DE19725149A1 - Motor vehicle - Google Patents

Abstract

The motor vehicle includes a drive motor, a gearbox and an automated torque transfer mechanism. The torque transfer mechanism is operated by a control unit which receives inputs from sensors, e.g. speed or acceleration, and gear position (105) sensors, and a driver operated signal emitter (101) such as an accelerator pedal. The control unit supplies an output signal to an engine control unit (103) which determines the engine torque by comparing (106) a function derived from the sensor inputs which the driver controlled signal.

Description

The invention relates to a motor vehicle with a drive motor, a transmission and an automated torque transmission system, with one of a control unit controllable actuation unit for actuating the Torque transmission system, the control unit is essentially with Sensors and possibly with other electronic units in Signal connection, with a motor control unit for controlling the Motor torque of the drive motor, as well as with a driver-operated Encoder, such as the accelerator pedal, to the driver's power request, the Provides an encoder value.

Such motor vehicles can be operated automatically or manually Gearbox. In such gears can by means of a Gear selection element, the gear setting can be selected or the Gear adjustment can be automated.  

If, for example, a non-gear is selected in the transmission, then in this Condition of the open torque transmission system on a driver's side Actuation of the accelerator pedal increases the engine speed too much and so associated uncomfortable engine noises occur. Furthermore, a such howling of the engine lead to unwanted noise pollution. Possible damage to the motor can also occur.

Is a gear change in automated transmissions with traction interruption carried out, it is disadvantageous if the Engine speed runs up because the driver continues to operate the accelerator pedal. This can lead to loss of comfort and damage to the engine and / or the Lead transmission.

Furthermore, if a non-starting gear is selected in the transmission, a The torque transmission system starts up at least for a short time Excessive load on the torque transmission system occur in generally not desired by the driver.

The object of the invention is to provide a motor vehicle of the type described above create which can be operated comfortably and safely. Furthermore it is the object of the invention, a motor vehicle with a transmission and with a to create automated torque transmission system which the Disadvantages of the prior art at least substantially reduced or avoided and is easy and inexpensive to manufacture.  

The task is still to change gear in an automated transmission perform, in which the accelerator pedal is operated by the driver and still the Engine speed does not start up unintentionally.

According to the invention, this is achieved by the control unit and / or the engine control unit uses at least one of each of the sensor values Motor torque value for example by means of function generators and / or off Maps determined, and by means of a comparator which determines Motor torque value is controlled. This is advantageous if, for example, at an engaged gear or in the neutral range or when changing gear from the control unit for controlling the clutch or that of the clutch transmissible torque, for example, on the engagement state of the Clutch a lower value of engine torque to be controlled is determined as the value of the engine torque by the engine controller is determined. The engine torque can be reduced by the control unit are controlled and thus the lower value of the engine torque. This is useful if the accelerator pedal on the driver's side when changing gear remains actuated and the motor control thus has a maximum value of Control engine torque, although for example in one Gear change a reduced engine torque is advantageous. The control unit for clutch control then determines the reduced when changing gears Engine torque based on maps or function generators and over a minimum value is determined and controlled by a comparator.  

Furthermore, in a motor vehicle with a drive motor, a Transmission and an automated torque transmission system, with an actuation unit which can be actuated by a control unit for actuation of the torque transmission system, the actuation unit has at least an actuator for actuation, such as for engaging and / or disengaging of the torque transmission system, the control unit is in essentially with sensors and possibly with other elec electronics units in signal connection, with a transmission setting sensor, which detects the gearbox setting with an engine control unit Control of the engine torque of the drive motor, as well as with a Driver-operated encoder, such as accelerator pedal, to the driver's side Power requirement may be advantageous if the control unit, for example using function generators or maps using at least the Encoder value determines a first value of the engine torque that Engine control unit by means of at least the encoder value a second value of the Engine torque determined and the first and second values of one Comparators or investigators are processed and from this a value of Engine torque is determined, which is controlled. The comparator can as a separate electronics unit or within the control unit by a Control program can be implemented. A function generator is an investigator, which determines the engine torque based on vehicle parameters. This are, for example, the gear engaged, the engine speed, the Vehicle speed, accelerator pedal value and other parameters.  

It can also be useful if the to be controlled Engine torque value as a function of the transmission setting, for example, off Maps or function generators. The Motor torque value, which is controlled as a function of the inserted Ganges can also be determined depending on the engine speed, for example. The Control unit or a transmission control unit is determined, for example, by means of a gear detection sensor the selected gear and selects one Characteristic curve for the respective gear and determines what is to be controlled Engine torque.

According to the inventive idea, it may be appropriate if the first value of the engine torque with the second value of the engine torque is compared and the smaller value is driven by both values.

It can also be useful if the first value of the engine torque is compared with the second value of the engine torque and the larger one Value of both values is controlled. The comparison can, for example be carried out by a control unit or engine control unit.

It can also be useful if the determined or determined controllable value of the engine torque in the case of a transmission sensor detected non-driving gear engaged in the transmission to a specifiable Maximum value of the engine torque is limited.  

According to the inventive idea, it may be appropriate if the determined or determined controllable value of the engine torque at one of the transmission sensor detected non-driving gear engaged in the transmission, such it is determined that a specifiable maximum value of the engine speed is not is exceeded. It can also be advantageous in one embodiment be who the predeterminable value is not reached.

An embodiment of the invention can advantageously provide that the Predeterminable value of the engine speed in the speed range from 1500 rpm to 6000 1 / min, preferably in the speed range from 2000 1 / min to 4000 1 / min.

Furthermore, the predeterminable value of the engine speed can advantageously and Way be substantially equal to the idle speed.

It can be useful if a non-driving position or a non-driving position of the transmission, for example, a neutral gear, a neutral position of the transmission or is a parking position of the transmission.

It may also be useful if the determined or determined controllable value of the engine torque in the case of a transmission sensor detected non-starting gear engaged in the transmission is determined such that a specifiable maximum value of the engine speed during a starting process is not is exceeded.  

As a non-starting gear or a non-starting gear ratio can in this Context, for example, a gear or a translation apply in which the vehicle is usually not started from a standing start. As Approach gears apply in particular to a first gear, a second gear or a Reverse gear or equivalent.

Furthermore, it can be expedient if the predeterminable value of the Engine speed in the speed range from 1500 rpm to 6000 rpm, preferably is in the speed range from 2000 1 / min to 4000 1 / min.

It can be expedient if a non-starting gear of a transmission is a gear for example different from a first gear, a second gear or one Reverse gear is.

It may also be useful if the vehicle has a driving program has selection device, by means of which different driving programs are selectable. Such driving programs can be different, for example Shifting characteristics or characteristics or functions for clutch actuation according to which a sporty or a comfortable or a particularly economical driving style or a winter setting can be realized can. These driving programs can have different switching characteristics Have gear shifting. Likewise, a different one Control program of the clutch can be provided so that the clutch at different programs engage at different speeds. In the sports program should  the clutch closes faster than in the normal program and in Winter program should engage the clutch more slowly than in the normal program. Furthermore, it can be useful if the driving programs are automated or can be selected manually. An automated selectability of the driving programs can for example, a driver adaptation in which a control unit is based of signals due to driver-side operations such as the Accelerator pedals or gear selector elements or other driver-side Actuations realized driver recognition and based on the recognized Driver type makes a selection of a driving program.

Furthermore, it can be expedient if the predeterminable value of the Engine speed can be determined or set depending on the driving programs is. It is also advantageous if the transmission is a manually switchable Gearbox is. According to the inventive idea, it is useful if that Gearbox that can be automatically switched by at least one actuation unit Gearbox is. Furthermore, it can be advantageous if the automatically switchable Transmission is controlled by means of a transmission control unit.

According to an inventive idea, it is useful if the Transmission control unit with the control unit of the automated Torque transmission system is designed as a unit.

According to a further inventive idea, it can be advantageous if a Method for controlling at least one electronics unit for use in a vehicle according to one of claims 1 to 20 is realized, wherein  Process steps for determining engine torque values and comparison steps be performed.

The invention is explained in more detail with reference to the figures.

It shows:

Fig. 1 is a schematic representation of a vehicle,

Fig. 2 is a block diagram and

Fig. 3 is a block diagram.

Fig. 1 shows a vehicle 1 in a schematic representation, with a drive motor 2, a torque transmission system 3 and a transmission 4. The transmission 4 is followed by a drive shaft 5 and a differential 6 and the driven axles 7 a and 7 b, the wheels 8 a, 8 b being driven by means of the driven axles 7 a and 7 b. The vehicle can also be provided with a four-wheel drive. However, this is not shown in FIG. 1.

The torque transmission system 3 , such as a friction clutch, such as a dry friction clutch or wet-running friction clutch, magnetic powder clutch or torque converter with a lockup clutch, is shown in FIG. 1 as a torque transmission system 3 in the drive train between the drive motor 2 and the transmission 4 , the torque transmission system 3 also being on the output side after the transmission 4 can be arranged, as can be useful, for example, in the case of continuously variable transmissions (CVT).

The torque transmission system 3 in the illustration of FIG. 1 consists of a clutch disc with friction linings 3 b, a pressure plate 3 c and a clutch cover 3 d and a plate spring 3 e. These parts of the torque transmission system 3 can be mounted on a flywheel 3 a, which may be assembled with the flywheel 3 a as a pre-assembled unit. The flywheel can also be a so-called two-mass flywheel, which provides at least one torsion damper between the primary and secondary masses. The plate spring 3 e is acted upon by means of the release bearing 3 f for engaging or disengaging the clutch, whereby by acting on the plate spring tongues by means of the release bearing 3 f the clutch can be brought or set in a state which, for example, is the fully engaged or the completely disengaged state or a state between these two limit states. As a result, the torque that can be transmitted by the torque transmission system 3 can be set and fixed as desired in the range between zero and the maximum value.

The release bearing is actuated in the exemplary embodiment in FIG. 1 by means of a release lever 9 , the release lever being actuated over a hydraulic route with slave cylinder 10 , hydraulic line 11 and actuator 12 . The actuator 12 contains an actuating device 12 a, which can contain a master cylinder and a drive unit for actuating the master cylinder if a hydraulic path is used. Furthermore, the actuator 12 contains an electronic device 12 b, such as a control unit, which processes signals from, for example, sensor devices, sensors or other electronic units and which generates control signals in order to control the drive unit of the actuator, for engaging or disengaging the torque transmission system.

The transmission 4 is a transmission in which a differentiation can be made between different transmission ratios, such as gears, by means of an operating element 13 . To select a gear ratio from a plurality of gear ratios, the operating element 13 is brought into the position provided for this purpose or is actuated in a manner provided for this purpose. In this case, this operation can be carried out manually. Furthermore, actuation of a transmission can also take place automatically, with at least one actuator automatically actuating the transmission. The actuator can control the switching and / or selection of the gears. Such an actuator can actuate a transmission or a switching operation electromechanically or by pressure medium.

The device for disengaging the torque transmission system can be as shown above, using a pressure medium system, which Hydraulic system, a pneumatic system or a pressure medium system be another fluid operated system. The releaser can also in these cases be a pressure-operated central release. Furthermore, the operation can also be done by mechanical means, such as a linkage.

A sensor device 14 can be articulated or arranged on the control element 13 , whereby an actuation of the control element by this sensor unit 14 is detected. An actuation can be detected by measuring an acting force or by measuring a change in position or a change in speed or acceleration. Furthermore, if a limit or threshold value is exceeded when the control element is moved or actuated, an actuation can be detected. The sensor 14 is considered a gearbox setting sensor, which detects the gear ratio or a position inserted in the gearbox.

The sensor or the sensor device 14 can be a displacement or speed or acceleration or force-dependent sensor which can detect or detect a movement of the control element or an element connected to it or a force on the control element or on an element connected to it.

Furthermore, a sensor 15 can be arranged on the transmission 4 , which detects the position of the gear engaged by, for example, sensing the position of shift elements inside the transmission. Such a sensor is a gear detection sensor.

The sensors, such as throttle valve sensor 16 , such as wheel speed or speed sensor 17 (vehicle speed sensor), engine speed sensor 18 and other sensors can be provided in / on the vehicle and connected to the control unit via signal lines. A door sensor, which detects whether a door is open, can also be arranged on the vehicle. A sensor for detecting the throttle valve angle is also expedient. The control unit can also calculate gradients from the data from the sensors, which are used to evaluate the intention to switch. These gradients can be calculated, for example, using numerical methods. The control unit 12 determines the driving state from these sensor data and other data as well as from system input variables and generates a control signal for actuating the torque transmission system 3 if an intention to shift is evaluated as being present.

The motor vehicle 1 also has an accelerator pedal 20 , such as a load lever, and an actuating element of a brake 21 , such as a service brake, and an actuating element 22 for a brake, such as a parking brake. At least one sensor 23 is arranged on the load lever 20 , which sensor both determines the deflection α and also determines an existing or non-existing actuation. As a sensor for determining whether the pedal or the load lever is actuated or not, an idle switch comes into question, for example, which is switched on, for example, when the pedal is not actuated and which is switched off when the pedal is actuated. A reverse connection, such as coding, of the idle switch is also possible. The sensor 23 is provided as an encoder sensor of the accelerator pedal, like an encoder of the driver's actuation. The engine controller 103 of FIG. 2 controls the engine speed and / or the engine torque on the basis of these accelerator pedal actuation values. The control unit of the clutch control and / or transmission control also calculates or determines an engine torque to be controlled and / or an engine speed on the basis of the accelerator pedal actuation and on the basis of vehicle and transmission and / or clutch data, such as speeds, speeds, gear steps, etc.

A brake switch 24 , which detects whether the brake is actuated, can be arranged on the actuating element of the service brake 21 , such as the brake pedal. Such a brake switch can also be arranged on the actuating element 22 for the parking brake, the sensor 25 detecting whether the parking brake is actuated.

The sensor device 23 of the load lever 20 can also be signal-connected to the engine electronics 30 , so that the engine speeds and the engine torque are controlled accordingly by the engine electronics 30 via an accelerator pedal actuation.

The applied engine torque can be determined on the basis of the signals arriving in the control unit 12 , such as measurement data or system input variables. The applied engine torque is the current engine torque plus the moments that are recorded or output by auxiliary units. As an auxiliary unit, for example, the air conditioning system or a swing useful storage unit may be mentioned. Drag torques can also be taken into account. The engine torque can also be determined by the engine control unit 30 and transmitted to the control unit via a signal line.

Furthermore, it can be determined whether the control element 13 is actuated and it can be determined whether a brake 21 , 22 is actuated and whether the accelerator pedal, such as the load lever, is actuated. The control unit 12 recognizes an intention to switch by actuating the operating element 13 on the basis of the incoming signals from the sensors 14 and / or 15 . The system parameters determine whether the shift intention is evaluated or accepted by the control unit as a shift request and whether a control signal is generated to open the clutch.

The motor vehicle can be operated with a manually operated transmission and / or be equipped with an automated gearbox.  

An automatically switchable transmission can have a separate control unit, which controls the gear changes. This control unit can are in signal connection with the control unit, sensors also with this control unit is in signal connection.

As an advantageous development of the invention, an integrated control unit or an integrated control unit both the engine control, the transmission control and / or the control unit for controlling the Torque transmission system include. Such an integrated Control unit is in with sensors and other electronics units Signal connection and controls and / or regulates the actuation of the transmission, the Coupling and the control of the motor.

Through such an integration of the electronic control units, for example from Engine, transmission and clutch can be functional and advantageous cost-effective unit can be created. For example, all Parameters of the systems engine, transmission and clutch in the sense of a for example, fuel-efficient and / or sporty and / or emission-friendly operating behavior can be coordinated.

In addition to the clutch torque as a parameter taken into account, this can Engine torque from the engine control system also, for example, by the torques corrected by ancillary units, such as air conditioning  will. In this case, when switching the on or off Auxiliary unit targeted an increase or reduction in engine torque respectively.

The transmission has a transmission selector switch or lever, by means of which the gear ratio or a neutral gear or a parking position inserted in the transmission can be engaged. Furthermore, a driving program can be selected by means of a further element. Such an element is identified by 40 in FIG. 1. By means of the driving program selection element or device, a distinction can be made, for example, between a sporty (s), an economical (o), a comfortable driving program (k) or a winter program (w).

FIG. 2 shows a block diagram 100 which represents a functional sequence. In block 101 , the driver of the motor vehicle operates a load lever, such as an accelerator pedal. At least one sensor is assigned to this pedal in such a way that it detects a signal at least representing a pedal value. Such a signal can be, for example, the pedal value itself or a throttle valve angle or a corresponding signal.

In block 102 , the pedal value is determined and forwarded to the engine control, such as engine control electronics. This value is also forwarded to the clutch control and / or transmission control 104 , 105 . The clutch control is at least in signal connection with the transmission control, and these two control units can also be designed as an integrated control unit. It can also be advantageous if the motor electronics with one and / or another control unit is also provided as an integrated unit. This is represented by the broken frame 110 .

The clutch and / or transmission control 103 , 104 determines an engine torque and / or an engine speed as a function of the transmission selector switch or the signal of the transmission selector sensor. Furthermore, the engine control determines a value for an engine torque and / or for an engine speed. In block 106 , these values are processed to determine the engine torque.

If, for example, there is a non-driving gear, such as a neutral position N or a neutral gear or a parking position P, the engine torque can be controlled when the load lever is actuated in such a way that the engine speed n _mot is limited or not limited, for example. Such a limitation can be made, for example, to a maximum value n _mot-max . A maximum speed as a limit value can, for example, be such that motor overspeed protection is implemented. Furthermore, a limitation can take place in such a way that the engine is limited or fixed to a point of maximum engine torque at which a quick start can take place when the driving or starting gear is engaged.

The limitation of the engine speed by a control or regulation of the Engine speed or engine torque can be in a non-driving gear P, N take place because the control unit of the torque transmission system in one such an operating point, the torque transmission system preferably at least temporarily open. A limitation of the engine speed can be too to improve comfort and to protect the engine. A such limitation can be put through

n _mot n _mot-max

respectively. A speed value in the range from 1000 1 / min to 6000 1 / min, preferably from 2000 1 / min to 4000 1 / min, can be used as the limit value n _mot-max . Furthermore, the engine speed can be limited to the idling speed with n _mot = n _idling . Such a limitation of the engine speed to the idle speed, in 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 torque determined in block 106 . The reaction of the motor 107 to the activation results in a feedback or a feedback of the motor reaction or vehicle reaction 108 to the driver 101 , who can then adapt or change his actuation, for example, of the accelerator pedal.

The control unit of the torque transmission system, such as the clutch, or the engine electronics or a further control unit, such as, for example, a transmission control electronics, compares the values for the engine torque M _mot determined by the engine electronics with the values M _{mot-kup of} the engine torque and determined by the control unit of the torque transmission system, for example forms, for example, a minimum value as setpoint M _mot-set which is controlled. This can be done, for example, by means of the function

M _mot-soll = MIN (M _mot-kup , M _mot )

take place, whereby MIN (x, y) forms the minimum of the values x, y. By doing so setting or the adjustable motor target torque results in a The vehicle reaction and the driver of the vehicle then in turn provides the desired pedal value.

Another preferred embodiment of the invention provides that the Control unit of the torque transmission system a specification regarding the Limit value of the engine speed and / or engine torque and this Motor electronics uses this value as the upper limit and the Engine speed and / or engine torque do not exceed this limit leaves. The choice of limit values can depend on the selected driving program depend.

A control of the engine torque and / or the engine speed by the Control unit of the torque transmission system is preferably in one Vehicle can be realized with an e-gas system.

Fig. 3 shows a block diagram illustrating the apparatus of the invention. The signal 201 from the accelerator pedal sensor is applied to the inputs 202 and 203 of the engine control 204 and the control unit 205 of the automated clutch. Using characteristic curves 204 a, 205 a, these calculate the desired values 204 b, 205 b of the engine torque and / or the engine speed. These are given to the input of a comparator 206 and compared with one another. The lower signal or value is controlled for the motor 207 to accept. In another exemplary embodiment, the larger signal of the two values can also be controlled. The comparator can also contain a downstream function generator, which modifies the output value again.

The invention further relates to a device for controlling a Engine speed and / or engine torque, such as engine control device, with a control unit, the control unit with a Gear detection sensor, which detects the gears in the transmission but at least a neutral range inserted in the transmission is detected, with at disengaged clutch and / or the engine control when clutch is engaged if the non-gear is engaged in the transmission, such as neutral range, the controllable The maximum value of the engine speed is reduced. The control unit can with a Clutch engagement condition detector such as clutch travel sensor may be connected and the maximum value of the engine speed, for example, only when disengaged Reduce clutch. The clutch can be automated or Pedal actuation can be operated. With the above, for example with the neutral range engaged in the transmission, the engine speed at a Comparison to the operation (speed) with the gear in reduced speed  regulated, the reduction being in the range of a few hundred 1 / min can. For example, when the gear is engaged, the speed limit at which the engine speed is not further increased by the control unit 6000 rpm and 5800 rpm when the neutral range is engaged. This has the advantage that the centrifugal forces, for example on the plate spring tongues the disengaged clutch will be reduced. This can make a negative Effect of a disengaged or sticking due to the clutch the centrifugal force can be reduced and the clutch moves due to the Spring preload the plate spring again when the release bearing Release clutch to engage. The above device thus avoids The clutch gets stuck, at least when disengaged inserted neutral range. Lowering the maximum engine speed in Neutral range can be carried out until the clutch is no longer Remains. This can lead to a reduction in engine speed in the lead essentially to the idling speed. Both the new condition as well as the wear condition of the clutch must be taken into account, since at one State of wear of the clutch the diaphragm spring tongues, as is generally known, may have a steeper or more inclined installation position. The reduction of maximum engine speed can be during a shift and / or also at least briefly after a switching operation. The Reduction of the maximum engine speed in the neutral range still points the advantage of fuel savings.  

The signals of the gear detection sensor and possibly the The clutch can be engaged directly from the sensors Engine control or via the control unit of the automated clutch to the Engine control are transmitted. The gear detection sensor can be a Switch that detects the inserted neutral range. In one In another embodiment, this sensor can at least some or all of the Detect gears in gear.

The claims submitted with the application are drafted strikes without prejudice for obtaining further patent protection. The The applicant reserves the right to add more, so far only in the description and / or Drawings to claim disclosed features.

Relationships used in subclaims point to the others Training the subject of the main claim by the features of respective subclaim; they are not a waiver of attainment an independent, objective protection for the characteristics of the return to understand related subclaims.

However, the subjects of these subclaims also form independent ones Inventions that are one of the items of the previous sub have independent design.  

The invention is also not based on the embodiment (s) of the description exercise limited. Rather, there are numerous variations within the scope of the invention Rations and modifications possible, especially such variants, elements and combinations and / or materials, for example by combination or modification of individual in connection with that in general Description and embodiments and the claims described and features or elements or method contained in the drawings steps are inventive and can be combined to create a new one Subject or new process steps or process step sequences lead, also insofar as they relate to manufacturing, testing and working processes.

Claims (21)

1. Motor vehicle with a drive motor, a transmission and an automated torque transmission system, with an actuation unit that can be actuated by a control unit for actuating the torque transmission system, the control unit is essentially in signal connection with sensors and possibly with other electronics units, with an engine control unit for controlling the engine torque of the Drive motor, as well as with a driver-operated encoder, such as an accelerator pedal, for driver's power request, the encoder providing an encoder value, characterized in that the control unit and / or the engine control unit by means of at least the encoder values each have an engine torque value, for example by means of a function generator and / or determined from a map, and using a comparator determines which engine torque value is controlled. 2. Motor vehicle with a drive motor, a transmission and one automated torque transmission system, with one of a kind  Control unit controllable actuation unit for actuating the Torque transmission system, the actuator unit has at least one actuator for actuation, such as for input and / or disengaging the torque transmission system on the Control unit is essentially with sensors and possibly with other. Electronic units in signal connection with one Transmission setting sensor, which detects the transmission setting, with a motor control unit for controlling the engine torque of the Drive motor, as well as with a driver-operated encoder, such as Accelerator pedal, to the driver's performance requirement, thereby characterized in that the control unit, for example, based on Function generators or maps using at least the Encoder value determines a first value of the engine torque that Engine control unit, for example, using function generators or maps by means of at least the encoder value a second value of the engine torque and the first and second values of a comparator or investigator, are processed and a value is derived from them of the engine torque is determined, which is controlled. 3. Motor vehicle according to claim 1 or 2, characterized in that the Motor torque value to be controlled as a function of the gearbox setting, for example, from characteristic maps or function generators becomes.   4. Motor vehicle according to claim 1, 2 or 3, characterized in that the first value of the engine torque with the second value of the Engine torque is compared and the smaller value of both Values is controlled. 5. Motor vehicle according to at least one of claims 1 to 3, characterized characterized in that the first value of the engine torque with the second value of the engine torque is compared and the larger value is controlled by both values. 6. Motor vehicle according to one of the preceding claims, characterized characterized in that the determined or determined controlled value of the Engine torque in a detected by the transmission sensor, in Gear engaged non-gear to a predefinable maximum value of the Motor torque is limited. 7. Motor vehicle according to one of the preceding claims, characterized characterized in that the determined or determined controllable value of the Motor torque at a detected in the transmission by the transmission sensor engaged non-driving gear, is determined such that a specifiable The maximum value of the engine speed is not exceeded. 8. Motor vehicle according to claim 7, characterized in that the Predeterminable value of the engine speed in the speed range from 1500 rpm to  6000 rpm, preferably in the speed range from 2000 rpm to 4000 1 / min. 9. Motor vehicle according to claim 7, characterized in that the Predeterminable value of the engine speed is substantially equal to that Idle speed. 10. Motor vehicle according to one of the preceding claims, characterized characterized in that a non-gear, for example a neutral gear, a Is the neutral position of the transmission or a parking position of the transmission. 11. Motor vehicle according to one of the preceding claims, characterized characterized in that the determined or determined controllable value of the Motor torque at a detected in the transmission by the transmission sensor engaged non-starting gear, is determined such that a specifiable The maximum value of the engine speed during a starting process is not exceeded becomes. 12. Motor vehicle according to claim 7, characterized in that the Predeterminable value of the engine speed in the speed range from 1500 rpm to 6000 rpm, preferably in the speed range from 2000 rpm to 4000 1 / min. 13. Motor vehicle according to one of claims 10 or 11, characterized characterized in that a non-starting gear of a transmission is a gear  for example not equal to a first gear, a second gear or is a reverse gear. 14. Motor vehicle in particular according to one of the preceding claims, characterized in that the vehicle has a driving program has selection device, by means of which different driving programs are selectable. 15. Motor vehicle according to claim 13, characterized in that the Driving programs can be selected automatically or manually. 16. Motor vehicle according to claim 13, characterized in that the Predeterminable value of the engine speed depending on the driving programs can be determined or set using function generators or maps is. 17. Motor vehicle in particular according to one of the preceding claims, characterized in that the transmission is a manually switchable Gearbox is. 18. Motor vehicle in particular according to one of the preceding claims 1 to 16, characterized in that the transmission is one of at least one Actuator is automatically switchable transmission.   19. Motor vehicle according to claim 18, characterized in that the Automatically switchable transmission by means of a transmission control unit is controlled. 20. Motor vehicle according to claim 19, characterized in that the Transmission control unit with the control unit of the automated Torque transmission system is designed as a unit. 21. Method for controlling at least one electronic unit or Control unit for use in a vehicle according to one of the Claims 1 to 20, wherein method steps for determining Motor torque values and comparison steps are carried out.