Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Werner Mollers

Willi Seidel

Joseph Petersmann

Heinz Stehle

Uwe Froschke

Udo Hickmann

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. In addition, from the operating parameters of the vehicle, but at least from a throttle signal value, as described in DE-OS 39 22 051, a parameter called driving activity SK(t) is obtained which evaluates the driving style of the driver or his behavior as a function of traffic situations relative to the control of the motor vehicle. The preset gear ratios are combined in groups. Depending on the driving activity SK(t) which has been determined, a group is selected. With higher driving activity SK(t), groups are selected in which the gear ratios are spread more widely and the number of gear ratios is greater. For less driving activity, SK(t) groups are selected whose spread is less and in which the number of gear ratios is smaller.

Method of controlling a continuously variable transmission automatically

Method for controlling an infinitely variable motor vehicle transmission

Method for automatic control of an RPM-changing engaging device of a

For adjusting the relative rotating position of a camshaft of a reciprocating engine with respect to a second camshaft, a tensioning arrangement of the chain which winds around both camshafts is displaced transversely to the chain. The tensioning arrangement includes two hydraulic pistons which can be moved in mutually opposite directions, are braced with respect to one another by a helical spring and, for the adjusting, can be alternately acted upon by hydraulic pressure. The adjusting force acting upon the hydraulic pistons counteracts the spring force applied to the hydraulic pistons.

Arrangement for adjusting the relative rotating position of a camshaft

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Wiernsheim, Germany

Werner Mollers