in fig1 is shown a schematic representation of a power train with an electronic transmission control 4 . torque is generally transferred by way of a motor 1 , usually an internal combustion engine , to a clutch 2 , which forwards this torque to an automatic variable speed transmission 3 . the variable speed transmission 3 has the task of converting the engine torque and transferring it to an axle drive , making it possible to idle the engine with the vehicle standing still and making it possible to reverse the direction of rotation for driving in reverse . the design , according to the propulsion technology of the variable speed transmission 3 , which includes a transmission output shaft , the axle drive , axle driving shafts and vehicle wheels , is known to the persons skilled in the art and is not depicted in detail herein . in an automatically shifting transmission 3 , the planetary gears contained therein , as well as the multiple disk clutches and gear brakes , are shifted by way of magnetic valves 5 . the magnetic values 5 are controlled by the electronic transmission control 4 , which receives shift and sensor signals . these signals may include , for example , a gear selector lever position 6 , where the desired driving direction and an eventual limited number of available gears is determined . a further signal 7 for the electronic transmission control is derived from the position of a program switch , with which a sport program , a winter program or manual shifting can be chosen . in addition , the transmission control takes into consideration a signal 8 of a kickdown switch , with which high vehicle speed , desired by the driver , is signaled . a further input variable is a transmission oil temperature 9 . if it exceeds a specific critical value , then the shifting is carried out only at a higher engine rotational speed , whereby the amount of recycled oil is increased . an example of a shifting sequence controlled by the electronic transmission control 4 can be seen in fig2 . in fig2 are depicted transmission output characteristics , plotted in a coordinate system with an abscissa as transmission output rotational speed n g and an ordinate as transmission output torque m g . also plotted in fig2 are three characteristic curves , which are identified with x , x - 1 and x - 2 . they represent the attainable torque depending upon the rotational speed of a selected gear x , x - 1 and x - 2 . in fig2 , the gear x is the gear with the highest gear ratio level . the gear x - 1 is a gear that is lower than the gear x by one or several levels . similarly , the gear x - 2 is a gear that is lower than the gear x - 1 by one or several levels . in the relatively low gear x - 2 shown herein , a high torque is attained within an initial rotational speed range of the transmission , which diminishes with increasing rotational speed . the characteristic curve for the gear x - 1 runs mainly along the characteristic curve of the gear x - 2 where , instead a low torque can be reached , while the available rotational speed range is greater than with the gear x - 2 . the gear x - 1 can be operated at even higher rotational speeds than the gear x - 2 . the gear x is the highest gear represented in fig2 , where a relatively low torque is achieved . in contrast with the gears x - 1 and x - 2 , a very high rotational speed can be attained with the gear x . if the transmission in the gear x is operated with a rotational speed corresponding to the point a , and if the transmission control shows that acceleration is required , the gear x - 2 is engaged from the operating point a to the operating point b . in the gear x - 2 , higher torque and thus higher acceleration can be reached , however , while a practical increase of the rotational speeds is considerably limited due to the dropping curve progression . the maximum allowable rotational speed is reached at point c in the gear x - 2 so that a higher gear , in this case x - 1 , must be engaged at the latest at point c . this is represented with the connecting line from c to d in fig2 , where d is a point on the characteristic curve , which belongs to the gear x - 1 . in this way , the shifting is carried out from an operating point a to the operating point d , via the operating points b and c . when a higher acceleration is requested , the gear x - 2 engages eventually for only one or two seconds , when seen in retrospect it should not have been necessary to engage the gear x - 2 . for this reason , the theoretically possible and temporarily “ correct ” gear x - 2 is not engaged when there is a higher acceleration , but the gear x - 1 is engaged , which is at a higher level . with this , the detour , via the operating points b and c , is avoided so that a shift can be made directly from the operating point a to the operating point d . with this comes only a very short - term tractional force interruption , since only one shifting procedure is carried out . in fig2 , it can be seen that an increase of the torque occurs within a limited range from the operating point d with increasing rotational speed so that , in a first approximation , an increase of the vehicle acceleration takes place . when there is a request for a high vehicle acceleration , shifting occurs from the operating point a to the operating point d , which has a low rotational speed . the transmission , according to the invention , is controlled differently , instead when only a low acceleration is requested . with a low acceleration , it cannot be expected that the maximum rotational speed will be reached directly after shifting into a lower gear and an upshift into a higher gear must take place . with a low acceleration a gear is thus selected that is operated with a high rotational speed . the selection of the gears depending upon the vehicle acceleration , as described above , can lead in specific situations to unsatisfactory results . if the acceleration is zero or if it is even negative ( for example , during braking ), there is initially no indication that a higher or lower gear should be engaged . with an engaged gear x , if the operating point a is displaced to the operating point e , it is possible that the rotational speed from the operating point e to the operating point a increases with a subsequent slight acceleration before a downshift can take place . this is mainly caused by the fact that the full torque has still not been reached at the operating point e . in such a situation , a maximum possible vehicle acceleration at maximum torque can be determined according to the invention , where the target rotational speed with the corresponding gear can be derived therefrom . a further enhancement of the adaptation interface can be achieved by way of a consideration of further parameters . to these belong the vehicle mass . with an unloaded or only partially loaded vehicle a target rotational speed can be predetermined that is different than with a fully loaded vehicle . the driving resistance can , likewise , be taken into consideration by the control . with regard to the driving resistance , the road resistance , the climbing resistance and the air resistance should be mentioned . the target rotational speed can be adapted depending on the height of this resistance , taking into consideration the vehicle acceleration .