Abstract: A method for operating a vehicle, in which the method allows feedback about imminent risks. In this context, the vehicle moves on a predefined route at a current traveling velocity. A value characteristic of the vehicle movement along the predefined route is precalculated as a function of the current traveling velocity and the predefined route. A vehicle function is activated as a function of this value.

Abstract: A method and a device for signaling several items of information relevant for operating a motor vehicle are provided, which are registered by the driver of the vehicle in a particularly reliable manner, and which do not distract the driver from the traffic. To this end, different items of information are represented by unambiguous haptic signals, particularly having a maximum, at different positions of a control element of the vehicle, particularly an accelerator pedal.

Abstract: In a method for controlling a speed of a vehicle, when an actual speed of the vehicle exceeds a predefined setpoint speed by more than a first predefined speed difference, a service brake of the vehicle is activated. In the method, the first predefined speed difference has a value greater than zero. Also, when the actual speed exceeds the setpoint speed by a second predefined speed difference, which is smaller than the first predefined speed difference, an idle speed control can be activated and a torque request of activated ancillary components can be reduced. Further, when the actual speed exceeds the setpoint speed by a sixth predefined speed difference, which is smaller than the first predefined speed difference, an ancillary component can be activated.

Abstract: A method and an arrangement for the speed control of a vehicle as well an operator-controlled element are disclosed which make possible an improved acceleration and/or deceleration input by the driver of the motor vehicle. The speed control takes place in dependence upon a value for an acceleration and/or deceleration of the motor vehicle with this value being pregiven with the aid of an operator-controlled element. The function of the operator-controlled element is different from the function of an accelerator pedal and a brake pedal. With the actuation of the operator-controlled element, one of several different values for the acceleration and/or deceleration is selected and pregiven.

Abstract: A method and an arrangement for controlling the driving speed of a vehicle are suggested wherein at least two functions are provided which influence the vehicle speed. To avoid conflict between these functions, at least one base value for the input quantities of the functions is formed which is considered in the formation of the input quantities.

Abstract: A method and an arrangement for monitoring a deceleration function of a control unit of a motor vehicle affect as little as possible the operability of the control unit in the case of a fault. The deceleration function of a control unit (1) of a motor vehicle inputs a vehicle deceleration independently of the actuation of a vehicle brake operator-controlled element. The input is transmitted via a deceleration interface (5) to a brake system (10) of the vehicle to realize the input. A check is made as to whether a brake intervention of the brake system (10), which is initiated by the deceleration function, is permissible and, at first, only the deceleration function is deactivated when the brake intervention is impermissible.

Abstract: A method and an arrangement for controlling the drive unit of a vehicle are suggested which prevent a lost motion and a dead path in the interpretation of the position of the accelerator pedal for forming a desired acceleration. An acceleration command is derived from a position of an operator-controlled element (1), especially of an accelerator pedal, and a desired value for an output quantity of the drive unit is formed in dependence upon the acceleration command. A minimum value and/or a maximum value for the acceleration of the vehicle is determined in dependence upon an instantaneous running resistance. The minimum value and/or the maximum value are assigned to respective boundaries of an adjustment range for the position of the operator-controlled element (1).

Abstract: Described are a method and a device for signaling information relevant for the operation of a motor vehicle which make it possible for the vehicle's driver to receive information about the vehicle's optimum engine efficiency. The specified information is thus formed by an operating point of a drive unit of the vehicle. A haptic signal is formed at a control element of the vehicle, an accelerator pedal in particular, as a function of the operating point.

Abstract: A method for controlling the speed of a vehicle, the method making it possible to maintain a predefined setpoint speed even on downhill grades. In the event that the actual speed of the vehicle exceeds the predefined setpoint speed by more than a first predefined speed difference, a service brake of the vehicle will be activated.

Abstract: A method and a device are provided for limiting the driving speed of a motor vehicle that allow a selectable, fixed fuel consumption per distance traveled to be maintained without limiting short-term acceleration. In this context, the driving speed is limited to a maximum value (vmaxbe), at which a predefined maximum fuel consumption (Besetpoint) for steady driving speed is not exceeded.

Abstract: A method and arrangement for controlling the drive unit of a vehicle is suggested wherein a limiter is provided to limit the engine rpm to a pregiven limit value in at least one operating state. The limiter is controlled to be ineffective in this at least one operating state in dependence upon at least one additional operating variable.

Abstract: A method and a device for controlling a vehicle, in which a coordinator forms an acceleration variable for the drive train and/or a setpoint acceleration variable that is realized by the brake control, from at least two setpoint acceleration variables.

Abstract: A method and an arrangement are suggested for limiting the speed of a vehicle to a limit speed with the arrangement not needing an integral component and nonetheless being precise at steady state. A maximum permissible acceleration proportional to the difference between an actual speed and the limit speed is determined. From the maximum permissible acceleration, a limit value for an output quantity of a drive unit of the vehicle is determined by means of a vehicular dynamic operation equation in dependence upon the running resistance. The magnitude of the limit value for limiting the speed of the vehicle to the limit speed may not be exceeded.

Abstract: A method and an arrangement for controlling the driving speed of a vehicle are suggested wherein at least two functions are provided which influence the vehicle speed. To avoid conflict between these functions, at least one base value for the input quantities of the functions is formed which is considered in the formation of the input quantities.

Abstract: A method for operating a vehicle, in which the method allows feedback about imminent risks. In this context, the vehicle moves on a predefined route at a current traveling velocity. A value characteristic of the vehicle movement along the predefined route is precalculated as a function of the current traveling velocity and the predefined route. A vehicle function is activated as a function of this value.

Abstract: A method and a device for controlling the speed of a vehicle are described. In the transition from a dynamic to a steady-state operating state, the initially accepted setpoint value is corrected using a correcting value which depends on the system deviation prevailing at the time when the longitudinal acceleration of the vehicle has reached, exceeded, or fallen below a predetermined threshold value.

Abstract: A method and an arrangement for controlling an accelerator pedal (1) provide a signal to the driver of a vehicle having an internal combustion engine of the entry into an uneconomical driving pattern via the accelerator pedal. A reset force (FPED) is applied to the accelerator pedal (1). A desired value (FPEDSOLL) for the reset force is increased in dependence upon a drop below a pregiven value for a degree of efficiency of the engine.

Abstract: A method and an arrangement for monitoring a deceleration function of a control unit of a motor vehicle affect as little as possible the operability of the control unit in the case of a fault. The deceleration function of a control unit (1) of a motor vehicle inputs a vehicle deceleration independently of the actuation of a vehicle brake operator-controlled element. The input is transmitted via a deceleration interface (5) to a brake system (10) of the vehicle to realize the input. A check is made as to whether a brake intervention of the brake system (10), which is initiated by the deceleration function, is permissible and, at first, only the deceleration function is deactivated when the brake intervention is impermissible.

Abstract: A method and an arrangement for controlling the drive unit of a vehicle are suggested which prevent a lost motion and a dead path in the interpretation of the position of the accelerator pedal for forming a desired acceleration. An acceleration command is derived from a position of an operator-controlled element (1), especially of an accelerator pedal, and a desired value for an output quantity of the drive unit is formed in dependence upon the acceleration command. A minimum value and/or a maximum value for the acceleration of the vehicle is determined in dependence upon an instantaneous running resistance. The minimum value and/or the maximum value are assigned to respective boundaries of an adjustment range for the position of the operator-controlled element (1).

Abstract: In a method for controlling a drive unit, a driver command value is formed while considering the current transmission ratio and the drive unit is controlled in dependence upon the driver command value. In addition, a predicted driver command value is determined in dependence upon transmission ratios other than the current transmission ratio. In addition, the minimum and maximum possible values are considered in the formation of the driver command value. A correction of the driver command value is undertaken in dependence upon the difference between minimum possible torque and minimum requested torque or between maximum possible torque and maximum requested torque.