

A downhill spout is recognized by the fact that the gradient traveled immediately before decreases monotonically during a certain number of clock cycles and falls below a threshold value. In addition, various criteria, such as operating the service brake, too high vehicle acceleration, too steep a gradient, a particularly heavy load, operating a retarder at its load limit, exceeding a target speed or below a safety distance, which by an active cruise control or Bremsomat is regulated to be provided, which lead to blocking the thrust upshift for safety reasons. Such Schwungnutzfahrten with shear upshifts are characterized in particular on longer routes with a corresponding topography by a total reduced fuel consumption of a commercial vehicle. However, the efficiency of a rolling or sailing function is rather not achieved in the known method.

Against this background, the invention has for its object to provide a method for controlling a rolling or sailing function of a vehicle with an automatic or automated transmission and a cruise control device or a cruise control / Bremsomat system, with the rolling or sailing function in it Particularly suitable driving situations can be used effectively and reliably, taking into account the effect of the cruise control or Bremsomat system.

The solution of this problem arises from the features of the main claim, while advantageous embodiments and further developments of the invention are the dependent claims can be removed.

The invention is based on the finding that when driving with a vehicle with a rolling or sailing function and a cruise control device or a cruise control or Bremsomat system at a transition from a downgrade to a plane, as soon as this with the active cruise control / Bremsomat system is compatible, the transmission can be switched to neutral, so that the vehicle in the plane as far as possible rolls fuel-saving unpowered before the cruise control to maintain a set cruise control speed requests an engine torque.

Accordingly, the invention is based on a method for controlling a rolling or sailing function of a vehicle, for example a commercial vehicle, with a drive train with a drive motor, a controllable via a transmission control automatic or automated transmission, with controllable switching means for interrupting the frictional connection in Powertrain, with a braking device, preferably a continuous braking system, and with a vehicle speed control device, in which the current road gradient, vehicle speed and vehicle acceleration are determined and the vehicle speed is regulated by the vehicle speed control device, wherein when driving in a downgrade, if necessary, the braking device is driven to its operation ,

To achieve the object, the invention provides that when driving in the downgrade a rolling or sailing condition is checked for a downhill spout, and in case of rolling or sailing condition on the transmission control of adhesion in the drive train before entering a plane and / or before an engine torque request of the cruise control device is interrupted.

A rolling function or a rolling mode is understood to mean the driving of a vehicle with an open drive train, that is to say a drive-less forward drive or fly-by-way drive when the drive motor is running. A sailing function or a sailing mode is understood to mean the driving of a vehicle with an open drive train when the drive motor is switched off.

A vehicle speed control device is understood to mean a vehicle system which has both a driving speed control device (Tempomat) and a brake control device (Bremsomat) for driving or braking interventions. Accordingly, such a system is also referred to as a cruise control system. The system may also include a distance control device.

In accordance with the usual sign convention, gradients are understood as negative gradients, delays as negative accelerations and resulting driving downhill forces as negative driving resistances. By the method according to the invention is advantageously achieved that a downhill spill safely recognized as a particularly suitable for the so-called rolling or sailing the vehicle track topography and the Rollbzw. Sailing function is activated immediately in the episode to achieve a high saving effect. Similarly, a rather unsuitable for a rolling or sailing operation downhill spout is detected in order to avoid unnecessary neutral circuit or an unnecessary traction interruption in the drive train.

Thus, the efficiency of the driving operation, for example in commercial vehicles, is improved by an effective use of the rolling or sailing function.

Since, on the one hand, the cruise control function performs speed and / or safety-related interventions on the drive, and on the other hand, the rolling or sailing function causes consumption-relevant neutral circuits, it has proven advantageous to coordinate both functions, if present, as required. to achieve an effective and comfortable driving. However, their independent functions are not given up, since the cruise control / Bremsomat is switched on only on the basis of a driver request and / or under certain boundary conditions, while the fuel-saving neutral circuit can be activated and deactivated more situationally.

If a cruise control / Bremsomat system is present and active, the control of the cruise control / Bremsomat function and the roller blind function can advantageously be controlled from an existing, appropriately adapted transmission control. The rolling or sailing situations can be detected and controlled via a transmission control unit, which detects relevant signals and evaluates data and subsequently issues commands for initiating, executing or blocking the roll or sail function. Basically, in vehicles with cruise control or Bremsomat- no software change to the controllers for these systems is required, which has a cost effect. The sailing or rolling function can basically be activated if the current road gradient allows a drive-free forward drive or a fly-use drive. In a relevant situation for the inventive method, the vehicle is therefore initially in a downhill in overrun with active cruise control device in which, if necessary, an existing continuous brake system is active so that the vehicle does not exceed a set Bremsomat speed. In a subsequent transition to a level, a downfall situation is evaluated.

By the transmission control unit, the rolling or sailing condition can be recognized as fulfilled, if the evaluation shows that, firstly, the continuous braking system or braking device is now disabled. Neutral braking would obviously be counterproductive in active slow-down braking because it would rather counteract the desired deceleration.

Second, a set difference between a Bremsomat speed and a cruise control speed should be greater than a threshold. The current vehicle speed should then be close to the set Bremsomat speed but more than a threshold away from the set cruise control speed. From this it can be determined whether a significant roll phase is possible or the cruise control device would end or suppress it anyway again in the short term.

Furthermore, it is determined by means of an evaluation of the currently requested vehicle acceleration (without active brake actuation) with respect to the value zero or a limit value lying near zero, whether a driving deceleration (negative acceleration) is present. The fact that this driving delay actually leads to an outgoing gradient, ie a topographical transition from a gradient (negative gradient) to a plane (no gradient), is determined by the fact that the current road gradient is above a Limit value, that is still in the gradient area and the time derivative of the road gradient is greater than zero or above a limit near zero, ie the road gradient gradually changes towards the plane.

The required road gradient can be measured via an existing sensor and / or calculated by an algorithm. Since the slope signals recorded during driving can be subject to considerable fluctuations, it is also appropriate to use suitable signal averaging or signal filtering in order to improve the slope data.

If the rolling or sailing condition is recognized as fulfilled, takes place as directly as possible, advantageously still in overrun, possibly in close proximity with the deactivation of the retarder or braking device, if this was previously active, the adhesion interruption of the drive train. As a result, no potential vehicle swing is given away in order to move the vehicle as long as possible or far from driving. The active cruise control system ensures that the vehicle always moves in a safe and comfortable speed corridor.

Preferably, the traction interruption is via a neutral circuit of the transmission, i. by laying out a currently switched gear, executed. Accordingly, the adhesion interruption can in principle be done without opening a arranged between the drive motor and the transmission coupling device. For this purpose, it is necessary to overcome a bracing of the drive train, which occurs in overrun mode due to the braking effect of the engine, in particular a friction torque in the shift dogs in the case of a claw-connected transmission.

Accordingly, for designing a currently switched gear, it is possible to provide, first of all, one or more valves arranged in a pressure circuit, via which at least one actuating element of the shifting elements or shifting clutch en the gear with a signal pressure can be acted upon, to control to open the shift or claw transmission.

If the force of the actuator is insufficient to overcome the frictional force in the shifting elements, in particular the shifting claws, due to the transmitted thrust torque, it may also be provided to temporarily increase, via engine engagement, a fuel injection quantity of the drive motor embodied as an internal combustion engine, by the shear force-related transmission forces reduce the shift element of the gear.

When increasing the fuel injection amount, a loss torque is advantageously taken into account so that the injected fuel quantity or the torque generated thereby in the internal combustion engine results in a zero torque transmission in the transmission, so that the gear can be designed at least approximately load-free. Finally, it can be provided that, if necessary, the frictional connection is interrupted by opening the, depending on the transmission design, starting or lock-up clutch.

To clarify the invention, the description is accompanied by a drawing of an embodiment. In this, the single figure shows a schematic representation of the operation according to the invention the roller blind function in a commercial vehicle.

The commercial vehicle has an internal combustion engine and an automated single or multi-group transmission with claw-connected gears and a transmission control. Furthermore, the drive train has a trained example as hydrodynamic or electrodynamic retarder retarder and a cruise control / Bremsomat system as a vehicle speed control device. Vehicles with such drive trains are known per se, so that the following description is limited to a method according to the invention for controlling the rolling or sailing function of such a vehicle. The method according to the invention is essentially based on the fact that when driving down a gradient in a fulfilled rolling or sailing condition, taking into account the functions and operation of an active cruise / Bremsomat system, caused by a transmission control the adhesion in the drive train in overrun, as directly as possible after the shutdown of a retarder and before entering a plane, spaced in time to an engine torque request of the cruise control, is interrupted.

Accordingly, the commercial vehicle 1 according to the single drawing figure is initially on a slope 2 with a relatively large negative slope a_Fb in a coasting operation, in which the drive train is closed. A neutral circuit is not useful here, since the engine braking effect to limit or maintain constant vehicle speed v_F is needed and the engine consumes no fuel due to the fuel cut.

The vehicle 1 accelerates, with the vehicle speed v_F approaching a brakeomat speed v_B preset by the driver. When the Bremsomat speed v_B = v_F is reached, a speed controller activates the endurance brakes in order to keep the vehicle 1 constant at a constant speed v_F =. Subsequently, the vehicle 1 reaches at a time t_1 a downgrade gradient 3, which gradually merges into a plane 4, whereupon the endurance brakes are switched off at the time t_1 by the Bremsomat.

The rolling or sailing condition is checked by the transmission control. A status query is used to determine whether the cruise control and the Bremsomat are active and the continuous braking system is no longer activated. The current vehicle acceleration a_F is queried and evaluated. If the vehicle acceleration a_F becomes negative with respect to a limit value, for example a_F_lim = 0 m / s ² , due to an increasing driving resistance F_W, then it is recognized that there is a deceleration, ie an incipient downward gradient 3 in coasting mode without active braking action. The driving resistance F_W results from an air resistance, a rolling resistance, a negative gradient resistance (slope resistance) and a negative acceleration resistance (delay resistance).

It is also determined whether the current, from the slope angle in slope percent converted lane slope a_Fb is above a limit and whether the time derivative a'_Fb is above another limit, in particular whether a'_Fb> 0% / sec applies. From this it can be stated that the route topography changes from negative slope (ie gradient) to the route topography plane.

Furthermore, it is determined whether a difference Δν_Β_Τ between the previously set Bremsomat speed v_B and the previously set cruise speed v_T is greater than a predetermined threshold, and whether in this regard, the current vehicle speed v_F near the Bremsomat speed v_B and more than another predetermined threshold of the cruise control speed v_T is removed. From this it can be determined whether a neutral shift would bring an effective benefit in the current driving situation.

If the current vehicle speed v_F is only slightly above the cruise control speed v_T, the vehicle 1 would hardly be able to reduce speed in a roll phase since a controller of the cruise control system would request an engine torque M_M to maintain the cruise control speed v_T after a short time, after which the drive train would be closed again to pass a drive torque to the driven wheels. Consequently, the activation of the rolling or sailing function is only recognized by the transmission control unit as meaningful if, on the one hand, a downhill runout 3 has been detected and the latter passes into a level 4 and, on the other hand, a sufficiently long rolling phase is possible in which the active cruise control is possible - / Bremsomat system does not interfere with the drive.

If this is the case, the transmission is switched to neutral by control valves are actuated to actuate actuators to interpret the current gear. If the resulting force of the actuators or actuating cylinders is sufficient to overcome a frictional force in the shifting claws of the gear due to a transmitted thrust torque of the vehicle still in overrun, the gear is designed.

If this is not the case, a fuel injection quantity for the internal combustion engine is gradually increased via an engine intervention in order to reduce the thrust torque and thus the friction torque in the shift dogs. The increase in the injection quantity is at most up to a value at which a transmitted torque from an engine control unit is reached. When this value is reached, the load transmitted by the transmission disappears. The gear can then be interpreted usually easily, since the friction is released in the shift dogs. However, if this is not possible, a starting or lock-up clutch in the drive train can be opened, which safely separates the combustion engine from the drive train.

The result of a meaningful neutral circuit can be seen in FIG. 1 in three superimposed time diagrams in a comparative representation. The upper diagram shows the speed corridor Δν_Β_Τ between the preset Bremsomat speed v_B and the cruise control speed v_T. Within this corridor Δν_Β_Τ, a first speed curve v_F_A with the drive train closed and a second speed curve v_F_N with the transmission shifted in neutral, ie with the drive train open, run. At a time t_1 at which the continuous brake system is deactivated, the two speed curves v_F_A and v_F_N begin to decrease in relation to the vehicle speed v_F previously limited to the Bremsomat speed v_B. So it begins to use a delay with decreasing slope. However, when the transmission is switched to neutral, the vehicle speed curve v_F_N drops much more slowly, ie until the cruise control speed v_T is reached, the vehicle 1 rolls on without driving or continues to drive at the speed profile v_F_A when the gear is engaged.

The middle diagram illustrates the activation of the continuous brake system by the Bremsomat. This results in a braking torque curve M_B_D of the continuous brake system. At time t_1, the continuous brake system is no longer activated. Before that, the continuous brakes are switched on in order to keep the vehicle speed v_F constant at the Bremsomat speed v_B. After that, the braking torque M_B drops to the value zero.

The lower diagram illustrates the request for engine torque M_M by the cruise control. It shows a first instantaneous demand curve M_M_A without neutral circuit and a second instantaneous demand curve M_M_N with neutral circuit. The two curves M_M_A and M_M_N obviously correspond with the corresponding driving speed curves v_F_A and v_F_N. Accordingly, at a neutral shift in the transition between slope 2 and level 4 much later engine torque M_M is required than when the powertrain remains closed because the vehicle 1 continues to roll into the level 4 or even to an incipient next increase before the cruise control speed v_T is exceeded , Thus, with the rolling or sailing function, a significant fuel economy is achieved in this driving situation. LIST OF REFERENCES

1 commercial vehicle

2 gradient

3 fall outlet

4 level

a_F vehicle acceleration

a_F_lim vehicle acceleration limit

a_Fb road gradient

a'_Fb Time derivative of the road gradient

F_W driving resistance

M_B braking torque

M_B_D Retarder torque curve

M_M engine torque

M_M_A Motor torque request curve with traction shunt

M_M_N Engine torque request curve with neutral circuit t Time

t_1 time

v speed

v_B Bremsomat speed

v_F vehicle speed

v_F_A Vehicle speed curve with drive connection v_F_N Vehicle speed curve with neutral circuit v_T cruise control speed

Δν_Β_Τ speed difference

Claims

claims

1 . Method for controlling a rolling or sailing function of a vehicle, such as a commercial vehicle (1), with a drive train with a drive motor, a controllable via a transmission control automatic or automated transmission, with controllable switching means for interrupting the frictional connection in the drive train, with a braking device, for example a continuous braking system, and with a vehicle speed control device, in which the current road gradient (a_Fb), the vehicle speed (v_F) and the vehicle acceleration (a_F) are determined and the vehicle speed (v_F) is regulated by the vehicle speed control device, wherein when driving in a downhill ( 2) as needed, the braking device is driven, characterized in that when driving in the downgrade (2) a rolling or sailing condition for a downgrade (3) is checked, and in fulfilled rolling or sailing condition over it is the transmission control of the adhesion in the drive train before entering a plane (4) and / or interrupted before an engine torque request of the vehicle speed control device.

2. The method according to claim 1, characterized in that the blind or sail condition is recognized as fulfilled, if active vehicle speed control device at least

a) the braking device is deactivated,

b) a set difference (Δν_Β_Τ) between an upper speed (v_B) regulated by a brake master and a lower speed (v_T) regulated by a cruise control is greater than a threshold value,

c) the current vehicle speed (v_F) is close to the set cruise control speed (v_B) and more than a threshold value of the set cruise control speed (v_T), d) the current vehicle acceleration (a_F) is detected to be zero or a near zero limit (a_F_lim) as a delay,

e) the current roadway slope (a_Fb) is above a threshold, and

f) the time derivative (a'_Fb) of the roadway gradient (a_Fb) is above zero or above a limit value close to zero.

3. The method according to claim 1 or 2, characterized in that the frictional interruption takes place at full rolling or sailing condition in temporal proximity to the deactivation of the braking device.

4. The method according to any one of claims 1 to 3, characterized in that the adhesion interruption takes place in a pushing operation.

5. The method according to any one of claims 1 to 4, characterized in that the adhesion interruption is effected by a neutral circuit of the transmission.

6. The method according to any one of claims 1 to 5, characterized in that the frictional connection interruption is performed in a switched gear by means of shift clutches.

7. The method according to any one of claims 1 to 6, characterized in that for designing a currently switched gear one or more arranged in a pressure circuit valves, via which at least one actuator of a switching element of the gear can be acted upon with a control pressure, are driven to the Open switching element.

8. The method according to any one of claims 1 to 7, characterized in that for laying out a currently switched gear initially via an engine intervention, a fuel injection quantity of the as an internal combustion engine trained drive motor is temporarily increased to reduce shear force transmission forces of the shifting element of the gear.

9. The method according to claim 8, characterized in that in the increase of the fuel injection amount, a loss torque is taken into account, so that the injected fuel quantity corresponds to a zero going torque transmission in the transmission.

10. The method according to any one of claims 1 to 9, characterized in that a frictional connection interruption takes place by opening a arranged between the drive motor and the transmission coupling means, via which the drive motor from the drive train is separable.