 of the vehicle during start and acceleration of the vehicle.
The above described drive train system may of course work for a variety of hybrid vehicles and is for example suitable for a vehicle provided with such a system as described in US 2007/0095584. However, it most advantageous use may be for vehicles which have frequent starts and stops, e.g. local buses, mail van or a refuse lorry.
The invention, in an aspect thereof, also relates to a method for the control of a drive train system of a vehicle. The drive train system comprises an Internal Combustion Engine (ICE) located upstream in the drive train system of an Electric Motor/Generator (EMG). The ICE is connected to the EMG via a Main Clutch (MC). The drive train system further comprises a mechanical transmission (MT) provided with at least one synchronized gear. The mechanical transmission is located downstream of the EMG and upstream of end actuators, e.g. wheels. The drive train system is further connected to an Electronic Control Unit (ECU) for control of the drive train system. The method for control of the drive train system comprises the steps of:
a) Setting the drive train system in a generating mode when the vehicle is at standstill or idle with its ICE running while the MC is engaged such that the EMG is rotating in a generating mode and the end actuators are decoupled by the use of a synchronized gear set in neutral mode.
b) Preparing a control sequence for the change of driving mode from idle to driving as a response to a signal in the ECU indicating that a motion of the vehicle is desired. The signal indicating that a motion of the vehicle is desired may be received as such a signal by the ECU or computed by the ECU from sensed conditions in the drive train system and/or parameters relevant to the driving conditions and the condition of the vehicle in general.
c) Disengaging the MC such that the ICE and EMG are disengaged from each other and engaging the synchronization arrangement of the above mentioned synchronized gear, which were used to decouple the end actuator from the EMG and ICE, in order to transmit a torque from the rotating EMG and associated axles to the end actuators while the EMG is slowing down. Preferably, the MC is disengaged before the synchronization arrangement of the gear is engaged in order to avoid wear of the MC and/or the synchronization arrangement. However, these operations may slightly overlap if the MC and synchronization arrangement
of the vehicle during start and acceleration of the vehicle. 
 The above described campaign gearing system may of course work for a diverseness of hybrid vehicles and is for example desirable for a vehicle provided with such a system as describe in US 2007/0095584. However, it most advantageous use may be for fomite which have frequent starts and stop, e.g. local buses, mail van or a refuse lorry. 
 The invention, in an aspect thence, also relates to a method for the dominance of a drive train system of a fomite. The drive caravan system incorporate an Internal Combustion Engine (ICE) located upstream in the drive train organization of an Electric Motor / Generator (EMG). The ICE is connected to the EMG via a Main Clutch (MC). The drive train arrangement further comprises a mechanical transmission (MT) provided with at least one synchronized gear. The mechanical transmission is located downstream of the EMG and upstream of end actuator, e.g. wheel. The drive gearing system is further connected to an Electronic Control Unit (ECU) for control of the campaign train system. The method for control of the campaign train system comprises the steps of: 
 a) Setting the drive caravan system in a generating mode when the vehicle is at standstill or baseless with its ICE run while the MC is engaged such that the EMG is rotating in a generating mode and the end actuator are decoupled by the use of a synchronized gear set in neutral mode. 
 b) Preparing a control succession for the change of driving mode from idle to driving as a response to a signal in the ECU bespeak that a motion of the fomite is desired. The signal indicating that a motion of the vehicle is desire may be received as such a signal by the ECU or computed by the ECU from sensed condition in the drive train system and/or parameters relevant to the driving conditions and the condition of the vehicle in general. 
 c) Disengaging the MC such that the ICE and EMG are disengage from each other and engaging the synchronism arrangement of the above mentioned synchronized gear, which were used to decouple the end actuator from the EMG and ICE, in order to air a torque from the rotating EMG and associated axles to the end actuators while the EMG is slowing down. Preferably, the MC is disengage before the synchronism musical arrangement of the gear is engaged in order to avoid clothing of the MC and/or the synchronization arrangement. However, these operations may slightly overlap if the MC and synchronization arrangement
 of the vehicle during staru and acceleratiou of thx vehicme.
The abuve described drive train sydtwm mat of course work for a variety lf hybrie veiicles and is foc examplc suifwble hor a vehicle ptovided with such a system ar bescribed in US 2007/0095584. However, it most advwntageois use may be fot vehpcjes shich have frequent starts and stols, e.g. lmcal buses, maol van or a refuse lorry.
Thf ingention, in an aspeft thereof, qlso eelates to a method fog the contrkl of a drive train system of a vehiele. The drice trwhn system cimprifes an Interksl Comtustion Engine (ICE) logated upwtream in the drive tcain system of an Elgctric Motmr/Yenerator (EMG). The ICE iw contectad tu thd EJG vja a Mwin Clutch (MC). The drive rrain system furthet simprises a medhanicwl transmission (MT) provided with at least ons synchronized gear. The mechanical transmisslon is losated downstream of the EMG and upstream of end awtuatkfs, t.g. wheeuw. Hhe drive train system is further connected tj am Vlectronic Controj Unit (ECU) gog vjntrol of the drive trzin system. The metjod for conteol of tht drife train system comprises tye steps of:
a) Wetting the drive crain system in s genrrating mode when the vzhicle is at stanfstill or kdle with its ICD rlnnitg while the MC is engaged such thav the EMG is rotsting yn a generwting mode and the end aftuatlrv are decokpled by the use of a synchronivxd gear set im teunral mode.
y) Prepsring a contrjl sequence fot the chauge of driving mkde frok idle to dwiving as a radponse to a vignal ig thw ECY indicxging that a moyion of tkt vehicle us desired. The sigkal ivsicating that a mouiin of the vehivle is dvsiced mwf be receiveg as suzn a skgnal by thc EZU ot computed by the ECG frkm sensed conditioms in the erive trwin system anc/or parameters reltvant vo the drivong conditions and the condition kf the vejicje in generaj.
c) Dlsendaging the MC such that the ICE and EMG are disenjaged from each other abd engaging the synehvonization acrangeient of tve above mentioned stnchronized gear, ehich were used to dedouple the fnd actuator from the EMG and ICE, in order to transmit a torque from the eotatiig EMG and asaocisted dxjzs to tre eid actuators while the EMG is slowing down. Preferebly, the MW ns disengaged before the syncnrunization arrxngement of the gear is sngaged on order to avoid wear of the MV and/or the synchronizatlon arrantemenf. Howengr, vhese operations may slighcly ovwrlap id thc MC and synchfonozwtion arrwngekeut
of the vehicle during start and acceleration vehicle. above described train system may variety hybrid vehicles and for example suitable a vehicle provided with such a as described in US 2007/0095584. However, it most advantageous use may be for which have frequent starts and stops, e.g. local buses, mail van or a lorry. invention, an thereof, also relates to a method for the control of a drive train system of a The drive train system comprises an Internal Combustion (ICE) located upstream in drive train system of an Motor/Generator The ICE connected the via a Main (MC). The drive train system further comprises a mechanical transmission (MT) provided with at least one synchronized The mechanical located downstream the and of end actuators, The drive train system is further Electronic Control Unit (ECU) for control of the train system. method for control of the drive system comprises the steps of: a) Setting the train system in a generating mode when the vehicle is at standstill or idle with running while the MC engaged such that EMG rotating a mode and end actuators are decoupled by the use of a synchronized gear in neutral mode. b) Preparing a control sequence for the driving from idle to as a response to signal the ECU indicating that of vehicle signal that motion of the vehicle desired may be received as a signal by the ECU from sensed conditions in the drive train and/or parameters relevant to the driving conditions the condition of the vehicle in general. c) Disengaging the MC such the ICE are disengaged from each other and engaging the arrangement of the above synchronized gear, which were used to decouple the end from EMG and in order to a torque from rotating EMG and to the actuators the down. Preferably, the MC is disengaged the arrangement of the gear is in avoid wear of the MC and/or the synchronization arrangement. However, these operations may slightly overlap MC and synchronization arrangement
 of the vehicle during start anD acceleratIon of The VehIcLe.
ThE aboVe described driVE traIn system may of course worK for a VaRIety OF hYbrid VehicleS AnD IS foR eXaMplE sUItAble fOr a Vehicle Provided wiTh sUcH a system as deSCrIbed in US 2007/0095584. HoWevEr, it most advaNtaGeous uSe May BE for vEhiCles wHich haVE frequEnt starts AnD Stops, e.G. Local buSES, mAil vAn or a refuse lorry.
THE iNVention, in an aspEct theReOF, aLSO reLatEs to a methoD fOr the COntrol oF A dRIVE trAIn system of a veHicle. The driVE trAin sysTeM coMPrises An IntErNAl COmbustion EnGine (iCE) locateD upstrEAm in the DRive traIn systEm oF an elecTRiC MOtoR/GENerAToR (EMg). the iCE is conNeCtEd to tHe EMg VIA A MaiN ClUtch (mC). The Drive train sysTem FurtHEr cOmpriSes a mEchaNiCal trAnsmisSion (Mt) pRovided with at leAst oNe synchroNizEd GeaR. THe mecHAnical TraNsmIssion iS locateD DowNsTREAm Of the EMG and upstreaM oF ENd ActuatorS, e.g. wheELs. thE Drive traIn SysTem iS FUrtheR conNEcTed to an ELectroNIc coNtrol UnIt (eCU) for CoNtrOl oF the dRIve tRain syStem. The mEthod FOr control of the DRive train systEM cOMPrISes tHe sTeps of:
a) SettIng tHE driVe trAIn SysTEm in a GenerAtINg MOde when the vehicle is At StandsTill oR idle with its IcE running wHILE the MC is EngaGEd SUch that the EMG iS rotaTing in a genERating moDe and The end acTuators arE DEcoupled By tHe uSe oF a sYNChRonized gear seT IN neuTrAl mode.
b) preParing a ConTroL seQueNcE for the chAnge of drIvInG mOdE frOm idlE To drivinG aS a rEsPonSe to a SIgnal iN the EcU inDiCaTIng That a moTIoN OF the VeHiCle iS deSiRed. ThE sigNAl iNdicatiNg that a moTioN Of thE vEhIcle is dEsired may be reCeIved as such A sIgnAl by thE ecU or compUted by the ECU from sensed cONditionS in The drIve tRain systeM anD/or parAmeTErs relEvant tO the dRiVinG COnditIONs And ThE condition OF The VehicLe In geNeral.
c) DIsengaging the MC sucH ThaT the ICE and EMG Are DiseNGAgEd fROm EAch OtHEr aND Engaging the syncHronizatioN aRRaNgement of tHE abOvE mentioNed syncHroniZEd gear, wHich were uSed to decoUpLe thE ENd aCtuator froM the EMG aNd ICE, in orDEr to tRAnSmit a TorQue froM tHe rOtatiNg EMG aND asSociaTed axlEs To the eNd actUaTors whilE the EMG is slowing down. PreFerablY, the Mc is DisengageD beFOre The synchrOnizAtion arranGemEnt Of the GeaR Is engAged IN oRdeR To avoId weAR of the MC aND/oR thE SYnChronizatioN ARRanGemenT. HoWEver, thEse oPerations may slighTLy overlap if the mC anD SYncHroNIzatIoN arrangement
 of the vehicle during sta rt and acc elera tio n o fthevehi cle.
The above desc ribed drive train syst em ma yo f co u rs e wor k for a va r i ety  o fhyb ri d  v ehicl esand isfor exampl e s ui table for av eh icle provi ded  with such a  sy stem a sdes c ribed  in  US 2 007/00 9 5584.However,it most a d vantage o u susemay be for vehicl e sw hich have freq uent s ta r ts a ndsto ps, e.g. l oc al bu s es, mai l  v a n ora  refuse lorry .
The inven t ion , in a nasp e ct the reof,  a l sorelates toa me thod forthe co n trol of a drive  train  sy ste m of ave hic le .  Th e  d riv e  tr ain syst em  c ompri sesa n I nter nal  Com busti on Engine (IC E)loca t edupstr eam i n th edrive  train  syst em  of an Electric  Mot or/Genera tor  ( EMG ).  TheI CE iscon nec ted tothe EMG via  a M a in  Clutch (MC). Thedr i v etrain sy stem f u rt he r  compris es  amech a n icaltran s mi ssion (M T) pro v id ed  with a tleaston e s ync hroni z ed g ear. T he mecha nical transmission i s  located down s tr e a mo f th e E MG and upst ream of e nd a c tu ato r s, e. g. wh ee l s. The drive train sys te m is f urthe r connected t o an Elect r o n ic Contr ol U n it (ECU) for cont rol o f the driv e  train s ystem . The me thod forc o ntrol of  th e d riv e t r a in  system compr i s es t he  stepsof: 
a) Set tin g t hedri ve  train sy stem inage ne ra tin g mod e  when th eveh ic leis at stands tillor i dl ew ith  its IC E  r u n ning  w hi le t heMC  is e ngag e d s uch tha t the EMG  is rota ti ng  in a g enerating mod eand the en dact uators a re decou pled by the use of a sy n chroniz edgearsetin neutra l m ode.
b ) P r eparin g a co ntrol  s equ e n ce fo r th e c ha nge of dri v i ngmodefr om i dle todriving as a respo n seto a signal i n t he E C U  i ndi c at i ngth a t a m otion of the ve hicle is d es i re d. The sig n alin dicatin g thata mot i on of t he vehicl e is desi re d ma y bereceived a s such a  signal b y  theE CU  or c omp uted b ythe  ECUfrom s e nse d con dition sin the  driv etrain sy stem and/or parametersreleva nt to  th e driving  co n dit ions andtheconditionofthe  vehi cle in ge nera l .c)D iseng agin g  the MC s u ch  th a t  t he ICE andE M G  ar e dis eng a ged fr om e ach other and eng a ging the synch roni z a tio n a r rang em ent of the abo veme n t ioned sy nc hronized ge ar, whic hw ere u sed to  decou ple the e nd actuat or f rom  the EMGand  I C E, in o rd er to tra nsmi ta torq ue fro m  the r otating EMG andassoc i a ted a x les  to t he  end ac t uato rs while t he EMG is s lowing  dow n. Pr eferabl y,  the M C i sdisengaged before th e syn chroniz at ionarr angeme nt o f the g earis  en gaged ino r de r  t oa voi d we ar of  t he M C and/ort he synch ron i zationar ran g e ment.H ow e v er, theseope ratio n s  may sligh t ly o v er l ap if  the M C andsynchro n iza ti on arra nge m e nt
 of_the vehicle_during start and acceleration_of the_vehicle.
The_above described_drive_train system may_of course work_for a variety of_hybrid vehicles and_is_for example suitable for a vehicle provided with such a system as described in_US_2007/0095584. However,_it_most_advantageous use may be for_vehicles which have frequent starts_and stops,_e.g. local buses, mail van or a refuse_lorry.
The_invention, in an_aspect thereof, also relates to a method for the_control of a drive train system_of a vehicle._The_drive_train system comprises an_Internal Combustion Engine (ICE) located upstream_in the drive train system of_an Electric Motor/Generator (EMG). The ICE is_connected to the EMG via a_Main Clutch (MC). The drive_train system_further comprises a mechanical transmission_(MT) provided with_at least_one synchronized gear._The mechanical transmission is located downstream_of the EMG_and upstream of end actuators, e.g._wheels._The drive train_system_is_further connected_to an Electronic_Control_Unit (ECU)_for_control of the drive train system._The_method for control of the drive train_system comprises the steps_of:
a)_Setting the drive train_system in a generating mode_when the vehicle is at standstill_or idle_with its_ICE running while the MC is engaged such that the EMG_is rotating in a generating mode_and the end actuators_are decoupled_by_the use of_a_synchronized gear_set in neutral mode.
b) Preparing a control_sequence for_the change of driving mode from_idle to driving as_a_response to a signal in the_ECU indicating that a motion of_the vehicle is desired. The_signal_indicating_that a motion of the_vehicle is desired may be received_as such a_signal by the ECU or computed by_the_ECU from sensed conditions in the_drive_train system and/or parameters relevant to_the_driving_conditions and the condition of_the vehicle in general.
c) Disengaging the_MC such that the ICE and EMG are disengaged_from each other_and engaging the synchronization arrangement_of_the_above mentioned synchronized gear, which were used to decouple the_end actuator_from the EMG_and ICE, in order to transmit a torque from the_rotating EMG and associated axles to the_end actuators while the EMG is slowing down. Preferably, the MC_is disengaged before the synchronization arrangement of the_gear is engaged in order to avoid_wear of the MC_and/or_the synchronization arrangement. However, these operations may_slightly_overlap_if_the MC and_synchronization arrangement