TRANSPERFECT
`
`City of New York, State of New York, County of New York
`
`I, Kayoko Imori, hereby certify that
`
`the Japanese Unexamined Patent Application
`
`Publication —— 863-240437” document is, to the best of my knowledge and belief, a true
`
`and accurate translation from Japanese to English
`
`Signature
`
`Sworn to before me this
`3'“1 day of October, 2014
`
`
`
`RYAN ALEXANDER DR"
`tar Public-State of New
`N° No. 010
`filed in NEW YORK COUx':
`Mggliimlsslon Expires MAY 21, 21.
`Stamp, Notary Public—
`
`THREE PARK AVENUE. 39TH FLOOR, NEW YORK, NY 10016 | T 212.689.5555 1 F 212.6891059 I WWW TRANSPERFECT COM
`
`TOYOTA Ex. 1120, page 1
`Toyota v. Hagenbuch
`IPR2013-00638
`
`

`

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`(19) Japan Patent Office (JP)
`
`(51) Int. Cl.4
`B 60 K 41/04
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`
`
`Japanese Unexamined Patent Application Publication S63-240437
`(1)
`
`
`
`Japanese Unexamined Patent Application Publication S63-240437 (1)
`
`(12) Japanese Unexamined Patent
`Application Publication (A)
`
`
`(11) Japanese Unexamined Patent
`Application Publication Number
`S63-240437
`(43) Publication date: October 6, 1988
`In-house file no.
`
` 8108-3D
`Request for examination: Not yet requested Number of claims: 1 (Total of 14 pages)
`
`Identification codes
`
`
`
`(54) (TITLE OF THE INVENTION) Drive output control method for vehicle
`
`
`Shigeru Terada
`Shinichiro Tanaka
`Shinichi Matsumoto
`Hidetoshi Shimizu
`Toyota Motor Corporation
`Patent attorney Tsutomu Adachi
`
`c/o Toyota Motor Corporation, 1 Toyota-cho, Toyota-shi, Aichi
`c/o Toyota Motor Corporation, 1 Toyota-cho, Toyota-shi, Aichi
`c/o Toyota Motor Corporation, 1 Toyota-cho, Toyota-shi, Aichi
`c/o Toyota Motor Corporation, 1 Toyota-cho, Toyota-shi, Aichi
`1 Toyota-cho, Toyota-shi, Aichi
`
`
`S61-263124
`(21) Patent application
`November 5, 1986
`(22) Application date
` Priority claim (32) November 7, 1986 (33) Japan (JP) (31) Patent application S61-948
`
`(72) Inventor
`(72) Inventor
`(72) Inventor
`(72) Inventor
`(71) Applicant
`(74) Agent
`
`
`
`
`
`
`
`SPECIFICATION
`
`
`1. TITLE OF THE INVENTION
`Drive output control method for vehicle
`2. SCOPE OF PATENT CLAIMS
` For a vehicle equipped with an automatic
`transmission that transmits engine output to drive
`wheels via stepped shifting gears, a control method for
`drive output
`that
`is output by said automatic
`transmission to the aforesaid drive wheels,
` Which drive output control method for vehicle is
`characterized in that the current driving force of the
`vehicle is computed from engine load and the current
`shifting gear position, and furthermore, estimated
`driving force for the vehicle is computed from the
`aforesaid engine load and the shifting gear position
`after shifting, and the output of the aforesaid engine is
`controlled in such a way as to eliminate the difference
`between the aforesaid current driving force and the
`estimated driving force.
`3. DETAILED DESCRIPTION OF THE INVENTION
`(FIELD OF INDUSTRIAL APPLICATION)
`
`This invention relates to a control method for vehicle
`driving output that controls the driving output before and
`after shifting an automatic transmission.
`(PRIOR ART)
`
`
`
`Fig. 12 shows an example of the kind of vehicle drive
`
`system that was used prior to now. Said system converts
`the output of engine EG to driving output of drive wheels
`via automatic
`transmission ATM. In
`this automatic
`transmission ATM, throttle pressure is controlled by
`throttle valve THVO according to the accelerator pedal
`ACP depression amount, or to explain this in more detail
`with reference to the shifting characteristics in Fig. 13, in
`order for control circuit COM to perform shifting by
`driving solenoid valves NO. 1, NO. 2 (S1, S2), the aperture
`of throttle valve THVA is detected by throttle position
`sensor THPS, and the vehicle speed is detected by speed
`sensor SS, which detects the rotation speed of the drive
`output shaft OPS of automatic transmission ATM. The
`aforesaid shifting characteristics in Fig. 13 have a staircase
`shape, with the upshift characteristics indicated by solid
`lines and the downshift characteristic indicated by dotted
`lines.
`in Japanese
`that set forth
`
`Technology such as
`Unexamined Patent Application Publication S58-174749,
`in which air intake by engine EG is limited when upshifting
`
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`TOYOTA Ex. 1120, page 2
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`automatic transmission ATM in order to counteract the
`energy emitted by the drivetrain and thereby reduce shift
`shock during said upshifting, has already been disclosed as
`a method of controlling driving output of the aforesaid
`automatic transmission ATM.
`
`Furthermore, as set forth in Japanese Unexamined
`Patent Application Publication S59-99046, technology has
`also been disclosed for controlling the throttle valve THVA
`that implements a valve speed corresponding to the rising
`response of the rotation speed of engine EG by controlling
`valve speed of throttle valve THVA, which adjusts output
`of engine EG, according to the shifting gear position and
`rate of change in the accelerator pedal ACP depression
`amount.
`(PROBLEM TO BE SOLVED BY THE INVENTION)
`
`However, each of the aforesaid prior-art technologies
`was unable to prevent shift shock produced by a stepwise
`decrease in drive output when upshifting or shift shock
`produced by a stepwise increase in drive output when
`downshifting of the kind shown in Fig. 14. Moreover, the
`aforesaid shift shock produced when downshifting
`produces a particularly large shock. In short, this is due to a
`combination of the fact that, when downshifting, a shock is
`generated if accelerator pedal ACP is depressed beyond the
`downshift line shown in Fig. 13 because the increase in the
`shifting gear ratio increases the driving torque, and engine
`EG output
`torque
`increases because
`the aforesaid
`accelerator pedal ACP has been depressed to a greater
`extent after shifting than before shifting.
`
`However, a problem is that it is not possible to make
`use of the stepwise increase in acceleration while shifting
`the automatic transmission. In short, if accelerator pedal
`ACP is depressed in 4th gear, for example, as shown in Fig.
`15, acceleration changes linearly until G1, but acceleration
`increases abruptly from G1 to G2 while shifting to 3rd gear,
`which renders it impossible to stably use the span between
`G1 and G2 as output, a problem that the aforesaid prior-art
`technologies were unable to solve. Another problem is that
`busy shift occurs as a result of the unstable acceleration
`fluctuation between said G1 and G2.
`
`Japanese Unexamined Patent Application Publication S63-240437
`(2)
`
`
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`Japanese Unexamined Patent Application Publication S63-240437 (2)
`
`
`(MEANS OF SOLVING THE PROBLEM)
`
`As shown in Fig. 1, this invention, which was devised
`to solve the aforesaid problems, uses the current shifting
`gear position (ai) and engine load (bi) to calculate the
`current driving force of the vehicle (ci), and upon receiving
`a shift request (di), calculates the engine output necessary
`to make the estimated vehicle drive force at said request
`shifting gear position (ei) identical to the aforesaid current
`driving force (fi), and then switches the shifting gear to the
`aforesaid requested shifting gear position and alters engine
`output to the results of the aforesaid calculation (gi).
`
`Here, the method of detecting the position of the
`shifting gear can be a method such as detecting the position
`of the shift lever of the automatic transmission, checking a
`flag in the computer that controls shifting of the automatic
`transmission, or detecting the operational status of the
`automatic transmission.
`
`Engine load refers to, e.g., the depression amount of
`the accelerator pedal, the aperture of the throttle valve, the
`measurement of air intake volume, etc.
`
`Current vehicle driving force is, e.g., a value found by
`estimating or calculating the vehicle driving force from
`engine load at the current shifting gear position.
`
`Determination of the shifting request status and the
`requested shifting gear position can be performed, e.g.,
`based on the position of the shift lever, or by having the
`computer that controls shifting detect the state in which a
`shift has been requested judging by the rotation speed of
`the engine, output, fuel consumption rate, driver request,
`etc.
`By granting hysteresis to the engine load used to
`
`determine an upshift and the engine load used to determine
`a downshift in performing the aforesaid judgment of the
`requested shift,
`it becomes possible
`to prevent
`the
`repetition of upshift and downshift with the same engine
`load as a boundary. For example, during shift judgment, a
`determination is made that the status is upshifting at an
`engine
`load smaller
`than
`the engine
`load when
`downshifting.
`
`Engine output at which the aforesaid current driving
`force becomes identical to the estimated vehicle driving
`force is achieved by controlling engine output in such a
`way that the current driving force prior to shifting becomes
`identical to the estimated driving force after shifting based
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`TOYOTA Ex. 1120, page 3
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`Japanese Unexamined Patent Application Publication S63-240437
`(3)
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`on a value calibrated according to the ratio of shifting
`gears.
`
`Control of engine output can be performed by
`adjusting, e.g., the air intake volume, ignition timing, fuel
`injection volume, etc. The engine output value, on the other
`hand, can be, e.g., detected by a torque sensor, or calculated
`from the engine rotation speed and air intake volume.
` Methods of controlling engine output to a target
`include, e.g., detecting the engine output torque or driving
`output torque of the automatic transmission and performing
`feedback control, or computing the air intake volume that
`would achieve the target engine output and driving the
`throttle valve to an aperture corresponding to said air intake
`volume.
`(ACTION)
`
`In this invention, engine output is controlled in such a
`way as to eliminate the difference between current driving
`force before shifting and estimated driving force after
`shifting. By thus controlling engine output based on engine
`load and the shifting ratio of the shifting gears before and
`after shifting, abrupt variation in acceleration is eliminated,
`reducing the shifting shock that occurs while shifting,
`resulting in smooth vehicle acceleration.
`(EMBODIMENTS)
`
`Next, several embodiments of this invention will be
`described. Fig. 2 is an outline structural diagram showing
`the structure of an engine in which an embodiment of the
`vehicle driving output control method in this invention is
`implemented, along with devices peripheral thereto, and
`Fig. 3 is a block diagram showing the electrical structure of
`the same. In the drawings, 10 is the engine, which engine
`10 is able to control output by controlling the operation of
`throttle valve 13 furnished in intake pipe 12 by means of
`throttle actuator 11. 20 is an automatic transmission, which
`automatic transmission 20 permits 4-gear shifting by means
`of two solenoid valves (NO. 1, NO. 2) 21a, 21b. Throttle
`actuator 11 and solenoid valves 21a, 21b are driven by
`signals from control circuit 30, and control circuit 30
`receives input of signals from sensors arrayed through the
`
`
`Japanese Unexamined Patent Application Publication S63-240437 (3)
`
`including automatic
`
`the vehicle
`
`various parts of
`transmission 20.
`
`These sensors are throttle position sensor 14, which
`detects the aperture of throttle valve 13 positioned in intake
`pipe 12 of engine 10, engine rotation speed sensor 15,
`which detects the rotation speed of engine 10, accelerator
`depression amount sensor 17, which detects the amount by
`which accelerator pedal 16 has been depressed, and vehicle
`speed sensor 23, which detects the rotation speed of output
`shaft 22 of automatic transmission, which is proportional to
`vehicle speed.
` Moreover, throttle position sensor 14 generates a
`signal proportional to the aperture of throttle valve 13, and
`accelerator depression amount sensor 17 generates a signal
`proportional to the amount by which accelerator pedal 16
`has been depressed. Engine rotation speed sensor 15
`generates a pulse signal whose frequency is proportional to
`the rotation speed of engine 10, and vehicle speed sensor
`23 generates a pulse signal whose frequency is proportional
`to the vehicle speed.
`
`The aforesaid control circuit 30 is constituted using a
`microcomputer, which microcomputer comprises a CPU
`31, ROM 32, RAM 33, input port 34 and output port 35
`mutually connected by means of a common bus 36. The
`aforesaid various kinds of sensors input signals to input
`port 34 via A/D converters 37a, 37b and pulse input parts
`38a, 38b. Throttle actuator driving part 39, which drives the
`throttle actuator, and solenoid valve driving parts 40a, 40b,
`which drive solenoid valves 21a, 21b, are connected to
`output port 35.
`A throttle aperture θth line of the kind shown in Fig. 4
`
`is stored in ROM 32 of the aforesaid microcomputer as the
`pattern serving to find engine driving torque (engine brake
`torque) Te from, e.g., engine rotation speed Ne and throttle
`valve aperture θth. Moreover, engine driving torque
`indicates the driving force generated by the engine
`according to the throttle aperture, while engine brake
`torque indicates the negative driving force generated by the
`engine according to the throttle aperture, i.e. brake force.
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`TOYOTA Ex. 1120, page 4
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`Next, the characteristic curve in Fig. 5 used for driving
`
`output control in embodiment 1 will be described. Fig. 5 is
`a curve that shows the relationship between throttle
`aperture θth and driving force (brake force) Fv for each of
`the currently usable shifting gear positions, e.g. 4th gear
`and 3rd gear, at fixed vehicle speed V based on the
`properties in the aforesaid Fig. 4. Moreover, brake force
`indicates negative driving force, which in this embodiment
`is defined as brake force Fb = –Fv. One example of a
`method for calculating said curve will be described using
`Fig. 4. Engine rotation speed line N4 in Fig. 4 indicates the
`rotation speed Ne at a designated (e.g. 40 km/h) vehicle
`speed in 4th gear, whereas engine rotation speed line N3
`indicates the rotation speed in 3rd gear. Thus, the throttle
`aperture θth and engine driving torque (engine brake
`torque) Te for each shifting gear position G are determined
`by the curve in Fig. 4. Accordingly, the curve in Fig. 5 was
`produced by using the following formula to calculate the
`vehicle’s driving force (brake force) Fv from engine
`driving torque Te:
`Fv = { ( Te × R ) / r } ( N )
`R: gear ratio
`
`
`
`
`r: radius of wheel
`
`
`
`
`By using this curve in Fig. 5 when controlling throttle
`aperture θth, which will be described below, it is possible
`to dictate to throttle actuator 11 the aperture of throttle
`valve 13 that will achieve the target driving force (brake
`force) for a designated shifting gear position G.
`
`Next, the principle of the controls in this embodiment
`will be described. In this embodiment, the maximum
`driving force Fvmax and maximum brake force Fbmax are
`found for all shifting gear positions G that can be used at
`the current vehicle speed V, and the interval between this
`Fvmax and Fbmax is determined according to accelerator
`pedal depression amount P% (0-100%). In short, as shown
`in Fig. 6, if it is possible to use 3rd gear and 4th gear at the
`current vehicle speed V, a curve B indicating accelerator
`pedal depression amount P% will be set according to a
`curve A indicating the span between the maximum driving
`force Fvmax at 3rd gear throttle aperture θth=100% and
`maximum brake force Fbmax at θth=0%. Setting this curve
`in this manner makes it possible to produce a designated
`value of driving or brake force between the maximum
`
`Japanese Unexamined Patent Application Publication S63-240437
`(4)
`
`
`
`Japanese Unexamined Patent Application Publication S63-240437 (4)
`
`driving force Fvmax and maximum brake force Fbmax that
`engine 10 is capable of producing at the current vehicle
`speed V according to the accelerator pedal depression
`amount P. In this case, the range of maximum driving force
`Fv4 and maximum brake force Fb4 at 4th gear indicated by
`fuel-efficient curve C is typically contained between the
`aforesaid Fvmax - Fbmax. Accordingly, between this span
`of accelerator pedal depression amount Pb4, which
`produces Fb4, and accelerator pedal depression amount
`Pv4, which produces Fv4, it is possible to use either 3rd
`gear or 4th gear. In addition, even if shifting is performed
`between two shifting gears, brake force Fb or driving force
`Fv can be made to remain the same after shifting. Next, an
`example of how to find the throttle aperture θth necessary
`to produce a driving force Fv or brake force Fb
`corresponding to accelerator pedal depression amount P
`from the aforesaid Fig. 6 will be indicated. For example, if
`accelerator pedal depression amount P is a designated
`depression amount Pva, driving force Fv will be defined as
`Fva according to curve B, and the throttle aperture in the
`case of 3rd gear corresponding to this driving force Fva
`will be defined as θtha3 according to curve A, whereas the
`throttle aperture in the case of 4th gear will be defined as
`θtha4 according to curve C.
`
`Next, an example of the operation is indicated in Fig.
`7. This Fig. 7 shows the accelerator pedal depression
`amount P, shifting gear position G, driving force Fv,
`acceleration α and throttle aperture θth for each gear
`position G at fixed vehicle speed V. In this Fig. 7, curve D
`is a curve of the relationship between accelerator pedal
`depression amount P and acceleration α and deceleration b
`at current vehicle speed V, curve E is a curve of the
`relationship between acceleration α and deceleration b and
`driving force Fv and brake force Fb, curve F is a curve of
`the relationship between driving force Fv and brake force
`Fb in 3rd gear and throttle aperture θth, curve G is a curve
`of the relationship between Fv and Fb in 4th gear and θth,
`curve H is a curve of the relationship between throttle
`aperture θth in 3rd gear and accelerator pedal depression
`amount P, and curve I is a curve of the relationship between
`θth and P in 4th gear.
`
`The x axis of the aforesaid curve E, as explained in
`relation to the aforesaid Fig. 6, shows the span between
`maximum driving force Fvmax and maximum brake force
`Fbmax at the current vehicle speed V. In contrast, the y
`axis of curve E shows the vehicle’s acceleration α and
`deceleration b corresponding to the aforesaid span between
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`TOYOTA Ex. 1120, page 5
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`Japanese Unexamined Patent Application Publication S63-240437
`(5)
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`Japanese Unexamined Patent Application Publication S63-240437 (5)
`
`
`Fvmax - Fbmax. This acceleration (α or b) was found from
`the driving force (brake force) Fv and the vehicle’s running
`resistance Rs, rolling resistance Rk, air resistance Ra and
`vehicle weight Wt, and can be calculated by the formula:
`Acceleration = { Fv – ( Rs + Rk + Ra ) } / Wt
`Accordingly, if acceleration α is zero, i.e. driving force Fv
`and ( Rs + Rk + Ra ) are balanced, this will be indicated in
`Fig. 7 by a relationship whereby accelerator pedal
`depression amount is Pvc, acceleration is αc, and driving
`force is Fvc.
`
`In FIG. 7, an acceleration αa, a drive force Fva, and
`throttle apertures θtha3 and θtha4 relative to a given
`accelerator pressing amount Pva are obtained using a
`method similar to the method for finding the throttle
`aperture θth from the accelerator pressing amount P in FIG.
`6.
`Next, FIG. 8 shows a logic of the present embodiment.
`
`In the logic of FIG. 8, first a current accelerator pressing
`amount Px (%) is calculated from the output of the
`accelerator pressing amount sensor 17 (process 50) and a
`calculated value Px is output to process 51, where the gear
`position and throttle aperture are determined. Next, a drive
`force F for a gear position G usable at a current vehicle
`speed V is calculated based on data from the vehicle speed
`sensor 23 using the engine drive torque characteristics map
`in FIG. 4 (process 52). Next, characteristics of a drive force
`Fv relative to the accelerator pressing amount P are
`configured as shown in FIG. 6 from a maximum drive force
`Fvmax of the drive force Fv calculated in process 52 and a
`maximum brake force Fbmax (process 53). Next, the
`characteristics map shown in FIG. 6 is set based on
`processes 52 and 53 (process 54). Accordingly, the
`accelerator pressing amount P, the gear position G, and a
`throttle aperture θth characteristics map relative to each G
`are set. The gear position G with the best fuel efficiency is
`selected based on the map set in process 54, the accelerator
`pressing amount P, and a fuel efficiency map 55 which is
`not shown in the drawings. The throttle aperture θth is
`obtained for this selected gear position G (process 51). The
`fuel efficiency map normally gives the highest gear
`position currently available. The gear position G obtained
`
`here is output to a drive process (process 56) of solenoid
`gear-shift valves 21a and 21b while the throttle aperture θth
`is simultaneously output to a drive process (process 57) of a
`throttle actuator 11.
`
`An example of control is described next relating to the
`accelerator pressing amount Px when driving at a certain
`vehicle speed V, e.g., 40 km/h, combining the process
`shown in FIG. 8 with the operations in FIG. 7. First, during
`normal driving, i.e., when the accelerator pressing amount
`Px is Pv0, which indicates zero, after returning the
`accelerator from the accelerator pressing amount Pvc
`(process 50), it is judged that the maximum brake force
`Fbmax is requested (process 53), and control is performed
`such that the throttle aperture θ is θth0, or zero, in third
`gear, which is where Fbmax is produced (processes 51, 54,
`56, 57). This state corresponds to the part indicated by
`coordinates (Pv0,θth0) in curve H. Next, the accelerator
`pressing amount Px is increased in the direction of the
`arrow K and when it reaches Pv1 (process 50), control is
`performed to increase the throttle aperture up to (Pv1,θth1)
`in the direction of the arrow J on curve H for third gear,
`since only the throttle aperture θth for third gear exists in
`the map obtained in process 54. Next, if the accelerator is
`pressed in direction of K up to accelerator pressing amount
`Pv2, the throttle apertures θth for third gear and the gear
`position G for fourth gear are obtained from the map in
`process 54. In other words at Pv2 the gear positions for
`other third or fourth gear can be selected and used.
`Ordinarily fourth gear would be selected in process 51 here,
`based on the fuel efficiency map 55. Accordingly, the
`throttle aperture is control so as to become zero, following
`curve I for fourth gear at Pv2. Next, once the accelerator
`pressing amount Px has increased along the direction of
`arrow K, the throttle aperture increases in the direction of
`the arrow L along curve I. Once it reaches Pv3 thereafter,
`the throttle aperture θth reaches 100% along curve I, so the
`gear position G for third gear on curve H (Pv4,θth4) at Pv4,
`which is beyond Pv3, and the throttle aperture θth move
`(processes 54, 51). Once the accelerator pressing amount P
`increases to 100%, which is Pv5
`
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`TOYOTA Ex. 1120, page 6
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`

`

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`Japanese Unexamined Patent Application Publication S63-240437
`(6)
`
`
`
`Japanese Unexamined Patent Application Publication S63-240437 (6)
`
`
`in direction K, the throttle aperture increases curve H in
`direction J until it reaches (pv5,θth5), which is 100%. As a
`result, the maximum drive force Fvmax at the current
`vehicle speed V is produced in this state.
`
`The above was an operation in a case in which
`the accelerator pressing amount Px is controlled so as to go
`from Pvc, which is normal driving, to Pv0 (0%), at which
`maximum deceleration is performed, and then from that
`state the accelerator pressing amount P is increased in
`direction K to Pv5 (100%) to accelerate. Note that by
`setting the logic in process 51 so as to move the point at
`which upshifting occurs in direction M from the point Pv3
`at which downshifting occurs and in the direction of the
`arrow N along curve H, hysteresis can be applied between
`the upshift and downshift points if the accelerator aperture
`Px can be maintained near Pv3 (Pv4), which can prevent
`busying shifting.
`
`Next, FIG. 9 shows a flow chart for a drive
`output control routine which achieves the above drive and
`logic. First, the current accelerator pressing amount Px
`(step 100) and vehicle speed V (step 110) are input. Next,
`the drive force (brake force) Fv at the currently usable gear
`position G is calculated (step 120) based on the vehicle
`speed V. Next, positive and negative maximums for the
`drive force Fv found here, i.e., maximum drive force
`Fvmax and maximum brake force Fbmax, are calculated
`(step 130). Next, mapping is performed so as to conform to
`the accelerator pressing amount P as shown in FIG. 6, and
`the drive force Fv between Fvmax and Fbmax is mapped
`by calculating the throttle apertures θth produced at each
`gear position G (step 140). Accordingly, a map is obtained
`in this step for the throttle aperture θth for each gear
`position G producing drive force corresponding to the
`accelerator pressing amount P. Next, the optimum gear
`position G corresponding to the current accelerator pressing
`amount P input in step 100, i.e., the gear position G which
`ordinarily has the best fuel efficiency, is decided, and the
`throttle aperture θth is calculated for this gear position G
`(step 150). Drive is performed for this gear position G and
`throttle aperture θth (step 160).
`
`present
`the
`executing
`by
`Accordingly,
`
`embodiment as indicated above, the maximum drive force
`Fvmax through the maximum brake force Fbmax which are
`available at the current vehicle speed V can be used across
`the entire range corresponding to the position of the
`accelerator pressing amount Px. Moreover, since the
`throttle aperture θth is controlled such that the drive force
`Fv around any gear shift is the same, there are no jarring
`shocks when changing gear before or after changing gears.
`Moreover, the drive force Fv and acceleration/deceleration
`α and b can be obtained in a linear fashion, which makes it
`possible to prevent the frequent gear shifting which was
`caused by the conventional inability to obtain a specific
`drive force or stable acceleration/deceleration state.
`
`The second embodiment is described next with
`reference to FIGS. 10 and 11. The present embodiment is
`realized with the device configuration shown in FIGS. 2
`and 3 and is substantially similar to the first embodiment,
`but shows a drive output control method for a case in which
`hysteresis is provided between upshifting and downshifting
`in process 51 in FIG. 8.
` When a drive output control routine shown in FIG. 10
`is launched, the same processes as in steps 100, 110, 120,
`and 130 in the first embodiment are performed in steps 200,
`210, 220, and 230. Next, A map indicating the drive force
`Fv corresponding to the accelerator pressing amount P at a
`given vehicle speed V and the characteristics of the throttle
`aperture θth for each gear position G as shown in FIG. 11 is
`set in the RAM 33 (step 240 in FIG. 10) based on the
`accelerator pressing amount Px, the vehicle speed V, and
`the drive force Fv, the maximum drive force Fvmax, and
`the maximum brake force Fbmax for each gear position G
`at the vehicle speed V where were input or calculated in
`steps 200 to 230 above. After setting the map (see FIG. 11),
`a target drive force Fox corresponding to the current
`accelerator pressing amount Px is calculated based on the
`drive force Fv-accelerator pressing amount line in the map
`(step 250).
`
`- 250 -
`
`TOYOTA Ex. 1120, page 7
`Toyota v. Hagenbuch
`IPR2013-00638
`
`

`

`
`
`
`
`Japanese Unexamined Patent Application Publication S63-240437
`(7)
`
`
`
`Japanese Unexamined Patent Application Publication S63-240437 (7)
`
`
`Next, a judgment is made based the map set in step 240 as
`to whether or not it is possible to output the target drive
`force Fox a higher gear position G than the current gear
`position G (step 260). Assuming for example that the
`current gear position G is third gear, this judgment is made
`based on whether or not the target drive force Fox is less
`than or equal to a target drive force Fodmax when
`downshifting corresponding to the maximum drive force in
`fourth gear in FIG. 11 and greater than or equal to a target
`drive force Fodmin corresponding to the minimum drive
`force in fourth gear.
`
`If the higher gear position G is judged as being
`unable to be used, a judgment is made as to whether or not
`the same gear position G as the current gear position G can
`be used (step 270). Assuming for example that the current
`gear position G is third gear, this judgment is made based
`on whether or not the target drive force Fox is between the
`maximum drive force F3max and the minimum drive force
`F3min in FIG. 11. If the current gear position G, too, is
`judged to be unusable, the highest usable gear position G is
`calculated based on the map set in step 240 (step 280). Next,
`the automatic transmission 20 is downshifted to the
`calculated gear position G the aperture of the throttle valve
`13, at which the downshifted drive force Fv and the target
`drive force Fox match, is calculated based on the map set in
`step 240, and the aperture of the throttle valve 13 is set to
`this aperture (step 290). Doing so makes it possible to make
`the drive force Fv after downshifting the target drive force
`Fox, which is the same as before downshifting, eliminating
`any jarring caused by a difference in drive forces when
`shifting gears.
`
`If it is judged in step 270 that the current gear
`position G can be used,
`the
`throttle aperture θth
`corresponding to the accelerator pressing amount Px at the
`current gear position G is calculated based on the map set
`target drive force Fox
`in step 240 such
`that
`the
`corresponding to the accelerator pressing amount P is
`output, and the aperture of the throttle valve 13 is set to the
`aperture thus calculated (step 300).
`
`On the other hand, if in step 260 the higher gear
`position G is judged as being usable, the target drive force
`Fox is compared with a target drive force Fou (see FIG. 11)
`
`which determines the upshifting of a lower value than the
`target drive force Fodmax when downshifting at a higher
`gear position G (step 310). If the comparison shows that
`Fox < Fou, the automatic transmission 20 is upshifted to the
`higher gear position G and the output of the engine after
`upshifting is controlled so as to match the target drive force
`Fox (step 320). This allows the higher gear position G,
`which has ordinarily good fuel efficiency, to be used. On
`the other hand, if the target drive force Fox is judged not to
`be smaller than the target drive force Fou which determines
`upshifting, control
`is not moved
`to
`the upshifting
`performed in step 320, and the current gear position G is
`maintained (step 300). Shift hunting can be prevented by
`maintaining the gear position G.
`is
`the above
`
`An example of operation of
`described next, following the fourth and third gear drive
`force Fv-throttle aperture θth line in FIG. 11.
`
`(i) When driving in fourth gear at a given vehicle
`speed V and the accelerator pressing amount P is increased,
`the throttle aperture θth corresponding to the target drive
`force Fox is increased in the direction of the arrow O, and a
`100% throttle aperture corresponding to the target drive
`force Fodmax for downshifting from fourth gear to third
`gear at the accelerator pressing amount Pd is reached, the
`automatic transmission 20 shifts from fourth gear to third
`gear and the throttle aperture of the engine 10 decreases in
`direction P.
`
`(ii) If the accelerator pressing amount Px after
`shifting at the target drive force Fodmax increases above Pd,
`the throttle aperture increases in direction Q.
`
`(iii) When the accelerator pressing amount P is
`decreased in direction R and the throttle aperture θth
`target drive force Fou which
`corresponding
`to
`the
`determines upshifting from third gear to fourth gear at the
`acc