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

Robert Boschgmbh

Zahnradfabrik Friedrichshafen, Ag.

Willi Seidel

Joseph Petersmann

Heinz Stehle

Werner Mollers

Gerhard Eschrich

Wolfgang Runge

Wolf-Dieter Gruhle

Patric Lardy

Peter Wendel

Thomas Wehr

Ronald Schwamm

Thomas Foeldi

Ludwig Hamm

Uwe Froschke

Ulrich Sauter

Ulrich Maier

Stephan Pelters

Roland Ehniss

Roland Ebner

Udo Hickmann

Klaus Skabrond

Udo Judaschke

Friedrich-Wilhelm Kaiser

Josef Petersmann

Gerhard Heid

Method of controlling front or rear spoilers in which at least the rotational speed, the engine torque, the temperature and the standing time (t) 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.

Process for controlling front or rear spoilers

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as soon as one of the referenced conditions, which causes a return to the automatic operating mode to be suppressed, is no longer in effect.

Apparatus and method for controlling an automatic transmission

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

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.

Process and apparatus for controlling a continuously variable speed

Method for controlling kickdown while braking and as a function of

Method for control of an automatic transmission of a motor vehicle

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.

Control process and control arrangement for a continuously variable

Method for controlling a continuously variable transmission of a motor

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. For a continuous transmission, which has several characteristic control curves, the displacement of the ratio is carried out by a change of the characteristic control curve according to the ratio.

Method and an arrangement for controlling an automatic transmission

Method for controlling an infinitely variable motor vehicle transmission

Method for controlling an automatically operated motor vehicle

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

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.

Process for controlling the actuating pressure in a control element of

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).

Method and apparatus for controlling an automatically shifting

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Eberdingen-Hochdorf, Germany

Willi Seidel