Zf Friedrichshafen Ag

Michael Kiefer

Franz-Josef Schuler

Friedemann Jauch

Markus Henneken

Thomas Mauz

Armin Gierling

Andreas Maus

Uwe Reitemeier

Eric Bosch

A method of determining and shifting to an optimal gear in a vehicle prior to entering a curve in a vehicle which comprises an automatic transmission. A curve speed limit is determined for an anticipated curve which is recognized by a navigation device, an anticipated road pattern and dependent on the vehicle and curve or road data, and a sportiness indicator (Ftyp). For each anticipated curve, an actual, optimal gear is determined, based on the determined curve speed limit and the sportiness indicator (FTyp) and, after determining the optimal gear, the method performs a check to determine whether or not the optimal gear deviates from the engaged gear (RGA_DEST). When a deviation is recognized and a driver reaction, which causes a deceleration of the vehicle and/or a reduction of the vehicle speed, is present, a down shift down to the actual, optimal gear occurs.

Method for determining and selecting the optimal gear before driving into a curve for a motor vehicle having an automatic transmission

Described is a method for controlling a transmission for motor vehicles, especially an automatic transmission or an automatic gearbox, where a gear ratio (') is adjusted according to operating conditions by means of pre-determined shifting programs ('', &#x201c;Eco', &#x201c;Normal&#x201d;, &#x201c;Sport&#x201d;, &#x201c;Mountain II&#x201d;, &#x201c;Warm-up&#x201d;, &#x201c;Tip&#x201d;) and corresponding specific shifting values (HS, RS) and where in relation to a vehicle's actual operating condition at least one special function (&#x201c;Curve Recognition KE&#x201d;, &#x201c;Rapid Drive Pedal Release FO&#x201d;, &#x201c;Spontaneous Delay Vehicle SVF&#x201d;, &#x201c;Drive Speed Control FGR&#x201d;, &#x201c;Drive Dynamic control ESP&#x201d;) is activated, which prevents the change from an actual gear ratio to a target gear ratio requested by a shifting program within a pre-determined operating range of a vehicle. In a first version of the method, the operating range, wherein a gear ratio change of the transmission is prevented, is changed in relation to applied specific values that depend on the operating condition. In a second version of the method it is planned that the shifting characteristics are changed in relation to applied specific values that depend on the operating condition in such a manner that the operating points of the vehicle that are defined on the side of the shift characteristics, for which gear ratio changes must be performed, are adjusted to the actual operating condition of the vehicle.

Method for controlling the transmission of a vehicle

A method is described for operating an automatic transmission in which a command for changing a current ratio of the automatic transmission is generated when achieving preset operating states of the vehicle automatically or by manual input in a manual shifting mode, the activated manual shifting mode being preferred to an automatic shifting mode. The manual shifting mode is quit when a current vehicle speed is less than a threshold value, or when a longitudinal acceleration of the vehicle is within a defined range, a lateral acceleration is less than a threshold value and a driver type evaluation counter is less than a limiting value.

Method for operating an automatic gearbox on a motor vehicle

A shift device for an automatic transmission of a vehicle, particularly of a motor vehicle, is proposed in which the request to change the current ratio of the automatic transmission upon reaching preset operating states of the vehicle can be automatically generated or by manual input in a manual shifting mode. A pulse counter is here provided by way of successive pulses and manual input can be functionally interlinked wherein a shift signal can be generated depending on the linkage.

Shift device for an automatic transmission of a vehicle

A method for controlling an automatic transmission of a motor vehicle in the event of a spontaneous gas/pedal release (FastOff). The automatic transmission is driven by an internal combustion engine which can be influenced by an accelerator pedal and a signal proportional to a pedal position is fed to an electronic transmission control in which shifting characteristic field is stored and the spontaneous gas/pedal release (FastOff) is detected and an upshift block (FFO=1) is activated when a pedal position gradient (PSTG) falls below a pedal gradient threshold (KF_PSTG). The mode of the upshift block (FFO=1) is removed when a traction operation is detected when an actual engine torque (MMM) exceeds a push-pull line (KL_ZS) stored as a function of a value equivalent to an engine rotational speed (NMO) in dependence on a vehicle acceleration/deceleration (AIST) dependent on an overall tractional resistance (GFW) and pedal gradient thresholds (KW_PSTGPOS, KW_PSTGNEG).

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Tettnang, Germany

Michael Kiefer