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, |PR2020-01386
`BMW1090
`
`Page 1 of 58
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`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 1 of 58
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`
`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, |PR2020-01386
`BMW1090
`
`Page 1 of 58
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`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 1 of 58
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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
`
`(51) Int. Cl.5: F16H 61/02
`
`(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
`
`(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)
`
`(54) Transmission control.
`
`(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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`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-
`
`5
`
`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
`
`10
`
`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
`
`15
`
`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-
`
`20
`
`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
`
`25
`
`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
`
`30
`
`uncertainties, they have not gained complete theoretical
`
`acceptance. Under certain circumstances, malfunctions can
`
`therefore occur which, given the very high safety
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`requirements which apply in automobile technology, are not
`
`tolerable under certain circumstances.
`
`The invention is based on the object of providing
`
`a transmission control which takes into account the
`
`5
`
`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.
`
`10
`
`
`
`
`
`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
`
`15
`
`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
`
`20
`
`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
`
`25
`
`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
`
`30
`
`travel,
`
`Figure 7 shows the lateral acceleration of the motor
`
`vehicle over the travel,
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`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 without fuzzy controller, over the
`
`5
`
`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
`
`10
`
`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,
`
`15
`
`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,
`
`20
`
`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,
`
`25
`
`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
`
`30
`
`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
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`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
`
`5
`
`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 system
`
`10
`
`(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
`
`15
`
`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
`
`20
`
`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
`
`25
`
`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
`
`30
`
`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.
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`
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`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
`
`5
`
`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
`
`10
`
`control units, are conditioned. The input signals are
`
`converted into characteristic variables which can be
`
`processed by the fuzzy logic controller 23.
`
`The following measurement values or parameters are
`
`fed (from top to bottom) to the signal conditioner 22 on
`
`15
`
`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
`
`20
`
`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
`
`25
`
`calculated in the signal conditioner 22.
`
`The accelerator pedal adjustment speed Dk 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
`
`30
`
`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
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`rotational speed sensors, as follows:
`
`where
`
`5
`
`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
`
`10
`
`ay is 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
`
`15
`
`occurs.
`
`
`Another derived variable is the difference force
`
`F which can be calculated as follows:
`
`dd
`
`F = Fb(t) - FL(t) - FR(t) - mFzg *
`
`t nab(t) - Fbr(t)
`
`=
`
`=
`
`20
`
`25
`
`the drive force
`
`the air resistance
`
`where:
`Fb(t)
`FL(t)
`=
`the rolling resistance
`FR(t)
`mFzg * nab (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
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`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
`
`5
`
`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).
`
`10
`
`
`
`
`
`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,
`
`15
`
`i.e. a manipulated variable is 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
`
`20
`
`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
`
`25
`
`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
`
`30
`
`process to be controlled.
`
`
`
`The measurement values and derived variables which
`
`are converted into logical variables in the signal
`
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`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
`
`5
`
`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
`
`10
`
`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
`
`15
`
`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 signal line 32 to the characteristic diagram store 24
`
`20
`
`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
`
`25
`
`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
`
`30
`
`5 via the signal line 20 and brings about the shifting
`
`into the new gear there.
`
`The "load" signal constitutes a measure of
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`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
`
`5
`
`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
`
`10
`
`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
`
`15
`
`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
`
`20
`
`sequence control. In the latter, the fuzzy logic
`
`controller can actively engage 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.
`
`25
`
`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
`
`30
`
`shift processes which adversely affect the driving
`
`stability and the driving comfort and promote wear are
`
`however prevented here. Another example is slip states
`
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`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
`
`5
`
`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
`
`10
`
`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
`
`15
`
`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.
`
`20
`
`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 directly as an object code. In
`
`25
`
`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.
`
`
`30
`
`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
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`the art.
`
`1.
`
`Fuzzy rule base shift
`
`RULE Shift 7:
`
`5
`
`IF (lateral acceleration IS VERY HIGH) AND (rotational
`speed nab IS not low) THEN shifting down = shifting
`
`down forbidden
`
`RULE Rule 0022:
`
`10
`
`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
`
`15
`
`not_low) THEN shifting down = shifting down forbidden
`
`2.
`
`Fuzzy rule base driver
`
`RULE Rule 0013:
`IF (delta dki IS acceleration highly increased) AND
`
`20
`
`(delta_nab IS faster) THEN driver detection =
`
`Manta driver
`
`3.
`
`Fuzzy rule base load
`
`RULE Rule load 03:
`IF (Diff torque IS positive) AND (brake IS unpressed) THEN
`
`25
`
`load = gradient
`
`
`
`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
`
`30
`
`slight modification so that for example the variable
`
`"delta Dki corresponds to the adjustment speed of the
`
`accelerator pedal
`
`DK and the variable "rotational
`
`B
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`speed nab" corresponds to the change in the output speed
`nab.
`
`The following is to be noted with respect to the
`
`rule bases above:
`
`5
`
`Re RULE shift 7:
`Shifting down is forbidden in the case of high lateral
`
`acceleration and high output speed.
`
`Re RULE Rule 0022:
`
`10
`
`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
`
`15
`
`speed and high longitudinal acceleration.
`
`Re RULE load 03:
`
`A gradient is detected in the case of positive torque
`balance and released brake.
`
`20
`
`
`
`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"
`
`25
`
`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 motor
`
`vehicles was observed on the same test route, the course
`of which can be seen from Figures 10 and 11. The route
`
`30
`
`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
`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 14 of 58
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`
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`EP 0 576 703 A1
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`- 14
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`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
`
`5
`
`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
`
`10
`
`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
`
`15
`
`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
`
`20
`
`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
`
`25
`
`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:
`
`30
`
`- the driver detection
`
`- the load detection
`
`- the characteristic shift diagram number
`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 15 of 58
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`
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`EP 0 576 703 A1
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`- 15
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`- 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
`
`5
`
`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
`
`10
`
`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 =
`
`15
`
`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.
`
`20
`
`
`
`
`
`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).
`
`25
`
`
`
`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
`
`30
`
`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.
`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 16 of 58
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`
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`EP 0 576 703 A1
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`- 16
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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
`
`5
`
`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.
`
`10
`
`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
`
`15
`
`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
`
`20
`
`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.
`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 17 of 58
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`
`
`EP 0 576 703 A1
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`- 17
`
`Patent Claims
`
`Control (6) for a motor vehicle transmission (5)
`1.
`by means of which the transmission gears are automatically
`
`shifted as a function of at least the position of the
`
`5
`
`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,
`
`10
`
`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:
`
`15
`
`-
`
`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-
`
`20
`
`-
`
`over to corresponding characteristic shift diagrams,
`an inhibit signal (shift), which prevents shifts
`
`which would result in a dynamically unfavourable
`
`driving state.
`
`2.
`
`Control according to Claim 1, characterized in
`
`that the first and the second adjustment signal (load,
`
`25
`
`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
`
`30
`
`sequence control (26) by which a shift is subsequently
`
`prevented.
`
`Control according to Claim 1, characterized in
`4.
`that the lateral acceleration (ay) of the motor vehicle
`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 18 of 58
`
`
`
`EP 0 576 703 A1
`
`- 18
`
`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
`
`5
`
`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
`
`10
`
`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
`
`15
`
`the signal conditioning circuit (22).
`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 19 of 58
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`1/15
`1/15
`
`
`
` 18b
`. gear
`18a
`‘
`
`
`transmission
`
`
`
`5
`2
`\1
`
`
`
`BMW v. Paice, |PR2020-01386
`BMW1090
`
`Page 20 of 58
`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 20 of 58
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`
`
`EP 0 576 703 A1
`EP 0 576 703 A1
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`2/15
`2/15
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`BMW v. Paice, |PR2020-01386
`BMW1090
`
`Page 21 of 58
`
`.
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`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 21 of 58
`
`
`
`
`
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`3/15
`3/15
`
`
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`throttlevalveangle
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`BMW v. Paice, |PR2020—01386
`BMW1090
`
`Page 22 of 58
`
`[031501)]
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`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 22 of 58
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`
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`EP 0 576 703 A1
`EP 0 576 703 A1
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`4/15
`4/15
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`BMW v. Paice, |PR2020-01386
`BMW1090
`
`Page 23 of 58
`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 23 of 58
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`
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`EP 0 576 703 A1
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`5/15
`5/15
`
`
`
`speed
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` g
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`600800100012001400
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`BMW v. Paice, |PR2020—01386
`BMW1090
`
`Page 24 of 58
`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 24 of 58
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`
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`EP 0 576 703 A1
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`6/15
`6/15
`
`800100012001400
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`
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`
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`
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`
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`
`BMW v. Paice, |PR2020-01386
`BMW1090
`
`Page 25 of 58
`
`BMW v. Paice, IPR2020-01386
`BMW1090
`Page 25 of 58
`
`
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`EP 0 576 703 A1
`EP 0 576 703 A1
`
`7/15
`7/15
`
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