Abstract: The invention relates to a method for controlling an automatic transmission wherein several shift programs are provided and allocated to specific values of a driving activity characteristic (FAKG) and in each shift program shifting characteristic lines and shifting rotational speeds are determined by accelerator pedal positions. The shifting rotational speeds are immediately increased to higher rotational speeds when the driver quickly depresses the accelerator pedal causing the accelerator pedal position gradient to exceed a presettable limit value. According to the invention, it is proposed that the shifting rotational speeds be determined according to the actual value of the driving activity characteristic by interpolation between shifting characteristic lines from two respective adjacent shift programs and the driving activity characteristic be immediately increased by a presettable offset amount when the accelerator pedal position gradient exceeds the presettable limit value.

Abstract: The invention relates to a method for controlling a high-temperature operating mode of an automatic transmission wherein at least one value of an actual engine (CMO) or transmission (CGT) temperature is continuously measured. In the electronic control unit several gear shift control programs are stored and are accessed at normal operating temperatures according to an evaluation counter provided with a driving activity characteristic. It is proposed that the evaluation counter be provided with a high-temperature operating value (MAX(UDCHMMO, UDCHMGT)) with which is associated a gear shift program which also has temperature-lowering properties when the actual temperature value (CMO, CGT) is higher than a first limit value (MOMIN, GTMIN).

Abstract: When a cold start condition exists, an electronic gear control (4) calculates for an automatic transmission (3) driven by an internal combustion engine (1) the energy throughput of the internal combustion engine (1). The energy throughput is added up and compared with a limit value. The shift points of the automatic transmission (3) are pushed up to higher values as long as the calculated value remains less than the limit value.

Abstract: In a process for control of an automatic transmission (3) in a vehicle, it is proposed to set an electronic transmission control (4) for a driving state low friction value when slip is detected on the input gears of the vehicle or an ACS deceleration is detected. In an ACS deceleration a meter is determined, via an ACS evaluation function, from the actual acceleration of the vehicle or a parameter (e.g., gear speed increase) corresponding to the actual acceleration. When slip occurs, a meter is determined, via a slip evaluation function, from the theoretical/actual comparison of the vehicle acceleration or a parameter (e.g., torque reserve) corresponding to said comparison. In both an ACS deceleration or when a slip occurs, a winter operation mode is then activated when the meter count exceeds a limit value.

Abstract: A process for tuning the switching state of a torque converter lock-up clutch (WK) in an automatic transmission to the output speed of rotation (n.sub.-- ab) of the transmission output shaft or the wheel speeds of rotation (n.sub.-- wheel) of driving wheels of a vehicle by means of an electronic transmission controller (EGS) with computer unit and an electronic pressure regulator (EDS) includes the following steps:a) from the wheel speeds of rotation (n.sub.-- wheel) measured by a measurement device (1) on the driving wheels, or the output speed of rotation (n.sub.-- ab) of the transmission output shaft, a time-related gradient of speed of rotation (dn/dt) is detected during activated state of the torque converter lock-up clutch by the computer unit in a processing function (S3);b) in a discriminating function (S4) is checked whether the amount of the gradient of speed of rotation (dn/dt) is higher than a threshold value (GW .sub.

Abstract: A process is proposed for controlling an automatic transmission (3), in which at least one of the weighted values: selector lever activity, excess engine torque, curve radius and brake activity determines a first parameter (K1), the driving activity. Besides the first parameter (K1), a second parameter (K2) determines the selection of a shift characteristic field (31) among a plurality of shift characteristic fields. The second parameter (K2) is determined according to a driving state: city traffic (27), trailering (28) and mountain driving (29).