Abstract:
A method to operate a vehicle drive train comprising a combustion engine, a turbo charger assigned to the combustion engine, a mechanism for injecting additional compressed air into an air intake system of the combustion engine and a transmission. The method enables practical use of a compressed air injection mechanism, in the drive train, and comprises the step of controlling the time, the duration, the pressure and/or the volume of the additional compressed air, to be injected into the air intake system of the combustion engine, depending upon the performance request of the driver, the actual rotational speed and load condition of the combustion engine, the speed of the vehicle, and the procedures of the gear ratio change of the transmission.

Description:
[0001]    This application is a National Stage completion of PCT/EP2009/050822 filed Jan. 26, 2009, which claims priority from German patent application Ser. No. 10 2008 000 324.7 filed Feb. 18, 2008. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The invention concerns a method to operate a vehicle drive train with a combustion engine, a turbo charger assigned to this combustion engine, a mechanism to inject additional compressed air into an air intake tract of the combustion engine, and a transmission. 
       BACKGROUND OF THE INVENTION 
       [0003]    It is known, for instance, through the patent applications WO 2006/037564 A1, WO 2006/089779 A1, and WO 2006/089780 A1 that a piston combustion engine, equipped with a turbo charger, generates at lower rotational speeds comparatively low torques, because the amount of air delivered, by a conventional turbocharger for a torque increase, into the intake tract of the motor depends, as determined by the system, on the particular exhaust flow of the combustion engine which drives the turbine of the turbo charger. This phenomenon, known as turbo lag, can be reduced in regard to characteristics of turbo chargers which have a variable geometry, in which the turbine blades, dependent of the available, driving exhaust gas stream, are designed as adjustable blades. Since the turbo chargers with variable geometry are comparatively expensive to manufacture and can only be driven through complex control and monitoring methods, the motor vehicle industry has a demand for simpler mechanisms and/or methods to achieve at a lower motor rotational speeds a relatively high drive torque of the combustion engine. 
         [0004]    Based on this background, it is known through DE-PS-39 06 312, as well as through DE 199 44 946 A1, each presenting a method and a mechanism for a reduction of the so-called turbo lag, where during the acceleration of a diesel engine, equipped with a turbo charger, a certain amount of air from a compressed air container is injected into the suction pipe of the motor and where the amount of the injected fuel is matched accordingly. The required compressed air for the motor can hereby be taken from the compressed air storage of a compressed air brake system of a vehicle. 
         [0005]    Also known from the earlier mentioned publications WO 2006/089779 A1 and WO 2006/089780 A1 is using a special mechanism as a fresh air supply or compressed air supply, respectively, for the reduction of the mentioned turbo lag in a turbo charged combustion engine. This mechanism, positioned in the intake area of the combustion engine, has an air inlet tract as a suction pipe, which has an adjustable throttle and a first end flange for the inflow of the intake air, as well as a second end flange for the outflow in the direction of the cylinders of the motor. The throttle is coupled to an adjustment device which can be driven by a control device for the adjustment. Positioned between the throttle and the second end flange is a compressed air connection with an opening which merges into the pipe-shaped interior of the mechanism. It is also provided that the compressed air connector interacts with a quantity control mechanism which has a valve with closed and randomly open positions, which can be driven via an electric input by an electric control device. The adjustment device of the throttle is forced to operate by the quantity control mechanism and/or the control device in a way, in case of a fully opened position of the throttle, that a fully closed position is assigned to the quantity control mechanism at that time. 
         [0006]    To control the mechanisms for the compressed air injection into the intake tract of the combustion engine, known from the WO 2006/089779 A1 and WO 2006/089780 A1, the control device uses torque request signals which originate from the drive pedal, a traction control, a speed control system, and/or an electric stabilization program, or from means which pass on an external torque request to the engine control system. 
         [0007]    It is also known from WO 2006/089779 A1 that, in case of the optimum control of the mechanism for the supply of the turbo charged combustion engine with compressed air—or as described therein with fresh gas—the control program of the control device in this mechanism knows predetermined parameters about the conditions, when an air injection has to be executed or terminated. For example, it can be taken into consideration that professional truck drivers or bus drivers each have individual drive habits, which require average acceleration parameters. Hence, such driver can prefer certain shift points when shifting the transmission. These can be recognized by the named control device, can be stored and processed. The data are used by the control device, for example, for determining the duration of the compressed air injection and for activating the throttle. It is intended, through this approach, to avoid the use of compressed air is unnecessarily and disadvantageously high. It is especially intended hereby that the duration of the compressed air injection and the activation of the throttle are controlled adaptively by the control software in relationship to the frequency of the request of the driver for acceleration. 
         [0008]    Also known from WO 2006/037564 A1 is a generic mechanism where the compressed air, taken from the compressed air storage, can also be instantly supplied in front of the intake valve of a cylinder of the combustion engine. 
         [0009]    Because the interaction of a generic mechanism for supplying a turbo charged combustion engine with compressed air, in accordance with WO 2006/089779 A1 and the WO 2006/089780 A1, is relatively complex with other mechanisms in the vehicle drive train, an optimum use of such a mechanism requires in a motor vehicle, whether it is a commercial vehicle or passenger vehicle, special control methods which take the particular characteristics and requirements of these drive train components into consideration. Therefore, it is the task of this invention to present a method which controls the interaction of a mechanism for the supply of a combustion engine with additional compressed air, equipped with a turbo charger, with another drive train component. 
       SUMMARY OF THE INVENTION 
       [0010]    The solution of this task arises from the characteristics of the main claim, while advantageous, further embodiments of the method of this invention are indicated in the dependent claims. 
         [0011]    The invention is based on the knowledge that it is necessary, for an optimal control of an actually known mechanism for the a supply of a turbo charged combustion engine with additional compressed air, to also consider the operational behavior of other mechanisms and/or aggregates which are present in a vehicle drive train. Thus, the present invention deals with the, optimal for the operation, interaction of a transmission with the mechanism for the supply of a turbo charged combustion engine with compressed air. 
         [0012]    The term “transmission” is meant to cover all versions of transmissions, for instance also manual shift transmissions, automatic transmissions, power transmissions, double clutch transmissions, stepped automatic transmissions, and also continuous shift transmissions. 
         [0013]    The phrase “mechanism for the injection of additional compressed air into an air injection tract of a combustion engine” is meant to cover all the previously mentioned mechanisms, independent of the fact whether the compressed air or the fresh gas, respectively, is taken from a compressed air container of a compressed air brake or from above the mechanism in the vehicle, or whether the compressed air is generated, conditioned as required, instantly by an electric motor operated air pump. The so-called mechanism comprises all required parts and aggregates for the operation. 
         [0014]    Furthermore, the invention is suitable for all mechanisms for the supply of turbo charged combustion engines with compressed air, independent of whether the compressed air is injected into the intake tract far from the cylinders of the combustion engine, or whether the compressed air is injected directly in front of the inlet valve of such a cylinder and its respective inlet area. 
         [0015]    Thus, the invention presents a method of operating a vehicle drive train with a combustion engine, a turbo charger assigned to this combustion engine, a mechanism for the injection of additional compressed air into an air intake tract of the combustion engine, as well as a transmission. In accordance with the invention, it is provided in this method that the time, the duration, the pressure, and/or the volume of the additional compressed air to be injected into the air intake tract of the combustion engine, is controlled subject to performance request of the driver, the actual rotation speed of the combustion engine, the load condition of the combustion engine, the speed of the vehicle, and the sequence of a gear ratio change of the a transmission. The load conditions of the combustion engine comprise operating conditions of the combustion engine in an acceleration or deceleration condition. 
         [0016]    The mechanism for the supply of a combustion engine, equipped with an exhaust gas turbo charger, with additional compressed air enables many advantages in the performance control of a combustion engine. However, such an equipped vehicle can only be practically and meaningful operated if the characteristics of the transmission, installed in the vehicle drive train, and its gear ratio change activity are taken into consideration. This gear ratio change activity is usually determined as the change of the gear or its shifting into its neutral position. Regarding infinitely variable transmissions, it is meant that a gear ratio change exits the current gear ratio selection and reaches a new transmission gear ratio. 
         [0017]    Due to the fact, in accordance with the invention that during sequences, such that a change of the gear ratio of the transmission, the duration, the pressure, and/or the volume of the additional compressed air, which needs to be injected into the air intake tract of the combustion engine and which is dependent on the performance request of the driver, the actual rotational speed of the combustion engine, the load condition of the combustion engine, and the speed of the vehicle are taken into account, it can be achieved, especially at a low rotational speeds of the combustion engine, that an added torque increase through an additional compressed air injection can also be used for the sequences in the transmission. The achieved advantages of the interaction of the transmission, of the combustion engine, and the mechanism for the injection of additional compressed air, affect mainly the increase of the speed and the comfort of gear ratio change sequences, or the shifting of the transmission, respectively, as presented in the following with the embodiments of the invention. 
         [0018]    Based on a first, advantageous embodiment of the method, in accordance with the invention, a vehicle drive train equipped with an electronic control device for the control of a combustion engine, an electronic control device to control the mechanism for the injection of additional compressed air into the intake tract of the combustion engine, and an electronic control device for the control of the transmission (or a common electronic control device for the control of all or some of these drive train components), it is provided that the electronic control device for the control of the mechanism for the injection of additional compressed air constantly determines an actual information hereof and supplies information to other control boxes, or control devices, respectively, about the time interval and the pressure, or volume stream, respectively, at which the compressed air can be injected into the intake tract. 
         [0019]    The information is ascertainable via sensors, positioned at a compressed air container, and through the control device, whereby this compressed air container can be one which is also utilized by a compressed air brake system of the vehicle, for instance a commercial vehicle. The provision of the named information preferably takes place via an electronic vehicle data network, for instance via a commonly known CAN-bus. Thus, also other control devices, or control boxes, respectively, of the vehicle can obtain the named information which finally allow a statement of when, at what time interval and at it which level, a torque increase of the combustion engine is possible through the injection of additional compressed air. 
         [0020]    In accordance with another embodiment of the invention, it is provided that the transmission control device, which determines the information by means of suitable sensors in regard to which time interval can be used and at which pressure, or volume stream, respectively, the compressed air can be injected into the intake tract, and that it uses the information for the selection of the targeted gear for an acceleration increase or an acceleration decrease, as well as for the optimal execution of such a gear ratio change. 
         [0021]    It can be provided in that context that the actual filling level and the actual pressure in the compressed air container of the mechanism for the injection of the additional compressed air is communicated to the transmission control device, and that, through the available information, it can be determined at which time interval and at which pressure, or volume stream, respectively, additional compressed air can be injected into the intake tract, and this information can be used for the determination of the target gear ratio, or targeted gear determination of the transmission. 
         [0022]    Another embodiment of the invention provides that the electronic control device for the control of the mechanism for the injection of additional compressed air takes the effect into account, for the calculation of the actual, maximal, possible engine torque, in regard to pressure and duration of a possible compressed air injection and makes the result of the actual, maximal engine torque during a compressed air injection available to the transmission control device, for the planning and execution of gear ratio change procedures. 
         [0023]    It can also be provided, during the interaction between the transmission control device and the control device of the compressed air injection, that the transmission control device determines whether, in connection with the preparation or the optimal execution of a gear ratio change of the transmission, the injection of additional compressed air into the intake tract of the combustion engine makes sense at all, and in case of a positive assessment, issues a command for a compressed air injection in regard to the timing, the pressure, and the duration of the compressed air injection to the control device of the injection mechanism. 
         [0024]    Another embodiment provides that the command for the injection of additional compressed air into the intake tract is issued when the achievable engine torque, after a planned gear ratio change of the transmission, would not be sufficient without a compressed air injection, to accelerate the vehicle sufficiently in the targeted gear ratio. 
         [0025]    Also, it can be provided that the transmission control device determines those transmission gear ratios, or gears, respectively, which are, with or without a compressed air injection, meaningfully adjustable in an actual operating condition of the combustion engine and the vehicle, and that the transmission control device selects those gear ratios, or gears, respectively, as targeted gear ratio, which represent the optimal, next to follow gear ratio of the transmission, when a compressed air injection is applied, in regard to fuel consumption or performance criteria. 
         [0026]    It is also considered as an advantage, when it is provided, that the transmission control device, during a gear ratio change, commands the control device for the control of the mechanism for the injection of additional compressed air in a way and in consideration of the dynamic behavior of this compressed air injection mechanism and the combustion engine, that this combustion engine, after the gear ratio change, provides the maximum, available torque as fast as possible. 
         [0027]    It is also advantageous, when it is provided, if the mechanism for the injection of the compressed air, during downshifting, is triggered early in a way so that, if the transmission is shifted into neutral, the combustion engine provides a sufficiently large torque to quickly achieve hereby, the next needed rotational speed for the targeted gear ratio, or targeted gear, respectively. 
         [0028]    It is also meaningful to provide that the mechanism for the injection of the compressed air, when downshifting, is triggered early in a way so that, as soon as targeted gear ratio has been adjusted or the targeted gear in the transmission has been shifted, a respective, larger engine torque is available to achieve desired acceleration behavior of the vehicle. 
         [0029]    To achieve fuel efficient or performance oriented drive of such an equipped vehicle, it is provided that the mechanism for the injection of compressed air is triggered during downshifting in a way so that a targeted increase of the next following engine torque is available after the completion of the shifting, to minimize a drop of acceleration to enable a larger next gear, to achieve fuel efficient drive performance at relatively low rotational speeds. 
         [0030]    In another embodiment of the method, in accordance with the invention, it is provided, during an upshift and for the reduction of the acceleration-free, or acceleration reduced phase, respectively, in a change of the gear ratio of the transmission and for an increase of the felt shifting speed, that a command is immediately issued by the transmission control device, after the end of the upshift procedure, to the control device of the injection mechanism to inject additional compressed air into the intake tract of the combustion engine. 
         [0031]    Finally, it is proposed as meaningful, for the operation of a vehicle in deceleration mode and during a road gradient in the drive direction, to provide in the control device the ability to activate, powered by the combustion engine, an air compressor, which can be coupled into the drive train for charging of the named compressed air container to increase braking performance in the vehicle drive train, which can be activated or coupled with the drive train at a point of time when the transmission control device has activated an acceleration downshift of the transmission. 
         [0032]    Finally, it is useful for the operation of a vehicle in deceleration mode and during a road gradient in the drive direction, to provide in the control device the ability to activate an air compressor, that is powered by the combustion engine and which can be coupled in the drive train for charging of the named compressed air container is preventively activated or coupled in, respectively, at the point of time when the vehicle is preferably in the deceleration mode, so that the braking performance, as well as the fuel consumption, are further optimized. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0033]    In the following, the invention is explained in detail based on the example of an embodiment in the sole drawing, which schematically shows a relevant part of a known drive train  1 . 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0034]    Belonging to the drive train  1  is a diesel engine  2  with six cylinders  3  lined up in a row of the cylinder block  6  and equipped with a turbo compressor  17 . The intake lines  4  of the cylinders  3  are connected to a manifold  5  which has a connection flange  7 , to which an air intake system  8  with its second end flange  9  is connected for the outflow of air. The first end flange  10 , for the intake of air, is coupled via a pipe  11  with the outflow opening  12  of an intercooler  13 , where its intake opening  14  is coupled via a pipe  15  with the outflow opening  16  of the turbo compressor  17 . Connected to the intake opening  18  of the turbo compressor  17  is an air filter  19  with a pipe  20 . The turbo compressor  17  forms a part of the turbo charger  22 , where its exhaust turbine  23  with its intake opening  24  is connected to the outflow opening  25  of the exhaust manifold  26 . The turbo compressor  17  and the exhaust turbine  23  are attached to a pivoted shaft  21 . The cylinders  3  are connected via the exhaust pipes  27  to the exhaust manifold  26  and the outflow opening  28  of the exhaust turbine  23  is connected with the exhaust pipe  29  to effect flow. 
         [0035]    The fuel supply of the cylinders  3  takes place via the injection nozzles  30 , and regulation takes place via the cable  31  of the first output  32  of the electronic control device (EDC)  38 . Connected to the input  37  of the electronic control device  38  via the cable  36  is the output  34  of the electronic control device  33 . The last named control device  33  is provided with an activation part which is designed in this example embodiment as the gas pedal  35 . The electrical contact  39  of the electronic control device  38  is coupled, via the manifold cable  40 , with the electrical contact  41  of the air intake system  8 . The dotted control line at the air intake system  8  makes it clear that the electronic control device  38  as a servomotor—not shown here—for the activation of the throttle  63 . The available amount of air intake of the diesel engine  2  can be adjusted through the throttle  63 . 
         [0036]    The air intake system  8  has a compressed air connector  42  which is connected, via the pipe  43 , to the outflow connector  44  of a compressed air container  45 . The feed connector  46  of the compressed air container  45  is connected to the compressed air connector  48  of an air compressor  49 . Fitted into the pipe  47  are also a pressure regulator  50  and an air dryer  51 . The compressed air compressor  49  has an intake port  52  which has an air filter  53 . The shaft  54  of the compressed air compressor  49  is connected via a belt drive  55  with the main shaft  56  of the turbo charged diesel engine  2 . The invention also covers such air compressors which are driven, for example, via the electronic control device  38  which drives an electro motor (not shown here). 
         [0037]    The drawing also shows that the compressed air compressor  49  can be connected, via one of the named electronic control device  38 , and a control cable  73  which triggers the clutch  71 , with the belt drive  55  at the combustion engine  2 , so that the compressed air compressor  49  is only activated by the control device  38  when the pressure in the compressed air container  45  has to be refilled. For determination of the actual pressure in the compressed air container  45 , a pressure sensor  79  is there positioned, where its measured signal can be conducted via a sensor cable  80  to the control device  38  and/or to the transmission control device  66 . 
         [0038]    Activation of the compressed air compressor  49  takes place, in accordance with the invention advantageously when the vehicle is in the deceleration mode on a downwardly sloping road, and, due to the power consumption of the air compressor  49 , it takes advantage of the braking effect of the drive train  1 . 
         [0039]    The single drawing also shows that the combustion engine  2  can be driven and started by an electromotive starter  59 , where the starter with its pinion  58  meshes with a sprocket  57  of the flywheel of the combustion engine  2 . The flywheel is attached to the sprocket  57  in a known way, positioned on the main shaft  56  of the combustion engine  2 . The starter  59  is connected, via a control cable  72 , with the electronic control device  38  of the injection mechanism for additional compressed air and can therefore be switched on or off by the control device  38 . 
         [0040]    Also, an electromagnetic control and regulating valve  65 , which can be driven by the control device  38 , is positioned in the pipe  43 , through which an injection or blow-in of additional compressed air from the compressed air container  45  into the air intake system  8  is made possible, if it is meaningful, especially for the increase of the torque of the diesel engine  2 . The control valve  65  is driven by the electronic control device  38  via the manifold cable  40 , which branches in the area of the air intake system  8  in to a control cable (small dotted line) to drive the servo motor of the throttle  63 , and into a control cable (large dotted line) to control the control valve  63 . 
         [0041]    The drawing also shows schematically that the combustion engine  2 , on the output side, is connected in a rotationally fixed manner via its main shaft  56  with the input side of a starting and shifting clutch  60 , while the output side of the starting clutch  60  is coupled with the transmission input shaft  61  of an automatic transmission  62 . The starting clutch  60  is designed as an automatic operating clutch and therefore equipped with a clutch actuator  74 , which is connected, via a control cable  75 , with the transmission control device  66 , also receiving the commands from it. 
         [0042]    If it is required by the operating behavior of the diesel motor combustion engine  2 , a torsion vibrational damper, not shown here, can also be positioned on the input side of the starting clutch  60 , which is, however, commonly known. The automatic transmission  62  as an output shaft, which is linked with drive shafts (not shown) and a differential gear with the vehicle wheels  78 . 
         [0043]    The automatic transmission  62  is, in this present embodiment, designed as an automatic shifting transmission where its known gear actuators  70  are connected, via a control cables  69 , with the transmission control device  66 . By means of the gear actuators  70 , the transmission gears can be shifted in a commonly known manner and general gear transmission ratio changes can be executed. Also the transmission control device  66  is connected, via sensor cables  68 , with the sensors at the transmission  66 , through which the transmission control device  62  determines the shifting relevant information. Such information contains initially the rotational speeds of the transmission input shaft  61  and the transmission output shaft  64 , as well as displacement signals and/or position signals of the gear actuators  70 . Also, via the transmission control device  66 , and/or via the control device  38 , and by means of a rotational speed sensor  77 , which is positioned at the transmission output shaft  64 , or at a vehicle wheel  78 , the speed of the vehicle is determined, as well as the determination of the engine speed via a main shaft  56  of the combustion engine  2 . On this basis and other available information, the procedures for the gear ratio changes in the automatic transmission  62  are prepared and executed. 
         [0044]    The drive train  1  functions, in regard to the basic function of the system  8  for the fresh air supply of the diesel engine  2 , as follows: 
         [0045]    The cylinders  3  of the turbo charged diesel engine  2  are supplied with fresh gas via the intake lines  4 , the manifold  5 , the air intake system  8 , the pipe  11 , the intercooler  13 , the pipe  15 , the turbo compressor  17 , and the air filter  19 , if the engine rotational speed is constant. The exhaust gases exit the cylinders  3  via the exhaust pipes  27 , the exhaust manifold  26 , the exhaust turbine  23 , and the exhaust pipe  29 . 
         [0046]    If the driver quickly steps on the gas pedal  35 , to rapidly increase the engine torque, or the engine rotational speed, respectively, the diesel engine  2  requires more fuel and more fresh gas, or air, respectively, than shortly before. The additional fuel is fed into the cylinders  3 , but the increase of the amount of fresh gas which is provided by the turbo charger  22 , remains inadequate. Also, the engine rotational speed and the pressure of the fresh gas in the intake tract  8  is low, which in the interior is constantly determined by a pressure sensor (not shown) and transmitted to the electronic control device  38 . At that operating state, the throttle  63  is fully opened. The electronic control device  38  now determines, by means of the control program, that the pressure in the interior of the air intake system  8  has not increased fast enough, and that an additional air injection needs to be executed. 
         [0047]    The control program has predetermined data of the conditions and when an additional air injection has to begin. Initially, the throttle  63  will be adjusted to close and the compressed air injection is enabled through opening of the valve  65  of the compressed air container  45  into the air intake system  8 . The duration of the air injection is also predetermined by the control program which considers the difference in pressure and the absolute pressure in the air intake system  8 . 
         [0048]    By means of the control program, it is intended to a initially prevent consumption of compressed air from the compressed air container  45 , so that the safety of the brake and its compressed air brake system, connected to the compressed air container  45 , is not negatively affected. 
         [0049]    It can also be seen in the drawing that the transmission control device  66  is connected, via a data cable  76  of a CAN-bus, with the control device  38  of the mechanism for the injection of additional compressed air, whereby the latter can also be described as an engine control device. Between these two control devices  38 ,  66 , in accordance with the invention, a constant exchange of information takes place whether an injection of additional compressed air should take place, and if yes, at which amount the injection of additional compressed air into the intake system  8  of the combustion engine  2  shall take place, to increase the engine torque and to support a transmission shifting. 
         [0050]    Only through this exchange of information, the gear ratio change procedures or gear shifting, respectively, in the automatic transmission  62  are meaningfully executable in a vehicle where such a mechanism for the injection of additional compressed air into the air intake system  8  of the combustion engine  2  is implemented. In addition, an exact coordination of the control for the injection of additional compressed air into the intake system  8  of the combustion engine  2  and for the preparation and execution of gear ratio change procedures of the automatic transmission  62 , enables advantageously operating modes of the vehicle drive train  1 , which were so far impossible, which has been mentioned already previously in the text. 
       REFERENCE CHARACTERS 
       [0000]    
       
           1  Vehicle Drive Train 
           2  Combustion Engine, Diesel Engine 
           3  Cylinders 
           4  Intake Line 
           5  Manifold 
           6  Cylinder Block 
           7  Connection Flange 
           8  Air Intake System 
           9  Second End Flange, Outflow Area 
           10  First End Flange, Intake Area 
           11  Pipe 
           12  Outflow Opening 
           13  Intercooler 
           14  Intake Opening 
           15  Pipe 
           16  Outflow Opening 
           17  Turbo Compressor 
           18  Intake Opening 
           19  Air Filter 
           20  Pipe 
           21  Shaft 
           22  Turbo Charger, Exhaust Turbo Charger 
           23  Exhaust Turbine 
           24  Intake Opening 
           25  Outflow Opening 
           26  Exhaust Manifold 
           27  Exhaust Pipe 
           28  Outflow Opening 
           29  Exhaust Pipe 
           30  Injection Nozzle 
           31  Cable 
           32  Output 
           33  Control Unit 
           34  Output 
           35  Gas Pedal 
           36  Cable 
           37  Input 
           38  Electronic Control Unit 
           39  Contact 
           40  Manifold Cable 
           41  Contact 
           42  Compressed Air Connector 
           43  Pipe 
           44  Outflow Connector 
           45  Compressed Air Container 
           46  Feed Connector 
           47  Pipe 
           48  Compressed Air Connector 
           49  Compressed Air Connector 
           50  Pressure Regulator 
           51  Air Dryer 
           52  Intake Port 
           53  Air Filter 
           54  Shaft 
           55  Belt Drive 
           56  Main Shaft 
           57  Sprocket 
           58  Pinion of the Engine Starter 
           59  Engine Starter 
           60  Starting and Shifting Clutch 
           61  Transmission Input Shaft 
           62  Transmission, Automatic Transmission 
           63  Throttle 
           64  Transmission Output Shaft 
           65  Control and Regulating Valve 
           66  Transmission Control Device 
           67  Sensor at the Transmission 
           68  Sensor Cable 
           69  Control Cable to the Transmission Actuator  70   
           70  Actuator at the Transmission 
           71  Actuator at the Clutch of the Compressed Air Compressor 
           72  Control Cable to the Engine Starter 
           73  Control Cable to the Actuator  71   
           74  Clutch Actuator 
           75  Control Line to the Clutch Actuator 
           76  Data Cable, CAN-Bus 
           77  Rotational Speed Sensor 
           78  Vehicle Wheel 
           79  Pressure Sensor 
           80  Sensor Cable