GB2315305A

GB2315305A - Starter interlock for a vehicle with an automatically-controlled gearbox and clutch

Info

Publication number: GB2315305A
Application number: GB9714430A
Authority: GB
Inventors: Jochen Stinus
Original assignee: LuK Getriebe Systeme GmbH
Current assignee: LuK Getriebe Systeme GmbH
Priority date: 1996-07-12
Filing date: 1997-07-10
Publication date: 1998-01-28
Anticipated expiration: 2017-07-10
Also published as: DE19758770B4; DE19729354A1; FR2750931A1; GB9714430D0; FR2750931B1; DE19729354B4; GB2315305B

Abstract

In a vehicle having an automatically-controlled transmission comprising a clutch 2 and a gearbox 3 and a park lock within the transmission, the operation of the starter of the engine 1 is interlocked with the transmission. The starter may not operate if the park lock is engaged or the transmission is in gear. Alternatively the attempt to operate the starter will automatically disengage the park lock and/or shift the transmission into neutral or disengage the clutch 2. The operation of the starter can also be influenced by the depression of a foot brake or by sensors indicating the position of doors, bonnet, or seat belt.

Description

MOTOR VEHICLE The invention relates to a motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission, with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program.

Furthermore the invention relates to a method for use for example inside a motor vehicle or in connection with a motor vehicle.

Motor vehicles with an automated transmission which cannot be shifted under load are known for example from DE 19533640. In DE 19533640 a hydraulic operation is disclosed for the automated operation of torque transfer system and gearbox. Furthermore a torque transfer system and gearbox can be operated for example also by an electric motor or in another way.

With vehicles of this kind situations can occur which are critical in part to safety if on the driver side the engine of the vehicle, such as internal combustion engine, is started up by the engine starting device during an attempt to start the engine when for example a gear is engaged in the gearbox or when a parking lock is produced, such as engaged. During an attempt to start under these conditions the vehicle can for example move unintentionally with a jerk forwards or backwards.

The critical situations can occur in dependence on the gear position or gear program currently set wherein an actual gear position and/or actual gear program can be selected for example with a gear selector element or can be engaged automatically through a program or characteristic field.

The object of the invention is to provide a vehicle of the kind mentioned above which allows an operation which is both comfortable and non-critical to safety. Furthermore the object of the invention is to provide a vehicle of this kind in a simple and cost-effective way which nevertheless produces and guarantees desired comfort and necessary safety and at the same time improves known systems at least in these respects.

This is achieved according to the present invention in that with a parking position P or drive gear engaged in the gearbox during an attempt to start the engine an engine start release is not carried out by the control unit to start the engine. Through the non-implemented engine start release the engine cannot or is not started although for example the ignition key of the engine starting device is operated on the driver side into the position intended for starting the engine. The parking position P engaged in the gearbox can be engaged on the driver side or can also be engaged for example automatically wherein this can take place automatically for example after withdrawing the ignition key.

In order to produce the parking position or parking lock a gear can be engaged for example and the torque transfer system can be closed. Furthermore another mechanical lock can be blocked or fixedly braked inside the gearbox in order to produce the parking lock.

According to a further inventive idea an advantageous action can be achieved according to the idea of the invention if with a parking position P or drive gear engaged in the gearbox during an attempt to start the engine the torque transfer system is disengaged automatically and/or a neutral position of the gearbox is engaged automatically and an engine start release is carried out by the control unit for star-ting the engine. The engagement of the neutral position can be carried out with or without disengagement of the clutch.

It can thereby be advantageous if with an opened or disengaged clutch the engaged gear for producing the parking lock is changed into a starting gear. It can likewise be advantageous if the gear to be engaged for producing a parking lock is not a starting gear. It can be expedient if the gear has a high translation.

According to another inventive idea it can be advantageous if with a parking position P engaged in the gearbox during an attempt to start the engine a parking lock is automatically unlocked and an engine start release is carried out by the control unit for starting the engine.

It can be particularly expedient if an engine start release is only carried out by the control unit if additionally during the attempt to start the engine an operation on the driver side of a vehicle immobilizer device, such as for example operating brake and/or parking brake, is carried out.

It can likewise be expedient if prior to an engine start release by the control unit or another control unit or electronics system an automatic operation of a vehicle immobilizer device, such as for example an operating brake and/or parking brake or another type of vehicle immobilizer is carried out. This can mean a temporary operation of the brake or a permanent operation of the brake during the starting process. The control of for example a brake need not absolutely be carried out by the control unit. It is furthermore advantageous if the control unit is in signal connection with for example a control electronics system of an anti-blocking system or a comparable unit and this control electronics unit activates the brake.

It can be particularly expedient if with a parking position P or a parking state engaged in the gearbox a gear such as a translation is engaged in the gearbox and the torque transfer system is engaged, such as closed.

Furthermore it is advantageous if with a parking position P engaged in the gearbox a locking of the drive train is carried out by a locking element for producing a parking lock. This locking element can be a blockable stud which is coupled for example to a clutch or brake with the drive wheels.

According to a further inventive idea it can be advantageous if with a motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission , with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program, with a neutral position N engaged in the gearbox during an attempt to start the engine an engine start release is not carried out by the control unit to start the engine.

It is advantageous if with the additional presence of an operation of an operable element a start release and thus an engine start is carried out when neutral N is engaged. It can furthermore be expedient if an operation exists when at least one of the following conditions is met: - the idling switch is activated; - the load lever value is less than a predefinable boundary value; - the throttle valve angle value is less than a predefinable boundary value; - the operating brake is activated; - the parking brake is activated; - a sensor indicates a closed vehicle door.

A neutral position N within the gearbox signifies in this connection that no torque-transferring connection is present between the gear input and gear output.

According to a further inventive idea it is particularly expedient if with a neutral position N engaged in the gearbox during an attempt to start the engine an engine start release is carried out by the control unit to start the engine.

According to a design according to the invention it can be advantageous if with a motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission , with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program, with a neutral position N engaged in the gearbox and with an operation on the driver side of a vehicle immobilizer device, such as operating brake and/or parking brake, during an attempt to start the engine an engine start release is carried out by the control unit to start the engine.

According to a further inventive design it can be advantageous if with a neutral position N engaged in the gearbox during an attempt to start the engine an automatic operation of a vehicle immobilizer device such as operating brake and/or parking brake is carried out and an engine start release is carried out by the control unit for starting the engine.

Furthermore according to a further design according to the invention an advantageous effect can be achieved if with a drive gear or drive program engaged in the gearbox during an attempt to start the engine an engine start release is not carried out by the control unit to start the engine.

A drive gear can be a gear which produces a translation which is used to drive, such as for example one of gears 1 to 6 or a reverse gear. By drive program is meant in this connection a program which allows a gear to be engaged manually or is automatically engaged wherein a gear is engaged during the starting of the engine. With manual gear selection it is possible for the driver to select the next gear for example by selector knobs, such as a selector arm or by a selector lever . With an automated gear selection based on the selected program the gears can be engaged program-controlled in dependence on the driving situation.

According to a further inventive idea it can be expedient if with a drive gear or drive program engaged in the gearbox during an attempt to start the engine the torque transfer system is disengaged and an engine start release is carried out by the control unit for starting the engine.

According to a further inventive idea it can be particularly expedient if with a drive gear or drive program engaged in the gearbox with an attempt to start the engine the torque transfer system is disengaged and a neutral position is engaged in the gearbox and an engine start release is carried out by the control unit for starting the engine.

Furthermore it can be expedient if after an engine start the drive gear or drive program engaged before the engine start is again engaged.

It is likewise expedient if an engine start release is only carried out by the control unit when during an attempt to start the engine an operation on the driver side of a vehicle immobilizer device, such as for example operating brake and/or parking brake, is carried out.

It can be advantageous if prior to an engine start release by the control unit or another control unit an automated operation of a vehicle immobilizer device, such as for example an operating brake and/or parking brake or another vehicle immobilizer device is carried out.

It is advantageous with a design according to the invention if the control unit detects a position engaged in the gearbox or an engaged state from the gear selector element and/or gear selector sensor.

It is likewise expedient if the control unit determines a position engaged in the gearbox or an engaged state from the operating state data, for example of the torque transfer system, of the gearbox, engine and/or other elements of the vehicle.

It is further expedient if with an attempt to start the engine when an engine start release has been carried out the engine starting device carries out a start of the engine, such as internal combustion engine.

It can likewise be expedient if with an attempt to start the engine when an engine start release has not been carried out the engine starting device prevents a starting of the engine, such as internal combustion engine.

The invention will now be explained with reference to the drawings in which: Figure 1 is a diagrammatic illustration of a motor vehicle; Figure 2 is a block circuit diagram Figure 3 is a block circuit diagram Figure 4 is a block circuit diagram Figure 5 is a block circuit diagram Figure 6a is a block circuit diagram Figure 6b is a block circuit diagram and Figure 7 is a block circuit diagram.

Figure 1 shows a diagrammatic illustration of a motor vehicle 99 with a drive unit 1, such as internal combustion engine or engine, a torque transfer system 2, such as clutch, a gearbox 3 in the drive train. Furthermore a differential 4, output shafts 5 and wheels 6 driven by the output shafts are all shown. Furthermore the vehicle 99 has a device 98 for controlling the automatically operating clutch 2 and/or the automatically operating gearbox 3.

Speeds sensors 97 can be provided on the wheels to detect the speeds of the wheels. The speed sensors can also be functionally part of other electronics units such as for example an anti blocking system (ABS). From at least one wheel speed it is possible to determine by means of the control unit at least one vehicle speed and/or one transmission speed. Further sensors can be a door contact sensor 28 and a throttle valve sensor 29. Furthermore an idling switch can be integrated in the accelerator pedal sensor (load lever sensor) which shows that the accelerator pedal is not activated.

The drive unit 1 can also be formed as a hybrid drive with for example an electric motor, a flywheel with freewheel and an internal combustion engine.

The torque transfer system 2 is formed as a friction clutch, such as a dry friction clutch or in another embodiment as a wet running friction clutch running in a fluid such as oil wherein the torque transfer system can also be formed for example as a magnetic powder clutch, lamella clutch or torque converter with converter bridging clutch or another clutch. The friction clutch can also be formed as a selfadjusting clutch adapting to wear.

Furthermore it is possible to see a control unit 7 and a diagrammatically illustrated actor 8. The control unit 7 can be formed as an integrated control unit which carries out the control or regulation for example of the torque transfer system and the gearbox or the shift of the gearbox steps. Furthermore the engine electronics unit can also be integrated in the control unit. It is likewise possible that the control units of the torque transfer system, gearbox and/or engine are mounted separately and communicate with each other through data and signal lines. The control unit 7 is equipped with a computer unit in order to process, store and pass on the incoming signals and system values.

Furthermore the control unit generates control values and/or signals for controlling the actors for operation.

The gearbox can in one embodiment be a gearbox with a break in the pulling force during the shift process or gear change. In another embodiment the gearbox can be a gearbox without a break in the pulling force during a gear change.

The torque transfer system 2 is mounted on a flywheel 2a or is connected to same wherein the flywheel can be a divided flywheel with primary mass and secondary mass , with a damping device between the primary mass and secondary mass on which is mounted a starting gear ring 2b. The clutch has a clutch disc 2c with friction linings and a pressure plate 2d as well as a clutch cover 2e and a plate spring 2f. The self-adjusting clutch has in addition further means which allow a displacement and wear adjustment wherein a sensor, such as a force or path sensor is provided which detects a situation where an adjustment is required and in the event of such detection can also be carried out.

The torque transfer system is operated by means of a disengagement member 9 such as for example a central disengagement member operated by pressurised medium such as hydraulically wherein the disengagement member can support a disengagement bearing 10 and the clutch is engaged and disengaged by means of biasing. The disengagement member can however also be formed as a mechanical disengagement member which operates, biases or controls a disengagement bearing or a comparable element.

The actor 8 such as operating unit controls through a pressurised medium line 11 or transfer path, such as hydraulic line, the pressurised medium operated, such as hydraulic, central disengagement member 9 for engaging or disengaging the clutch. The actor 8 operates with its at least one output element or with several output elements the gearbox for shifting wherein for example a central shift shaft of the gearbox is operated by the output element or the output elements. The actor thus operates shift elements inside the gearbox for engaging, removing or changing gear steps or translation steps, such as a central shift shaft or shift rods or other shift elements.

The actor 8 can in one embodiment be divided into at least two partial actors wherein one actor contains for the automated operation of the clutch at least one drive and at least the second actor contains at least one drive for the automated operation of the gear shift of the gearbox. The actors can be formed as one structural unit or be arranged in separate housings. Furthermore the control electronics unit can be mounted or integrated inside the actors or can be mounted inside a separate housing.

The actor 8 can also be formed or provided as a shift roller actor which is mounted inside the gearbox. The shift roller operates through driven inherent rotation, elements, such as shift elements, guided in guides to shift the gear steps.

Furthermore the actor for shifting the gear steps can also contain the actor for operating the torque transfer system, wherein in this case an active connection with the clutch disengagement member is required.

The control unit 7 is connected through the signal connection 12 to the actor so that control signals and/or sensor signals or operating state signals can be exchanged, forwarded or interrogated. Furthermore the signal connection 13 and 14 are provided through which the control unit is in signal connection at least at times with further sensors or electronics units. Such other electronics units can be for example the engine electronics, anti-blocking system electronics or anti-slip regulating electronics.

Furthermore sensors can be sensors which generally characterise or detect the operating state of the vehicle such as for example speed sensors of the engine or of the wheels, throttle valve position sensors, accelerator pedal position sensors or other sensors. The signal connection 15 provides a connection with a data bus such as for example CAN bus, through which system data of the vehicle or other electronics unit can be provided since the electronics units are as a rule cross-linked with each other through computer units.

An automated gearbox can be shifted or undergo gear change so that this is initiated by the driver of the vehicle whereby he provides a signal for changing up or changing down by means of for example a switch or a gear selector device. Furthermore a signal could also be provided for selecting the next gear to be engaged. Accordingly a signal as to which gear the gearbox is to be shifted can also be provided by means of an electronic shift lever.

In another transmission program an automated operation of the gearbox can be selected so that the choice of actual gear is carried out in dependence on the operating parameters and where applicable a shift process is introduced automatically. An automatic gearbox can however also carry out a gear change independently by means of for example characteristic values, characteristic lines or characteristic fields and on the base of sensor signals with certain predetermined points without the driver having to initiate a gear change.

Furthermore a neutral position N can be set for example in which no drive connection is provided between the gear input and gear output. Furthermore a parking position P can be selected in which a parking lock is produced. This parking position can also be selected automatically if for example the ignition key 51 is removed from the ignition lock and the operating state of the vehicle permits this. For example withdrawing the ignition key at high speeds may be named where in this situation a parking lock ought not to be engaged automatically.

The gear selector unit 40 can thus be set to an area M, such as manual gear selection by the driver, an area D, such as automatic gear selection for driving operation, an area P, such as parking lock, and/or an area N such as neutral position. Furthermore a manual shift can be introduced for example through switches or a lever.

The vehicle is preferably equipped with an electronic accelerator pedal 23 or load lever wherein the accelerator pedal 23 controls a sensor 24 by means of which the engine electronics 20 control or regulate for example the fuel supply, ignition timing, injection time or throttle valve position through the signal line 21 of the motor 1. The electronic accelerator pedal 23 with sensor 24 is in signal connection with the engine electronics 20 by the signal line 25. The engine electronics 20 is in signal connection by the signal line 22 with the control unit 7. Furthermore a gear control electronics unit 30 can also be in signal connection with the units 7 and 20. An electromotorized throttle valve control is expedient for this purpose whereby the position of the throttle valve is controlled by means of the engine electronics. With such systems a direct mechanical connection with the accelerator pedal is no longer required nor expedient.

The vehicle furthermore has an engine starting device 50 which starting from an attempt by the driver to start up the engine by means of for example operating the ignition key 51 in the ignition lock controls an engine electronics unit and starter to start and/or start up the engine. A starting process can however only be initiated if a start release is present. If the start release is present then the starter can be controlled and energized. If there is no start release then an electric or electronic step must be taken so that the starter does not start up the engine. For example a relay can be blocked or the power supply to the starter can be interrupted by an electronics unit. For example the control unit can set a start release bit which is interrogated when a starting attempt is to be carried out.

Figure 2 shows a diagram for illustrating a sequence for use inside the vehicle wherein at block 100 an attempt to start the engine is introduced by the driver for example by means of operating an ignition key. In block 101 the position of the gear selector element 40 in position P is interrogated, that is whether the gear is in the parking position.

Likewise it is expedient if the gear state is questioned and it is established whether the state P exists. In block 102 it is asked whether a foot brake is operated on the driver side. It can likewise be asked whether a parking brake, such as hand brake, or operating brake is operated. This can be asked or example through the brake light. If in block 102 a brake is activated and the question is answered positive then the control unit in block 103 controls the torque transfer system and disengages the clutch. In block 104 the starter release or engine start release is granted and the engine is started by means of a starter. If the brake activation does not exist in block 102 then it continues to block 100 and a starter releaser is not initially granted.

Figure 3 shows a further embodiment for illustrating a sequence for use within the vehicle wherein at block 150 an attempt to start the engine is initiated by the driver. In block 151 the position of the gear selector element 40 in position P is interrogated. It is likewise expedient if the gear state is questioned and it is established whether condition P exists. In block 152 a brake such as a parking brake, hand brake or operating brake is operated automatically. This can be produced for example in that the hand brake is automatically pulled on by an actor, such as electric motor. This step 152 can however also be omitted in a further embodiment. In block 153 the control unit controls the element producing the parking lock, such as for example the torque transfer system and releases or unlocks the parking lock. For example the clutch is disengaged. In block 104 the starter release or engine start release is granted and the engine is started by means of the starter.

The unlocking of the parking lock can be carried out in that the gear engaged to produce the parking lock is automatically released., Figure 4 shows a further embodiment wherein in block 200 for example an attempt to start the engine is carried out for example by means of an ignition key. In block 201 it is asked and established whether the gearbox is in neutral position N. Furthermore in block 202 it is asked whether a brake such as foot brake is operated. If this question is answered positive then in block 203 a starter release or engine start release is granted and the engine is started.

If the brake is not operated in block 202 then it continues at block 200 and no start release is initially granted.

Figure 5 shows a further embodiment wherein in block 250 for example an attempt to start the engine is made for example by -an ignition key. In block 201 it is asked and established whether the gear is in the drive position D.

This position can also contain an automated or driver side control of the shift processes wherein a drive gear, such as one of gears 1 to 5 or reverse gear, is as a rule engaged.

Frthermore in block 252 it is asked whether a brake such as the foot brake is activated. I this question is answered positive then in block 253 the torque transfer system is opened or separated and in block 254 a starter release or engine start release is granted and the engine is started up. In block 255 the clutch is closed again so that with an engaged gear the vehicle starts to creep . If the question at 252 is answered negative then at least no start release is granted.

In a further embodiment of the invention in block 253 a neutral position can also be engaged in the gearbox before the engine is started. Then with the clutch opened the gear can again be engaged.

Furthermore it can be expedient if further safety aspects are taken into consideration and have to be fulfilled as a necessary condition before an engine start release is carried out. For example these conditions can require questions on the closed safety contacts, such as door contacts, engine bonnet contacts, seat contacts and/or belt contacts. These contacts guarantee that no jeopardizing situation can arise through undesired opening.

The vehicle immobilizer or vehicle locking device can be for example a fixed braking component or a blockable unit for example inside the gearbox which produces a parking lock for example through a positive or friction connection. The engine slip moment of the internal combustion engine can thereby be used for the parking lock.

Figure 6 shows in a block diagram 300 an embodiment for the control of the device 98 according to the invention in the vehicle 99 according to the invention. At 301 the device is switched on by means of an element such as for example an ignition key. The microprocessor of the control unit 7 is then booted in block 302 such as driven up so that it is ready for operation. In block 303 it is then asked whether a parking position or a drive gear is engaged in the gearbox. If this is not the case and the neutral area is engaged in the gearbox then at block 304 the engine is switched ready for starting wherein this can take place for example through a bit set in the control unit whereupon the control unit communicates with the engine control through the data bus and the engine control unit starts the engine when an attempt is made by the driver to start up by means of the activated ignition key. In block 305 the clutch is automatically disengaged. In one embodiment then in block 306 a starting gear can be engaged so that with a subsequent accelerator pedal operation the vehicle can drive off. If a parking position or a drive gear is present in the gearbox then the clutch remains engaged in block 307 and the engine cannot be started in block 308. As driving gear are valid all forward and all reverse gears where in the engaged case a torque can be transferred from the engine to the drive wheels.

Figure 6b shows in a block diagram 310 an embodiment in a modification of diagram 300 of Figure 6a. The blocks 311 to 315 correspond substantially to blocks 301 to 305. Their function can be derived from the description of Figure 6a.

In block 316 no engine start release is provided and the engine cannot be started. In block 317 the clutch is disengaged with an engaged position P or driving gear 1 ....5 or 6, and/or a neutral area is engaged in the gearbox.

Then in block 318 the engine is switched ready for starting and/or a start release is provided so that when an attempt is made by the driver to start the engine, the engine is started by the engine control. Where applicable a starting gear can then be engaged.

Figure 7 shows a block circuit diagram 400 for illustrating an embodiment of the use of the device according to the invention. In block 401 the system, such as the ignition of the engine, is switched off. The control unit remains active. This takes place for example at the end of the drive with the vehicle. Then in block 402 a parking lock is automatically engaged in that a driving gear is engaged in the gearbox. In block 403 the clutch is automatically closed. The control unit is then switched off automatically at the end of for example a waiting time.

In block 405 the ignition of the vehicle and the control unit are switched on. In block 406 the micro processor of the control unit is booted up. In block 407 the gear neutral position is questioned. If neutral N is engaged in the gearbox then the engine can be started in block 408 and the clutch opens in block 409. With an attempt by the driver to start the engine the engine is started up. If no neutral gear is present in the gearbox then at 410 no clutch operation is carried out, that is the disengagement of the clutch is prevented. In block 411 no automatic gear operation is carried out and the engine cannot be started in block 411. Before a start the neutral area of the gear has to be engaged.

The present invention further relates to the earlier applications DE 19636005, DE 19533640 and DE 196 27980 whose contents expressly belong to the disclosure of the present application.

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 of these sub-claims however also form independent inventions 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 invention, 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 of method steps where they relate to manufacturing, testing and work processes.

Claims

1. Motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission, with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element, such as shift lever, which determines and/or detects the engaged gear position and/or the engaged gear program, characterised in that with a parking position P or drive gear engaged in the gearbox during an attempt to start the engine an engine start release is not carried out by the control unit to start the engine.

2. Motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission , with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element, such as shift lever, which determines and/or detects the engaged gear position and/or the engaged gear program, characterised in that with a parking position P or drive gear engaged in the gearbox during an attempt to start the engine the torque transfer system is automatically disengaged and/or a neutral position of the gearbox is automatically engaged and an engine start release is carried out by the control unit for starting the engine.

3. Motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission , with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program, characterised in that with a parking position P engaged in the gearbox during an attempt to start the engine a parking lock is automatically unlocked and an engine start release is carried out by the control unit for starting the engine.

4. Motor vehicle according to claim 2 or 3 characterised in that an engine start release is only carried out by the control unit when in addition to the attempt to start the engine an operation is carried out on the driver side of a vehicle immobilizer device such as for example operating brake and/or parking brake.

5. Motor vehicle according to claim 2 or 3 characterised in that prior to an engine start release by the control unit an automatic operation of a vehicle immobilizer device is carried out, such as for example an operating brake and/or parking brake or another vehicle locking device.

6. Motor vehicle according to one of the preceding claims, characterised in that with a parking position P engaged in the gearbox a gear, such as a translation is engaged in the gearbox and the torque transfer system is engaged, such as closed.

7. Motor vehicle according to one of the preceding claims, characterised in that with a parking position P engaged in the gearbox a locking of the drive train is carried out by a locking element for producing a parking lock.

8. Motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission , with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program, characterised in that with a neutral position N engaged in the gearbox during an attempt to start the engine an engine start release is not carried out by the control unit to start the engine.

9. Motor vehicle according to claim 8 characterised in that with an additional presence of an operation of an operable element a start release is carried out when neutral N is engaged.

10. Motor vehicle according to claim 9 characterised in that an operation exists when at least one of the following conditions is met: - the idling switch is activated; - the load lever value is less than a predefinable boundary value; - the throttle valve angle value is less than a predefinable boundary value; - the operating brake is activated; - the parking brake is activated; - a sensor indicates a closed vehicle door.

11. - Motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission , with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program, characterised in that with a neutral position N engaged in the gearbox during an attempt to start the engine an engine start release is carried out by the control unit to start the engine.

12. Motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission , with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program, characterised in that with a neutral position N engaged in the gearbox and with an operation on the driver side of a vehicle immobilizer device, during an attempt to start the engine an engine start release is carried out by the control unit to start the engine.

13. Motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission, with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program, characterised in that with a neutral position N engaged in the gearbox during an attempt to start the engine an automated operation of a vehicle immobilizer device, such as for example operating brake and/or parking brake is carried out and an engine start release is carried out by the control unit to start the engine.

14. Motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission , with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program, characterised in that with a drive gear or drive program engaged in the gearbox during an attempt to start the engine an engine start release is not carried out by the control unit to start the engine.

15. Motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission , with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program, characterised in that with a drive gear or drive program engaged in the gearbox during an attempt to start the engine the torque transfer system is disengaged and an engine start release is carried out by the control unit to start the engine.

16. Motor vehicle with a drive unit, such as engine, with an automated torque transfer system and an automated transmission , with a device for controlling the automated torque transfer system and the automated transmission with a control unit and at least one actor controllable by the control unit for operating the torque transfer system as well as for shifting a translation of the gearbox, the control unit is in signal connection with at least one sensor and where applicable with other electronics units, such as for example with an engine electronics system and/or engine starting device, with a gear selector element which determines and/or detects the engaged gear position and/or the engaged gear program, characterised in that with a drive gear or drive program engaged in the gearbox during an attempt to start the engine the torque transfer system is disengaged and a neutral position is engaged in the gearbox and an engine start release is carried out by the control unit to start the engine so that the engine is started.

17. Motor vehicle according to claim 16 characterised in that after the engine start the drive gear or drive program engaged by the engine start is again engaged.

18. Motor vehicle according to one of the preceding claims, characterised in that an engine start release is only carried out by the control unit when during an attempt to start the engine an operation is carried out on the driver side of a vehicle immobilizer device such as for example operating brake and/or parking brake.

19. Motor vehicle according to one of the preceding claims, characterised in that prior to an engine start release by the control unit an automated operation of a vehicle immobilizer device, such as for example an operating brake and/or fixing brake or another vehicle locking device is carried out.

20. Motor vehicle according to one of the preceding claims, characterised in that the control unit detects a position engaged in the gearbox or an engaged state from the gear selector element and/or gear selector sensor.

21. Motor vehicle according to one of the preceding claims, characterised in that the control unit determines a position engaged in the gearbox or an engaged state from the operating state data, for example of the torque transfer system, gearbox, engine and/or other elements of the vehicle which is detected for example by means of a clutch path sensor or gearbox sensor.

22. Motor vehicle according to one of the preceding claims, characterised in that with an attempt to start the engine when an engine start release has been carried out the engine starting device carries out a starting of the engine such as internal combustion engine.

23. Motor vehicle according to one of the preceding claims, characterised in that with an attempt to start the engine when an engine start release has not been carried out the engine starting device prevents a starting of the engine, such as internal combustion engine.

24. Method for use in connection with a motor vehicle, more particularly according to one of the preceding claims.

25. Device for controlling an automated clutch and an automated transmission characterised by its special configuration and method of operation according to the existing application documents.