GB2314172A

GB2314172A - Motor vehicle with engine torque control

Info

Publication number: GB2314172A
Application number: GB9711882A
Authority: GB
Inventors: Jochen Stinus
Original assignee: LuK Getriebe Systeme GmbH
Current assignee: LuK Getriebe Systeme GmbH
Priority date: 1996-06-15
Filing date: 1997-06-10
Publication date: 1997-12-17
Anticipated expiration: 2017-06-10
Also published as: DE19725149A1; FR2749811A1; GB9711882D0; KR100493479B1; FR2749811B1; KR980001225A; BR9703587A; GB2314172B; DE19758826B4

Abstract

A motor vehicle has a drive motor, a gearbox and an automated torque transfer system The vehicle has an operating unit which can be controlled by a control unit 12b to operate the torque transfer system. The control unit is in signal connection with sensors and possibly with other electronic units, and with an engine control unit 103 for controlling the engine torque. The vehicle also has a signal emitter 101 such as accelerator pedal operable by the driver. The control unit 12b and the engine control unit each determine from, inter alia the emitted and sensor signals, an engine torque value, for example by means of a ,function generator and/or from a characteristic field, and determine by means of a comparator 106 which engine torque value is used to control the engine.

Description

MOTOR VESICLE The invention relates to a rotor vehicle with a drive motor, a gearbox and an automated torque transfer system, with a operating unit which can be controlled by a control unit to operate the torque transfer system, wherein the control unIt is in signal connection r~s-cally with sensors and where applicable with other electronic units, and with an engine control unit for controlling the engine moment of the drive motor, as well as with a transmitter operable on the driver side, such as an accelerator pedal, for supplying power on the driver side wherein the transmitter provides G transmitter value.

Motor vehicles of this kind can be equipped with an automatic or manually operable gearbox. With such gearboxes the gear position can be selected by means of a gear selector element or the gear setting can be carried out automatically.

for four example a non-driving state is selected in the gearbox then with the torc-le transfer system opened in tis state and with an operation by the driver of the accelerator pedal ~he increase in the engine speed or engine revs is too strong and uncomfortable engine noises occur. Furthermore such roaring of the engine leads to undesired noise strain.

Also damage to the engine :ray occur.

if wit an automated transmission a gear change is carried out wit a break in the traction force it is disadvantageous i dung the gear change the engine runs too fast because the driver then may operate the accelerator pedal. This can lead to a loss of comfort and to damage to the motor and/or gearbox.

Furthermore when starting off when a non-starting-off gear is engaged in the gearbox the torque transfer system can undergo an at least temporary excessive strain which is as a rule not desired on the part of the driver.

The object of the invention is to provide a motor vehicle of the kind described above which can be operated comfortably and safely. Furthermore it is an object of the invention to provide a motor vehicle with a gearbox and with an automated torque transfer system which at least substantially reduces or overcomes the disadvantages of the prior art and which can be manufactured cost-effectively.

The object is further to carry out a shift process with an automated transmission where the accelerator pedal is operated on the driver's side and nevertheless the engine speed does not run unintentionally high.

This is achieved according to the invention in that the control it and/or the engine control unit each determine by means of at least the transmitter values an engine moment value for example by means of function generators and/or from characteristic fields, and determines by means of a comparator which engine moment value is controlled. This is advantageous if for example with an engaged gear or in the neutral area or with a gear change by the control unit for controllIng the clutch or the torque transferrable by the clutch or example over the engaged state of the clutch a lower va ue of the engine moment which is to be controlled is determined than the value of the engine moment which is determined by the engine control. The engine moment can thereby be reduced by the control unit and thus the lower value of the engine moment can be controlled. This is expedient If during a gear change the accelerator pedal remains operated by the driver and the engine control would thus control a maximum value of the engine moment although for example a reduced engine moment is advantageous during a gear change. The control unit for clutch control then detects during a gear change the reduced engine moment from the characteristic fields cr function generators and a minimum value is detected and controlled through R comparator.

Furthermore with a motor vehicle with a drive motor, a gearbox and an automated to-vue transfer system, with an operating unit which can be controlled by a control unit to operate the torque transfer system, wherein the operating unit has at least one actor for operating, such as for example engaging and/or disengaging the torque transfer system, the control unit is -n signal connection basically with sensors and where applicable with other electronic units, with a gear position sensor which detects the gear setting1 and with an engine control unit for controlling the engine moment of the drive motor, as well as with a transmitter operable on the driver side, such as an accelerator pedal, for supplyIng power on the driver side, it is advantageous if the control unit determines by way of example from function generators or characteristic fields a first value of the engine moment by means of at least the transmitter value, the engine control urit determines a second value of the engine moment by means of at least the transmItter value and the first and second value are processed by a comparator cr detector and from this is determined a value of the engine moment which is controlled.

The comparator can be formed as a separate electronics unit or within the control unit through a control program. A detector can be a function generator which determines the engine moment from the vehicle parameters. These are for example the engaged gear, the engine speed, the vehicle speed, the accelerator value and other parameters.

It can likewise be expedient if the engine moment value to be controlled is detected as a function of the gea position, for example from characteristic fields or function generators. The engine moment value which is controlled can thereby be detected as a function of the engaged gear, cr example also dependent on engine speed. The control unit or gear control unit detects by way of example by means of a gear recognition sensor the engaged gear and selects a characeristic line for the relevant gear and defines t engine moment to be controlled.

According to the inventive aea it can be expedient if the first value of the engine moment is compared with the second value of the engine moment and the smaller value of the two values is controlled.

It can likewise be expedient if the first value of the engine moment is compared with the second value of the engine moment and the larger value of the two values is controlled. The comparison can be carried out for example by a control unit or engine control unit.

It can likewise be expedient i the determined or detected controllable value of the engine moment with a non-driving gear engaged in the gearbox and detected by the gear sensor is restricted to a predefinable maximum value of the engine moment.

According to the inventive idea it can be expedient if the determined or detected controllable value of the engine moment witn a non-driving gear engaged in the gearbox and detected by the gear sensor is determined so that a credef nable maximum value of the engine speed is not exceeded. Likewise with one embodiment it can be advantageo s if the predef-ab'e value is not reached.

An embodiment of the invention can be advantageous where the predefinable value of the engine speed is in the speed range from 1500 1/min to 6000 1/mien, preferably in the speed range from 2000 1/min to 4000 1/min.

Furthermore the predefinab value of the engine speed can advantageously be substantially equal to the idling speed.

It can be expedient i a non ariving gear or a non driving position of the gearbox Is for example a neutral gear, a neutral position of the gearbox or a parking position of the gear.

Furthermore it can be expedient if the determined or detected controllable value of the engine moment with a nonstarting-off gear engaged in the gearbox and detected by the gear sensor is determiner so that a predefinable maximum value of the engine speed is not exceeded during a start in off process.

In this connection a non-starting-off gear or a non starting-off translation can be for example a gear or translation where the vehicle is not normally started off from stationary. Starting gears are in particular first gear, second gear or reverse gear or a corresponding translation.

Furthermore it can be expedient if the predefinable value of the engine speed is in the speed range of 1500 1/min to 600C 1/min, preferably in the speed range from 2000 1/min to 4000 1/min.

It can be expedient if a non starting off gear of a gearbox is a gear not equal for example to first gear, second gear or reverse gear.

Furthermore it can be expedient if the vehicle has a drive program selection device 5 means of which different drive programs can be selected. Sue drive programs can have or example different sht --t characteristic lines or characteristic lines or junctions for clutch activat-cn according to which a racing or comfortable or particularly economical driving mode or winter setting can be produced.

These drive programs can have different shift characterist- lines for shifting the gears. A different control program of the clutch can likewise be provided so that the clutch engages at different rates for different programs. In the racing program the clutch is to close more quickly than in the normal program and In te winter program the clutch is to engage more slowly than in the normal prograr..

Furthermore it can be expedient if the driving programs are selectable manually or automatically. An automat selection of the drive programs can be for example a drIver adaption wherein a control unit carries out driver recognition from signals based on activations on the driver side, for example of the accelerator pedal or gear selec ion elements or other activations on the driver side and then makes a choice of drive program from the detected driver type.

It can furthermore be expedient if the predefinable value of the engine speed can be determined or adjusted in dependence on the drive programs. rubthermore it is advantageous if the transmission is a manually shift gearbox. According to the inventive idea it is expedient if the transmission is a gearing automatically shifted by at least one operating unit. Furthermore it can be advantageous if the automatic shift gearing is controlled by a gear control unit.

According to the inventive idea it is expedient if the gear control unit is formed as one unit with the control unit cr the automated torque transfer system.

According to a further inventive idea it can be advantageous if a method for controlling at least one electronics unit is produced for use in a icle according to one of claims 1 to 20 wherein method steps for determining engine moment values and comparison steps are carried out.

The invention will no be explained with reference to the drawings in which: Figure 1 is a diagrammatic illustration of a vehicle; Figure 2 is a block cirit diagram and Figure 3 is a block circuit diagram.

Figure 1 shows a vehicle 1 in a diagrammatic illustration with a drive motor 2, a torque transfer system 3 and a gearbox 4. On the output side of the gearbox 4 is a drive shaft 5 and differential 6 as well as the driven axles 7a and 7b wherein the wheels 8a and 8b are driven by means ot the driven axles 7a and 7b. The vehicle can also be provided with a four wheel drive. This is however not shown in Figure 1.

The torque transfer system 3, such as for example friction clutch, such as dry frIction clutch or wet-running friction clutch, magnetic powder clutch or torque converter with converter bridging clutch is shown in Figure 1 as a torque transfer system 4 mounted in the drive train between the drive motor 2 and the gearbox 4 wherein the torque transfer system 3 can also be mounted on the output side after the gearbox 4, such as can be expedient for example in a continuously variable transmission.

The tor ue transfer system 3 consists in the illustration of Figure 1 of a clutch dise with friction linings 3b, pressure plate 3e as well as a clutch cover 3d and a plate spring 3e.

These parts of the torque transfer system can be mounted on a flywheel 3a wherein these can also be assembled with the flywheel 3a as a premountable unit. The flpsheel can also b a so-called twin-mass flywheel which provides at least a torsion damper between tne primary and secondary mass. The plate spring 3e is biased by means of the disengagement bearing 3f for engaging or disengaging the clutch whereby through the biasing o= .he plate spring tongues by the disengagement bearing 3f the clutch can be set or adjusted in to a state which is for example the fully engaged or fully disengaged state or a state between these boundary states. The torque transferrasle by the torque trans-er system 3 can be set and ~used anywhere in the range between zero and the maximum vau0.

The disengagement bearing is operated in the embodiment of Figure 1 by a disengacement lever 9 wherein the disengagement lever is operated through a hydraulic path with slave cylinder 10, hydraulic line 11 and actor 12.

The actor 12 contains a settIng device 12a which can contain in the event of using a hydraulic path a master cylinder and drive unit for operating the master cylinder. Furthermore the actor 12 contains an electronic unit 12b such as control unit which processes signals from for example sensor devices, sensors or other electronics units and which produces control signals to control the drive unit of the actor -or engaging or disengaging the torque trader system.

The gearbox 4 is a gearbox where it is possible to differentiate between ci-erent gear translations such as gears, by means of an operating element 13. In order to select one gear translation from a number thereof the operating element 13 is brought into the position provIded or same or is operated in a manner provided for same. is operation can be carried out manually in this case.

Furthermore an operation c a gearbox can also take Lace automatically wherein at least one actor carries out the operation of the transmission automatically. The actor can carry out the shifting and/or selecting of the gears in a controlled manner. An actor of this kind can carry out a transmission operation or a shift process electromechanically or by means of pressurised medium.

The device for disengaging the torque transfer system can as shown above be carried out by means of a pressurised medium system wherein the pressurised medium system can be a hydraulic system, a pneumatic system or an other fluidoperated system. The disengagement member can in these cases also be a central oisengagement member operated by pressurised medium. Hlrthermore the operation can also be carried out through mechanical means, such as for example through a linkage.

A sensor device 14 can be attached or mounted on the operating element 13 whereby an operation of the operating element is detected by this sensor unit 14. The detection of an operation can take place by measuring an acting force or by measuring a change in position or change in speed or acceleration. Furthermore when exceeding a boundary or threshold value in the event of a movement or operation of the operating element a detection of an operation can be carried out. The sensor 14 acts as a gear position sensor which detects the translation engaged in the gearbox or a position engaged in the gearbox.

The sensor or sensor device 14 can be a path or speed or acceleration or force dependent sensor which detects or can detect a movement of the operating element or of an element connected therewith cr a force on the operating element or on an element connected wherewith.

Furthermore a sensor 15 can be mounted on the gearbox 4 to detect the position of the engaged gear for example by sensing the position of shift elements inside the gearbox.

A sensor of this kind is a gear recognition sensor.

The sensors, such as t---~=le valve sensor 16, such as wheel speed or speed sensor 17 (vehicle speed sensor), engine speed sensor 18 and further sensors can be provided in or on the vehicle and can be connected to the control unit through signal lines. A door sensor which detects whether a door is opened can likewise be mounted on the vehicle. A sensor can also be provided for ceteotlng the throttle valve angle.

The control unit can also calculate from the data of the sensors gradients which are used to evaluate the shi=t intent. These gradients can be calculated for example by numerical processes. . control unit 12 detects tne driving state from these sensor data and other data as well as from system input values and generates a control signal for operating the torcue transfer system 3 if a shift intent is evaluated as present.

The vehicle 1 further nas an accelerator pedal 20, such as load lever, as well as 2 operating element of a brake 21, such as operating brake, as well as an operating element 22 for a brake, such as parking brake. At least one sensor 23 is mounted on the load lever 20 and determines both the deflection α and also an operation which is present or not present. An idling switch for example can be considered as a sensor for determined wnether the pedal or load lever is operated or not wherein he idling switch is switched on or example when the pedal Is not operated and is switched off when the pedal is operated. A reverse switching, such as coding of the idling switch is also possible. The sensor 23 is provided as a trars. .ter sensor or the accelerator pedal, such as transmltter of the operation on the driver side. The engine ccn~-ol 1O2 of Figure 2 controls tne engine speed and/or engine moment from these accelerator pedal operating values. The control unit of the clutch control and/or transmission control calculates or determines an engine speed and/or engine moment which is to be controlled from the accelerator pedal operation and from the vehicle and transmission and/or clutch data, such as revs, speeds, gear stages etc.

A brake switch 24 can be mounted on the operating element of the operating brake 21, such as brake pedal, to detect whether the brake is operated. A brake switch of this kind can likewise be mounted on the operating element 22 for the parking brake wherein the sensor 25 detects whether the parking brake is operated.

The sensor device 23 of the load lever 20 can furthermore be in signal connection with the engine electronics 30 so that through operation of the accelerator pedal the engine speed and the engine moment is controlled accordingly by the engine electronics 30.

From the signals, such as measuring data or system input values entering the control unit 12 it is possible to determine the engine moment applied. The applied engine moment is the actual engine moment minus/plus the moments which are taken up or discharged by secondary assemblies.

As secondary assembly can be for example the climate control or centrifugal energy accumulator. Furthermore drag moments can be taken into account. The engine moment can however also be determined by the engine control unit 30 and transferred to the control unit through a signal lead.

Furthermore it can be determined whether an operation of the control element 13 exists and whether a brake 21, 22 is operated and whether the accelerator pedal, such as load lever, is operated. The control unit 12 detects a shift intent through an operation of the control element 13 from the incoming signals of the sensors 14 and/or 15. Whether the shift intent is evaluated or accepted as a wish to shift, and a control signal is produced to open the clutch, depends on the system parameters.

The motor vehicle can be fitted with a manually operated gearbox and/or with an automatic shift transmission.

An automatic shift transmissIon can have a separate control device which controls the shift processes of the gears.

This control device can be in signal connect ion with the control unit wherein sensors can likewise be in signal connection with this control device.

As an advantageous cevelopment of the invention an integrated control device or an integrated control unit can contain both the engine control, gearbox control and/or control unit for controlling the torque transfer system. An integrated control unit of this kind is in signal connection with sensors and further electronics units and controls and/or regulates the operation of the gearbox, clutch and control of the engine.

Through an integratior of this kind of tne electronic controls of for example the engine, gearbox and clutch it is possible to provide an advantageous functional and costeffective unit. For example all parameters of the systems engine, gearbox and clutch can be matched with each other in the sense of a for example consumption-favourable and/or sporty and/or emissions-favourable operating state.

Apart from the clutch moment as a parameter to be considered it is also possible to correct the engine moment of the engine control, for example by the moments of secondary assemblies, such as or example climate control. In this case, when the secondary assembly is switched on or off it is possible to achieve an increase or reduction in the engine moment.

The gearbox has a gear selector switch or lever by means of which it is possible to set the transmission engaged in the gearbox or a neutral gear or a parking position.

Furthermore it is possible to select a driving program by means of a further element. An element of this kind is marked by 40 in Figure 1. By means of the drive program selector element or device it is possible to differentiate for example between a sporty (s), economy (o), comfort (k) drive program or a winter program (w).

Figure 2 shows a block diagram 100 which represents a function sequence. n block 101 the driver of the vehicle operates a load lever such as accelerator pedal. This pedal is allocated at least one sensor so that it detects a signal representing at least a pedal value. A signal of this kind can be for example the pedal value itself or a throttle valve angle or a corresponding signal.

In block 102 the pedal value is detected and conveyed to the engine control such as engine control electronics.

Similarly this value is conveyed to the clutch control and/or transmission control 104, 105. The clutch control is in at least signal connection with the transmission control wherein these two control units can also be formed as integrated control unit. It can likewise be advantageous if the engIne electronics are likewise provided with one and/or other control unit as an integrated unit. This is shown by the broken frame 11C.

The clutch and/or transmission control 103, 104 detects an engine ~sment and/or engine speed in dependence on the gear selector switch or signal of the gear selector switch sensor respectIvely. Furthermore the engine control determines a value fsr an engine moment and/or for an engine speed.

These values are processed in block 106 to determine the engine moment.

If for example a non-driving gear is present, such as for example a neutral position N or a neutral gear or a parking position P, then the engine moment can be controlled wIth a load lever operation so that the engine speed nmot is for example restricted or not restricted. A restriction of this kind can be for example at maximum value nmOt-max . A maximum speed as boundary value can be provided for example so that the engine is protected from over-rewing. Furthermore a restriction can be provided so that the engine is restricted or fixed to a point of maximum engine moment in which a quick start can take place when a driving or starting gear is engaged.

The restriction of the engine speed through a control or regulation of the engine speed or engine moment can be produced in a non-drlving gear P,N since the control unit of the torque transfer system is preferably kept open at least temporarily at such an operating point of the torque transfer system. A restriction of the engine speed can be used for improved comfort and for engine protection. Such a restriction can be provided by nmot 5 nmot-max As boundary value nmot.max a speed can be used in the range from 1000 1/mien to 5000 1/min, preferably from 2000 1/min to a000 i/min. Furthermore it is possible to restrict the engine speed to the idling speed with nmot = nLeertauf.

Restricting the engine speed to the idling speed in the gear stages P or N leads for example to a reduction in the fuel consumption of the vehicle.

The engine is controlled in block 107 by means of the engine moment detected in block 106. Through the reaction of the engine 107 to the control, the engine reaction or vehicle reaction 108 is notified back to the driver 101 who can tnen adapt or change his operation of for example the accelerator pedal.

The control unit of the torque transfer system such as clutch or the engine electronics or a further control unit such as for example a gear control electronics compares the values for the engine moment Mmot determined by the engine electronics with the values Mmotkup of the engine moment determined by for example the control unit of the torque transfer system, and forms for example a minimum value as ideal value MmtsolL which is controlled. This can take place for example by means of the function Mmot-sot = MIN(Mmot-kup, Mmot) wherein MIN (x,y) forms the minimum of the values x,y. A vehicle reaction is produced through the engine ideal moment which is being or can be set, and the driver of the vehicle then adjusts the pedal value as he may wish.

A further advantageous design of the invention provides that the control unit of the torque transfer system makes an allowance regarding the boundary value of the engine speed and/or engine moment and this engine electronics uses this value as an upper boundary value and the engine speed and/or engine moment cannot rise above this boundary value. The selection of the boundary values can depend on the selected drive program.

A control of the engine moment and/or engine speed through the control unit of the torque transfer system can preferably be implemented in a vehicle with E-gas system.

Figure 3 shows a block diagram for illustrating the device according to the invention. The signal 201 of the accelerator pedal transmitter is sent to the inputs 202 and 203 of the engine control unit 204 and the control unit 205 of the automated clutch. These calculate rom the characteristic lines 20era, 205a, the ideal values 204b, 205b of the engine moment and/or engine speed. These are sent to the input of a comparator 206 and compared with each other.

The lower signal or lower value is controlled so tat the engine 207 adopts same. In another embodiment also the larger signal of the two values can be controlled. Also the comparator can contain a function generator connected in on the output side to modify the output value once more.

The invention further relates to a device for controlling an engine speed and/or an engine moment such as an engine control device with a control unit wherein the control unit detects with a gear recognition sensor which detects the gears engaged in the gearbox, at least a neutral area engaged in the gearbox wherein with a disengaged clutch and/or with an engaged clutch the engine control lowers the controllable maximum value of the engine speed when a nondriving gear such as neutral area, is engaged in the gearbox. The control unit can be connected to a clutch engagement state detector, such as clutch path sensor, and can reduce the maximum value of the engine speed for example only when the clutch is disengaged. The clutch can thereby be automated or operable by activating a pedal. With the above described for example when neutral is engaged in the gearbox the engine speed is regulated down with a speed which is reduced compared with operation (revs) with a gear engaged wherein the reduction can lie in the area of some hundreds 1/min. Thus for example with an engaged gear the down regulating speed at which the engine speed is not raised further by the control unit can be at 6000 1/mien and with an engaged neutral area at 5800 1/man. This has the advantage that the centrifugal forces which act on the plate spring tongues of the disengaged clutch are reduced. It is thereby possible to reduce a negative effect through a clutch which is kept disengaged or stuck as a result of the centrifugal force and the clutch engages again as a result of spring bias of the plate spring when the disengagement bearing releases the clutch for engagement. The above device thus avoids the clutch sticking at least in the disengaged state when neutral area is engaged. The lowering of the maximum engine speed in the neutral area can be carried out so far until the clutch no longer remains stuck.

This can happen up to a reduction of the engine speed substantially to the idling speed. 3oth the new state and the wear state of the clutch can thereby be taken into account since with a wear state of the clutch the plate spring tongues as generally known can have a steeper or more inclined installation position. The reduction of the maximum engine speed can likewise take place during a shift process and/or at least temporarily after a shift process.

The reduction of the maximum engine speed in neutral area furthermore still has te advantage of saving fuel.

The signals of the gear recognition sensor and where applicable tune engaged state of the clutch can be transferred by the sensors directly to the engine control or through the control unit of the automated clutch to the engine control. The gear recognition sensor can be a switch which detects the engaged neutral area. In another embodiment this sensor can detect at least some or all of the gears engaged in the gearbox.

The patent claims filed with the application are proposed wordings without prejudice for achieving wider patent protection. The applicant retains the right to claim further features disclosed up until now only in the description and/or drawings.

References used in the sub-claims refer to the further design of the subject of the main claim through the features of each sub-claim; they are not to be understood as dispensing with obtaining an independent subject protection for the features of the sub-claims referred to.

The subjects o these sub-claims however also form independent invent ions which have a configuration independent of the subjects of the preceding sub-claims.

The invention is not restricted to the embodiment of the description. Rather numerous modifications and alterations are possible within the framework of the invent Ion, more particularly those variations, elements and combinations and/or materials which are inventive for example through combination or modification of individual features or elements or method steps contained in the drawings and described in connection with those in the general description and embodiments and claims and lead through combinable features to a new subject or to new method steps or sequence o method steps where they relate to manufacturing, testing and work processes.

Claims

PATENT CLAIMS

1. Motor vehicle with a drive motor, a gearbox and an automated torque transfer system, the torque transfer system having an operating unit which can be controlled by a control unit to operate the system, wherein the control unit is in signal connection with sensors and where applicable with other electronic units, and with an engine control unit for controlling the engine torque of the drive motor, as well as with a signal emitter operable on the driver side, such as an accelerator pedal, for supplying power on the driver side wherein the signal emitter provides an emitted value, characterised in that the control unit and/or the engine control unit each deteremine by means at least of the emitted values an engine torque value, for example by means of a function generator and/or from a characteristic field, and determine by means of a comparator which engine torque value is controlled.

2. Motor vehicle with a drive motor, a gearbox and an automated torque transfer system, with an operating unit which can be controlled by a control unit to operate the torque transfer system, wherein the operating unit has at least one actor for operating, such as for example engaging and/or disengaging the torque transfer system, the control unit is in signal connection basically with sensors and where applicable with other electronic units, with a gear position sensor which detects the gear setting, and with an engine control unit for controlling the engine moment of the drive motor, as well as with a transmitter operable on the driver side, such as an accelerator pedal, for supplying power on the driver side, characterised in that the control unit determines by way of example from function generators or characteristic fields a first value of the engine moment by means of at least the transmitter value, the engine control unit determines for example from function generators or characteristic fields a second value of the engine moment by means of at least the transmitter value and the first and second value are processed by a comparator or detector and a value of the engine moment which is controlled is determined there-rom.

3. Motor vehicle according to claim 1 or 2 characterised in that the engine moment value to be controlled is determined as a function of the gear setting, by way of example from characteristic fields or function generators.

4. Motor vehicle according to claim 1, 2 or 3 characterised in that the first value of the engine moment is compared with the second value of the engine moment and the smaller value of the two values is controlled.

5. Motor vehicle according to at least one o claims 1 to 3 characterised in that the first value of the engine moment is compared with the second value of the engine moment and the larger value of the two values is controlled.

6. Motor vehicle according to one of the preceding claims, characterised in that the determined or detected controlled value of the engine moment when a non-drivIng state of the gearbox is detected by the gear sensor is restricted to a predefinable maximum value of the engine moment.

7. Motor vehicle according to one of the preceding claims, characterised in that the determined or detected controllable value of the engine moment with a non-driving state in the gearbox detected by the gear sensor is determined so that a predefinable maximum value of the engine speed is not exceeded.

8. Motor vehicle according to claim 7 characterised in that the predinable value of the engine speed lies in the speed range from 1500 1/min to 6000 '/mien, preferably in the speed range from 2000 1/min to 4900 1/mien.

9. Motor vehicle according to claim 7 characterised in that the predefinable value of the engine speed is substantially equal to the idling speed.

10. Motor vehicle according to one of the preceding claims1 characterised in that a non-dt-~ving state is for example a neutral gear, a neutral position of the gear or a parking position of the gearing.

11. Motor vehicle according to one of the preceding claims, characterised in that the determined or detected controllable value of the engine moment with a non-driving state engaged in the gearbox detected by the gear sensor is determine so that a predefinable maximum value of the engine speed is not exceeded during a startlng-off process.

12. Motor vehicle according to claim 7 characterised in that the predefinable value o the engine speed is in the speed range from 1500 1/min to :000 1/min, preferably in the speed range from 2000 1/mien to 4000 1/min.

13. Motor vehicle according to one of claims 10 or 11 character-sed in that a non-starting off gear in the gearbox is a gear for example not equal to first, gear, second gear or reverse gear.

14. Motor vehicle more particularly according to one of the preceding claims, characterised in that the vehicle has a driving program selecticn device, by means of which citterent driving programs can be selected.

15. Motor vehicle according to claim 13 characterised in that tne driving programs are automated or manually selectable.

16. Motor vehicle according to claim 13 characterised in that the predefinable value of the engine speed can be defined or adjusted in dependence on the driving programs by means of function generators or characteristic fields.

17. Motor vehicle more particularly according to one of the preceding claims, characterised in that the gearbox is a manual shift gearbox.

18. Motor vehicle more particularly according to one of the preceding claims 1 to 16 characterised In that the gearbox is an automatic shift gearbox operated by at least one operating unit.

19. Motor vehicle according to claim 18 characterised in that the automatic shift gearbox is controlled by a gear control unit.

20. Motor vehicle according to claim 19 characterised in that the gear control unit is formed as one unit with the control unit of the automated torque transfer system.

21. Method for controlling at least one electronics unit or control unit for use in a vehicle according to one of claims 1 to 20 wherein process steps for determining engine moment values and comparison steps are carried out.

22. Motor vehicle with a drive motor, a gearbox and an automated torque transfer system substantially as herein described with reference to the accompanying drawings.