UNITED STATES PATENT AND TRADEMARK OFFICE
`
`______________
`
`BEFORE THE PATENT TRIAL AND APPEAL BOARD
`
`______________
`
`
`FORD MOTOR COMPANY
`Petitioner,
`
`v.
`
`PAICE LLC & ABELL FOUNDATION, INC.
`Patent Owner.
`
`______________
`
`
`U.S. Patent No. 7,237,634 to Severinsky et al.
`
`IPR Case No.: IPR2015-00722
`
`______________
`
`
`
`
`
`PETITION FOR INTER PARTES REVIEW
`UNDER 35 U.S.C. § 311 ET SEQ. AND 37 C.F.R. §42.100 ET SEQ.
`(CLAIMS 33, 36, 42, 43, 44, 46, 50, 51, 52, 55, 78, 161, 173, 215, 228, 233, 235, 236,
`237, 239 AND 240 OF U.S. PATENT NO. 7,237,634)
`
`
`
`
`

`

`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`
`
`TABLE OF CONTENTS
`
`EXHIBIT LIST ..................................................................................................................... iii
`
`I.
`
`INTRODUCTION .................................................................................................... 1
`
`II. MANDATORY NOTICES UNDER 37 C.F.R. § 42.8 ........................................ 2
`
`A.
`B.
`C.
`D.
`
`Real Party-In-Interest - 37 C.F.R. § 42.8(b)(1) ............................................ 2
`Related Matters - 37 C.F.R. § 42.8(b)(2) ....................................................... 2
`Lead and Back-Up Counsel - 37 C.F.R. § 42.8(b)(3) .................................. 2
`Service Information - 37 C.F.R. § 42.8(b)(4) ............................................... 3
`
`III. REQUIREMENTS UNDER 37 C.F.R. § 42.104 .................................................. 3
`
`A. Grounds for Standing - 37 C.F.R. § 42.104(a) ............................................. 3
`B.
`Challenged Claims - 37 C.F.R. §42.104(b)(1) ............................................... 3
`C. Grounds of Challenge - 37 C.F.R. §42.104(b)(2) ........................................ 3
`
`IV. OVERVIEW OF THE ’634 PATENT ................................................................... 5
`
`A.
`B.
`C.
`
`Prosecution History of the ’634 Patent ........................................................ 5
`Purported Improvement in the ’634 Patent ................................................. 6
`Independent Claims 33, 161 and 215 ............................................................ 7
`
`V.
`
`PERSON OF ORDINARY SKILL IN THE ART (POSA) ............................... 7
`
`VI.
`
`STATE OF THE ART .............................................................................................. 8
`
`VII. CLAIM CONSTRUCTION — 37 C.F.R. § 42.104 (B)(3) ................................... 9
`
`A.
`B.
`C.
`
`D.
`
`road load (RL) and RL .................................................................................. 10
`setpoint (SP) and SP ...................................................................................... 10
`“mode I,” “low-load operation mode I,” “highway cruising
`operation mode IV,” “acceleration operation mode V” .......................... 12
`“abnormal and transient conditions” (Claims 55 and 239) ...................... 12
`
`VIII. UNPATENTABILITY GROUNDS .................................................................... 13
`
`A. Ground 1 – Claims 33, 36, 42, 43, 44, 46, 50, 51, 52, 78, 161, 215,
`228, 233, 235, 236 and 237 are Obvious over Ibaraki ’882 and the
`General Knowledge of a POSA .................................................................. 13
`1.
`Independent Claim 33 ....................................................................... 13
`2.
`Dependent Claim 36 .......................................................................... 36
`3.
`Dependent Claim 43 .......................................................................... 37
`4.
`Dependent Claim 44 .......................................................................... 40
`5.
`Dependent Claim 46 .......................................................................... 40
`6.
`Dependent Claim 50 .......................................................................... 43
`
`i
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`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
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`Dependent Claim 51 .......................................................................... 44
`7.
`Dependent Claim 52 .......................................................................... 44
`8.
`Dependent Claim 78 .......................................................................... 45
`9.
`Independent Claim 161 ..................................................................... 45
`10.
`Independent Claim 215 ..................................................................... 47
`11.
`12. Dependent Claim 228 ........................................................................ 47
`13. Dependent Claim 233 ........................................................................ 48
`14. Dependent Claim 235 ........................................................................ 48
`15. Dependent Claim 236 ........................................................................ 48
`16. Dependent Claim 237 ........................................................................ 48
`Ground 2 – Claims 55 and 239 are Obvious Over Ibaraki ’882, in
`View of Ibaraki ’626 and the Knowledge of a POSA ............................... 49
`1.
`Motivation to Combine ..................................................................... 49
`2.
`Dependent Claims 55 and 239 ......................................................... 51
`C. Ground 3 – Claims 173 and 240 are Obvious Over Ibaraki ’882,
`in View of Suga ’104 and the Knowledge of a POSA .............................. 54
`1.
`Motivation to Combine ..................................................................... 54
`2.
`Dependent Claims 173 and 240 ....................................................... 56
`D. Ground 4 – Dependent Claim 42 is Obvious Ibaraki ’882 in view
`of the knowledge of a POSA using the teachings from Masding
`1988 and Applicant Admitted Prior Art Disclosed in ’634 Patent .......... 58
`
`B.
`
`IX. OBJECTIVE INDICIA OF NONOBVIOUSNESS ......................................... 59
`
`X.
`
`CONCLUSION ........................................................................................................ 59
`
`CERTIFICATE OF SERVICE ......................................................................................... 61
`
`
`
`
`
`ii
`
`

`

`
`
`Exhibit
`No.
`1260
`1261
`1262
`1263
`1264
`1265
`1266
`1267
`1268
`
`1269
`
`1270
`
`1271
`1272
`
`1273
`1274
`
`1275
`1276
`
`1277
`
`1278
`
`1279
`
`1280
`
`1281
`1282
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`EXHIBIT LIST
`
`Description
`U.S. Patent No. 7,237,634
`Ford Letter to Paice
`US Patent 5,789,882
`US Patent 6,003,626
`US Patent 5,623,104
`Declaration of Gregory Davis
`Toyota Litigations
`Hyundai Litigation
`PTAB Decisions & Preliminary
`Response in 2014-00571
`7,237,634 File History (certified) n/a
`
`Date
`July 3, 2007
`Sept. 2014
`Aug. 4, 1998
`Dec. 21, 1999
`Apr. 22, 1997
`
`2005
`2013-2014
`
`
`Identifier
`’634 Patent
`Ford Letter
`Ibaraki ’882
`Ibaraki ’626
`Suga ’104
`Davis Dec.
`Toyota Litigation
`Hyundai Litigation
`Ford IPRs
`
`’634 Patent File
`History
`’347 File History
`
`n/a
`
`Sept. 12, 2006
`1992
`
`’347 Patent
`Gillespie
`
`Feb. 1, 1976
`Sept. 1, 1988
`
`Feb. 1998
`Feb. 1994
`
`Unnewehr
`Masding/Bumby
`1988
`SAE SP-1331
`
`
`Feb. 1997 &
`Feb. 1998
`
`
`Filed Sept. 11,
`1998
`1998
`
`
`
`Davis Textbook
`
`’095 Provisional
`
`Wakefield
`
`Feb. 1, 1992
`Aug. 1, 1997
`
`Burke 1992
`Duoba 1997
`
`Excerpt of USPN 7,104,347 File
`History
`US Patent 7,104,347
`Fundamentals of Vehicle
`Dynamics (Gillespie)
`SAE 760121 (Unnewehr-1976)
`Microprocessor Design for HEV
`(Bumby-1988)
`SAE SP-1331 (1998)
`Innovations in Design: 1993
`Ford Hybrid Electric Vehicle
`Challenge
`1996 & 1997 Future Car
`Challenge
`Introduction to Automotive
`Powertrain (Davis)
`US Application 60-100095
`
`History of Hybrid Electric
`Vehicle (Wakefield-1998)
`SAE 920447 (Burke-1992)
`Vehicle Tester for HEV
`(Duoba-1997)
`
`iii
`
`

`

`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`Date
`Description
`DOE Report to Congress (1994) April 1995
`
`EPA HEV Final Study (1971)
`
`June 1, 1971
`
`1287 WO 9323263A1 (Field)
`1288
`Toyota Prius (Yamaguchi-1998)
`
`Nov. 25, 1998
`Jan. 1998
`
`Exhibit
`No.
`1283
`
`1284
`1285
`
`1286
`
`1289
`1290
`
`1291
`
`1292
`
`1293
`1294
`
`1295
`
`1296
`1297
`1298
`1299
`1300
`
`1301
`
`
`
`Identifier
`1994 Report to
`Congress
`SAE SP-1156
`Feb. 1996
`SAE SP-1156 (1996)
`DOE HEV Assessment (1979) Sept. 30, 1979 HEV Assessment
`1979
`EPA HEV Final
`Study
`9323263
`Toyota Prius
`Yamaguchi 1998
`’672 Patent
`IEEE Eshani
`1996
`IEEE Eshani
`1997
`Bosch Handbook
`
`April 3, 2001
`1996
`
`Feb. 1997
`
`Oct. 1996
`
`Feb. 1995
`Aug. 11, 1998
`
`SAE SP-1089
`An 1998
`
`May 14-18,
`1973
`
`
`
`
`
`Oct. 4, 1983
`Sept. 6, 1994
`Nov. 1987
`
`
`
`Kawakatsu
`Severinsky
`Bumby II
`
`Feb. 25, 2014
`
`
`
`US Patent 6,209,672
`Propulsion System for Design
`for EV (Ehsani-1996)
`Propulsion System Design for
`HEV (Ehsani-1997)
`Bosch Automotive Handbook
`(1996)
`SAE SP-1089 (Anderson-1995)
`Critical Issues in Quantifying
`HEV Emissions (An 1998)
`1973 Development of the
`Federal Urban Driving Schedule
`(SAE 730553)
`Gregory Davis Resume
`Gregory Davis Data
`US Patent 4,407,132
`US Patent 5,343,970
`Bumby, J.R. et al. “Optimisation
`and control of a hybrid electric
`car” - IEE Proc. A 1987, 134(6)
`Paice Complaint
`
`iv
`
`

`

`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`I.
`
`INTRODUCTION
`
`Petitioner Ford Motor Company (“Ford” or “Petitioner”) requests inter partes
`
`review of claims 33, 36, 42, 43, 44, 46, 50, 51, 52, 55, 78, 161, 173, 215, 228, 233, 235,
`
`236, 237, 239 and 240 of U.S. Patent No. 7,237,634 (“the ’634 Patent,” Ex. 1260.)
`
`The ’634 patent is one of five patents that Patent Owner (“Patentee” or
`
`“Paice”) has asserted against Ford in litigation. Paice contends that these patents teach
`
`an allegedly “fundamental” method of “mode control using road load” and “engine
`
`control under which engine torque is above a setpoint.” (Ex. 1301 [Paice Complaint]
`
`at 16, ¶43, served on 2/25/13 (p.1).) Paice’s methods of using “road load” and an
`
`engine torque “setpoint” were actually well known before Paice’s earliest priority date.
`
`(Ex. 1265 [Davis], ¶¶512-525.) U.S. Patent No. 5,789,882 (“Ibaraki ’882”), Paice’s U.S.
`
`Patent No. 5,343,970 (“Severinsky ’970”), and prior publications by Bumby (Ex. 1262,
`
`1300, 1301) all disclose Paice’s use of “road load” and “setpoint.” (Id.)
`
`Paice’s patent claims start with this well-known control strategy and then add
`
`other common features. The ’634 patent has 306 such claims. Ford has repeatedly
`
`asked Paice to limit the asserted claims to a reasonable number (Ex. 1261), but Paice
`
`has refused. Accordingly, Ford is filing several IPR’s to address the ’634 Patent claims
`
`and is trying to group the claims according to claimed subject matter. Due to page
`
`limitations, and the voluminous number of dependent claims, Ford addresses
`
`independent claims in multiple petitions. Ford relies on Ibaraki ’882 in this petition,
`
`but may rely on Severinsky ’970 or Bumby in other petitions because they address
`
`1
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`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
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`other dependent claims directed toward different subject matter.
`
`II.
`
` MANDATORY NOTICES UNDER 37 C.F.R. § 42.8
`
`A. Real Party-In-Interest - 37 C.F.R. § 42.8(b)(1)
`
`Petitioner certifies that Ford is the real party-in-interest.
`
`B. Related Matters - 37 C.F.R. § 42.8(b)(2)
`
`The ’634 Patent is being asserted in Paice, LLC and the Abell Foundation, Inc. v.
`
`Ford Motor Company, Case No. 1-14-cv-00492 and Paice LLC and The Abell Foundation,
`
`Inc. v. Hyundai Motor America et. al. Case No. 1:2012-cv-00499. Ford has filed petitions
`
`concerning the ’634 Patent in IPR2014-00904, IPR2014-01416 and IPR2015-00606
`
`and has filed petitions concerning other asserted patents in IPR2014-00568, IPR2014-
`
`00570, IPR2014-00571, IPR2014-00579, IPR2014-00852, IPR2014-00875, IPR2014-
`
`00884 andIPR2014-01415. Petitioner is concurrently filing related petition: IPR2015-
`
`00758, IPR2015-00785, IPR2015-00784, and IPR2015-00768. This Petition is not
`
`redundant to any previously or concurrently filed petitions.
`
`C.
`
`Lead and Back-Up Counsel - 37 C.F.R. § 42.8(b)(3)
`
`Petitioner appoints Frank A. Angileri (Reg. No. 36,733) of Brooks Kushman
`
`P.C. as lead counsel, and appoints John E. Nemazi (Reg. No. 30,876), John P.
`
`Rondini (Reg. No. 64,949) and Michael N. MacCallum (Reg. No. 63,108) of Brooks
`
`Kushman P.C., as well as Lissi Mojica (Reg. No. 63,421) and Kevin Greenleaf (Reg.
`
`No. 64,062) of Dentons US LLP, as back-up counsel. An appropriate Power of
`
`Attorney is filed concurrently herewith.
`
`2
`
`

`

`D.
`
`Service Information - 37 C.F.R. § 42.8(b)(4)
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`Service of any documents to lead and back-up counsel can be made via hand-
`
`delivery to Brooks Kushman P.C., 1000 Town Center, Twenty-Second Floor,
`
`Southfield, Michigan 48075 and Dentons US LLP, 233 South Wacker Drive, Suite
`
`7800, Chicago, IL 60606-6306. Petitioner consents to service by email at
`
`FPGP0104IPR6@brookskushman.com and iptdocketchi@dentons.com.
`
`III. REQUIREMENTS UNDER 37 C.F.R. § 42.104
`
`A. Grounds for Standing - 37 C.F.R. § 42.104(a)
`
`Petitioner certifies that the ’634 Patent is available for IPR and that Petitioner is
`
`not barred or estopped from challenging the patent claims on the grounds in this
`
`Petition.
`
`B.
`
`Challenged Claims - 37 C.F.R. §42.104(b)(1)
`
`Petitioner requests IPR of the ’634 Patent claims 33, 36, 42, 43, 44, 46, 50, 51,
`
`52, 55, 78, 161, 173, 215, 228, 233, 235, 236, 237, 239 and 240 and requests that the
`
`Patent Trial and Appeal Board (“PTAB”) cancel those claims as unpatentable.
`
`C. Grounds of Challenge - 37 C.F.R. §42.104(b)(2)
`
`Petitioner relies on the following prior art:
`
`(i)
`
`Ibaraki ’882 – U.S. Patent No. 5,789,882 to Ibaraki et al. (hereinafter “Ibaraki
`
`’882”) was filed on July 22, 1996, issued on August 4, 1998, and qualifies as prior art
`
`under 35 U.S.C. § 102(a) & (e). (Ex.1262 [Ibaraki ’882].)
`
`(ii)
`
`Ibaraki ’626 – U.S. Patent No. 6,003,626 to Ibaraki et al. (hereinafter “Ibaraki
`
`3
`
`

`

`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
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`’626”) was filed on Oct. 4, 1996, issued on Dec. 21, 1999, and qualifies as prior art
`
`under 35 U.S.C. § 102(e). (Ex. 1263 [Ibaraki ’626].)
`
`(iii) Suga ’104 – U.S. Patent No. 5,623,104 to Hiroshi Suga (hereinafter “Suga
`
`’104”) was filed on Jan. 30, 1996, issued on April 22, 1997, and qualifies as prior art
`
`under U.S.C. § 102(b). (Ex. 1264 [Suga ’104].)
`
`(iv) Masding 1988 – A September 1988 paper by P.W. Masding et al. titled “A
`
`Microprocessor controlled Gearbox for use in electric and hybrid-electric vehicles.”
`
`(Ex. 1274 [Masding/Bumby 1988].)
`
`The grounds of unpatentability presented in this petition are as follows:
`
`Ground Basis
`
`References
`
`Claims
`
`1
`
`§ 103 Ibaraki ’882 and the general
`
`Independent claims 33, 161 and
`
`knowledge of a POSA
`
`215 and dependent claims 36, 43,
`
`44, 46, 50, 51, 52, 78, 228, 233,
`
`235, 236, and 237
`
`2
`
`§ 103 Ibaraki ’882, the Ibaraki ’626
`
`Dependent claims 55 and 239
`
`and the general knowledge
`
`of a POSA
`
`3
`
`§ 103 Ibaraki ’882, Suga ’104 and
`
`Dependent claims 173 and 240
`
`the general knowledge of a
`
`POSA
`
`4
`
`

`

`Ground Basis
`
`References
`
`Claims
`
`4
`
`§ 103 Ibaraki ’882 in view of the
`
`Dependent Claim 42
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
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`knowledge of a POSA using
`
`the teachings from Masding
`
`1988 and Applicant
`
`Admitted Prior Art
`
`Disclosed in ’634 Patent
`
`The unpatentability grounds set forth in this Petition are confirmed and
`
`supported by the declaration of Dr. Gregory W. Davis. (“Davis” at Ex. 1265.)
`
`IV. OVERVIEW OF THE ’634 PATENT
`
`The ’634 Patent is a divisional in a patent family chain that ultimately claims
`
`priority back to two separate Provisional Applications—Provisional Application No.
`
`60/100,095, filed September 14, 1998, and 60/122,296, filed March 1, 1999. The ’634
`
`Patent is a direct divisional of U.S. Patent No. 7,104,347 (“the ’347 Patent,” Ex.
`
`1271).
`
`A.
`
`Prosecution History of the ’634 Patent
`
`The ’634 Patent was accorded a filing date of January 13, 2006. (’634 File
`
`History, Ex. 1269 at 162.) As filed, the ’634 Patent included 16 claims. Id. at 126-
`
`131. On May 5, 2006, the Patentee filed a preliminary amendment cancelling
`
`originally-filed claims 1-16 and adding new claims 17-75. Id. at 166-181. On
`
`5
`
`

`

`October 24, 2006, the patentee responded to a non-final office action by cancelling
`
`some of the previously submitted claims and adding 261 new claims. Id. at 344. On
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`February 8, 2007, the Examiner issued a notice of allowance. Id. at 493.
`
`B.
`
`Purported Improvement in the ’634 Patent
`
`The ’634 Patent identifies a purportedly “new ‘topology’ for a hybrid vehicle”
`
`that requires “a first electric ‘starting’ motor” and “[a] second ‘traction’ motor []
`
`directly connected to the road wheels to propel the vehicle.” (Ex. 1260 [’634 Patent] at
`
`11:50-61.)1 The purported “new ‘topology’” is disclosed as a two-motor “series-
`
`parallel” hybrid. Id. at 16:5-11. Two-motor “series-parallel” hybrids were well-known
`
`long before the patentee’s earliest priority date of September 1998. (Ex. 1265 [Davis]
`
`at ¶¶ 87-107.)
`
`The ’634 Patent also identifies a control strategy to operate the engine, traction
`
`motor, and starter motor “in accordance with the vehicle’s instantaneous torque
`
`demands so that the engine is run only under conditions of high efficiency.” (Ex. 1260
`
`[’634 Patent] at 1, Abstract.) The ’634 Patent control strategy was also known in the
`
`prior art. (Ex. 1265, [Davis] ¶¶108-134.) In fact, the ’634 Patent itself acknowledges
`
`that “the inventive control strategy according to which the hybrid vehicles of the [’634
`
`Patent] invention are operated” is the same “as in the case of the hybrid vehicle
`
`
`1
` “Topology” is used in the ’634 Patent to describe a vehicle architecture or vehicle
`
`hardware configuration.
`
`6
`
`

`

`system shown in [the prior art Severinsky] ’970 patent.” (Ex. 1260 [’634 Patent] at
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`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
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`35:3-9, see also 25:4-24.)
`
`C.
`
`Independent Claims 33, 161 and 215
`
`Independent claims 33, 161 and 215 recite a “method for controlling a hybrid
`
`vehicle” using an engine and a single electric motor. These independent claims include
`
`significant overlap and generally recite: (1) “monitoring road load [RL] over time;” (2)
`
`operating “at least one electric motor” when RL < a “setpoint (SP)”; (3) operating the
`
`engine when SP < RL < engine’s maximum torque output (MTO); and (4) operating
`
`both the engine and electric motor when RL > MTO.
`
`Claim 33 further requires monitoring a pattern of vehicle operation over time
`
`and adjusting the setpoint accordingly. Claim 161 further requires transitioning from
`
`“operating mode I” where the electric motor is used to propel the vehicle directly to
`
`“operating mode V” where the engine and electric motor is used to propel the vehicle
`
`when an operator input specifies a rapid increase in required torque. Claim 215
`
`further requires regeneratively charging the battery using the engine or during braking.
`
`V.
`
`PERSON OF ORDINARY SKILL IN THE ART (POSA)
`
`The level of ordinary skill in the art is evidenced by the references. See In re
`
`GPAC Inc., 57 F.3d 1573, 1579 (Fed. Cir. 1995). A POSA would have either: (1) a
`
`graduate degree in mechanical, electrical or automotive engineering with experience in
`
`the design and control of combustion engines, electric or hybrid electric propulsion
`
`systems, or automotive transmissions, or (2) a bachelor’s degree in mechanical,
`
`7
`
`

`

`electrical or automotive engineering with at least five years of experience in the design
`
`and control of combustion engines, electric or hybrid electric propulsion systems, or
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`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
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`automotive transmissions. (Ex. 1265 [Davis] ¶¶41-42, see also ¶¶5-37.)
`
`VI. STATE OF THE ART
`
`Hybrid vehicles date back over 100 years to the infancy of the automobile. (Ex.
`
`1265 [Davis] ¶¶43-47.) Over this time span, numerous hybrid architectures had been
`
`examined to achieve design “goals” that included efficient engine operation, improved
`
`fuel economy and reduced emissions. (Ex. 1265 [Davis] ¶48.)
`
`By September 1998, the development of the hybrid vehicle had advanced to a
`
`state where numerous different hybrid vehicle architectures were generally known and
`
`had even been successfully built and tested on public roads. (Ex. 1265 [Davis] ¶¶49-
`
`60.) These hybrid vehicle architectures typically employed electric motors to maintain
`
`operation of the internal combustion engine within the engine’s most efficient
`
`operating region, commonly referred as the engine’s “sweet spot.” (Ex. 1265 [Davis]
`
`¶¶59, 108-133.) Some hybrid vehicles could accomplish efficient engine operation by
`
`employing “one-motor” architectures while other designs found operational benefits
`
`by employing “two-motor” architectures. (Ex. 1265 [Davis], see discussion regarding
`
`“series” hybrid vehicles at ¶¶61-69; “parallel” hybrid vehicles at ¶¶70-86; and “series-
`
`parallel” hybrid vehicles ¶¶ 87-107.)
`
`For hybrid vehicles it was further known prior to September 1998 that engine
`
`operation could be restricted to its “sweet spot” using a control strategy that typically
`
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`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
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`included: (1) an all-electric mode where only the motor propels the vehicle when
`
`engine operation is inefficient (i.e., at low loads or vehicle speeds); (2) an engine-only
`
`mode where the engine propels the vehicle when engine operation is efficient, such as
`
`highway cruising at higher loads and speeds; and (3) an acceleration mode where the
`
`both engine and motor are used to propel the vehicle when the demand is beyond the
`
`maximum torque capabilities of the engine, such as during acceleration, passing, hill-
`
`climbing. (Ex. 1265 [Davis] ¶¶84, 124-131.)
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`VII. CLAIM CONSTRUCTION — 37 C.F.R. § 42.104 (B)(3)
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`For purposes of this IPR, a claim is interpreted by applying its “broadest
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`reasonable construction.” 37 C.F.R. § 42.100(b).
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`Certain terms in the claims of the ’634 Patent were argued by the patentee with
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`respect to the ’634 Patent and other patents in the ’634 Patent family, and construed
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`by the Eastern District of Texas court in Paice LLC v. Toyota Motor Corp. et al., Case
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`No. 2:04-cv-211 and Paice LLC v. Toyota Motor Corp. et al., Case No. 2:07-cv-180,
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`(“Toyota Litigation,” Ex. 1266.)
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`Certain terms recited in the claims of the ’634 Patent were also argued by the
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`patentee and construed by a Maryland district court in Paice LLC v. Hyundai Motor
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`Corp. et al., Case No. 2:12-cv-0499, on July 24, 2014. (“Hyundai Litigation,” Ex. 1267.)
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`Certain terms that are related to terms recited in the claims of the ’634 Patent
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`were also discussed in prior institution decisions. (“Ford IPRs,” Ex. 1268.)
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`Petitioner proposes the following constructions for the purposes of this IPR
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`only. But for some of these terms, based on the specification, prosecution history, and
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`patentee admissions, Petitioner contends that the construction under the applicable
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`district court standards is narrower, and reserves the right to present a narrower
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`construction in district court litigation.
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`A.
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`road load (RL) and RL
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`The Eastern District of Texas and the District of Maryland courts have
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`construed the terms “road load,” “RL,” and “road load (RL)” as “the instantaneous
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`torque required for propulsion of the vehicle, which may be positive or negative in
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`value.” (Toyota Litigation, Ex. 1266 at 205-206; Hyundai Litigation, Ex. 1267 at 16,
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`96-97.)
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`For this proceeding, Petitioner proposes that “road load” be construed as “the
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`amount of instantaneous torque required to propel the vehicle, be it positive or
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`negative.” This is consistent with a prior PTAB construction. (See Ford v. Paice IPR
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`Decisions, Ex. 1268 at 20, 38, 51, 70, 84.) Petitioner contends the construction is
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`narrower under district court standards.
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`B.
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`setpoint (SP) and SP
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`The Texas and Maryland courts construed “setpoint (SP)” as being “a definite,
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`but potentially variable value at which a transition between operating modes may
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`occur” (Toyota Litigation, Ex. 1266 at 204, Hyundai Litigation, Ex. 1267 at 104), and
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`Patent Owner maintains this as being the correct construction. (Ford IPRs, Ex. 1268
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`at 20-22, 38-40, 70-72, 84-86, 110-113.) Petitioner disagrees that Patent Owner’s
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`proposed construction is the broadest reasonable construction.
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`The ’634 Patent claims, specification, and file history define “setpoint” as a
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`“predetermined torque value.” All claims recite a “setpoint” or “SP” value being
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`compared to either: (1) an engine torque value (e.g., claim 1); or (2) a torque-based
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`“road load” value (e.g., claim 33). No claims recite a “setpoint” or “SP” in comparison
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`to any other system variable. Likewise, the specification says “the microprocessor tests
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`sensed and calculated values for system variables, such as the vehicle’s instantaneous
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`torque requirement, i.e., the ‘road load’ RL . . . against setpoints, and uses the results
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`of the comparisons to control the mode of vehicle operation.” (’634 Patent, Ex. 1260,
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`40:16-26, emphasis added.) To do so (e.g., whether “RL < SP”), the “setpoint” would
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`have to be in the same measurement units as the “road load.”
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`During prosecution of the ’347 Patent – the parent of the ’634 Patent (See Ex.
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`1270) – patentee added the following limitation to pending claims 1 and 82 to
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`overcome a prior art rejection: “wherein the torque produced by said engine when
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`operated at said setpoint (SP) is substantially less than the maximum torque output
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`(MTO) of said engine.” (’347 File History, Ex. 1270 at 8-20.) Patentee then argued the
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`engine was operated only “when it is loaded . . . in excess of SP [setpoint], which is
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`now defined to be ‘substantially less than the maximum torque output (MTO) of said
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`engine.’” (’347 File History, Ex. 1270 at 21.)
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`This proposed construction is consistent with recent PTAB constructions.
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`(Ford IPRs, Ex. 1268 at 21, 40, 72, 86.) Accordingly the broadest reasonable
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`construction of “setpoint (SP)” and “SP” as used in the challenged claims is a
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`“predetermined torque value.”
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`C.
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`“mode I,” “low-load operation mode I,” “highway cruising
`operation mode IV,” “acceleration operation mode V”
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`During the Toyota Litigation, the court construed terms of the parent ’347
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`Patent as follows: (1) low-load mode I as “the mode of operation in which energy from
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`the battery bank flows to the traction motor and torque (rotary force) flows from the
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`traction motor to the road wheels;” (2) highway cruising mode IV as “the mode of
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`operation in which energy flows from the fuel tank into the engine and torque (rotary
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`force) flows from the engine to the road wheels;” (3) acceleration mode V as “the mode
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`of operation in which energy flows from the fuel tank to the engine and from the
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`battery bank to at least one motor and torque (rotary force) flows from the engine and
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`at least one motor to the road wheels.” (Toyota Litigation, Ex. 1266 at 219.) Petitioner
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`agrees with these constructions for this IPR but reserves right to offer narrower
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`constructions in litigation, for the reasons stated above.
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`D.
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`“abnormal and transient conditions” (Claims 55 and 239)
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`Claims 55 and 239 require “operating the engine at torque output levels less than the SP
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`under abnormal and transient conditions to satisfy driveability and/or safety considerations.” The
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`’634 Patent does not define “abnormal and transient conditions,” nor describe its full scope
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`with reasonable certainty. Claim 22 of the ’347 Patent, the parent of the ’634 Patent,
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`defines “abnormal and transient conditions” as “comprising starting and stopping of the
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`engine and provision of torque to satisfy drivability or safety considerations.” (’347
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`Patent, Ex. 1271, Claim 22.)
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`Thus, although Petitioner does not admit that the term “abnormal and transient
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`conditions” satisfies 35 U.S.C. § 112, the limitation appears to include “starting and
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`stopping of the engine and provision of torque to satisfy drivability or safety
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`considerations.” Accordingly, for purposes of this proceeding only, Petitioner
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`construes “abnormal and transient conditions” as comprising “starting and stopping of the
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`engine and provision of torque to satisfy drivability or safety considerations.”
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`VIII. UNPATENTABILITY GROUNDS
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`The references below render the claimed subject matter invalid under 35 U.S.C.
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`§ 103 and the Petitioner therefore has a reasonable likelihood of prevailing as to each
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`of the following grounds of unpatentability. 35 U.S.C. § 314(a); 37 C.F.R.
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`§ 42.104(b)(4).
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`A. Ground 1 – Claims 33, 36, 42, 43, 44, 46, 50, 51, 52, 78, 161,
`215, 228, 233, 235, 236 and 237 are Obvious over Ibaraki ’882
`and the General Knowledge of a POSA
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`As provided below and by the accompanying declaration of Dr. Davis, claims
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`33, 36, 42, 43, 44, 46, 50, 51, 52, 78, 161, 215, 228, 233, 235, 236 and 237 are
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`unpatentable as being obvious under 35 U.S.C. § 103 over Ibaraki ’882 (Ex. 1262
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`[Ibaraki ’882]) and the general knowledge of a POSA. Ibaraki ’882 is prior art under
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`35 U.S.C. § 102(a) and (e).
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`1.
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`Independent Claim 33
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`… [33.0] A method for controlling a hybrid vehicle, comprising:
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`Ibaraki ’882 states that the “present invention” pertains to a “drive control
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`apparatus” for controlling a “hybrid vehicle” that may be propelled by an internal
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`combustion (IC) engine and an electric motor. (Ex. 1262 [Ibaraki ’882] at 1:9-14; Ex.
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`1265 [Davis] at ¶¶148-150.) As illustrated below, Ibaraki ’882 discloses a hybrid
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`vehicle including a “controller 128” that is used to control an “internal combustion
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`engine 112” and an “electric motor 114.” (Ex. 1262 [Ibaraki ’882] at 19:11-54.)
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`Ex. 1262 [Ibaraki ’882] at Fig. 8
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`
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`Ibaraki ’882 discloses that the hybrid vehicle implements control strategies that
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`operate the IC engine and electric motor to “effective[ly] reduc[e]. . . the fuel
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`consumption amount or exhaust gas amount of the engine.” (Ex. 1262 [Ibaraki ’882]
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`at 2:55-56, 3:15-53, 6:14-23, 25:62-26:8; Ex. 1265 [Davis] at ¶¶150-153, 158-159.) For
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`instance, Fig. 10 below illustrates a control routine that is implemented by the
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`controller to select: 1) a MOTOR DRIVE mode (step “Q12”) where the electric
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`motor propels the vehicle; (2) an ENGINE DRIVE mode (step “Q11”) where the
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`engine propels the vehicle; and (3) an ENGINE-MOTOR DRIVE mode (step
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`“Q10”) where both the electric motor and engine propel the vehicle. (Ex. 1262
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`[Ibaraki ’882] at 11:58-67, 20:43-49, 26:25-33; Ex. 1265 [Davis] at ¶153.)
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`
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`Ex. 1262 [Ibaraki ’882] at Fig. 10
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`To select the MOTOR DRIVE mode, ENGINE DRIVE mode, or ENGINE-
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`MOTOR DRIVE mode, a data map (as exemplified by Fig. 11) is used. As annotated
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`below, the data map determines the three operating modes as a function of
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`“VEHICLE DRIVE TORQUE,” and “VEHICLE SPEED.” (Ex. 1262 [Ibaraki ’882]
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`at 20:38-21:2; Ex. 1265 [Davis] at ¶¶154-156, 162-163.)
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`Ex. 1262 [Ibaraki ’882] at Fig. 11 (Annotated)
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`
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`… [33.1] determining instantaneous road load (RL) required to
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`propel the hybrid vehicle responsive to an operator command;
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`The disclosed “controller 128” is stated as including a “drive source selecting
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`means 160 illustrated in the block diagram of FIG. 9.” (Ex. 1262 [Ibaraki ’882] at
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`20:38-39.) This “drive source selecting means” is “adapted to select one or both of the
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`engine 112 and the motor 114 as the drive power source or sources, according to a
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`drive source selecting data map stored in memory means 162.” (Ex. 1262 [Ibaraki
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`’882] at 20:39-43, emphasis added.) Again, the “data map” (e.g., Fig. 11 annotated
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`above) is used to select one of the three operating modes as a function of “VEH