`
`______________
`
`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
`
`______________
`
`
`
`REPLY TO PATENT OWNER’S RESPONSE TO PETITION
`FOR INTER PARTES REVIEW OF U.S. PATENT NO. 7,237,634
`
`
`
`
`
`
`
`
`
`
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`TABLE OF CONTENTS
`
`Updated List of Exhibits ........................................................................................... ii
`
`I.
`
`II.
`
`Introduction ...................................................................................................... 1
`
`Claim construction ........................................................................................... 2
`
`A.
`B.
`
`Setpoint .................................................................................................. 2
`Paice’s “comparison” amendment is improper ..................................... 3
`
`III.
`
`Ford is not estopped as Paice alleges .............................................................. 4
`
`IV. Ground 1: Claims 161, 215, 228, 233, 235, 236 and 237 are obvious in
`view of Ibaraki ’882 and the general knowledge of a PHOSITA ................... 4
`
`A.
`
`B.
`
`C.
`
`3.
`
`2.
`
`Ibaraki ’882 discloses operating the engine/motor when the
`“road load” is above/below a “setpoint” .............................................. 4
`1.
`Paice’s power argument is not based on the figures nor
`disclosure of Ibaraki ’882 ........................................................... 6
`Fig. 5 of Ibaraki ’882 discloses mode selection based on
`road load and setpoint ..............................................................11
`Even if Ibaraki is power-based, the challenged claims are
`obvious based on the undisputed mathematical
`relationship between power and torque ....................................12
`Ibaraki ’882 discloses operating the motor and engine “when
`the torque RL...is more than the MTO” ...............................................15
`1.
`Fig. 5 also discloses operating the motor and engine
`when “road load” is “more than the MTO” ..............................20
`Ibaraki ’882 discloses a setpoint substantially less than MTO ...........22
`
`V. Ground 2: Claims 55 and 239 are obvious over Ibaraki ’882, in view
`of Ibaraki ’626 and the knowledge of a PHOSITA .......................................23
`
`VI. Ground 3: Claims 173 and 240 are obvious over Ibaraki ’882, in view
`of Suga ’104 and the knowledge of a PHOSITA ..........................................24
`
`VII. Conclusion .....................................................................................................26
`
`Certificate of Service ...............................................................................................27
`
`Certificate of Compliance Pursuant to 37 C.F.R. § 42.24 .......................................28
`
`
`
`
`
`i
`
`
`
`
`
`
`
`Exhibit
`No.
`1260
`1261
`1262
`1263
`1264
`1265
`1266
`1267
`
`Updated List of Exhibits
`
`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
`
`Date
`July 3, 2007
`Sept. 2014
`Aug. 4, 1998
`Dec. 21, 1999
`Apr. 22, 1997
`
`2005
`2013-2014
`
`1268
`
`1269
`
`PTAB Decisions & Preliminary
`Response in 2014-00571
`7,237,634 File History (certified) n/a
`
`
`
`Vehicle
`
`1270
`
`1271
`1272
`
`1275
`1276
`
`1277
`
`1278
`
`1279
`
`Excerpt of USPN 7,104,347 File
`History
`US Patent 7,104,347
`Fundamentals
`of
`Dynamics (Gillespie)
`SAE 760121 (Unnewehr-1976)
`1273
`1274 Microprocessor Design for HEV
`(Bumby-1988)
`SAE SP-1331 (1998)
`Innovations
`in Design: 1993
`Ford Hybrid Electric Vehicle
`Challenge
`1996 & 1997 Future Car
`Challenge
`to Automotive
`Introduction
`Powertrain (Davis)
`US Application 60-100095
`
`1280
`
`1281
`
`History of Hybrid Electric
`Vehicle (Wakefield-1998)
`SAE 920447 (Burke-1992)
`
`ii
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`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
`
`Burke 1992
`
`
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`Description
`Vehicle Tester for HEV (Duoba-
`1997)
`DOE Report to Congress (1994) April 1995
`
`Date
`Aug. 1, 1997
`
`Identifier
`Duoba 1997
`
`to
`
`1994 Report
`Congress
`SAE SP-1156
`Feb. 1996
`Sept. 30, 1979 HEV Assessment
`1979
`EPA HEV Final
`Study
`9323263
`Prius
`Toyota
`Yamaguchi 1998
`’672 Patent
`IEEE Eshani 1996
`
`June 1, 1971
`
`Nov. 25, 1998
`Jan. 1998
`
`April 3, 2001
`1996
`
`Feb. 1997
`
`IEEE Eshani 1997
`
`Oct. 1996
`
`Bosch Handbook
`
`SAE SP-1089
`Feb. 1995
`Aug. 11, 1998 An 1998
`
`May
`1973
`
`14-18,
`
`
`
`
`
`Oct. 4, 1983
`Sept. 6, 1994
`Nov. 1987
`
`
`
`Kawakatsu
`Severinsky
`Bumby II
`
`Feb. 25, 2014
`December 10,
`2015
`September 28,
`2015
`
`
`’904 Decision
`
`’571 Decision
`
`
`Exhibit
`No.
`1282
`
`1283
`
`1284
`1285
`
`SAE SP-1156 (1996)
`DOE HEV Assessment (1979)
`
`1286
`
`EPA HEV Final Study (1971)
`
`1287 WO 9323263A1 (Field)
`1288
`Toyota Prius (Yamaguchi-1998)
`
`1289
`1290
`
`1291
`
`1292
`
`1293
`1294
`
`1295
`
`1296
`1297
`1298
`1299
`1300
`
`1301
`1302
`
`1303
`
`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)
`the
`1973 Development
`of
`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
`Final Decision, IPR2014-00904,
`Paper 41
`Final Decision, IPR2014-00571,
`Paper 44
`
`iii
`
`
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`Date
`March 10, 2016
`
`Identifier
`’1416 Decision
`
`Sept. 4, 2015
`
`December 10,
`2015
`November 23,
`2015
`March 10, 2016
`
`Hannemann ’1416
`Dep.
`’884 Decision
`
`’875 Decision
`
`’1415 Decision
`
`April 8, 2015
`
`Hannemann ’570
`Dep.
`April 30, 2015 Hannemann ’875
`Dep.
`’875 Dep. Exhibit
`
`April 30, 2015
`
`March 10, 2015
`
`’884 POR
`
`2005
`
`Ehsani
`
`1976
`
`Bosch Handbook
`1976
`April 30, 2015 Hannemann ’884
`Dep.
`April 27, 2016 Hannemann ’787
`Dep.
`’884 Dep. Exhibit
`
`April 30, 2015
`
`June 17, 2015
`
`’1416 POR
`
`April 7, 2015
`
`
`
`Hannemann ’571
`Dep.
`Davis Reply
`
`
`Exhibit
`No.
`1304
`
`1305
`
`1306
`
`1307
`
`1308
`
`1309
`
`1310
`
`1311
`
`1312
`
`1313
`
`1314
`
`1315
`
`1316
`
`1317
`
`1318
`
`1319
`
`1320
`
`Description
`Final Decision, IPR2014-01416,
`Paper 26
`Deposition Transcript of Neil
`Hannemann for IPR2014-01416
`Final Decision, IPR2014-00884,
`Paper 38
`Final Decision, IPR2014-00875,
`Paper 38
`Final Decision, IPR2014-01415,
`Paper 30
`Deposition Transcript of Neil
`Hannemann for IPR2014-00570
`Deposition Transcript of Neil
`Hannemann for IPR2014-00875
`Exhibit 2 from deposition of Neil
`Hannemann for IPR2014-00875
`Patent Owner’s Response,
`IPR2014-00884, Paper 19
`Modern Electric, Hybrid Electric
`and Fuel Cell Vehicles
`Bosch Handbook
`
`Deposition Transcript of Neil
`Hannemann for IPR2014-00884
`Deposition Transcript of Neil
`Hannemann for IPR2014-00787
`Exhibit 12 from Deposition
`Transcript of Neil Hannemann
`(IPR2014-00884)
`Patent Owner’s Response,
`IPR2014-01416, Paper 17
`Deposition Transcript of Neil
`Hannemann for IPR2014-00571
`Reply Declaration of Dr.
`Gregory Davis
`
`iv
`
`
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`
`I.
`
`Introduction
`
`Paice challenges Grounds 1-3 based on three primary arguments. First, Paice
`
`argues that Ibaraki ’882 does not disclose or render obvious a control strategy that
`
`compares “road load” to a “setpoint” and/or “MTO.” (POR at 18-34.) Second,
`
`Paice argues that Ibaraki ’882 does not operate both an electric motor and engine
`
`“when the torque RL required to do so is more than the MTO.” (POR at 34-46.)
`
`Third, Paice argues that Ibaraki ’882 does not disclose or render obvious a
`
`“setpoint” that is substantially less than MTO. (POR at 46-49.)
`
`Paice’s over-arching argument is that Ibaraki ’882 teaches a power-based
`
`strategy. But Ibaraki ’882 expressly teaches selecting operating modes based on
`
`the “vehicle running condition as represented by the current vehicle drive torque
`
`and speed.” (Ex. 1262, Ibaraki ’882 at 20:58-65, emphasis added; Petition at 28-
`
`29.) Beyond these express teachings, the challenged claims would have also been
`
`obvious in view Ibaraki ’882 based on the well-known relationship where power =
`
`torque * speed.
`
`Paice also challenges the dependent claims in Grounds 2-3. Ford provided
`
`detailed reasoning for: (1) how/why the prior art would be combined with Ibaraki
`
`’882; and (2) why the challenged claims are unpatentable in view of the proposed
`
`combination, even though the Paice disputes these findings.
`
`
`
`1
`
`
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`
`II. Claim construction
`
`A.
`
`Setpoint
`
`The Board’s institution decision construed “setpoint” as a “predetermined
`
`torque value that may or may not be reset.” (Paper 13 at 11.) And contrary to
`
`Paice’s argument, the Board has already explained that “each of the challenged
`
`independent claims speak of the ‘setpoint’ or ‘SP’ as being the lower limit at which
`
`the engine can produce torque efficiently,” and “[t]his express language suggests
`
`that ‘setpoint’ is not just any value, but a value that—per the surrounding claim
`
`language—equates to ‘torque.’” (Ex. 1304, ’1416 Decision at 8; See also, Ex.
`
`1302, ’904 Decision at 9.)
`
`The Board further found persuasive Paice’s expert’s testimony that “under
`
`the ‘most straightforward’ approach for the claimed ‘comparison,’ the ‘setpoint is a
`
`torque value.’” (Ex. 1304, ’1416 Decision at 8, fn. 7, citing Ex. 1305, ’1416 Dep.
`
`at 79:16-80:25.) The Board stated that although “sometimes the specification
`
`describes the setpoint in terms of a ‘transition point’ . . . the claim language itself
`
`makes clear that setpoint relates simply to a torque value, without requiring that it
`
`be a transition point.” (Ex. 1304, ’1416 Decision at 8-9, emphasis in original.) The
`
`Board also held “the specification acknowledges that the mode of operation does
`
`not always transition, or switch, at the setpoint, but instead depends on a number of
`
`parameters.” (Id.)
`
`2
`
`
`
`
`
`Ford agrees with the Board’s construction, as supported by the Board’s prior
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`decisions. (Petition at 10-12.)
`
`B.
`
`Paice’s “comparison” amendment is improper
`
`Unlinked to any particular claim term, Paice proposes a construction that
`
`improperly imports a detailed “comparison” of the RL to a “setpoint (SP)” and/or
`
`“MTO” limitation to each independent claim. (POR at 11-17.) Impermissibly
`
`adding limitations does not comport with the broadest reasonable construction
`
`standard.
`
`Regardless, Paice’s proposed construction does not affect Ford’s
`
`obviousness analysis. If the improper “comparison” limitation was imported, a
`
`PHOSITA would have understood that Ibaraki ’882 compares whether “the
`
`vehicle running condition” (i.e., “drive power PL) “as represented [and determined]
`
`by the current vehicle drive torque and speed” is: (1) “below the first boundary line
`
`B”; (2) “between the first and second boundary lines B and C”; or (3) “above the
`
`second boundary line C.” (Petition at 16-31; Ex. 1265, Davis at ¶¶161-206, ¶¶226-
`
`247; Ex. 1262, Ibaraki ’882 at 20:58-21:1; 24:66-24:30.) The “point corresponding
`
`to the required drive power PL” satisfies the claimed “road load.” (Petition at 16-
`
`19; Ex. 1265, Davis at ¶¶161-176.) “Boundary line B” satisfies the claimed
`
`“setpoint.” (see e.g., Petition at 18-19, 20-21; Ex. 1265, Davis at ¶187.) And as
`
`explained further below, “Boundary line C” would have been at or near the
`
`3
`
`
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`
`engine’s MTO. (Petition at 29-31; Ex. 1265, Davis at ¶237-243.)
`
`III. Ford is not estopped as Paice alleges
`
`To address the large number of dependent claims in the ’634 Patent, Ford
`
`had to file multiple petitions, which sometimes addressed the same independent
`
`claims. (See, Petition at 1.) And the present petition had to re-challenge
`
`independent claims 161 and 215 in order to address dependent claims 173, 239,
`
`240 that were neither challenged nor addressed by the Board’s decision in
`
`IPR2014-01416.
`
`The Board may exercise its discretion in maintaining the current proceeding
`
`against the independent claims 161 and 215 because it is incorporated within the
`
`body certain dependent claims “as a matter of dependency.” (See e.g., Ex. 1306,
`
`’884 Decision at 15-16, n.11.)
`
`IV. Ground 1: Claims 161, 215, 228, 233, 235, 236 and 237 are obvious
`in view of Ibaraki ’882 and the general knowledge of a PHOSITA
`
`A.
`
`Ibaraki ’882 discloses operating the engine/motor when the
`“road load” is above/below a “setpoint”
`
`Ibaraki ’882 discloses a control strategy that uses Fig. 11 for selecting
`
`operating modes based on the vehicle’s current required torque and speed.1 (See
`
`e.g., Ex. 1262, Ibaraki ’882 at 8:37-43, 20:58-21:1, 23:66-24:30; Petition at 16-31.)
`
`
`1 Mr. Hannemann testified that Fig. 11 is the vehicle torque and speed as measured
`
`at the vehicle wheels. (Ex. 1316, ‘787 Dep at 73:18-22.)
`
`4
`
`
`
`
`Figure 11 is used to select an operating mode (annotated below) when it is
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`determined that “the vehicle running condition as represented by the current
`
`vehicle drive torque and speed” is either: (1) “below the first boundary line B”
`
`(red); (2) “between the first and second boundary lines B and C” (green); or (3)
`
`“above the second boundary line C” (blue).2 (Ex. 1262, Ibaraki ’882 at 20:58-21:1,
`
`see also 23:66-24:30.)
`
`Ex. 1262, Ibaraki ’882 at Fig. 11 (Annotated)
`
`
`
`Each operating mode is specifically selected by determining where “a point
`
`corresponding to the required drive power PL (determined by the current vehicle
`
`drive torque and speed V)” is located on the “data map.” (Ex. 1262, Ibaraki ’882 at
`
`
`2 Ibaraki ’882 also discloses how Fig. 5 can also be used to select when to operate
`
`the engine. (Ex. 1452, Ibaraki ’882 at 25:36-26:8.)
`
`5
`
`
`
`
`23:66-24:30, emphasis added; see also Ex. 1316, ’787 Dep. at 66:6-67:2.) As
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`annotated below, Ford maintains that Ibaraki ’882 satisfies the claimed comparison
`
`of road load (i.e., a required drive power PL “point,” determined by current vehicle
`
`drive torque) to a setpoint (i.e., a “point” on boundary line B) in determining when
`
`to operate the engine. (Petition at 19-23; Ex. 1265, Davis at ¶¶194-203.)
`
`Ex. 1262, Ibaraki ’882 at Fig. 11 (Annotated)
`
`1.
`
`Paice’s power argument is not based on the figures
`nor disclosure of Ibaraki ’882
`
`
`
`Paice’s argument that Ibaraki ’882 teaches a control strategy that compares
`
`power demand to power thresholds is based on arguments and figures it presented
`
`6
`
`
`
`
`in IPR2014-01416.3 (Compare, POR at 26-30 with Ex. 1318, ’1416 POR at 55-58.)
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`Instead of relying on Fig. 11 of Ibaraki ‘882 in this proceeding (below right), Paice
`
`has re-labeled figures (below left) that Mr. Hannemann testified were created for a
`
`prior proceeding that did not include Ibaraki ’882. (See Ex. 1316, Hannemann
`
`’787 Dep. at 74:21-77:8.)
`
`POR at 39
`
`
`
`
`
`
`
`Petition at 16
`
`
`
`But these figures which Paice labels “Ibaraki ’882,” are notably different
`
`from the actual Ibaraki ’882. First, as shown above, Paice’s created figures lack the
`
`constant (flat) portion of “boundary line B” at low vehicle speeds. As is further
`
`shown below, Paice’s created figures would not account for, nor select, the
`
`“MOTOR-DRIVE mode” if a “point corresponding to the required drive power PL”
`
`
`3 Paice originally presented these arguments in IPR2014-00884. (Ex. 1312, ’884
`
`POR at 48-51.)
`
`7
`
`
`
`
`is positioned just below this constant (flat) portion of “boundary line B” (i.e., high
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`torque/low speed). This constant portion confirms that the entire “boundary line
`
`B” – and not just the hyperbolic portion – would be understood as being torque.
`
`(Ex. 1320, Davis Reply at ¶¶3-14.)
`
`POR at 39
`
`
`
`
`
`
`
`Petition at 16
`
`
`
`Second, Paice’s figures depict an IC engine graph with “engine torque”
`
`along the y-axis and “engine speed” along the x-axis and a blue “MTO” line across
`
`the top. Fig. 11, on the other hand, is labeled “vehicle drive torque” along the y-
`
`axis and “vehicle speed” along the x-axis. In other words, Fig. 11 depicts the actual
`
`torque required to propel the vehicle at the wheels, not the torque/speed output at
`
`the engine.4
`
`
`4 This distinction is important as Ibaraki ’882 discloses a “transmission 116”
`
`between the engine and the drive wheels. (Ex. 1262, Ibaraki ’882 at Fig. 8.)
`
`8
`
`
`
`
`
`This difference is not insignificant as Ibaraki ’882 itself recognizes the
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`difference and discusses how an IC engine graph (Fig. 5) could be modified to
`
`embody “the data map shown in FIG. 11.” (Ex. 1262, Ibaraki ’882 at 25:62-65.)
`
`When one compares the Paice-created engine graph with the actual Ibaraki engine
`
`graph in Fig. 5 the graphs are dramatically different.
`
`POR at 39
`
`
`
`
`Ex. 1265, Davis at ¶¶209-213
`
`
` Ex. 1262, Ibaraki ’882 at Fig. 5 (annotated)
`
`
`
`But when one compares the alleged “road load-based control strategy” that
`
`
`
`Paice contends is the claimed control strategy (below left) with Ibaraki ’882’s
`
`control strategy using the Fig. 5 engine graph, the differences are virtually
`
`indistinguishable.
`
`9
`
`
`
`
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
` POR at 28
`
`
`
`
`
`
`
`Ex. 1265, Davis at ¶¶209-213
`
` Ex. 1262, Ibaraki ’882 at Fig. 5 (annotated)
`
`
`
`With reference to the engine graph control strategy illustrated by Fig. 5,
`
`Ibaraki ’882 states that a “fuel consumption efficiency” threshold of “0.7ηICEmax” is
`
`employed for determining when to operate the motor or engine. (Ex. 1262, Ibaraki
`
`’882 at 25:46-54.) Ibaraki ’882 also explains that “fuel consumption efficiency
`
`FCe may be determined on the basis of engine torque TE and speed NE.” (Id. at
`
`12:67-13:5.) In other words, Ibaraki ’882 determines how much engine
`
`torque/speed is needed to operate the vehicle and will: (1) operate the motor if the
`
`engine torque is below a point along the “0.7ηICEmax” threshold (setpoint); or (2)
`
`operate the engine if the engine torque is above a point along the “0.7ηICEmax”
`
`threshold (setpoint). (Ex. 1262, Ibaraki ’882 at 25:46-54.) So contrary to Paice’s
`
`created engine graph representations, Ibaraki ’882 specifically discloses how an
`
`engine graph can be used to select modes based on torque. The engine graph of
`
`Fig. 5 (like the vehicle drive torque graph of Fig. 11) demonstrates that Ibaraki
`
`10
`
`
`
`
`’882 does not use or disclose any graph similar to the Paice created “Ibaraki ’882”
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`graphs.
`
`2.
`
`Fig. 5 of Ibaraki ’882 discloses mode selection based
`on road load and setpoint
`
`Ibaraki ’882 also discloses how an engine map can be used to select modes
`
`similar to the “data map” illustrated in Fig. 11. (See Petition at 25; Ex. 1262,
`
`Ibaraki ’882 at 25:36-65.) Paice argues that this disclosure does not meet the
`
`claimed invention because “Fig. 5 uses entirely different criteria (fuel consumption
`
`efficiency) to determine when to operate the engine.” (POR at 33.) According to
`
`Paice, a PHOSITA would have understood “fuel consumption efficiency” is
`
`expressed as measures of power, not torque and therefore do not render the
`
`claimed invention obvious.5 (POR at 33, Ex. 2257, Hannemann Dec. at ¶71.)
`
`But Ibaraki ’882 also expressly recognizes that “fuel consumption efficiency
`
`FCe” may be “determined on the basis of the engine torque TE and engine speed
`
`NE and according to a predetermined relationship between the efficiency FCe and
`
`these parameters.” (Ex. 1262, Ibaraki ’882 at 12:67-13:4.) A PHOSITA also would
`
`have understood that fuel efficiency for an engine can be related (as Ibaraki ’882
`
`
`5 A PHOSITA, however, would have understood that fuel efficiency could be
`
`expressed on an engine graph in terms of power or torque based on the engine
`
`speed. (Ex. 1265, Davis at ¶¶110-123; Ex. 1300, Bumby at Fig. 1.)
`
`11
`
`
`
`
`expressly teaches) to both the engine’s power and torque at a specific speed. (Ex.
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`1265, Davis at ¶¶108-123.) Any point on the engine map of Fig. 5 is therefore a
`
`known fuel consumption efficiency at a given engine torque and speed. (Ex. 1265,
`
`Davis at ¶¶209-213.)
`
`This engine torque is the amount of torque required (road load) by either the
`
`motor (if below “0.7ηICEmax” threshold) or the engine (if between “0.7ηICEmax”
`
`threshold and engine MTO) for propelling the vehicle. (Ex. 1265, Davis at ¶¶209-
`
`213.) The amount of required torque at a given engine speed is also compared to a
`
`point along the “0.7ηICEmax” threshold (setpoint) to determine whether to operate
`
`the motor or engine. (Id.) Thus, Fig. 5 teaches a control strategy that compares
`
`“road load” to a “setpoint.” (Id.)
`
`3.
`
`Even if Ibaraki is power-based, the challenged claims
`are obvious based on the undisputed mathematical
`relationship between power and torque
`
`This Board has already considered Paice’s power versus torque argument
`
`and held the claimed control strategy of the ’634 Patent is obvious based on the
`
`well-known (and undisputed) relationship between power and torque (i.e., power =
`
`torque * speed).6 (Ex. 1304, ’1416 Decision at 23-25.)
`
`
`6 Paice’s power-based argument also conflicts with the ’634 Patent which claims
`
`evaluating the “power required from the engine to satisfy the road load.” (See
`
`e.g., Ex. 1260, ’634 Patent at claims 302-306, emphasis added.)
`
`12
`
`
`
`
`
`For instance, because power and torque are related mathematically by speed,
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`a PHOSITA would have understood that power can be mathematically converted
`
`to torque for determining when to operate the engine. (Ex. 1265, Davis at ¶201, see
`
`also ¶¶170-177; Ex. 1316, Hannemann ’787 Dep. at 64:2-4.) And Ibaraki ’882
`
`expressly recognizes this well-known relationship in stating that “a point
`
`corresponding to the required drive power PL” is “determined by the current
`
`vehicle drive torque and speed V.” (Ex. 1262, Ibaraki ’882 at 23:66-24:3.)
`
`Despite this known relationship, Paice argues (as it did in IPR2014-01416)
`
`that “[c]hoosing a road-load based system over a power-based system will
`
`have…significant ramifications in hybrid vehicle design.” (Compare POR at 26-29
`
`with Ex. 1318, ’1416 POR at 55-58.) Specifically, Paice re-argues that the size of
`
`the engine and motor may vary between power and torque-based strategies. (POR
`
`at 28-29.) But Paice has acknowledged the alleged trade-offs in sizing were known
`
`to a PHOSITA. (Ex. 1312, ’884 POR at 50-51.) Furthermore, Paice’s own expert
`
`has testified that while sizing of components may be different between a power and
`
`torque control strategies, he further testified: “It's not necessary that one's better
`
`than the other.” (Ex. 1315, Hannemann ’884 Dep. at 39:23-40:6.) Known tradeoffs
`
`that are not a product of innovation do not make the claims non-obvious.7
`
`7 “As the Supreme Court explained, if trying such a limited number of solutions
`
`‘leads to the anticipated success, it is likely the product not of innovation but of
`
`13
`
`
`
`
`
`Irrespective, the challenged independent claims do not include limitations
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`directed to engine and motor sizing. When Paice argued in the ’1416 proceeding
`
`that power-vs-torque affects component sizing, The Board found that component
`
`sizing is not part of the independent claims and “thus, is irrelevant.” (Ex. 1304,
`
`’1416 Decision at 24.)
`
`Moreover, the challenged claims of the ’634 Patent also do not require a
`
`constant-value “setpoint” at all vehicle or engine speeds – as Paice alleges. (POR
`
`at 38.) In fact, the ’634 Patent itself claims that the “setpoint SP is varied as a
`
`function of vehicle speed.” (Ex. 1260, ’634 Patent at claim 300, see also claim 12.)
`
`Mr. Hannemann has even previously agreed and provided examples (below) how
`
`the recited “setpoint” could vary with respect to speed. (Ex. 1315, Hannemann
`
`’884 Dep. at 16:10-16:22; and 42:21-45:3; Ex. 1317.)
`
`
`ordinary skill and common sense.’” Perfect Web Techs., Inc. v. InfoUSA, Inc., 587
`
`F.3d 1324, 1331 (Fed. Cir. 2009) (emphasis original).
`
`14
`
`
`
`
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`Ex. 1317, Hannemann ’884 Dep.
`
`
`
`B.
`
`Ibaraki ’882 discloses operating the motor and engine
`“when the torque RL...is more than the MTO”
`
`Paice provides a graph, reproduced below, and alleges it is representative of
`
`Ibaraki ’882 that discloses both the motor and engine being operated “when the
`
`torque RL...is more than the MTO.” (POR at 39.) Mr. Hannemann even agreed that
`
`this figure represents that Ibaraki ’882 discloses that the motor and engine operates
`
`above the engine’s MTO (i.e., shown by a green shaded area above a blue MTO
`
`15
`
`
`
`
`line).8 (Ex. 1316, ’779 Dep. at 96:8-97:14; Ex. 2257, Hannemann Dec. at ¶77.)
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`POR at 39
`
`
`
`The claims simply require that the motor and engine be operated “when the
`
`torque RL...is more than the MTO.” (See e.g., Ex. 1260, ’634 Patent at Claim 215.)
`
`Even though its own response demonstrates this limitation is met, Paice argues that
`
`Ibaraki ’882 cannot meet the limitation by “coincidentally” operating both the
`
`motor+engine above the engine’s MTO. (POR at 41.) Instead, Paice argues the
`
`claims “properly construed... require an affirmative comparison of ‘road load’ to
`
`‘MTO’...” (POR at 41.) Ford disagrees. The claims do not recite any such
`
`“comparison” nor can one be inferred. They also do not require operating the
`
`motor and engine only “when the torque RL” is “more than the MTO.”
`
`8 As explained above, this figure is not an accurate representation of Fig. 11. Ford
`
`maintains this limitation is met when Fig. 11 is accurately analyzed. (Ex. 1265,
`
`Davis at ¶¶226-244.)
`
`16
`
`
`
`
`
`The fact that a “parallel hybrid” – like Ibaraki ’882 – meets this limitation is
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`also not “coincidental” as it was well-known to a PHOSITA to operate the motor
`
`and engine to propel the vehicle “when the torque RL is more than the MTO.” (Ex.
`
`1265, Davis at ¶¶226-244, ¶¶129-134.)
`
`When the vehicle acceleration demands exceed the power capacity of
`
`the engine, the electrical system is used to provide the extra needed
`
`power.
`
`(Ex. 1273, Unnewehr at 5.)
`
`When more power
`
`is needed
`
`than
`
`the engine can provide,
`
`a... motor/generator or ‘torquer’ provides additional torque as needed.
`
`(Ex. 1260, ’634 Patent at 3:40-42.)
`
`Furthermore, Fig. 11 illustrates the “vehicle drive torque” and “vehicle
`
`speed” at the drive wheels. Paice’s attempt to overlay Fig. 11 onto an engine graph
`
`erroneously disregards the “transmission 116” that exists between the engine and
`
`drive wheels.9 (Ex. 1262, Ibaraki ’882 at Fig. 8.) In accounting for the
`
`“transmission 116,” a PHOSITA would have understood that any point along
`
`9 Again, the ’634 Patent states a “variable-ratio transmission” can be included as
`
`part of the claimed invention. (Ex. 1260, ’634 Patent at 20:14-21, 21:18-32, 51:27-
`
`52:61, see also Claims 51, 107, 140, 235, 261.) But Paice does not discuss how the
`
`claimed engine MTO would be modified by a transmission nor how such a
`
`modification would affect the claimed control strategy.
`
`17
`
`
`
`
`“boundary line C” is at or above the engine’s MTO as Ford explained. (Petition at
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`28-31.)
`
`For example, the textbook cited in Paice’s response (Ex. 2261) describes
`
`how it was known to use a “multigear transmission is usually employed to modify
`
`[the torque-speed profile]” of an engine.10 (Ex. 2261 at 15; Ex. 1320, Davis Reply
`
`at ¶¶26-27.) As shown, the engine’s “torque-speed profile” is modified by the
`
`transmission to provide: (1) higher torques at lower vehicle speeds (1st and 2nd
`
`gear); and (2) lower torques at higher vehicle speeds (3rd and 4th gear).11 (Ex. 1320,
`
`Davis Reply at ¶¶26-27.) Mr. Hannemann even agreed that Fig. 2.13 (below right)
`
`illustrates “the engine torque curve” (below left) for each gear after it is
`
`“multiplied” (i.e., modified) by a transmission. (Ex. 1316, Hannemann ’787 Dep at
`
`86:23-87:12, see also 85:25-86:5, 83:1-84:12.)
`
`
`10 Paice cites Ex. 2261 in arguing the “torque-speed profile” is representative of
`
`what a PHOSITA understood as being an engine’s MTO curve. (POR at 36; Ex.
`
`2257 Hannemann Dec. at ¶74; see also Ex. 1316, Hannemann ’787 Dep at 83:1-6.)
`
`11 While Ex. 2261 is labeled “tractive effort” along the y-axis, a PHOSITA would
`
`have understood “vehicle drive torque” is simply the tractive effort * the radius of
`
`the vehicle’s tires. (Ex. 1265, Davis at ¶116; Ex. 1292, Bosch Handbook at 6-7.)
`
`18
`
`
`
`
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`Ex. 1313 at 38, Fig. 2.11 and 39, Fig. 2.13 (annotated)
`
`
`
`As also shown, each gear is limited by the dashed hyperbolic curve line. (Ex.
`
`1320, Davis Reply at ¶¶28-31.) And both experts agree that a PHOSITA would
`
`have understood that the engine’s MTO at each of the transmissions gears cannot
`
`exceed the hyperbolic curve line shown as a dashed line in Fig. 2.13 above. (Id.;
`
`Ex. 1316, ’787 Dep. at 87:13-88:13.) Fig. 11 likewise includes such a hyperbolic
`
`curve (“boundary line C”) like the “dashed line” shown above. This is because a
`
`PHOSITA would have understood “boundary line C” (like the curved line
`
`illustrated in Fig. 2.13 below) illustrates the vehicle’s MTO, i.e., the engine’s MTO
`
`as modified by the “transmission 116” and as measured at the drive wheels. (Ex.
`
`1320, Davis Reply at ¶¶32-34.)
`
`19
`
`
`
`
`
`Case No: IPR2015-00722
`Attorney Docket No. FPGP0104IPR6
`
`Ex. 1313 at 39, Fig. 2.13 Ex.
`
`
`
`Ex. 1260, Ibaraki ’882 Fig. 11
`
`In accounting for the transmission, a PHOSITA would have understood that
`
`
`
`any drive torque beyond the hyperbolic dashed line (i.e., boundary line C) is near
`
`or beyond the engine’s MTO capability. (Pet. at 29-31, Ex. 1265, Davis at ¶¶237-
`
`243; Ex. 1320, Davis Reply at ¶¶32-34.) “Boundary line C” therefore discloses
`
`operating the motor and engine together when the “vehicle drive torque” (road
`
`load) is more than the engine’s MTO as modified by “transmission 116.”
`
`1.
`
`Fig. 5 also discloses operating the motor and engine
`when “road load” is “more than the MTO”
`
`Paice also argues that this limitation is not met by the engine graph of Fig. 5
`
`because it does not meet the claimed control strategy. (POR at 32.) But as
`
`discussed, Ibaraki ’882 discloses modifying “the first embodiment... embodied as
`
`the data map shown in FIG. 11” using the Fig