United States Patent 5
`5,779,593
`Jul. 14, 1998
`Takada
`[45] Date of Patent:
`
`{11] Patent Number:
`
`AA
`
`[84] ON-VEHICLE CONTROL APPARATUS
`
`{75]
`
`Inventor: Mitsuru Takada, Aichi-ken, Japan
`
`[73] Assignee: Toyota Jidosha Kabushiki Kaisha.
`Toyota, Japan
`
`[21] Appl. No.: 807,690
`
`[22]
`
`Filed:
`
`Feb. 28, 1997
`
`[30]
`
`Foreign Application Priority Data
`
`Mar. 6,1996
`
`[JP]
`
`Japan wun.essseseccseseecenceeereee 8-049350
`
`PS1] Tn, C1ececesseessessenesseecsnesenssnsees F02D 9/02
`[52] OS. C1. ones ccccessesstecssserssensesesesseees 477/107; 123/400
`[58} Field of Search ou... ieee eeecseneee 477/107. 906,
`477/907; 123/400
`
`[56]
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`
` 5,297,521
`
`123/400
`10/1989 Ueyama et al. occ. eeeessceees
`4,873,957
`4,962,680 10/1990 Kirstein ......
`we 477/907
`5,033,328
`7/1991 Shimanaka ....
`-- 477/906
`....
`5,056,022 10/1991 Witowski et al.
`we. 477/906
`3/1994 Sasaki et al. oo...
`«- 123/400
`11/1994 Wataya ....eee
`we ATHIOT
`5/1995° Yoshimura et al.
`....-seeeee 477/907
`
`3,366,424
`5,415,605
`
`9/1995 Kamnio et al. oectecneesssees 123/400
`5,447,133
`5,681,240 10/1997 Sunada et ab. occsence 477/906
`
`FOREIGN PATENT DOCUMENTS
`
`5-71365
`
`3/1993
`
`Japan.
`
`Primary Examiner—Dirk Wright
`Attomey, Agent, or Firm—Oliff & Berridge, PLC
`
`{57]
`
`ABSTRACT
`
`An on-vehicle control apparatus having a throttle valve in an
`intake passage of the engine is disclosed. The system for
`actuating the throttle valve includes electric and mechanical
`components. A electrical motor incorporated in the electric
`component actuates the throttle valve. An electronic control!
`unit (ECU) controls the motor such that the opening of the
`throttle valve matches a target opening. which corresponds
`to a manipulation amount of a gas pedal. When there is an
`abnormality in the motor, if the gas pedal is manipulated by
`a predetermined amount or more, the mechanical component
`couples the gas pedal with the throttle valve, thereby actu-
`ating the throttle valve. When there is an abnormality in the
`motor, the ECU cuts fuel supply to some of the injectors.
`This allows the actual torque of the engine to be slightly
`lower than a computed engine torque that correspondsto the
`amount of a gas pedal manipulation.
`
`11 Claims, 6 Drawing Sheets
`
`
`
`
`
`
`
`
`
`IPR2025-00943
`Tesla EX1035 Page 1
`
`IPR2025-00943
`Tesla EX1035 Page 1
`
`

`

`U.S. Patent
`
`Jul. 14, 1998
`
`Sheet 1 of 6
`
`
`
`5,779,593
`
`IPR2025-00943
`Tesla EX1035 Page 2
`
`IPR2025-00943
`Tesla EX1035 Page 2
`
`

`

`U.S. Patent
`
`Jul. 14, 1998
`
`Sheet 2 of 6
`
`5,779,593
`
`
`
`
`
`(vd)er6ueTepadsef(¥q)atBueTepadseb
`
`
`
`
`
`
`
`1e3au6[Tewsyeau6[TewsSudVIalUT
`
`
`
`
`[TewseVdLs040awOSs0}Sfaan=quauund4404n9goEOI
`
`3eaUb1eaU6otuyaqaut
`
`
`
`wco2Spayeisa)COT
`[ewuougeDae)©_.5Suauoduo
`
`¢'B14
`
`
`
`abueyudanbuo}
`
`
`
`autynoussad0ud
`
`AytTewuouge
`
`VO}
`
`uunjad
`
`IPR2025-00943
`Tesla EX1035 Page 3
`
`IPR2025-00943
`Tesla EX1035 Page 3
`
`
`
`
`

`

`U.S. Patent
`
`Jul. 14, 1998
`
`Sheet 3 of 6
`
`5,779,593
`
`Fig.5
`
`shift reference line
`change process routine
`
`
`
`
`
` in electric
`
`
`component
`
`
`
`
`
`return
`
`IPR2025-00943
`Tesla EX1035 Page 4
`
`IPR2025-00943
`Tesla EX1035 Page 4
`
`

`

`Jul. 14, 1998
`
`Sheet 4 of 6
`
`3,779,593
`
`U.S. Patent
`
`[ewuouge
`
`
`aneMOYOTY20dSTddsCeus
`
`TBWUOU~A-------0--------Vdpcm
`TowoD@BESoO.
`(GS)PasdsAlLITYaA
`
`
`
`17~ aqeis=.eau
`<—aiis7Wd&oOCca
`YyoTY (ddS)
`
`
`
`paadsapatuaa
`
`IPR2025-00943
`Tesla EX1035 Page 5
`
`IPR2025-00943
`Tesla EX1035 Page 5
`
`
`

`

`U.S. Patent
`
`Jul. 14, 1998
`
`Sheet 5 of 6
`
`5,779,593
`
`
`
`
`
`
`(Vd)eTBue[Tepadseb(Vd)atbuerepadseb
`
`
`
`qeaub[TewsyeauHop[TewsTTews0
`
`O1'6i46'Bi4
`
`(JAYJOId)(}dY101d)
`
`
`
`
`
`yeaU67e3U6
`
`4)
`
`é%q9/
`
`DG05Safalwo7es
`
`Ss
`
`B/
`
`(VdV4Olid)B°BIS
`
`IPR2025-00943
`Tesla EX1035 Page 6
`
`IPR2025-00943
`Tesla EX1035 Page 6
`
`
`

`

`U.S. Patent
`
`Jul. 14, 1998
`
`Sheet 6 of 6
`
`5,779,593
`
`
`
`
`
`(GdS)paadsaToItyaA
`
`bE/Ee/e
`
`gaoel-tya®OoCc©
`
`qyeau6
`
`fev4vdgo
`
`338u6Wd»)Od
`
`yeau6
`
`throttle opening (TA)
`
`(F4VJOldd)ZE'BIg
`
`(PAVJONId)|
`
`Bid
`
`yoruMOT
`
`
`
`COdStddSTTeUs
`
`
`
`
`
`(vd)atBue[epadseb
`
`IPR2025-00943
`Tesla EX1035 Page 7
`
`IPR2025-00943
`Tesla EX1035 Page 7
`
`
`
`
`

`

`5,779,593
`
`1
`ON-VEHICLE CONTROL APPARATUS
`
`BACKGROUND OF THE INVENTION
`
`1. Field of the Invention
`The present invention relates generally to a control appa-
`ratus for vehicles. More particularly. the present invention
`relates to a control apparatus that has an electronic con-
`trolled throttle valve in an intake passage. The apparatus
`controls the opening of the throttle valve by electrical and
`mechanical components.
`2. Description of the Related Art
`Vehicle engines burn air-fuel mixture in a combustion
`chamber to gain power. The amount of fuel supplied is
`controlled in accordance with the amountof air drawn into
`the combustion chamber. Accordingly.
`the torque of the
`engine is controlled.
`A throttle valve located in an intake passage controls the
`amountof air drawn into a combustion chamber. Oneofthe
`systems for actuating the throttle valve is a mechanical
`system, in which an gas pedal is coupled to the throttle valve
`by a wire or the like. In this system, there is a one-to-one
`correspondence between the amount of the manipulation of
`a gas pedal (pedal angle) PA andthe inclination of a throttle
`valve (throttle opening) TA. In a so-called electronic con-
`trolled throttle system, the throttle opening TA is controlled
`by an electric component such as an electrically powered
`actuator. This type of throttle apparatus incorporates a
`computer for controlling the throttle opening TA. The com-
`puter computesa target throttle opening in accordance with
`the manipulation amount of a gas pedal (gas pedal angle)
`PA. The computer controls the actuator such that the actual
`throttle opening TA detected by sensors matches thetarget
`throttle opening.
`In this type of throttle apparatus,
`the
`correspondence between the throttle opening TA and the gas
`pedal angle PA is arbitrarily determined.
`Electronic controlled throttle apparatuses must allow the
`driver to control
`the throttle valve when a malfunction
`occurs in an electric component such as the actuator. Japa-
`nese Unexamined Patent Publication No. 5-71365. which is
`incorporated herein by reference, discloses such a throttle
`apparatus.
`As shown in FIG. 8, the throttle apparatus includes an
`interlocking lever 73 fixed to the axle 72 of a throttle valve
`71, an intermediate lever 74 and a throttle lever 75. The
`interlocking lever 73 rotates with the axle 72. A spring 76is
`coupled to the lever 73 to urge the lever in a direction to
`close the throttle valve 71. A weaker spring 76A acts to open
`the throttle valve 71. Levers 74 and 75 pivot with respect to
`the axle 72. A cable 77, an end of which is coupled to the
`throttle lever 75. is connected to a gas pedal (not shown).
`Thethrottle lever 75 is normally separated from the inter-
`mediate lever 74. Pressing the gas pedal against the force of
`spring 76B over a predetermined amount causes thethrottle
`lever 75 to contact the intermediate lever 74. The resulting
`pivoting motion of the intermediate lever 74 permits the
`lever 73 to open the throttle valve 71 under the force of
`spring 76A. The driver’s manipulation of the gas pedal is
`thus mechanically transmitted to the throttle valve 71.
`An electromagnetic clutch 78 is attached to the axle 72.
`An electrical motor 79 is located next to the clutch?8. When
`actuated, the clutch 78 couples the motor 79 with the throttle
`valve 71. De-actuating the clutch 78 disconnects the motor
`79 from the throttle valve 71.
`Whena malfunction occurs in the motor 79, the electro-
`magnetic clutch 78 is de-actuated to disconnect the motor 79
`
`2
`from the throttle valve 71. In this case, the throttle lever 75
`does not contact the intermediate lever 74 until the gas pedal
`is manipulated over a predetermined amount. Before the
`throttle lever 75 contacts the intermediate lever 74.
`the
`manipuiation of the gas pedal does not affect the movement
`of the throttle valve 71. Thethrottle valve 71. whichis urged
`by the spring 76. is fully closed regardless of the gas pedal
`manipulation. When the gas pedal is manipulated over the
`predetermined amount, on the other hand, the throttle lever
`75 contacts the intermediate lever 74. This mechanically
`connects the gas pedal and the throttle valve 71. The
`manipulation of the gas pedal
`is thus reflected on the
`movementof the throttle valve 71.
`The graph of FIG. 9 shows the relationship between the
`throttle opening TA and the gas pedal angle PA when the
`motor 79 does not function normally. In this graph. a gas
`pedal angle PA. at which the throttle lever 75 contacts the
`intermediate lever 74, is used as a predetermined angle a.
`When a gas pedal angle PA is smaller than the angle a. the
`throttle opening TA is zero. When the gas pedal angle PA is
`over the angle a. the throttle opening TA increases in
`proportion with the gas pedal angle PA.
`In other words, manipulation of the gas pedal does not
`increase the power of the engine before it reaches the angle
`a. This may encourage the driver to abruptly step on the gas
`pedal to increase the engine power. An abrupt manipulation
`of the gas pedal causes the throttle lever 75 to contact the
`intermediate lever 74 and suddenly increases the throttle
`opening TA. As shown in FIG. 10,
`the engine torque
`abruptly increases, accordingly. This affects the drivability
`of the vehicle.
`The throttle apparatus of the above publication is intended
`for a vehicle having an automatic transmission. In this case,
`the gears are shifted at a higher vehicle speed SPD when a
`malfunction occurs. This also affects the drivability of the
`vehicle.
`
`10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`The graph of FIG. 11 showsthe relationship between the
`gas pedal angle PA andthe throttle opening TA in a vehicle
`having an automatic transmission. The two-dot chain line
`indicates normal functioning while the solid line shows the
`relationship when the electric component is malfunctioning.
`In the normal state. a throttle opening TA] is obtained when
`the pedal angle PA is PAI (<c). Contrarily. when there is a
`malfunction, TA] is obtained only when the pedal angle PA
`reaches PA2 (>a).
`The graph of FIG. 12 shows function data applied to
`control of an automatic transmission. Solid and one-dot
`chain lines show shift reference lines. These lines are
`referred to when the gears are shifted. The gear shift
`reference lines are defined by the relationship between the
`vehicle's speed SPD and the gas pedal angle PA. As shown
`in FIG. 11. whenthereis no electric component malfunction.
`the throttle opening TA1 is obtained when the gas pedal
`angle PA is PAI. At this time, as shown in FIG. 12. if the
`vehicles speed SPD is SPD1, the automatic transmission
`shifts gears from first to second. On the other hand, when
`there is a malfunction in the electric component. the gas
`pedal angle PA needs to be PA2 to obtain the throttle opening
`TAL as shownin FIG. 11. At this time. the vehicle’s speed
`SPD needs to be SPD2, as shown in FIG, 12, to cause the
`automatic transmission to shift from first to second. Thatis.
`when there is a malfunction in the electric component. the
`vehicle’s speed SPD needs to be higher to shift gears as
`compared to a normal state.
`SUMMARYOF THE INVENTION
`
`The present invention relates to an on-vehicle control
`apparatus. The engine of the vehicle includes an electroni-
`
`45
`
`50
`
`55
`
`65
`
`IPR2025-00943
`Tesla EX1035 Page 8
`
`IPR2025-00943
`Tesla EX1035 Page 8
`
`

`

`5,779,593
`
`10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`DETAILED DESCRIPTION OF THE
`PREFERRED EMBODIMENTS
`
`4
`FIG. 8 is a diagrammatic perspective view illustrating a
`prior art throttle apparatus;
`FIG. 9 is a graph showingthe relationship between the gas
`pedal angle and the throttle opening in the prior art throttle
`apparatus;
`FIG. 10 is a graph showing the relationship between the
`gas pedal angle andthetorqueof the engine in the prior art
`throttle apparatus;
`FIG. 11 is a graph showing the relationship between the
`gas pedal angle and the throttle opening in the prior art
`throttle apparatus; and
`FIG. 12 is a graph showing function data relating to
`automatic transmission controlin the prior art throttle appa-
`ratus.
`
`3
`the opening of which is
`cally controlled throttle valve,
`controlled by electrical and mechanical components.
`Accordingly. it is a primary objective of the present inven-
`tion to provide an on-vehicle control apparatusthat prevents
`a sudden increase in the torque of the engine. The engine
`torque is abruptly increased by a manipulation of the gas
`pedal when the throttle valve stops functioning due to a
`malfunction in an electric component of the control appa-
`ratus. The apparatus thereby improvesthe drivability of the
`vehicle.
`Another objective of the present invention is to provide an
`on-vehicle apparatus that controls an automatic transmis-
`sion. When the throttle valve stops functioning due to a
`malfunction in electric component in the valve, the trans-
`mission shifts the gear only at a higher vehicle’s speed than
`in a normal state. The apparatus resolves this drawback,
`thereby improving the drivability of the vehicle.
`To achieve the foregoing and other objects and in accor-
`dance with the purpose of the present invention, a throttle
`A first embodiment of an on-vehicle control apparatus
`valve control apparatus for a vehicle having an internal
`according to the present invention will now be described
`combustion engine is provided. The engine has a throttle
`with reference to FIGS. 1 to 4.
`valve for controlling the amount of intake air, and the
`As shown in FIG. 1, a multi-cylinder gasoline engine 12
`vehicle has an accelerator that is manipulated by the driver
`mounted on a vehicle 11 includes a cylinder block 13 and a
`for actuating the throttle valve. The apparatus includes an
`cylinder head 14. A plurality of cylinder bores 15 (only one
`urging member, an electric control system and a mechanical
`is shown)are defined in the cylinder block 13. A piston 16
`control system. The urging memberurges the throttle valve
`is reciprocatively accommodatedin each cylinder bore 15. A
`towards a closed position, The electric control system elec-
`connecting rod 17 couples each piston 16 to a crankshaft
`trically controls the opening of the throttle valve against the
`(not shown). Reciprocation of each piston 16 is converted
`force of the urging memberin accordance with the position
`into rotation of crankshaft by the rod 17.
`of the accelerator. The electric control system is disabled
`Each cylinder bore 15. cylinder head 14 and each cylinder
`when an abnormality is detected therein. The mechanical
`16 define a combustion chamber 18. A plurality of intake
`control system mechanically connects the accelerator with
`ports 19 (only one is shown) andaplurality of exhaust port
`the throttle valve and opens the throttle valve against the
`20 (only one is shown) are defined in the cylinder head 14.
`force of the urging memberif the accelerator is manipulated
`Each suction port 19 and each exhaust port 20 are commu-
`by more than a predetermined amount whenthere is an
`nicated with the associated combustion chamber 18. A
`abnormality in the electrical control system. The apparatus
`plurality of suction valves 21 (only one is shown) selectively
`also includes means for reducing the output torque of the
`open and close each intake port 19. Likewise, a plurality of
`engine for lowering the actual output torque of the engine to
`exhaust valve 22 (only one is shown) selectively open and
`a level that is lower than normal for a given position of the
`close each exhaust port 20.
`throttle valve when an abnormality is detected in the electric
`An intake passage 26 connected to each intake port 19
`contro! system.
`includes a throttle valve 23. a surge tank 24 and an intake
`BRIEF DESCRIPTION OF THE DRAWINGS
`manifold 25. When the engine 12 is running, the air in the
`The features of the present invention that are believed to
`intake passage 26 is drawn into each combustion chamber
`be novel are set forth with particularity in the appended
`18.
`claims. The invention, together with objects and advantages
`A throttle valve 23 is supported by a throttle shaft 27 in
`thereof, may best be understood by referenceto the follow-
`the intake passage 26. A system for operating the throttle
`ing description of the presently preferred embodiments
`valve 23 includes an electric component and a mechanical
`together with the accompanying drawings in which,
`component. The amountofairflow in the intake passage 26
`FIG. 1 is a schematic diagram illustrating an on-vehicle
`(intake amount) is controlled by the inclination of the
`control apparatus according to a first embodiment of the
`throttle valve 23, or the throttle opening TA. The electric
`present invention;
`component for operating the valve 23 includes an electro-
`FIG. 2 is a flowchart of a torque change process routine:
`magnetic clutch 28 and an electric motor 29. The electro-
`magnetic clutch 28 is located at an end (the left end in FIG.
`FIG.3 is a graph showingthe relationship between the gas
`1) of the shaft 27. The motor 29 is coupled to the shaft 27
`pedal angle and the throttle opening;
`by the clutch 28. Actuating the clutch 28 couples the motor
`FIG.4 is a graph showing the relationship between the gas
`29 to the valve 23. De-actuating the clutch 28 disconnects
`pedal angle and the torque of an engine;
`the motor 29 from the valve 23. An interlocking lever 30, an
`FIG. 5 is a flowchart of a routine for moving shift
`intermediate lever 31 and a throttle lever 32 are located at
`reference lines according to a second embodiment of the
`the other end of the shaft 27 in a manner similar to the
`present invention;
`mechanism of FIG. 8.
`FIG.6 is a graph showing function data of the automatic
`The interlocking lever 30 is fixed to the throttle shaft 27
`transmission control when there is no malfunction in an
`in a manner similar to the interlocking liver 73 of FIG. 8. A
`electric component;
`first weak spring 33 is coupled to the interlocking lever 30
`FIG. 7 is a graph showing thedifference betweensets of
`and urgesthe lever 30 in a direction to open thethrottle valve
`function data used for an automatic transmission in normal
`23. The intermediate lever 31 pivots with respectto the shaft
`and abnormal states of electric component in a throttle
`27 like the intermediate lever 74 of FIG. 8. A second
`valve;
`
`45
`
`50
`
`55
`
`65
`
`IPR2025-00943
`Tesla EX1035 Page 9
`
`IPR2025-00943
`Tesla EX1035 Page 9
`
`

`

`5,779,593
`
`5
`stronger spring 34 is coupled to the intermediate lever 31
`and urges the lever 31 in a direction to close the throttle
`valve 23. The levers 30 and 31 contact and separate at their
`overlapping portions. The force of the second spring 34 is
`greater than that of the first spring 33. Therefore, when the
`electromagnetic clutch 28 is de-actuated to disconnect the
`motor 29 from the throttle valve 23, the throttle valve 23 is
`closed by the force of the second spring 34.
`Thethrottle lever 32 is rotatably supported by the shaft 27
`just like lever 75 of FIG. 8. A gas pedal 35 is located in the
`passenger compartment of the vehicle 11 and is mechani-
`cally coupled to the throttle lever 32 by a wire 36. A third
`spring 37 is coupled to the throttle lever 32 and urges the
`lever 32 in the direction to close the throttle valve 23. A
`protrusion formed on the lever 32 is normally separated
`from the intermediate lever 31. The protrusion ofthe throttle
`lever 32 contacts the intermediate lever 31 only when the
`motor 29 is disconnected from the throttle valve 23 by
`de-actuating the electromagnetic clutch 28 and the gas pedal
`35 is manipulated over a predetermined distance. The
`mechanical component
`to actuate the throttle valve 23
`includes the interlocking lever 30, the intermediate lever31.
`the throttle lever 32, the wire 36 and the springs 33, 34 and
`37.
`
`The intake manifold 25 has a plurality of injectors 38.
`each of which correspondsto one of the combustion cham-
`bers 18. Each injector 38 injects fuel toward the correspond-
`ing intake port 19. The fuel injected by the injectors 38 and
`the airflow form an air-fuel mixture. The mixture is drawn
`into each combustion chambers 18. The cylinder head 14 has
`a plurality of spark plugs 39. each of which correspondsto
`one of the combustion chamber 18. Each spark plug 39 is
`activated by spark signals distributed by a distributor 40.
`Thedistributor 40 distributes high voltage from an igniter 41
`to the spark plugs 39 in synchronization with an angle of the
`crankshaft’s rotation. Activating the spark plug 39 burns the
`air-fuel mixture in the combustion chambers 18. The high
`pressure gas in each chamber 18 causes the piston 16 to
`reciprocate. The reciprocation of the pistons 16 rotates the
`crankshaft. The vehicle 11 has driving wheels (not shown)
`driven by the engine 12. The force of the engine 12 is
`transmitted to the driving wheels as the torque of the
`crankshaft and moves the vehicle 12.
`An exhaust manifold 42 and a catalytic converter (not
`shown) are connected to each exhaust port 20 and constitute
`an exhaust passage 43. The burned gas in each combustion
`chamber 18 is discharged from the engine 12 via the exhaust
`passages 43.
`The engine 12 is provided with various kinds of sensors
`44,45, 46, 47 that detect the running condition of the engine
`12. The throttle sensor 44 detects the rotation angle of the
`shaft 27 of the throttle valve 23. thereby detecting the
`opening of the throttle valve 23. or throttle opening TA. The
`gas pedal sensor 45 detects the amount of manipulation of
`the gas pedal 35 by the driver. or the gas pedal angle PA. The
`intake pressure sensor 46 detects the intake pressure in the
`intake passage 26. Therotation speed sensor 47 detects the
`crankshaft’s rotational speed, or the engine speed NE by
`referring to the rotation of a rotor 40a incorporated in the
`distributor 40.
`
`The ECU 48 has a memory 48a, a central processing unit
`(CPU) and YO ports. The memory 48a stores predetermined
`control programs and data. The CPU performs various
`computations based on control programs. The I/O ports
`allow the ECU 48 to transmit data to and to receive data
`from the sensors 44 to 47, the electromagnetic clutch 28.
`
`10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`45
`
`55
`
`65
`
`6
`motor 29, the injectors 38 and the igniter 41. The ECU 48
`controls the electromagnetic clutch 28. the motor 29. the
`injectors 38 and the igniter 41 based on the data detected by
`the sensors 44 to 47, thereby performing thefuel injection
`control, the spark timing control. throttle control and torque
`changecontrol.
`The ECU 48 computes an intake amount based on the
`detected intake pressure PM and the engine speed NE for
`performing the fuel injection control. The ECU 48 computes
`the amountof fuel in accordance with the computed intake
`air amountas the fuel injection amount TAU injected from
`each injector 38. The ECU 48 determinesthe fuel injection
`amount TAU as the length of current passage time to the
`solenoid coil (not shown) in the injectors 38. The ECU 48
`controls the amountof fuel injected from the injectors 38 by
`controlling the injectors 38 based on the computed fuel
`injection amount TAU.
`For performing a spark timing control. the ECU 48 refers
`to function data previously stored in the memory 48a. The
`function data has an optimal relationship between spark
`timings and parameters of an engine’s running condition.
`The ECU 48 computes the running condition of the engine
`12 such as load status and warm-up status based on the data
`detected by the sensors 44 to 47. The ECU 48 computes the
`optimal spark timing for the running condition byreferring
`to the function data. The ECU 48 issues current cut-off
`signals to the igniter 41 based on the computed spark
`timings. thereby controlling the actuation timing of spark
`plugs 39.
`For performing a throttle control. the ECU 48 computes
`the optimal throttle opening (a target opening) based on the
`gas pedal angle PA detected by the gas pedal sensor 45. The
`ECU 48 controls the motor 29 such that the actual throttle
`opening TA detected by the throttle sensor 44 matches the
`computed optimal opening. The ECU 48 diagnoses whether
`the electric component of the throttle valve 23 such as the
`motor 29 is functioning normally. If the actual throttle
`opening TA does not match or approachesthetarget opening
`when a predetermined period of time has passed after the
`ECU 48 transmits a commandsignal to the motor 29, the
`ECU 48 determines that there is a malfunction in the motor
`29. If the ECU 48 determines that the electric componentis
`functioning normally. the ECU 48 actuates the electromag-
`netic clutch 28. When the ECU 48 determines that there is
`a malfunction in the electric component,
`the ECU 48
`de-actuates the electromagnetic clutch 28.
`The torque change routine will now be described with
`reference to the flowchart of FIG. 2. The ECU 48 executes
`the routine with predetermined intervals.
`In step 101.
`the ECU 48 judges whether there is an
`abnormality in the electric component in the throttle valve
`23. If the result of the judgmentis negative, the ECU 48 does
`not execute the subsequent steps and temporarily suspends
`the routine. If the judgment result is positive. on the other
`hand. the ECU 48 moves on to step 102.
`In step 102, the ECU 48 judges whether the gas pedal
`angle PA is smaller than a predetermined angle a. The angle
`a of the gas pedal 35 is a pedal angle at which the protrusion
`of the throttle lever 32 contacts the intermediate lever 31. In
`other words, the angle a is a gas pedal angle PA at which
`manipulation of the gas pedal 35 starts to affect the move-
`ment of the throttle valve 23 when the electric component
`does not function normally.
`If the judgmentresult in step 102 is negative, the ECU 48
`does not execute the subsequent steps and temporarily
`suspends the routine. If the judgmentresult is positive. on
`the other hand. the ECU 48 moves on to step 103.
`
`IPR2025-00943
`Tesla EX1035 Page 10
`
`IPR2025-00943
`Tesla EX1035 Page 10
`
`

`

`5.779,593
`
`7
`In step 103, the ECU 48 cuts off current to some of the
`injectors 38 and stops supplying fuel to the corresponding
`combustion chambers 18. thereby temporarily suspending
`the routine. In this manner, the ECU 48 reduces the torque
`of the engine 12.
`When the electric component of the throttle valve 23
`functions normally, the judgmentresult of step 101 in FIG.
`2 is negative. Therefore. if the driver manipulates the gas
`pedal 35, steps 102 and 163 are not executed. The throttle
`valve 23 thus operates as follows. The protrusion of the
`throttle lever 32 separates from the intermediate lever 31,
`thereby disconnecting the throttle valve 23 from the gas
`pedal 35. Therefore, manipulation of the gas pedal 35 is not
`reflected on the movementof the throttle valve 23 by the
`mechanical component. Thethrottle valve 23 is controlled
`by the electric componentincluding the motor 29 against the
`force of the spring 34. This allows the throttle opening TA
`to match the target opening, which corresponds to the
`manipulation amount of the gas pedal 35.
`If the throttle valve 23 fails to function because of an
`abnormality in its electric component, the abnormality is
`detected by the ECU 48. In this case,
`the motor 29 is
`disconnected from the shaft 27 by de-actuating the electro-
`magnetic clutch 28 and the spring 34 moves the throttle
`valve 23 to the fully closed position.
`FIG. 3 showstherelationship between the throttle open-
`ing TA and the gas pedal angle PA. The predetermined pedal
`angle o. in this chart. is a gas pedal angle PA at which the
`throttle lever 32 contacts the intermediate ever 31. When the
`gas pedal angle PAis smaller than q,the throttle opening TA
`is zero. When the gas pedal angle PA is « or more, the
`throttle opening TA increases in proportion to the gas pedal
`angle PA. The graph of FIG. 4 shows the relationship
`betweenthe torque of the engine 12 andthe gas pedal angle
`PA.
`Whenthere is an abnormality in the electric component,
`if the gas pedal angle PA is smaller than the angle
`as
`shownin FIG.3. the protrusion on the throttle lever 32 does
`not contact the intermediate lever 31. The throttle opening
`TA thus stays zero. Accordingly, the judgmentresult of step
`102 in the routine of FIG. 2 is negative. Steps 101 and 102
`are thus repeated and the engine’s torquestays low as shown
`in FIG. 4.
`Whenthere is an abnormality in the electric component.
`if the gas pedal angle PA is the predetermined value a or
`more, the protrusion on the throttle lever 32 contacts the
`intermediate lever 31. This mechanically connects the gas
`pedal 35 with the throttle valve 23, thereby allowing the
`manipulation of the gas pedal 23 to be transmitted to the
`throttle valve 23. The throttle valve 23 rotates against the
`force of the spring 34 in accordance with the manipulation
`amount of the gas pedal 35. Therefore, when the gas pedal
`angle PA is the angle @ or more, the throttle opening TA
`increases in proportion to the increase in the gas pedal angle
`PA.
`If the ECU 48 computes the fuel injection amount TAU in
`accordance with the intake air amount, which corresponds to
`the throttle opening TA. and allowsall the injectors 38 to
`inject fuel equivalent to the amount TAU, the engine’s
`torque shows the characteristics illustrated by a two-dot
`chain line in FIG. 4. Thus, the engine’s torque abruptly
`increases when the gas pedal angle PA exceedsthe angle a.
`In this embodiment however. the process in steps 101 to 103
`prevents someof the injectors 38 from supplying fuel to the
`corresponding cylinders. Accordingly. the amount of fuel
`supplied to the combustion chambers 18 is less than that
`
`10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`45
`
`50
`
`8
`supplied in a normal condition. As a result. as illustrated
`with a solid line in FIG. 4, the engine’s torque increases less
`dramatically than the rate illustrated by the two-dot chain
`line. In other words. when the gas pedal angle PA exceeds
`the angle c. an abrupt increase in the engine’s torque is
`prevented. Accordingly, fast starts of the vehicle 11 are
`prevented and the drivability is improved.
`A special cam may be located between the throttle lever
`32 and the intermediate lever 31 to prevent an abrupt
`increase in the torque of the engine 12. The characteristics
`of the cam are illustrated with a two-dotchain line in FIG.
`3. As shown in FIG. 3, the cam causes the increase in the
`throttle opening TA with respect to the gas pedal angle PA
`to be more moderate than that of the abnormalstate illus-
`trated by a solid line. This structure however increases the
`number of the parts in the valve’s mechanical component.
`This increases the manufacturing cost,
`the size and the
`weight of the throttle apparatus. The previously described
`embodiment. on the other hand, requires no special cams.
`In this embodiment, the number of the injectors 38 to
`which current is stopped in step 103 is readily changed. The
`amountof reduced torque of the engine 12 is thus controlled
`when a malfunction occurs in the electric component of the
`valve 23.
`A second embodiment of an on-vehicle control apparatus
`will now be described with reference to FIGS. 1 and § to 7.
`To avoid a redundant description, like or same reference
`numerals are given to those components which are like or
`the same as the corresponding components of the first
`embodiment.
`In addition to the components illustrated by solid lines in
`Fig. 1. the second embodiment has an automatic transmis-
`sion 49 and a vehicle speed sensor 50 illustrated by two-dot
`chain lines. The vehicle speed sensor 50 detects the speed of
`the vehicle 11 SPD. In addition to stopping the fuel supply
`to some of the cylinders as described in the first
`embodiment,the shift control of the automatic transmission
`49 differs between normal conditions and abnormal condi-
`tions of the valve’s electric component.
`The automatic transmission 49 functions as a power
`transmission apparatus for transmitting the rotation of the
`crankshaft to the driving wheels. The automatic transmis-
`sion 49 is coupled to the engine 12 with a clutch (not
`shown). Combinations of the gear wheels in the transmis-
`sion 49 convert the rotation speed of the crankshaft (engine
`speed NE) and the engine’s torque at variousratios. The
`transmission 49 has four gear ratios includinga first gear for
`low speed and a fourth gear for high speed. The automatic
`transmission 49 has a hydraulic circuit (not shown) and a
`solenoid valve 51. The hydraulic circuit changes the com-
`bination of the gear wheels and thus the gear ratio. The
`solenoid valve 51 controls oil pressure to the hydraulic
`circuit for switching the gears.
`The ECU 48 refers to a function data shown in FIG. 6
`stored in the memory 48a when switching the gears. The
`solid lines and one-dot chain lines in FIG. 6 are reference
`lines for shifting the gears. These shift reference lines are
`defined by the relationship between the vehicle speed SPD
`and the gas pedal angle PA. Each one-dot chain line is
`referred to when the gear is shifted down to a lower gear and
`each solid line is referred to when the gear is shifted up to
`a higher gea