ta
`
`TRANSPERFECT
`
`City of New York, State of New York, County of New York
`
`I, Kayoko lmori, hereby certify that the “Japanese Unexamined Patent Application
`
`Publication ‘ H01-279150” 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'd day of October, 2014
`
`
`
`Stamp, Notary Public
`
`THREE PARK AVENUE‘ 39TH FLOOR, NEW YORK, NY 10016 I T ?12 6895555 I F 212.689.1059 l WWW.TRANSPERFECT.COM
`
`TOYOTA Ex. 1122, page 1
`Toyota v. Hagenbuch
`IPR2013-00638
`
`

`

`
`
`
`
`
`
`
`(51) Int. Cl.4
`
`F16 5/66
`
`
`(19) Japan Patent Office (JP)
`(12) Japanese Unexamined Patent
`Application Publication (A)
`Identification codes
`JPO file numbers
`
`(11) Japanese Unexamined Patent
`Application Publication Number
`H01-279150
`
`(43) Publication date 9 Nov 1989
`
`
`101
`
`
`
`
`
`7331-3J
`
`
`Request for examination Not yet requested Number of inventions 3 (Total of 13 pages)
`
`(54) Title of the invention
`
`
`(72) Inventor
`
`(72) Inventor
`
`(72) Inventor
`
`(72) Inventor
`
`(71) Applicant
`(74) Agent
`
`NAME OF INVENTION
`(21) Japanese Patent Application
`(22) Date of Application
`MATSUOKA Toshihiro
`
`TOYAMA Kaoru
`
`NOBUMOTO Kazutoshi
`
`NISHIMURA Shigemochi
`
`Mazda Corp.
`Patent attorney, NAKAMURA Minoru
`
`
`
`
`
`
`
`
`S63-105940
`28 April 1988
`c/o Mazda Corp., 3-1 Shinchi, Fuchu-cho, Aki-gun,
`Hiroshima
`c/o Mazda Corp., 3-1 Shinchi, Fuchu-cho, Aki-gun,
`Hiroshima
`c/o Mazda Corp., 3-1 Shinchi, Fuchu-cho, Aki-gun,
`Hiroshima
`c/o Mazda Corp., 3-1 Shinchi, Fuchu-cho, Aki-gun,
`Hiroshima
`3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima
`and 4 others
`
`apparatus based on the vehicle velocity and the engine
`loading.
`Claim 2
`A control device of automatic transmission apparatus
`wherein transmission control is performed selecting a
`predetermined first transmission pattern in response to at
`least the vehicle velocity and the engine load, in addition to
`the selection of a second transmission pattern with settings
`distinct from said first transmission pattern, when specific
`driving conditions are detected, so as
`to
`limit
`the
`transmission operations, characterized by releasing the
`transmission control based on said second pattern when the
`operation of a fixed velocity device is initiated, or when a
`fixed velocity device is in operation.
`Claim 3
`The control device of an automatic transmission apparatus
`as claimed in claim 1, characterized by releasing the
`transmission control based on said second pattern when the
`operation of a fixed velocity device is initiated, or when a
`fixed
`velocity
`device
`is
`in
`operation.
`
`SPECIFICATION
`1. TITLE OF THE INVENTION
`
`A CONTROL DEVICE OF AN AUTOMATIC
`TRANSMISSION APPARATUS
`2. SCOPE OF PATENT CLAIMS
`Claim 1
`A control device for automatic transmission apparatus
`wherein transmission control is performed selecting a
`predetermined first transmission pattern in response to at
`least the vehicle velocity and the engine load, in addition to
`the selection of a second transmission pattern with settings
`distinct from said first transmission pattern, when specific
`driving conditions are detected, so as
`to
`limit
`the
`transmission operations, characterized by control being
`exercised so as
`to implement shift up
`transmission
`operation of the automatic transmission apparatus in
`transmission operation of
`the automatic
`transmission
`apparatus in said second transmission pattern based solely
`on the vehicle velocity, and to implement shift down
`transmission operation of said automatic transmission
`
`
`
`
`- 365 -
`
`TOYOTA Ex. 1122, page 2
`Toyota v. Hagenbuch
`IPR2013-00638
`
`

`

`
`
`Japanese Unexamined Patent Application Publication H01-279150
`(2)
`
`
`Japanese Unexamined Patent Application Publication H01-279150 (2)
`
`
`3. DETAILED DESCRIPTION OF THE INVENTION
`FIELD OF INDUSTRIAL APPLICATION
`The present invention relates to a control device of an
`automatic transmission apparatus, in particular, to a control
`device of an automatic transmission apparatus enabling
`appropriate transmission control when specific driving
`conditions of a vehicle occur, for example, a winding road
`driving state or a high altitude driving state.
`Prior art
`In the control of an automatic transmission apparatus, it is
`known to provide specific transmission patterns, and to
`select the transmission patterns in accordance with the
`drive state of the vehicle, and to perform transmission
`control in accordance with the selected transmission
`patterns.
`For example, there are two transmission patterns provided,
`namely economy mode, which emphasises fuel economy,
`and the power mode which generates transmission more on
`the high-speed side than the economy mode because a
`smart driving feeling is emphasised, and it is known for
`vehicles to be provided with an automatic transmission
`apparatus enabling
`the selection of either of
`the
`transmission patterns wherein the driver operates a manual
`switch there between.
`Said transmission patterns, are generally recorded as a map,
`and said map enables the determination of the transmission
`gear by means of a transmission line which is the
`relationship between the engine load and the vehicle
`velocity, moreover, it is configured such that when the
`vehicle velocity is fixed, there is a downshift in tandem
`with an elevation of the engine loading, or a shift-up when
`the vehicle velocity increases with a fixed engine load.
`Moreover, there is the disclosure in Japanese laid open
`unexamined utility model publication S61-154126 of a
`control device of an automatic transmission apparatus
`which enables the modification of the transmission line of
`the transmission patterns to the high-speed side when the
`vehicle is driven on winding roads. By means of this
`control device of an automatic transmission apparatus,
`because driving can be performed on the relatively low
`velocity side, a preferred smart driving feeling is enabled in
`driving on winding roads.
`Moreover, because the engine power is reduced in high
`altitude driving, in the same manner, it is known to provide
`a control device of automatic transmission apparatus using
`transmission gears on a relatively low velocity side by
`means of modification of the transmission line of the
`transmission patterns to the high velocity side.
`Problems to be solved by the invention
`
`
`
`However, there are various embodiments with the specific
`driving conditions in driving on winding roads, or when
`driving at high altitude, and
`the problem
`is
`the
`determination of when to exit from the specific driving
`state and the like appropriately. In the disclosure of the
`earlier mentioned Japanese laid open unexamined utility
`model publication S61-154126, the transmission operations
`are performed according to winding road driving, even if
`there is an exit from the winding road driving, and
`conversely, there is the possibility of modification of the
`transmission patterns irrespective of being in the winding
`road driving condition, moreover, there are times when it is
`difficult perform shifting down, and when it is not possible
`to respond appropriately or quickly to a demand for
`acceleration, even when the driver presses the accelerator
`pedal in a demand for acceleration, and there is room for
`further improvement.
`In particular, when the vehicle is driven on specific road
`driving conditions which are different than the normally
`driven roads, such as roads where there are sequential
`curves such as winding roads or high altitude roads,
`appropriate transmission operations are needed for the
`release of specific driving control from winding road
`driving control or high altitude driving control and the like
`when there is a determination for appropriate and rapid exit
`of the vehicle from said specific driving road conditions
`and the like.
`Furthermore, in the case of the vehicles driving on the
`specific road driving conditions described above, for
`example, winding roads or high altitude roads, it is
`important to enable smooth and rapid response in respect of
`the drivers demand for acceleration, even when specific
`control is being performed either in the winding road
`driving control or the high altitude driving control and the
`like, just as on normally driven roads.
`The present invention was enabled in consideration of these
`circumstances, and has as its object the provision of a
`control device of
`transmission apparatus enabling
`acceleration of the vehicle in a smooth and rapid response
`to the drivers demand for acceleration on specific road
`driving conditions, even if the appropriate driving control
`for said driving conditions is in operation.
`The present invention, additionally enables an appropriate
`determination for exit from said road driving conditions,
`when the vehicle exits from said specific road driving
`conditions, and has as its object the provision of a control
`device of automatic transmission apparatus which enables
`the smooth and secure release from the specific driving
`control of winding road driving control or high altitude
`driving
`control.
`
`- 366 -
`
`
`TOYOTA Ex. 1122, page 3
`Toyota v. Hagenbuch
`IPR2013-00638
`
`

`

`
`
`Japanese Unexamined Patent Application Publication H01-279150
`(3)
`
`
`Japanese Unexamined Patent Application Publication H01-279150 (3)
`
`
`Summary of the invention
`To achieve the objectives described above, the
`present invention configures a control device for automatic
`transmission apparatus wherein transmission control is
`performed selecting a predetermined first transmission
`pattern in response to at least the vehicle velocity and the
`engine load, in addition to the selection of a second
`transmission pattern with settings distinct from said first
`transmission pattern when specific driving conditions are
`detected, so as to limit the transmission operations,
`characterized by control being exercised so as to implement
`shift-up
`transmission operation of
`the
`automatic
`transmission apparatus in transmission operation of the
`automatic
`transmission
`apparatus
`in
`said
`second
`transmission pattern based solely on the vehicle velocity,
`and to implement shift down transmission operation of said
`automatic transmission apparatus based on vehicle velocity
`and engine loading.
`The second objective of the present invention is
`achieved by configuring a control device of automatic
`transmission apparatus wherein transmission control is
`performed selecting a predetermined first transmission
`pattern in response to at least the vehicle velocity and the
`engine load, in addition to the selection of a second
`transmission pattern with settings distinct from said first
`transmission pattern when specific driving conditions are
`detected, so as to limit the transmission operations,
`characterized by releasing the transmission control based
`on said second pattern when the operation of a fixed
`velocity device is initiated, or when a fixed velocity device
`is in operation.
`In the present invention, the control device
`provides a second transmission pattern which is set distinct
`from the first transmission patterns so as to control the
`transmission operations, such that, for example, there is a
`first transmission pattern for use in running in an economy
`mode or power mode in driving on normal roads, and by
`setting a specific value for the engine loading and the like
`for the shift up determination, there may be a transmission
`pattern correcting the decision on the transmission gear,
`based on just the vehicle velocity, as well as a transmission
`line not influenced by the engine loading in the shift up
`determination, in other words, transmission patterns
`specifically setting a determination of the transmission gear
`based only on the vehicle velocity.
`
`
`Now, the engine loading mentioned above, other
`than being an engine loading detected based on the amount
`of accelerator pressure, the air suction pressure, or the
`degree of throttle aperture, may also include said amount of
`accelerator pressure, the air suction pressure or the degree
`of the throttle aperture.
`Moreover, in respect of the selection of the
`second transmission pattern, for example, in the case of
`winding road driving control, the factors in driving such as
`road conditions like downhill slopes, uphill slopes, or the
`steering wheel steering angle, the vehicle velocity and the
`amount of operation of the accelerator, moreover, on the
`occasion of selection of high altitude driving pattern, for
`example, the elements of the detected values of the
`atmospheric pressure sensor are used in that determination.
`Effects
`
`in
`invention,
`the present
`By means of
`consideration of specific determination conditions, specific
`driving conditions, for example, when winding road driving
`conditions or high altitude driving conditions are detected
`such as generated by driving on winding roads or at high
`altitude, the control device of the automatic transmission
`apparatus selects a specific second transmission pattern, for
`example, a winding road driving control patter or a high
`altitude driving control pattern.
`When said specific second transmission patterns
`and the like are selected, because the shift-up transmission
`operation of the automatic transmission apparatus is
`controlled based only on the vehicle velocity, so that the
`transmission operations can be controlled by said second
`transmission pattern, the engine loading has no impact, and
`therefore, there is no shifting-up as long as the vehicle
`velocity does not increase even if the accelerator pedal is
`pressed, and the vehicle runs in a relatively low gear, in
`addition to enabling a smart driving feeling.
`On the other hand, so that the shift down
`transmission operation of
`the automatic
`transmission
`apparatus performs the transmission operation in tandem
`with the engine loading, because it is controlled so as to be
`performed based on the vehicle velocity and the engine
`loading, when the engine loading increases as a result of
`the pressure on the accelerator pedal, the automatic
`transmission apparatus shifts down, and a swift response to
`the drivers demand for acceleration as well as the
`celebration
`of
`the
`vehicle
`are
`enabled.
`
`- 367 -
`
`
`TOYOTA Ex. 1122, page 4
`Toyota v. Hagenbuch
`IPR2013-00638
`
`

`

`
`
`Japanese Unexamined Patent Application Publication H01-279150
`(4)
`
`
`Japanese Unexamined Patent Application Publication H01-279150 (4)
`
`
`Moreover, when the driver switches the fixed
`velocity driving device ON, in other words, when there is
`an operation in order to initiate the fixed velocity driving
`control, when the operation of the fixed velocity device is
`initiated, or when the fixed velocity driving device
`operates, if said control device has already exited from
`specific road driving, for example, winding roads or high
`altitude driving, there is control by means of this specific
`second transmission pattern, for example, release of the
`winding road driving control or the high altitude driving
`control, and driving control is performed by means of the
`fixed velocity driving device. By this means, the decision
`of the driver, enabling the detection or prediction of the
`state of the road being run an appropriate and rapid manner,
`such that the determination of the exit from the specific
`road driving can be availed of, or alternatively the will of
`the driver can be reflected in the specific driving control
`and the like, and secure and smooth release of the specific
`driving control is enabled in enabling the transition to fixed
`velocity driving.
`Embodiments
`Hereafter, embodiments of the present invention
`are explained while referring to the drawings.
`Figure 1 shows a schematic drawing of the power unit of a
`vehicle including the control device of an automatic
`transmission apparatus, the engine 1 is connected to the
`automatic transmission apparatus 4 comprised of the torque
`converter device 2 and the transmission apparatus 3. The
`power axis 5 of the automatic transmission apparatus 4 is
`connected to the wheels of the vehicle (not illustrated in the
`figures) via the propeller shaft 6a and the universal
`coupling 6.
`The air suction device 7 provides a throttle valve
`8 controlling the amount of air sucked-in in response to the
`operation of the accelerator pedal (not illustrated in the
`figures), this throttle valve 8 is driven by the throttle
`actuator 8a.
`The transmission apparatus 3 is provided with an
`oil pressure mechanism, and the appropriate transmission
`gear can be derived automatically by means of control
`switching-over of
`the oil pressure
`induction
`route
`appropriately using the oil pressure mechanism. The oil
`pressure route of the oil pressure mechanism of this
`transmission apparatus 3
`incorporates
`therein plural
`solenoid valves 9a for use in transmission, and solenoid
`valves 9b for use in lock-up, such that switchover is
`enabled by means of the operation of the solenoid valve 9.
`The control device of the automatic transmission
`of this embodiment has a configuration incorporating a
`
`
`microcomputer in order to control the throttle actuator 8a of
`the throttle valve 8, and the throttle solenoid 9, and
`provides the control unit 10.
`The control unit 10 enables the input of the signals from the
`accelerator foot pressure amount sensor 11, detecting the
`accelerator foot pressure amount, the vehicle velocity
`sensor 12, detecting the vehicle velocity, the steerage angle
`sensor 13, detecting the steered angle of the steering wheel,
`the gear position sensor 14, detecting the gear shifted
`position of the transmission apparatus 3, the mode selection
`switch 15, in order to select the transmission patterns mode,
`and the brake switch 16, detecting the pressure on the brake
`pedal. Now, the gear position sensor 14 records the ON and
`OFF of the solenoid valve 9a for use in transmission, and
`by establishing
`this combination,
`the gear position
`information can be input to the control unit 10.
`Next, based on the signals from the sensors 11~14
`described above, and the switches 15 and 16, signals are
`output to the throttle actuator 8a which not only controls
`the degree of opening of the throttle valve 8, the solenoid
`valve 9a for use in transmission is controlled to enable the
`setting of an appropriate gear level.
`In this situation, the control unit 10 records a map of the
`two preset first transmission patterns of the power mode
`emphasising the driving which is illustrated in figure 3, or
`the economy mode which emphasises fuel economy and is
`illustrated in figure 2, either of these two patterns may be
`selected by means of a signal from the switch 15, and
`according to the signals from the vehicle velocity sensor 12
`and the accelerator foot pressure amount sensor 11, the
`transmission gear level can be derived based on the
`transmission line of the selected pattern, such that the
`transmission control signal is output to the transmission
`solenoid valve 9a.
`the
`Hereafter,
`embodiment is explained.
`In the control of this embodiment, the vehicle is
`driven on a downward slope, and whether the vehicle is in
`the accelerating state or the decelerating state, and when the
`steerage is greater than a specific amount, and the vehicle
`velocity is greater than a specific amount, a determination
`is made that the vehicle is on a winding road, and the
`transmission control of winding road driving is performed.
`On referring to figures 4A ~ 4D, the control unit
`10 reads in the accelerator foot pressure amount α from the
`signal from the earlier described accelerator foot pressure
`amount sensor 11, and the vehicle velocity V signal from
`the
`vehicle
`velocity
`sensor
`12
`(S1,
`S2).
`
`transmission control of
`
`this
`
`- 368 -
`
`
`TOYOTA Ex. 1122, page 5
`Toyota v. Hagenbuch
`IPR2013-00638
`
`

`

`
`
`Japanese Unexamined Patent Application Publication H01-279150
`(5)
`
`
`Japanese Unexamined Patent Application Publication H01-279150 (5)
`
`
`is
`the vehicle acceleration (dV/dT),
`Then,
`computed from the variation of the vehicle velocity V (S3).
`Next, the brake signal BR from the breaks switch
`16 indicating whether the brake has been pressed or not is
`read in (S4). Moreover, the mode signal M from the mode
`selection switch, and the steerage angle signal from the
`steerage angle sensor 13 are both read-in (S5, S6).
`Next, the control unit 10 determines the value of winding
`road flag WF showing whether the vehicle is driving
`selecting the winding road driving transmission pattern or
`not (S7).
`
`The winding road flag WF is 1 when the winding
`road driving transmission patterns has been selected, and is
`0 when driving in accordance with the normal first
`transmission pattern.
`In step S7, when the determination is NO, in
`other words, when driving according to the normal first
`transmission pattern, the control unit 10 next determines
`whether the accelerator foot pressure amount α is greater
`than a specific value α1 or not, and whether the brake is on
`or not by means of the brake signal BR (S8, S9).
`Then, when the determination of the steps S8 and
`S9 described above are both NO, the control unit 10
`determines whether the acceleration pedal foot pressure
`amount α is less than, for example, 3% of the specific value
`α0, in other words that the accelerator pedal is effectively
`not pressed (S10).
`When the accelerator foot pressure amount α is
`less than the specific value α0, in other words, when a
`determination is made that the accelerator is not pressed,
`the control unit 10 makes a determination as to whether the
`vehicle is being driven on a downward slope or not, in the
`determination of the value of the inclined road flag F (S11,
`S12), and the downward slope driving determination
`described below is performed. However, in general, when
`the driver determines that the vehicle is entering into a state
`of driving a downward slope in driving on normal roads,
`the foot is lifted from the accelerator pedal, in other words,
`the accelerator pedal is released, but because the timing of
`release of the accelerator pedal varies slightly depending on
`the driver, there are times when there is variation in the
`vehicle velocity thereafter, as illustrated in figure 5, the
`
`
`inventors discovered that there are times when there is a
`one-off reduction in velocity as a result of the release of the
`accelerator, followed by acceleration as a result of the
`downward slope of the road being driven (characteristics
`line a), and times when the release of the accelerator pedal
`is slightly delayed, there is no reduction in velocity is result
`of the inertia of the vehicle because of the release of the
`accelerator on entering the downward slope driving, and
`thereafter there is acceleration as a result of the downward
`slope of the road being driven (characteristics line b). These
`findings are
`incorporated
`in
`the downward slope
`embodiment, and the specific conditions are determined as
`described below, and the variation in the velocity after the
`release of accelerator as illustrated by the characteristics
`line a, or when there is detection of the variation in velocity
`as illustrated by the characteristics line b described above, a
`determination is made that the vehicle is in a downward
`slope driving condition.
`The inclined road flag F is set to 0 when the
`vehicle is not in a downward slope driving state, and is set
`to 2 when in the downward slope driving state. Moreover,
`when the inclined road flag F = 1, there is a possibility that
`the vehicle is entering into the downward slope driving
`state, but is a state where the determination has not been
`made that the vehicle is in a downward slope driving state,
`in other words, this shows the detection of a reduction in
`vehicle velocity state after release of the accelerator by the
`control unit 10.
`When the vehicle is being driven on a normal
`road which is not the downward sloping driving condition,
`for example, when being driven on a flat road, because the
`inclined road flag F = 0, the determination in each of S11
`and S12 is NO, and the control unit 10 next makes a
`determination of whether the acceleration of the chassis
`(dV/dT) is negative or not (S13).
`When being driven on a normal road with the inclined road
`flag F = 0 as described above, when the vehicle enters into
`a downward slope, because
`the driver releases
`the
`accelerator just before that, there is a slight vehicle
`deceleration generated (refer to characteristics line a of
`figure 5). In other words, the determination of the step S13
`described
`above
`is
`YES.
`
`- 369 -
`
`
`TOYOTA Ex. 1122, page 6
`Toyota v. Hagenbuch
`IPR2013-00638
`
`

`

`
`
`Japanese Unexamined Patent Application Publication H01-279150
`(6)
`
`
`Japanese Unexamined Patent Application Publication H01-279150 (6)
`
`
`the chassis
`the acceleration of
`Then when
`(dV/dT) is negative, when there is confirmation that the
`state continues for a fixed period in steps S14 ~ S18, then
`the inclined road flag F= 1 is set. Then, when next
`performed, because the determination in step S12 is YES,
`the control unit 10 next makes a determination as to
`whether the acceleration (dV/dT) is positive or not (S19).
`This determines whether there was the generation of
`deceleration by means of the release of the accelerator
`pedal just before the inclined road, or because of the
`downward slope angle of the road being driven thereafter,
`caused the inertial force of the chassis caused the
`acceleration (dV/dT) to be positive, and this is in order to
`determine whether there is a driving state on a downward
`slope or not. After checking in steps S20 ~ S23 as to other
`this acceleration state continues for a fixed period, a
`determination is made that it is downward slope and the
`inclined road flag F = 2 is set (S24).
`slope determination
`Now,
`the downward
`procedure described above may apply, and be applied to the
`variations of the case shown in the characteristics line a for
`the vehicle velocity variations in Figure 5, but in the case of
`approaching the downward slope, there are times when the
`driver releases the accelerator pedal after the vehicle adopts
`the inclined state, and in those situations, the vehicle
`velocity A rises according to the characteristics line in
`figure 5, as mentioned above, in other words, after the
`vehicle is driven without losing velocity due to the inertia
`of the chassis, the vehicle velocity varies as a result of the
`acceleration caused by the downward slope of the road
`being driven.
`In the control of this embodiment, the detection
`of downward slope driving is enabled. Even in this type of
`situation, and when the result of the determination in step S
`13 is NO, because there is no generation of deceleration,
`the control unit 10 records the initial minimal velocity
`Vmin read in as the velocity V in step S2, and after a
`specific time period has elapsed, when the vehicle velocity
`V has increased above a set value Va over the vehicle
`velocity Vmin, a determination is made that it is a
`downward slope driving, and the inclined road flag F = 2 is
`set (S25 ~ S28).
`the
`is provided of
`Next, an explanation
`determination of the acceleration state of the vehicle and
`the determination of the deceleration state of the vehicle.
`In the determination of the operation state of the
`vehicle, the determination in step S8 is NO, in other words,
`
`
`when the accelerator foot pressure amount α is greater than
`a specific value α1, and either the automatic transmission
`apparatus generates a shift down operation (S29), or
`alternatively, when the chassis acceleration (dV/dT) is
`greater than a specific value dV1, a determination is made
`that the vehicle is in an acceleration state (S30). Moreover,
`the determination of the deceleration state of the vehicle
`when the brake is pressed (S9), and the chassis acceleration
`(dV/dT) is less than a specific value dV2, the control unit
`10 determines that the vehicle is deceleration state (S31).
`
`The Control of transmission in normal running
`In each of the determination means described
`above, when the vehicle makes a determination when not
`running downhill, accelerating, decelerating, the control
`unit10 sets the flag WF to 0 (S32).
`Then the signal of the made selection switch 15 is
`determined (S33) and when the power mode is selected, the
`transmission pattern illustrated in Figure 3 is selected , and
`when that is not the case, the transmission pattern
`illustrated in Figure 2 is selected (S34, S35).
`In that event, when the control unit 10 makes a
`determination of a winding road flag (WF) value (S36) and
`sets flag WF = 0, in other words, the run condition using
`the normal transmission pattern, the shift-up determination
`is performed (S37) when the shift-up line illustrated in
`Figures 2 or 3 is exceeded in the shift up direction, and
`when the shift down determination is performed (S38)
`when the shift down line illustrated in Figures 2 and 3 is
`exceeded
`in
`the shift down direction. The detailed
`description of this transmission determination procedure is
`dispensed with here because it was performed normally in
`the conventional technology.
`Next, when
`the control unit 10 makes a
`determination of the value of winding road flag WF (S39),
`in the normal run state, because the flag WF = 0, a
`determination is performed as to whether to perform lock-
`up control or not (S40). In this step, when the lock-up
`locking line of the transmission pattern of Figure 2 or 3 is
`exceeded, a lockup determination is performed, and a lock-
`up release determination is performed when the lock-up
`release line is exceeded.
`Then, the control unit 10 outputs control signals
`to the solenoid valve 9b for use un lock-up so that a
`specific transmission level is applied with respect to the
`solenoid valve 9afor use in transmission, or alternatively,
`the
`lock-up state
`is enabled
`in some cases (S41).
`
`- 370 -
`
`
`TOYOTA Ex. 1122, page 7
`Toyota v. Hagenbuch
`IPR2013-00638
`
`

`

`
`
`Japanese Unexamined Patent Application Publication H01-279150
`(7)
`
`
`Japanese Unexamined Patent Application Publication H01-279150 (7)
`
`
`In the next stage, the control unit 10determined
`the value of the flag WF (S42), setting the degree of
`opening of the throttle valve signal T with respect to the
`amount of foot pressure on
`the accelerator α,
`in
`correspondence with when driving on a winding road or
`normal driving. In the case of normal driving with flag WF
`= 0, a derivation is enabled by means of a specific gain G
`set in correspondence with based on a specific map as
`illustrated in Figure 6, the amount of foot pressure on the
`accelerator α, and the degree of opening of the throttle
`valve TS, in other words, the degree of opening of the
`throttle valve signal T is set (S43) in the degree of throttle
`opening T x G in accordance with the characteristics line c
`of the diagram.
`By applying the degree of throttle opening signal
`T in accordance with the characteristics line c, in normal
`driving, the sensitivity of the amount of throttle valve
`opening signal T to amount of foot pressure on the
`accelerator α is heightened, and a more responsive drive
`feel is enabled.
`Then, this derived signal T is output to the
`throttle servo system, in other words, it is output to the
`actuator 8a for use on the throttle valve, and the degree
`opening of the throttle value 8 is adjusted to a specific
`degree of aperture (S44).
`The transmission control in driving a winding road
`Next, in winding driving, in other words, the
`transmission control when the vehicle is driving on a
`winding road is explained.
`In the event of a YES by the control unit 10 in
`any of the downhill determination, and the accelerator
`determination (Step (S29, S30) of the steps (S10-S28)
`described above, and in the deceleration determination in
`step S31, a determination is performed of whether winding
`road control is to be performed or not. In making this
`determination, in this embodiment, the control unit 10
`firstly makes a determination of whether the vehicle is in a
`steady speed drive control condition or not (S45). The
`steady speed drive state may be detected by the detection of
`the control flag of the steady speed run control (Not
`illustrated in the figures).
`In the event that it is not the steady speed driving
`(S45), a comparative determination
`is made
`state
`comparing the vehicle velocity V to a specific vehicle
`velocity V1 (S46). In the control of this embodiment, the
`because there is generally no requirement to perform
`winding driving control at low