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`IN THE UNITED STATES PATENT AND TRADEMARK OFFICE
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`Examiner: N/A GR“ 032 {‘0
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`' 9 “441/
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`In re the Patent Application of
`Severinsky et al
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`Serial No.: 10/382,577
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`Filed:
`March 7, 2003
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`For: Hybrid Vehicles
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`Hon. Commissioner for Patents
`P.O. Box 1450
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`Alexandria VA 22313—1450
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`SUPPLEMENTAL INFORMATION DISCLOSURE STATEMENT
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`Sir:
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`As discussed in the Preliminary Amendment dated August 11,
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`2003 in this application, applicants have performed additional
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`searching for new patents possibly relevant to the subject matter
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`of this application as amended, and other new patents and other
`documents have also come recently to applicants' attention.
`A
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`number of patents and other documents thus located are listed on
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`attached PTO-1449 forms, and are discussed below. Citation of a
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`document herein should not be considered an admission that the
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`disclosure thereof is indeed relevant to the invention defined by
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`the claims, nor that the document thus made of record is indeed
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`effective as prior art under 35 USC '102.
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`A correction is also desirable with respect to a statement
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`In the\
`made in an earlier Information Disclosure Statement
`(IDS).
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`IDS filed on November 18, 1999 in grandparent application Ser.
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`No. 09/264,817, which has been incorporated by reference to form
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`part of the IDS for the present application, Taniguchi patent
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`5,846,155 was described as showing "a parallel hybrid of
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`generally conventional topology,
`that is, comprising an ICE
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`[internal combustion engine] and an electric motor connected to
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`1
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`7 FORD 1126
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`the road wheels of the vehicle through a continuously—variable
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`transmission, but discloses a relatively sophisticated
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`operational scheme, wherein the source of propulsive torque
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`varies in accordance with the road load and the state of charge
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`of the battery bank ('SOC‘)".
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`This could be misunderstood to suggest that Taniguchi
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`suggests control of the hybrid vehicle's operating mode
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`responsive to the road load and SOC.
`In fact, Taniguchi does not
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`teach selection of the source of vehicle propulsive torque, much
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`less the operating mode,
`in accordance with the road load and
`SOC, but in response to vehicle speed and accelerator pedal
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`position.
`See col. 8,
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`lines 13 - 40:
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`Moreover,
`the individual engagement means, as shown in FIGS.
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`4 and 5, are operated as shown in the operation diagram of FIG.
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`6.
`In the power split mode,
`the split drive unit 9 functions at
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`the start and at a low/medium speed. The output of the engine 2
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`is transmitted to the ring gear R through the input clutch Ci. On
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`the other hand,
`the rotor 5a of the motor—generator 5 is
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`connected to the sun gear S to charge the engine output partially
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`or to output it as the motor so that the composed force is output
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`from the carrier CR to the CVT input shaft 7a.
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`On the other hand,
`the parallel hybrid mode functions in a
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`medium/high speed range.
`In this state,
`the rotary elements of
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`the planetary gear 6 are rotated together, and the output of the
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`engine 2 is fed as it is to the CVT input shaft 7a. At the same
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`the motor-generator 5 is connected to the input shaft 7a to
`time,
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`assist the engine output or to charge the output partially.
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`The motor mode is in the state in which the accelerator
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`opening is small and in which the revolution number is small,
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`in which the engine 2 need not be used, such as in a
`e.g.,
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`traffic jam. Then,
`the motor—generator 5 is used as the motor to
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`drive the vehicle.
`In this state,
`the input clutch Ci is released
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`to disconnect the engine 2 and the CVT input shaft 7a, and the
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`direct-coupled clutch Cd is applied to output the revolution of
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`the motor-generator rotor 5a directly to the input shaft 7a.
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`On the other hand,
`the engine mode functions during high
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`speed cruising, and the vehicle is driven exclusively by the
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`engine output without any participation of the motor-generator 5.
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`[Emphasis added].
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`The Examiner is respectfully requested to review the
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`Taniguchi reference and confirm that in fact the road load is not
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`used to determine the operating mode;
`in fact, Taniguchi controls
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`the operation of the CVT, and the source of propulsive torque,
`in
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`response to the vehicle speed and accelerator pedal position.
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`Turning now to new documents made of record hereby:
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`Abe 6,281,660 shows a battery charger for an electric
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`vehicle.
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`Adler et al patent 5,515,937 claims a series hybrid where
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`the power required by traction motors is drawn from either the
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`batteries or directly from the engine/generator unit directly,
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`depending on evaluation of their respective efficiencies and the
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`batteries' state of charge, with respect to each new demand for
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`power.
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`Barske patent 5,336,932 ties the operation of a generator
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`used to charge a battery to specific fuel—consumption curves
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`stored in ROM.
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`Bullock patent 6,170,587 shows a hybrid drive, all claims of
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`which require at least three different types of energy storage,
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`e.g., combustible fuel, battery,
`flywheel, or hydraulic
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`accumulator.
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`Fattic et al patent 5,637,987 shows a hybrid vehicle in
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`which an internal combustion engine and motor are coupled by
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`controllable friction or electrical loading devices to control
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`ratios.
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`Gray, Jr. patent 5,887,674 relates to a vehicle driven by a
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`"fluidic motor",
`that is, having a hydraulic motor driving the
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`in turn driven by a pump driven by an internal combustion
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`wheels,
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`engine.
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`Patent 4,762,191 to Hagin discloses a hybrid power train for
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`a bus wherein multiple axles are driven via a driveshaft.
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`Some
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`of the dependent claims of the present application, recite
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`connection of the combination of engine and first electric motor
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`to a first set of wheels and connection of the second electric
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`motor to a second set of wheels, which is quite different.
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`Hoshiya patent 6,315,068 shows a hybrid in which control of
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`the torque provided by the motor is responsive to the torque
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`provided by the engine, so that the engine can be operated at a
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`target speed.
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`Ibaraki patent 5,856,709, discloses and claims a hybrid
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`topology wherein an engine and a motor/generator are connected to
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`different elements of a "synthesiZing/distributing mechanism". A
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`large number
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`(nine or more) of operating modes are provided. The
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`determination of the amount of torque required to propel
`the
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`vehicle is apparently made in response to the position of the
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`acclerator pedal; see col. 15,
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`lines 59 — 61.
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`Patent 6,225,784 of Kinoshita claims a battery charge
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`controller for a vehicle, wherein the level of charge above which
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`further charging is permitted is varied based on the battery
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`temperature. Patent 6,232,748 to the same inventor and assignee
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`allows only discharge when the battery is above a specified
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`temperature, and patent 6,204,636, again to the same inventor and
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`assignee, controls the charging and discharge rate of the battery
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`responsive to sensing of the "memory effect" of the battery. None
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`of these expedients are claimed in the present application.
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`Four Lawrie and Lawrie et al patents, 5,993,350, 6,019,698,
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`5,979,257, and 6,006,620, and Reed et al 5,943,918 (et al here
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`including Lawrie) are directed to transmissions for hybrids that
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`combine the efficiency of manual
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`transmissions with the
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`convenience of automatic transmissions. Motors are used to
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`operate the conventional "H"—pattern shifter, and a clutch, while
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`the motor/generator present in a hybrid is employed to match the
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`speeds of input and output shafts,
`to ensure smooth shifting.
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`Finally, Reed, Jr. et al 6,332,257 claims a method of converting
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`a manual transmission to automated operation.
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`Lovatt et al patent 6,291,953
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`shows an "electrical drive
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`system",
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`in some cases applied to a hybrid vehicle, requiring a
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`lock—up torque converter.
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`Minowa et al patent 6,142,907 (Hitachi) claims a hybrid
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`wherein either an engine or a motor is used to propel the
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`vehicle.
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`A generator is selectively connected to the wheels
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`through a two—speed transmission.
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`Patent 6,328,670 is a
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`continuation.
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`Morisawa et al 5,984,034 discloses a hybrid wherein
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`regenerative braking is used to oppose engine torque when idling
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`to keep the vehicle stopped. Morisawa et al 6,119,799 issued on
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`a continuation and discloses a hybrid offering control of braking
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`responsive to "obstruction [e.g., a car ahead] detection".
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`Another patent based on the same underlying document, no.
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`6,334,498, claims supplying power from a motor during upshifts of
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`an automatic transmission being driven by an engine. None of
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`these is a feature of the claimed invention.
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`Another Morisawa patent, no. 5,895,333,
`is limited to
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`packaging details for a planetary gearbox for a hybrid vehicle.
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`Still another Morisawa patent, no. 6,306,057, claims a complex
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`planetary gearbox arranged so that the internal combustion engine
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`is used to power the vehicle when reversing.
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`Nagano et al 6,344,008 discloses a hybrid wherein a
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`transmission is coupled between an engine and a torque
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`synthesizing device, which also accepts torque from a single
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`motor.
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`Nakajima et al 6,090,007 shows a control scheme for a hybrid
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`vehicle including a continuously variable transmission.
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`Patent
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`6,328,671 to Nakajima et al is a continuation—in-part of the '007
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`patent and shows setting the "target drive power
`based on the
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`accelerator pedal position and vehicle speed.
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`Nekola patent 5,660,077 shows a variable—speed transmission
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`stated to be useful
`in a hybrid vehicle,
`including a cone—shaped
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`gear;
`the meshing gear slides along the conical gear to vary
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`their relative speeds.
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`Nitta patent 6,321,150 shows an Aabnormality monitoring
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`system@ that is responsive to faults in a very specific type of
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`communication scheme that can be used for a hybrid vehicle.
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`Another Nitta patent, no. 6,203,468, requires first and second
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`motors on either side of a lock—up clutch,
`to smooth transitions
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`between series and parallel operation.
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`Nogi et al patent application US 2001/0037905 is directed to
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`lean-burn operation of a hybrid.
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`Omote patent 5,944,630 claims controlling torque applied by
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`a motor during shifting operations,
`to smooth shift transitions.
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`Oyama patent 6,070,680 relates to prevention of stalling of
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`the engine of a hybrid vehicle due to rapid deceleration;
`the
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`traction motor provides torque to the engine in such cases.
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`Patent 6,123,642 to Saito claims a "speed change control
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`apparatus" wherein a motor is connected to the wheels of a
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`vehicle through a multispeed transmission; power to the
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`transmission is cut during shifting.
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`Tabata et al patent 6,158,541 shows a hybrid vehicle wherein
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`the battery is divided into several portions so that one or more
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`can be completely discharged while the others remain partially
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`charged.
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`is directed to
`A further Tabata et al patent, no. 5,847,469,
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`a hybrid wherein the electric motor is employed for reversing if
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`the battery is sufficiently charged, and the engine otherwise.
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`shows a hybrid
`Another Tabata et al patent, no. 6,317,665,
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`in which a torque converter with lock-up clutch is disposed
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`between the engine and motor and the wheels;
`the claims require
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`the lock-up clutch to be released during mode switching to
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`prevent rough running.
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`is directed to hybrids
`Another Tabata patent, no. 6,183,389,
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`torque converters;
`having "torque transmission systems" (i.e.,
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`the invention
`see col. 1,
`line 52) fitted with lock—up clutches;
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`has to do with the control system for the clutch.
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`Yet another Tabata et al patent, no. 5,873,426, claims a
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`hybrid having an automatic transmission with differing shift
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`patterns selected depending on the load; apparently,
`the engine
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`is used as the only torque source in one mode and the engine and
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`motor together in another.
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`Another Tabata et al patent, no. 5,923,093, recites in claim
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`1 that the automatic transmission is inhibited from shifting
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`during regenerative braking,
`in claim 5 "braking shift control
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`means" used when regenerative braking is not available,
`to
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`downshift the transmission to increase engine braking,
`in claim
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`13 braking shift control means operated similarly prior to
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`operation of regenerative braking,
`in claim 17 a clutch between
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`transmission and engine that is engaged during regenerative
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`braking, and in claim 23 means for preventing changing between
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`engine and regenerative braking during a braking operation.
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`Still a further Tabata et al patent, no. 6,340,339,
`is
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`limited to specific constructional details of a motor and
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`transmission assembly for a hybrid.
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`In another Tabata et a1 patent, no. 5,935,040, claims 1, 5,
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`7, and 9 all require a manually—operated member for selecting
`drive modes, while claim 3 requires an automatic transmission
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`operated so that the drive force remains constant in various
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`drive modes as long as the required output remains constant.
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`Takaoka et al patent application US 2003/0085577 has claims
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`drawn to control of gear selection in an automatic transmission
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`for a hybrid based on engine efficiency; apparently,
`if the
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`torque required cannot be supplied efficiently by the engine and
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`motor working together,
`the transmission is downshifted.
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`Tuzuki et al patent 5,415,603 shows details of a hydraulic
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`system for a hybrid vehicle in which the oil is used for cooling
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`of a traction motor and lubrication of the transmission..
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`Wakuta et al patent 6,258,001 is directed to very narrow
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`mechanical aspects of a motor and transmission assembly for a
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`hybrid.
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`Woon et al patent 5,890,470 claims a method of controlling
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`engine output power, evidently intended to improve on
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`conventional governors as used on diesel engines to smooth
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`throttle response and shifting. Claim 1 is typical and requires
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`operating the engine at a constant horsepower value responsive to
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`throttle position regardless of engine speed.
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`Yamada et al patent 6,328,122 discloses a series hybrid
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`wherein the ICE can be used for vehicle propulsion only in the
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`event of a failure in the charging system.
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`Nada patent 6,653,230 is also directed to operation of a
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`hybrid after a particular failure.
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`Yamaguchi patent 5,915,489 shows a hybrid powertrain.
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`appears that the output torque is determined based on vehicle
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`speed and accelerator pedal position; see col. 6,
`lines 17 — 21.
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`It
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`Yamaguchi et al patent 6,278,195 shows applying torque from
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`the electric motor of a hybrid to quickly stop the engine.
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`Yamaguchi et al patent 6,247,437 claims control of the
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`responsive to
`operation of a starter motor, e.g.,
`for a hybrid,
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`an engine parameter relevant to its startability.
`For example,
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`if the engine is cold,
`fuel is supplied at a lower cranking RPM
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`to limit the drain on the battery. A divisional application (not
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`being supplied), Yamaguchi et al published patent application
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`2001/0022166, similarly claims a starting control for an engine,
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`in which the rotating speed is limited when the engine is cold to
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`avoid excessive use of battery power.
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`Yamaguchi patent 5,967,940 is directed to control of the
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`power provided by the engine of a hybrid to prevent noise due to
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`gear backlash.
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`Yamaguchi 6,135,914 discloses a method of control of a
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`hybrid including an ICE and two motor/generators.
`The invention
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`has to do with limiting the engine speed so that the first
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`motor/generator is not rotated beyond its capability in the event
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`of a failure The Yamaguchi system operates in engine-only, motor—
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`only, and engine+motor modes
`(see col. 4,
`lines 46 — 54), but the
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`method by which the choice between these is made is not explicit.
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`Field patent 5,081,365 discloses a hybrid vehicle wherein an
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`engine is connected to road wheels through an electric motor,
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`which is operated variously as traction motor or generator,
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`depending on the batteries' state of charge and the vehicle
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`operating mode;
`the operating mode is selected by the operator
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`from an urban mode, a highway mode, an engine mode, and a cruise
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`control mode.
`The selection is apparently to be made responsive
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`to motor speed. Field acknowledges at col. 7,
`line 48 the
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`desirability of operating the engine near its rated power to thus
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`realize high efficiency; as discussed in detail below, Field
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`suggest using an engine that is sized so that it operates at
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`nearly maximum output during flat—highway, constant speed
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`cruising. Such an engine would necessarily be too small to propel
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`the vehicle up hills,
`so its performance would suffer under such
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`circumstances.
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`Two additional patents to Field and Field et al, nos.
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`6,044,922 and 6,481,516, relate to developments of the system
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`disclosed in the '365 Field patent above;
`the '516 patent is
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`stated to be a continuation of the '922 patent, but their
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`disclosures are not
`in fact identical.
`The vehicle described in
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`these patents comprises two separate battery packs, a high—
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`voltage battery pack for supplying power to the traction motor
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`and a lower—powered accessory battery for operating usual vehicle
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`ancillary components such as lights, radio, and the like.
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`Kubo patent 5,722,502 shows a hybrid vehicle comprising an
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`ICE,
`a generator and a traction motor also operable as a
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`generator. The vehicle can be operated in a variety of modes,
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`include PEV ("pure electric vehicle",
`in which the ICE is not run
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`at all; see col. 10,
`lines 18 ~ 28), SHV ("serial electric
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`vehicle", wherein the ICE is run to drive the generator, which in
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`turn supplies current to the
`traction motor to power the
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`vehicle; see col. 5,
`lines 33 - 51), and "continuous—type PSHV"
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`("parallel-serial hybrid vehicle", where torque from the ICE is
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`used to propel the vehicle and to drive the generator to power
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`the traction motor to propel the vehicle if torque from the ICE
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`is inadequate; see col. 5,
`lines 52 — 66).
`A distinction is
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`drawn between this continuous—type PSHV and a "changeover—type
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`PSHV", as exemplified by Japanese Laid—Open Publication 2—7702;
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`see col. 3,
`lines 2 - 9 and col. 5,
`line 66 — col. 6,
`line 10.
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`The selection between the PEV mode and one or the other of
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`the SHV and PSHV modes is made by the operator
`(see col. 10,
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`47), while the selection between SHV and PHSV modes is made
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`according to the battery's state of charge (SOC); see col. 6,
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`lines 12 — 13. When the driver selects a mode other than the PEV
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`mode,
`the engine is operated continuously (col. 11,
`lines 26 —
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`32), and may idle when not significantly loaded (col. 12,
`lines
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`31 — 32; col. 13,
`lines 51 — 52); if the battery is fully charged
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`line
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`10
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`but braking is required, such that regenerative braking would be
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`inappropriate,
`the engine can be operated as a mechanical brake
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`(col. 11,
`lines 6 - 20).
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`In PSHV mode, an engine control unit
`(ECU)
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`then determines
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`whether torque is to be supplied from the traction motor,
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`ICE, or
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`both, depending on the accelerator pedal angle: "Further,
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`if the
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`change in accelerator pedal angle is too large for the torque to
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`be supplied...by the ICE alone or...by the ICE alone because fuel
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`consumption and emission are degraded,
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`the ECU 20 controls the
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`[inverter] to compensate by using the motor 10 for at least that
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`part of the torque required at the driving wheels." (Col. 13,
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`lines 32 - 39). At
`low speeds in PSHV mode, it appears that the
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`ICE provides power to the traction motor through the first motor,
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`being operated as a generator.
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`Tsukamoto et a1 5,771,478 shows a hybrid vehicle in which
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`the function of a clutch or torque converter, allowing slipping
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`of an ICE with respect to the wheels of a vehicle, e.g., when
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`accelerating from a stop,
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`is provided by a gearbox connected
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`between the ICE, wheels, and a motor—generator. Excess torque
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`provided by the ICE at starting is absorbed by the motor—
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`generator and stored in a battery; it can then be used to run
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`accessories or propel the vehicle.
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`Tabata et al 5,833,570 relates to smoothing the shifting of
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`
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`an automatic transmission of a hybrid by application of torque
`from the traction motor. Tabata 5,951,614 is generally similar,
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`but shows smoothing of shifting by reducing the torque supplied
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`by either the motor/generator or ICE.
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`Hata et al 5,875,691 discloses and claims a specific
`arrangement of the components of a hybrid (ICE, motor,
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`<
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`transmission)
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`for packaging convenience.
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`Haka 5,931,271 shows a hybrid powertrain wherein one—way
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`clutches are provided so that the same motor/generator can start
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`11
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`an ICE and be disconnected therefrom for efficient regenerative
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`braking.
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`Shibata et al patent 3,719,881 shows a battery charger
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`arrangement especially for a serial hybrid vehicle, wherein an
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`internal combustion engine is operated to drive a generator only
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`above a minimum load,
`so as to reduce emissions, which increase
`
`at low loads.
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`Etienne patent 4,187,436 also shows a battery charging
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`arrangement for a serial hybrid vehicle, which includes a first
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`battery for powering the traction motor and'a second battery for
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`starting the ICE.
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`Lynch et a1 patent 4,165,795 shows a hybrid drive
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`arrangement
`in which an ICE and a motor/generator are
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`mechanically coupled to one another, and to the wheels of the
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`vehicle,
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`through a transmission. The engine is sized to provide
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`the average power necessary for ordinary driving, and is operated
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`near its optimal efficiency point at all times;
`the
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`motor/generator is operated for load—leveling,
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`that is, when the
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`vehicle‘s torque requirements exceed the power provided by the
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`engine the motor/generator adds torque, and when the engine's
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`torque output exceeds the vehicle's torque requirement,
`the
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`motor/generator operates as a battery charger.
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`The difficulty
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`with this approach is simply that the vehicle's torque
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`requirements may vary by a factor of up to 1000%, or more,
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`between city driving and highway driving, particularly when there
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`are grades (using battery power to climb a grade of any length
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`will quickly discharge any reasonably—sized battery bank)
`so this
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`
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`solution is not useful
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`in "real—world" driving.
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`Hadley et a1 5,283,470 shows an electric car,
`
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`that is,
`
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`without
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`ICE, with regenerative braking. Hadley et al 5,406,126 is
`
`similar.
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`Schmidt 5,669,842 shows a hybrid drive in which either the
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`ICE or one of several separate motors drive the accessories,
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`depending on whether the engine is running.
`The engine and
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`motors are arranged so that the engine and the mating member of
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`the geartrain are driven at the same speed, allowing the clutch
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`
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`to be synchronously engaged.
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`
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`Ibaraki et al 6,003,626 discloses a hybrid in which the
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`
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`engine normally propels the vehicle and charges the battery
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`through a generator; if the generator fails,
`the engine propels
`
`
`the vehicle.
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`Takahara et a1 6,009,365 discloses a hybrid with ICE and
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`motor connected to the wheels through a continuously variable
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`transmission (CVT). During coasting the actual torque being
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`
`
`exerted is compared to a calculated desired torque and the actual
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`
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`torque adjusted accordingly.
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`
`
`Bower patent 6,231,135 relates to improvements in brake
`
`
`
`
`
`
`
`
`systems for hybrid vehicles. Although the present application is
`
`
`
`
`
`
`a division of an application which was a continuation—infpart of
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`earlier applications, and which added disclosure of a new braking
`
`
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`system to the disclosure of the parent application, no claims to
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`that braking system are now being pursued in this application.
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`Soejima 5,951,118 discloses a vehicle braking system, not
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`limited to hybrids, which includes a seating velocity reducing
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`device for slowing the closing of a valve;
`this can be employed
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`together with regenerative braking in a hybrid. Otomo et al
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`5,984,432 is similar.
`As above, no claims of the present
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`application are directed to improvements in braking systems,
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`although the parent was a C—I—P which added material relating
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`thereto to the disclosure of the grandparent application.
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`Numazawa et al patent 5,497,941, Umebayahi et al patent
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`6,265,692, and Matsuda et al patent 6,357,541 all relate to
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`improvements in HVAC systems.
`As in the case of the braking
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`Page 13 of 53
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`FORD 1126
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`Page 13 of 53
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`FORD 1126
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`applications.
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`systems discussed above, no claims are currently being pursued to
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`certain new material relating to HVAC systems that was added by
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`the parent C—I-P application to the disclosure of the parent
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`Takahara et al patent 6,064,161 shows operating a
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`motor/generator of a hybrid to brake a slipping wheel. This is
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`not a feature of the claimed invention. Takahara also shows that
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`the vehicle operating mode can be controlled responsive to
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`accelerator pedal position and vehicle velocity,
`in common with
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`many other references. See Fig. 5.
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`Kaiser et al 5,979,158 suggests that emissions of an ICE on
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`starting can be reduced by spinning the ICE to a speed
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`approximating its idle speed, activating the ignition system for
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`about a second, and only then activating the fuel supply. This
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`is suggested to be useful
`in a hybrid.
`No claims of the present
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`application are directed to high—rpm starting, although the
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`advantages of doing so are discussed in the application. Kaiser
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`also mentions preheating of the catalyst; this step is recited in
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`claim 77, but is not solely relied upon for patentability. Claim
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`77 recites,
`inter alia, that the vehicle's operating mode is
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`selected responsive to road load, which is not shown by Kaiser.
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