1, Nigel David CROSSAN MA (Oxon), MSc,
`translator to RWS Group Ltd, of Europa House, Chiltem Park, Chiltem Hill, Chalfont St Peter,
`Buckinghamshire, United Kingdom, hereby declare that I am conversant with the English and
`German languages and am a competent translator thereof. I declare further that to the best of
`my knowledge and belief the following is a true and correct translation of the accompanying
`
`document in the German language.
`
`Signed this 12th day of May 2021
`
`N. D. CROSSAN
`
`For and on behalf of RWS Group Ltd
`
`BMW v. Paice, |PR2020-00994
`BMW1090
`Page 1 of 57
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`BMW v. Paice, IPR2020-00994
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`Page 1 of 57
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`(19)
`
`(12)
`
`Europäisches Patentamt
`European Patent Office
`Office européen des brevets
`
`
`
`(11) Publication number: 0 576 703 A1
`
`
`EUROPEAN PATENT APPLICATION
`
`(21) Application number: 92111076.3
`
`
`(22) Date of filing: 30.06.92
`
`
`
`
`(43) Date of publication of application:
`05.01.94 Bulletin 94/01
`
`(84) Designated Contracting States:
`AT BE CH DE DK ES FR GB GR IT LI LU MC
`NL PT SE
`
`
`
`
`
`
`(54) Transmission control.
`
`(51) Int. Cl.5: F16H 61/02
`
`
`
`
`
`
`
`
`(71) Applicant: SIEMENS AKTIENGESELLSCHAFT
`Wittelsbacherplatz 2
`D-80333 Munich(DE)
`
`(72) Inventor: Graf, Friedrich, Dipl.-Ing.
`Amselweg 5
`W-8400 Regensburg(DE)
`Inventor: Probst, Gregor, Dipl.-Ing.
`Dreisesselstrasse 15
`W-8300 Landshut(DE)
`Inventor: Weil, Hans-Greorg, Dipl.-Ing.
`Wangenerstrasse 64
`W-8130 Starnberg(DE)
`
`
`
`
`
`(57) By means of the control (6) for a motor vehicle transmission, the gears are automatically shifted as a function
`of at least the position of the accelerator and the speed of the vehicle with reference to stored characteristic shift
`diagrams (SKF1...SKFn). The load state of the motor vehicle and the driving style of the driver are also taken into
`account. By means of a fuzzy logic controller (23) with a rule base, various signals (DK, nab) which report the
`operating states of the motor vehicle are evaluated and the following control signals are produced as a response
`to this: an adjustment signal (load) which characterizes the vehicle load state and an adjustment signal (driver)
`which characterizes the driving style, which signals bring about a switch-over of the characteristic shift diagram;
`and also an inhibit signal (shift), which prevents shifts which would result in a dynamically unfavourable driving
`state.
`
`
`
`_________________________
`Rank Xerox (UK) Business Services
`( 3. 1 0 / 3 . 6 / 3 . 3 . 1 )
`
`
`
`EP 0 576 703 A1
`
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`EP 0 576 703 A1
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` The invention relates to a control for a motor vehicle
`
`transmission (transmission control) according to the preamble of
`Claim 1.
`
` In a known transmission control of this kind (DE-C
`33 41 652), the gears are automatically shifted as a function of
`the position of the accelerator and the speed of the vehicle or
`engine speed with reference to stored characteristic shift
`diagrams. Here, the load state of the vehicle, i.e. the load of
`the vehicle and the gradient of the roadway, and the individual
`driving style of the driver are also taken into account. The
`taking into account of the respective driving situation takes
`place by means of characteristic diagram adaptation, i.e. by
`selecting a characteristic diagram which is suitable for the
`respective driving situation, the gear shifts then being
`controlled according to the said characteristic diagram. In order
`to take into account the various variables which influence the
`handling characteristics of the motor vehicle, a considerable
`outlay with known methods of open-loop and closed-loop control
`technology is made.
`
` In other known automatic transmission controls (US-A
`4 841 815; EP-A 0 375 155; A. Takahashi, A method of predicting
`driving environment, IFSA '91, Brussels, p. 203 - 206) the
`selection of the respective gear to be shifted is made by means
`of controllers which operate according to the methods of fuzzy
`logic. With this logic, expert knowledge which has been acquired
`from experience is described in the form of a so-called rules
`base and thus used for the open-loop or closed-loop processes.
`The controls of the fuzzy logic are however subject to certain
`uncertainties, they have not gained complete theoretical
`acceptance. Under certain circumstances, malfunctions can
`therefore occur which, given the very high safety requirements
`which apply in automobile technology, are not tolerable under
`
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`EP 0 576 703 A1
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`
`certain circumstances.
`
` The invention is based on the object of providing a
`transmission control which takes into account the various
`variables influencing driving dynamics without a large degree of
`outlay and yet is operationally reliable without restriction.
`
` This object is achieved by means of a transmission control
`according to Patent Claim 1.
`
` The advantages of the transmission control according to
`the invention lie in particular in the fact that many influencing
`variables can be taken into account easily with the fuzzy logic
`and yet, thanks to the use of characteristic diagrams, it is
`always ensured that no unacceptable gear shifts are carried out.
`
` Exemplary embodiments of the invention are explained
`below with reference to the drawing, in which:
`Figure 1 shows the essential components of a motor vehicle with
`a transmission control according to the invention, in
`a schematic view,
`Figure 2 shows the transmission control of the motor vehicle
`according to Figure 1 as a block diagram,
`Figure 3 shows a fuzzy controller in a continuous control
`circuit,
`Figure 4 shows a throttle valve angle entered over the travel
`or the route of the motor vehicle (continuous line:
`fuzzy transmission control; broken line: conventional
`transmission control)
`Figure 5 shows the brake light signal over the travel,
`Figure 6 shows the speed of the motor vehicle over the travel,
`Figure 7 shows the lateral acceleration of the motor vehicle
`over the travel,
`Figure 8 shows the gears shifted by the transmission control
`according to Figure 2, over the travel,
`Figure 9 shows the gears shifted by a transmission control
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`EP 0 576 703 A1
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`without fuzzy controller, over the travel,
`Figure 10 shows a schematic view of the route travelled through
`by a motor vehicle according to Figure 1 with fuzzy
`logic,
`Figure 11 shows a corresponding route travelled through by a
`motor vehicle with a transmission control not according
`to the invention,
`Figure 12 shows a driver detection signal of the transmission
`control according to Figure 2, over the travel,
`Figure 13 shows a load-detection signal of the transmission
`control according to Figure 2, over the travel,
`Figure 14 shows characteristic shift diagram numbers of the
`transmission control according to Figure 2, over the
`travel,
`Figure 15 shows a shift-up inhibit signal of the transmission
`control according to Figure 2, over the travel, and
`Figure 16 shows a shift-down inhibit signal of the transmission
`control according to Figure 2, entered over the travel.
` A (schematically illustrated) motor vehicle 1 (Figure 1)
`
`has an engine 2 which is controlled by an engine control 3. The
`engine output shaft 4 is connected via a (not separately
`illustrated here) torque converter with a transmission 5 which is
`controlled by an electronic transmission control 6 according to
`the invention. The transmission output shaft 8 is connected to
`the driven axle of the motor vehicle which is illustrated here by
`a driven wheel 9.
`
` The driver of the motor vehicle gives his instructions,
`more precisely his desires, to the engine control 3 via an
`accelerator pedal 10. When the brakes are actuated, a brake signal,
`produced for example by a brake light switch, is fed via a line
`11 into the engine control 3. The motor vehicle is also provided
`with a traction control system (TCS) 12 and an anti-block brake
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`EP 0 576 703 A1
`
`- 5 –
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`system (ABS) 13 which, by means of signal lines 15, are connected
`to one another and to the engine control 3 and to the transmission
`control 6 in order to exchange signals. The engine control 3
`transmits to the engine 2, via a signal line 16, signals with
`which the ignition, the injection and the throttle valve are
`controlled (the latter only if a corresponding control device is
`present). By means of a gear shift lever 17 the driver determines
`the driving range of the automatic transmission 5 in a customary
`manner. The gear shift lever signals are fed to the transmission
`5 via a mechanical connection and as [sic] electrical signal line
`18b to the transmission control 6. The transmission control 6
`transmits control signals to the transmission 5 via a signal line
`19, which control signals specify the respective gear and
`determine the shift processes.
`
` The rotational speed of the transmission output shaft,
`and thus the wheel speed, is reported to the transmission control
`6 by a rotational speed sensor 20 via a signal line 21.
`
` At least the signal lines 15 which connect the control
`units 3, 6, 12 and 13 to one another can comprise individual
`signal lines, which each transmit only one signal, or a
`bidirectional bus in the form of a local network (LAN = local
`area network) or some other known bus.
`
` The electronic transmission control 6 (Figure 2) has: a
`signal conditioning circuit (abbreviated to: signal conditioner)
`22, a fuzzy logic controller (abbreviated to: fuzzy controller)
`23, a characteristic diagram store 24 with a plurality of
`characteristic shift diagrams, a characteristic shift diagram
`(SKF) selector 25 and a shift sequence control 26.
`
` In the signal conditioner 22 a plurality of input signals,
`which are supplied by various sensors or by other control units,
`are conditioned. The input signals are converted into
`characteristic variables which can be processed by the fuzzy logic
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`EP 0 576 703 A1
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`
`controller 23.
`
`
`The following measurement values or parameters are fed
`(from top to bottom) to the signal conditioner 22 on the input
`lines indicated in the drawing: the driver's wish Dk which is
`manifested in the position of the throttle valve or generally of
`the accelerator pedal; the transmission output speed nab; the
`engine torque Mmot; the engine speed Nmot; the braking force Fbrems;
`the wheel speeds nRad1...nRad4, and a slip state signal which is
`supplied for example by the traction control 12 or by the anti-
`block brake system 13. The transmission control 6 also has
`operating parameters or sensor signals of other control units (if
`these are present).
`
`
`Variables also derived from the input signals are
`calculated in the signal conditioner 22.
`
`
`The accelerator pedal adjustment speed ΔDk is calculated
`as a sliding average value of the absolute value of the change in
`the cyclically sampled value of the speed, the respective last
`value being weighted for example by 80% and the newest value being
`weighted by 20%.
`
`
`The lateral acceleration ay of the vehicle is calculated
`from the wheel speeds, supplied by the rotational speed sensors,
`as follows:
`
`
`
`
`where
`b
`= the width of the vehicle
`vv1 = the speed of the front left-hand wheel
`vvr = the speed of the front right-hand wheel (in the case of
`rear drive or all-wheel drive).
`
`
`The above calculation of the lateral acceleration ay is
` 
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`EP 0 576 703 A1
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`only correct if no significant slip states are present. Since,
`however, in the case of slip states other rules have higher
`priority than the influence of lateral acceleration, the failure
`of ay to be updated does not have an effect if ay is set at a
`standby value when slip occurs.
`
` Another derived variable is the difference force ΔF which
`can be calculated as follows:
`
` ΔF = Fb(t) - FL(t) - FR(t) - mFzg * d
`dt nab(t) - Fbr(t)
`10
`
`
`where:
`Fb(t)
`the drive force
`
`=
`
`
`
`
`FL(t) =
`the air resistance
`FR(t) =
`the rolling resistance
`mFzg * Δnab (t) = the acceleration resistance and
`the braking force.
`Fbr(t) =
`
` F represents the balance of the forces acting on the
`motor vehicle at the transmission output. On the level it must be
`zero when there is no external load, for example loading or
`trailer. If it is not, an increased mass of the vehicle, a gradient
`of the roadway and/or an external load (loading, trailer etc.)
`can be detected from this.
`
` If the braking force can be supplied by an ABS control
`unit or a corresponding sensor, an informative value for the
`difference force can be calculated according to the above equation.
`If the braking force is not supplied, this must be taken into
`account by the rule base (to be described later).
`
`
`Fuzzy controllers as such are described in the literature
`(D. Abel: Fuzzy control - eine Einführung ins Unscharfe [An
`Introduction to Fuzziness], AT 39 (1991) Issue 12). The coupling
`of a fuzzy controller to a process takes place in a way analogous
`to a conventional controller, i.e. a manipulated variable is
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`EP 0 576 703 A1
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`calculated from a measured control variable and a prescribed
`desired value by means of an algorithm. This "algorithm" comprises
`three components in a fuzzy controller, a fuzzifier, an
`interference system and a defuzzifier (Figure 3). By means of the
`fuzzification the precisely determined (referred to as crisp)
`variables of the desired value and of the controlled variable are
`represented in the form of linguistic variables. The linguistic
`rules stored in the form of a so-called rule base are subsequently
`processed in the inference system and a fuzzily formulated
`manipulated variable is determined. The desired system behaviour
`is specified in the rules (see example below). The manipulated
`variable determined by inference is converted by means of the
`defuzzification into a physical manipulated variable which then
`directly influences the process to be controlled.
`
` The measurement values and derived variables which are
`converted into logical variables in the signal conditioner 22
`(Figure 2) are fed via lines which can be seen in the drawing to
`the fuzzifier 28 of the controller 23 and are converted there
`into linguistic variables and transferred to the inference system
`29 which contains the fuzzy rule base. The load state of the motor
`vehicle is calculated with the rules defined in the rule base, a
`driver detection is carried out, i.e. it is determined whether
`the driving behaviour of the driver is sporty or consumption-
`oriented, finally it is specified whether a shift-up or a shift-
`down is permitted or forbidden.
`
` The inference system 29 correspondingly generates three
`signals "load", "driver" and "shift", which are converted into
`physical manipulated variables in the defuzzifier and control the
`shifting of the automatic transmission as output signals of the
`controller 23. The load signal and the driver signal are logically
`connected to one another in the characteristic shift diagram
`selector and result in a selection signal which is fed via a
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`EP 0 576 703 A1
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`signal line 32 to the characteristic diagram store 24 and the
`most favourable characteristic shift field in the respective case
`is selected there.
`
` Input signals of the characteristic diagram store 24 are
`the driver's wish (throttle valve position DK) and the
`transmission output speed nab. If the operating state, specified
`by these signals, of the motor vehicle exceeds a characteristic
`curve, a signal is generated which specifies the new gear and is
`transferred via a signal line 33 to the shift sequence control
`26. If the signal is not inhibited there, in the cases to be
`explained later, by the "shift" signal, it is passed on to the
`transmission 5 via the signal line 20 and brings about the
`shifting into the new gear there.
`
` The "load" signal constitutes a measure of externally
`conditioned load states in the form of an increased vehicle
`loading and/or travelling along a positive or negative gradient.
`The "driver" signal describes the driving style of the driver,
`which may be influenced indirectly or else by externally
`conditioned circumstances such as the type of route (town, country
`road, motorway). Both signals cause respectively suitable
`characteristic shift diagrams "SKF1 to SKFn" in the characteristic
`diagram store 24 to be selected. There are different facilities
`for this. In the exemplary embodiment, suitable characteristic
`shift diagrams are selected when crisp limits for the signals are
`exceeded or dropped below. Here, the adaptation to the external
`load states has priority over the adaptation to the driving style.
`Another possibility is to remove characteristic shift curves
`entirely or partially from individual characteristic shift
`diagrams.
`
` The "new gear" signal also acquired with reference to a
`characteristic shift diagram is fed to the shift sequence control.
`In the latter, the fuzzy logic controller can actively engage
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`EP 0 576 703 A1
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`with the "shift" signal and suppress certain types of shifting
`(shifting up or shifting down) or prevent any shifting. With the
`"shift" signal, shift processes which result from the
`characteristic shift diagrams are dynamically corrected. An
`example is rapid cornering. By means of the characteristic diagram
`shift, the gears are shifted up when going into a bend, when the
`driver takes his foot off the accelerator, and shifted down when
`the vehicle is leaving the bend, when the driver accelerates again.
`These shift processes which adversely affect the driving stability
`and the driving comfort and promote wear are however prevented
`here. Another example is slip states between the wheels of the
`motor vehicle and the roadway: the controller 23 avoids, or delays,
`shifts in the shift sequence control 26 which could additionally
`adversely affect the driving stability. Moreover, the shift
`sequence control 26 brings about, when it permits a shift, such
`an actuation of the electro-hydraulic actuators in the
`transmission 5 that the gear changes take place in a gentle and
`comfortable way.
`
` The improved driving stability and the increased driving
`comfort are achieved by means of the expert knowledge contained
`in the fuzzy rule base and safety during the transmission control
`is ensured by the use of characteristic shift diagrams. Large
`amounts of information have been included in the production of
`characteristic shift diagrams, for example the torque margin in
`the new gear, the fuel consumption etc.) which information is
`thus directly available to the transmission control. The said
`transmission control is thus relieved of the very complex
`calculation of this information. Unacceptably high or low engine
`speeds are reliably prevented. The driver does not have to engage
`in the transmission control under any circumstances. The fuzzy
`logic controller 23 is produced using a commercially available
`so-called CAE tool as program in the higher program language C or
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`directly as an object code. In addition to this implementation as
`programs running on a microcomputer, the controller 23 can equally
`well be realized in hardware as a peripheral unit of a computer
`system.
`
` The inference system 29 contains the following three rule
`bases, the most important rules being stated in each case by way
`of example. Further rules can be easily drawn up according to
`this pattern by a person skilled in the art.
`
`Fuzzy rule base shift
`1.
`RULE Shift 7:
`IF (lateral acceleration IS VERY HIGH) AND (rotational speed nab
`IS not low) THEN shifting down = shifting down forbidden
`
`
`RULE Rule 0022:
`IF (lateral acceleration IS LOW) AND (slip at rear IS LOW) THEN
`shifting down = shifting down permitted
`
`
`RULE Shift 11:
`IF (slip at rear IS HIGH) AND (rotational speed nab IS not_low)
`THEN shifting down = shifting down forbidden
`
`
`Fuzzy rule base driver
`2.
`RULE Rule 0013:
`IF (delta dki IS acceleration highly increased) AND (delta_nab IS
`faster) THEN driver detection = Manta driver
`
`
`Fuzzy rule base load
`3.
`RULE Rule load 03:
`IF (Diff torque IS positive) AND (brake IS unpressed) THEN load
`= gradient
`
`
`
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`EP 0 576 703 A1
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` The content of the rule bases stated above is readily
`
`understandable and the variables used in them have already been
`explained; they are written here with only slight modification so
`that for example the variable "delta Dki corresponds to the
`adjustment speed of the accelerator pedal ΔDK and the variable
`"rotational speed nab" corresponds to the change in the output
`speed Δnab.
`
` The following is to be noted with respect to the rule
`bases above:
`Re RULE shift 7:
`Shifting down is forbidden in the case of high lateral
`acceleration and high output speed.
`
`Re RULE Rule 0022:
`Shifting down is permitted in the case of low lateral acceleration
`and low slip.
`
`Re RULE 0013:
`A sporty driver is detected in the case of high accelerator speed
`and high longitudinal acceleration.
`
`Re RULE load 03:
`A gradient is detected in the case of positive torque balance and
`released brake.
`
` The driving behaviour of a motor vehicle provided with a
`
`transmission control according to the invention is now explained
`with reference to the following diagrams and compared with the
`driving behaviour of a motor vehicle with a conventional
`transmission control. "Conventional" signifies here only that it
`is a transmission control without fuzzy logic controller, this is
`certainly a modern transmission control. The behaviour of the two
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`motor vehicles was observed on the same test route, the course of
`which can be seen from Figures 10 and 11. The route requires two
`precise driving manoeuvres: firstly the vehicle drives up a
`positive gradient of 15% over a length of 500 m (distance between
`50 m and 550 m) and secondly the vehicle reaches a relatively
`high lateral acceleration in an extended bend (5 m/s2).
`
` For both journeys the driver was given the same
`instructions with respect to the driving behaviour. In the
`following figures the bends for the vehicle with fuzzy logic
`controller are drawn with a continuous line and the bends for the
`vehicle with a conventional controller are drawn with dot dash
`lines. It is possible to detect from the throttle valve position
`(Figure 4) which is entered over the distance covered and the
`brake light, which is present as a binary signal (Figure 5) that
`the driver behaves approximately the same in both versions of
`transmission control and drives with approximately the same speed
`profile (Figure 6). In the case of lateral acceleration,
`differences due to the driver can be detected in the range of low
`values.
`
` A comparison of the two gearbox settings or gears engaged
`in both versions of transmission control shows significant
`differences. Firstly, the gearbox settings of the fuzzy logic
`transmission control and the conventional transmission control
`are entered against the route (Figure 8 and Figure 9) and secondly
`against the course - drawn in the x-y plane - (Figure 10 and
`Figure 11). In the last illustration, the arrowheads indicate the
`direction of travel, the small x symbols represent 100 m marks
`and the numbers next to the course line indicate the present gear
`which is engaged until the next shift process.
`
` In order to explain the differences between the gearbox
`settings of the two versions of transmission control the signals
`below should be included:
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`
`- the driver detection
`- the load detection
`- the characteristic shift diagram number
`- the prohibition of shifting down.
`
` The driver detection constitutes a classification of the
`driver. An average driver is given the evaluation two with the
`driver detector, a sporty driver is given the evaluation four
`with the driver detector (Figure 12).
`
` The load detection correlates to the torque balance at
`the transmission output. If the load detection exceeds an upper
`load limit, the system switches over to the driving performance-
`oriented characteristic shift diagram and if it is below a lower
`limit it is switched over to the consumption-oriented
`characteristic shift diagram (Figure 13).
`
` The characteristic shift diagram number (Figure 14)
`indicates the characteristic shift diagram (0 = consumption-
`oriented, 1 = driving performance-oriented). It is also possible
`to switch over between a plurality of characteristic shift
`diagrams. The characteristic shift diagram number results from a
`logical connection of the driver detection and the load detection.
`
` Particularly taking into account the vehicle dynamics,
`shifting up into the next gearbox setting is forbidden by the
`prohibition on shifting up or down. If the value of the
`prohibition on switching up exceeds a fixed limit, shifting up
`into the next gear is prevented (Figure 15).
`
` The same applies for the prohibition on shifting down
`(Figure 16). The prohibition on shifting down stabilizes the
`vehicle in critical driving situations. Thus, for example in a
`bend when there is a large jump in the throttle valve angle and
`in the case of a high lateral acceleration (cf. Figure 7 also)
`shifting down into the lower gear is prevented so that the vehicle
`does not skid because of excessively high tyre slip.
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`BMW v. Paice, IPR2020-00994
`BMW1090
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`EP 0 576 703 A1
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` As a result of the load and driver detection output
`
`signals of the fuzzy logic controller 23, only one of two
`characteristic shift diagrams is activated here. While travelling
`on the gradient (the distance between the 50 m and 550 m marks),
`a load which deviates from the constructional configuration of
`the vehicle and a sporty-oriented driver are detected by the fuzzy
`transmission control. The fuzzy transmission control switches
`over to the performance-oriented characteristic shift diagram.
`This results in the engine being speeded up somewhat further, and
`the changes in gearbox setting 2-3 and 3-2 (in Figures 8 and 10)
`take place somewhat later in comparison with the gearbox setting
`changes in the case of the conventional transmission control
`(Figures 9 and 11). In the extended bends (the distance between
`the 550 m and the 1000 m marks) the fuzzy transmission control
`detects a high tyre slip and a high lateral acceleration. It
`calculates a shift up prohibition for specific route sections,
`which, with the vehicle transmission used, leads to stabilization.
`The fuzzy transmission control delays the gearbox setting change
`4-5 (i.e. the change from the fourth into the fifth gear) in
`comparison with the conventional transmission control.
`
`
`5
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`10
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`15
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`20
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`BMW v. Paice, IPR2020-00994
`BMW1090
`Page 16 of 57
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`EP 0 576 703 A1
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`
`Patent Claims
`1.
` Control (6) for a motor vehicle transmission (5)
`by means of which the transmission gears are automatically
`shifted as a function of at least the position of the
`accelerator and the speed of the vehicle with reference
`to stored characteristic shift diagrams (SKF1,..., SKFn)
`and by means of which the load state of the motor vehicle
`and the driving style of the driver are also taken into
`account,
`characterized in that it has a fuzzy logic controller (23)
`with a rule base by means of which various signals (DK,
`nab,...) which characterize driving states of the motor
`vehicle are evaluated and the following control signals
`are produced as a response to this:
`-
`a first adjustment signal (load) which characterizes
`the load state of the motor vehicle and a second
`adjustment signal (driver) which characterizes the
`driving style, which signals bring about a switch-
`over to corresponding characteristic shift diagrams,
`an inhibit signal (shift), which prevents shifts
`which would result in a dynamically unfavourable
`driving state.
` Control according to Claim 1, characterized in
`2.
`that the first and the second adjustment signal (load,
`driver) are transmitted to an evaluation circuit (25) by
`which the switch-over of the characteristic shift diagram
`is carried out.
`3.
` Control according to Claim 1, characterized in
`that the inhibit signal (shift) is transferred to a shift
`sequence control (26) by which a shift is subsequently
`prevented.
`4.
` Control according to Claim 1, characterized in
`
`-
`
` 
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`10
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`15
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`25
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`30
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`BMW v. Paice, IPR2020-00994
`BMW1090
`Page 17 of 57
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`EP 0 576 703 A1
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`- 17 –
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`that the lateral acceleration (ay) of the motor vehicle
`is determined from signals, supplied by wheel speed
`sensors (20), in a signal conditioning circuit (22), and
`in that a shift is prevented by the controller (23) when
`a value prescribed for the lateral acceleration is
`exceeded.
`5.
` Control according to Claim 1, characterized in
`that a difference force which characterizes the load state
`of the motor vehicle is determined in a signal conditioning
`circuit (22) from the drive force, the air resistance, the
`rolling resistance, the acceleration resistance and the
`braking force, and is evaluated in the controller (23).
`6.
` Control according to Claim 5, characterized in
`that the value of the braking force is transmitted from
`an ABS control device or a corresponding sensor (13) to
`the signal conditioning circuit (22).
`
`5
`
`10
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`15
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`BMW v. Paice, IPR2020-00994
`BMW1090
`Page 18 of 57
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`

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`
`BMW v. Paioe, IPR2020-00994
`BMW1090
`Page 19 of 57
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`BMW v. Paice, IPR2020-00994
`BMW1090
`Page 19 of 57
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`EP 0 576 703 A1
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`BMW v. Paioe, |PR2020-00994
`BMW1090
`Page 20 of 57
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`BMW v. Paice, IPR2020-00994
`BMW1090
`Page 20 of 57
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`BMVVv.PaheJPR202000994
`BMW1090
`Page 21 of 57
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`BMW v. Paice, IPR2020-00994
`BMW1090
`Page 21 of 57
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`

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`EP 0 576 703 A1
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`BMW v. Paioe, |PR2020-00994
`BMW1090
`Page 22 of 57
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`BMW v. Paice, IPR2020-00994
`BMW1090
`Page 22 of 57
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`BMW v. Paioe, |PR2020-00994
`BMW1090
`Page 23 of 57
`
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`BMW v. Paice, IPR2020-00994
`BMW1090
`Page 23 of 57
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`BMW v. Paioe, |PR2020-00994
`BMW1090
`Page 24 of 57
`
`BMW v. Paice, IPR2020-00994
`BMW1090
`Page 24 of 57
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