Abstract: Method of controlling front or rear spoilers in which at least the rotational speed, the engine torque, the temperature and the standing time (tSTAND) are determined. The required engine power is determined from the detected engine torque, and the front or rear spoilers deployed when a preselectable threshold value (SW) is exceeded by the engine power.

Abstract: Method of controlling front or rear spoilers in which at least the rotational speed, the engine torque, the temperature and the standing time (tSTAND) are determined. The required engine power is determined from the detected engine torque, and the front or rear spoilers deployed when a preselectable threshold value (SW) is exceeded by the engine power.

Abstract: An apparatus and method for controlling an automatic transmission having a controller that changes temporarily from the automatic operating mode, position D to a driver-influenced operating mode if a second rocker switch, which is arrange on the steering wheel, is activated. The automatic operating mode is not discontinued permanently, because after a set time has elapsed, the automatic operating mode becomes active again. Returning to the automatic operating mode is only possible if the current transverse acceleration is below a preset limiting value, and traction operation is in effect at the same time. The remaining time before returning to the automatic operating mode is set to a minimum value, after the manual operating mode has briefly been called up, as soon as one of the referenced conditions, which causes a return to the automatic operating mode to be suppressed, is no longer in effect.

Abstract: An apparatus and method for controlling an automatic transmission having a controller that changes temporarily from the automatic operating mode, selected normally with a position D of a gear selection switch, to a driver-influenced operating mode if a second rocker switch, which is arranged on the steering wheel, is activated. The automatic operating mode is not discontinued permanently, because after a set time has elapsed, the automatic operating mode becomes active again. Each time the rocker switch is activated, the time starts running anew. Returning to the automatic operating mode is only possible if the current transverse acceleration is below a preset limiting value, and traction operation is in effect at the same time.

Abstract: The invention relates to a method for controlling a continuously variable transmission with an electrohydraulic control, a selector device, and a controllable engaging clutch of a motor vehicle, especially one powered by an internal combustion engine, with a control device in a first operating mode automatically selecting and adjusting a gear ratio for the transmission from signals of the selector device and the operating parameters of the motor vehicle such as the throttle angle, driving speed and engine rpm, by means of curves selectable by the driver.It is proposed, in a second operating mode, to simulate a multi-step transmission influenceable directly by the driver. In order to permit use of this operating mode, only a few preset gear ratios are made available to the driver.

Abstract: The invention provides a method and apparatus for controlling a continuously variable speed transmission of a motor vehicle driven by an internal-combustion engine, by means of a control arrangement having a selecting device which simulates a stepped transmission by adjusting transmission ratios in according to a group of preset transmission ratios. To prevent repeated up and down shifting, a control arrangement is provided with a unit for detecting driving situations in which a transmission ratio shift according to the preset transmission rations would be too large, and also a unit for adjusting the preset transmission ratio. The recognition unit activates the adjustment unit as soon as the above-described driving situation occurs, and the adjustment unit then changes a preset transmission ratio so that the motive force is adapted to the present motive resistance, allowing the vehicle to achieve a positive longitudinal acceleration.

Abstract: A method for controlling preferably an electro-hydraulic automatic transmission of a motor vehicle fitted with a combustion engine provides a gradual kick-down while braking. In particular the kick-down is performed when, in the course of approaching a bend, a condition is activated, which prevents upshifting. The upshift prevention is initiated when the accelerator pedal is released quickly during shearing action. The upshift prevention stops if after an interval, upon detection of tensile action, the vehicle does drive round a bend. The upshift prevention is followed by a gradual adaptation of the gear level to the shift parameter.

Abstract: A method for control of a preferably electro-hydraulically activated automatic transmission of a motor vehicle equipped with an internal combustion engine provides for prevention of upshifting, i.e. reduction in translation in and before a curve. The upshift prevention is initiated if pressure is removed quickly from the gas pedal in idle operation. The upshift prevention is cancelled if the vehicle does not drive through a curve after elapse of a certain time period after traction operation is recognized. If idle operation is again recognized during elapse of the time period, the upshift prevention is maintained for another time period. After termination of the upshift prevention, step by step adjustment of the gear level to the value determined by the shifting characteristic field takes place.

Abstract: This invention provides a method and apparatus for controlling a continuously variable speed transmission connected with an internal-combustion engine according to one or several characteristic control curves. A transmission ratio of the transmission is automatically set according to the position of a power control element. In order to be able to operate the internal-combustion at its consumption-optimal point, a "constant driving method" which requires only a low reserve of tractive force is detected, and transmission ratio is adjusted in response thereto, so that the internal-combustion engine is operated in its point of the lowest specific fuel consumption for the existing operating point of the vehicle.

Abstract: A method for controlling a preferably electrohydraulically actuated continuously variable transmission of a motor vehicle equipped with an internal combustion engine provides, in and ahead of curves, a retention of the last gear ratio set. The gear-ratio determination is initiated when the accelerator pedal is released rapidly in coasting operation. The gear transmission determination is suspended as soon as, after expiration of a time interval following recognition of acceleration, no curve is being traversed. If, during expiration of the time interval, coasting operation is detected again, the gear transmission determination is maintained for an additional time interval. Upon termination of the gear-ratio determination, a relatively slow adaptation of the gear ratio to the setting corresponding to the control curve RKLj takes place.

Abstract: A method for controlling a continuously variable transmission, preferably activated electro-hydraulically, of a motor vehicle equipped with an internal combustion engine, provides for an increase of the transmission ratio while braking and especially while approaching a curve. Adherence to certain boundary conditions for this guarantees a safe driving behavior. The braking effect of the internal combustion engine is used more effectively by increasing the transmission ratio, so that the service brake is relieved of stress. In connection with a transmission-ratio retention mechanism before, during, and after curves, the motor vehicle with a continuously variable transmission controlled by this method can be accelerated nearly without delay when it comes out of the curve.

Abstract: A method and an arrangement for controlling an automatic transmission of a motor vehicle driven by an internal-combustion engine, in which the position of a throttle valve of the motor vehicle and the acceleration of the vehicle as the reaction thereto are determined and are related to one another. Subsequently, this relationship is compared with the relationship as it occurs during a normal drive on a level surface. As a function of the deviation between the actual relationship and the normal relationship, the ratios of the transmission are displaced in the direction of higher rotational engine speeds, which means that the ratio assigned to a throttle valve position and to a rotational engine speed will now be achieved at a lower rotational engine speed, or the rotational engine speed level is raised. For a stepped transmission, several characteristic shifting diagrams are provided and the displacement of the ratio is carried out by changing the characteristic shifting diagram according to the deviation.

Abstract: A method for controlling an electro-hydraulically operated infinitely variable transmission of a motor vehicle which is driven, in particular, by an internal-combustion engine, provides a control of the infinitely variable transmission according to several characteristic control curves. The characteristic control curves are selected corresponding to a driving activity which evaluates the driver's driving style or his action with respect to the control of the motor vehicle caused by a traffic situation. The characteristic control curves cover, at least in steps, the range between a characteristic control curve permitting the consumption-optimized operation of the motor vehicle and a characteristic control curve which permits the power-optimizing operation of the motor vehicle.

Abstract: A method for controlling an automatically actuated transmission for a motor vehicle, for improving behavior before curves and during braking, provides that a coasting function to suppress a shift or gear ratio changing process is initiated as soon as the accelerator pedal is quickly released. This coasting function is maintained until powered operation is again detected and the vehicle accelerates. Then a holding time is started during which the coasting function is started again as soon as the vehicle changes to coasting operation.The method is applicable to multi-step transmissions as well as continuously variable transmissions.

Abstract: An rpm-changing engaging device of a motor vehicle is controlled during an engaging process in such fashion that a curve is selected according to which the rpm difference based on the input rpm of the engaging device is adjusted between the input rpm of the engaging device and its output rpm by the engaging device indirectly or directly, corresponding to the value, determined prior to the engaging process or before the stopping of the motor vehicle, of a driving activity. A precondition is that the rpm difference, based on the input rpm of the engaging device and its output rpm. The curve is selected from a family of several engaging devices.

Abstract: A process is described for controlling the actuating pressure in a control element (shift element) of an electrohydraulically controlled transmission of a motor vehicle during a change of the gear position. In the case of downshifts in the coasting operation, the hydraulic pressure in the transmission is preferably increased with the initiating of the shifting by way of the pressure control valve in a time-limited manner. Starting from a presettable or preset basic value, the amount of this filling pulse is automatically and in steps for each control operation in the course of the operation of the transmission adapted to a target value in such a manner that an input rotational speed of the transmission or a rotational speed of a driving engine connected in front of the transmission follows a predetermined sequence of movements.

Abstract: In order to adapt the shifting characteristics of an electrohydraulically controlled, automatically shifting transmission continuously to the dirver's driving style or to a just existing or real time traffic situation, the driving speed (v), the lateral acceleration (aq), the longitudinal acceleration (alb), the longitudinal deceleration (alv) and the engine rotational speed (nmot) in addition to the throttle valve position alpha, are detected and by way of characteristic diagrams and a linking function are added to form a parameter from which, by filtering, a driving activity is determined. This driving activity is finally used for the selection of a shifting program from a plurality of shifting programs ranging from a consumption-optimized shifting program (SKF1) to a power-optimized shifting program (SKF5).

Abstract: An arrangement for controlling in a motor vehicle an electrohydraulically controlled, automatically shifting transmission driven by an internal-combustion engine. The transmission has several shifting programs optimized according to different design criteria which may be selected either manually by the driver or automatically. Using a temperature sensor, a cold-start condition of the motor vehicle is sensed on the basis of which a transmission control system shifts at least for a limited time period according to a warmup shifting program in such a manner that the internal-combustion engine, under identical driving conditions, generates higher exhaust gas mass flows or exhaust gas energy flows than for gear positions shifted according to a consumption-optimized shifting program.

Abstract: In order to improve the shifting characteristics of an electrohydraulically controlled, automatically shifting transmission particularly during cornering and braking, the driving speed (v), the lateral acceleration (aq), and the time variation of the throttle valve position are sensed in addition to the throttle valve position (alpha) and the engine rotational speed (nmot). From the time variation of the throttle valve position, a signal can be derived for the prevention of an upshifting operation since a motor vehicle driver's foot moves away faster from the accelerator pedal when approaching a bend in the road than would be the case for the normal deceleration of the motor vehicle.

Abstract: An indicating system for an automatic motor vehicle transmission is described which includes second indicating elements in addition to first indicating elements for indicating a preselected driving step. The second indicating elements, particularly during a semi-automatic operating mode of the motor vehicle transmission with a manual preselection of the gear steps, displays an actually shifted gear step. The first and second indicating elements are advantageously arranged in two vertical parallel rows in an indicating instrument of the motor vehicle.