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Invalidity Search Report – Quick(Detailed Report)

Client Ref. No.: XXXXXXXXXX TPSF Ref. No: XXXXXXXXXX

For: Client

May 11, 20XX

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Client Logo

Thank you for allowing us to conduct your search! Your search fell into one of the categories highlighted below. Please read the description of the

category before taking (or not taking) any further steps.

Category 1: A thorough search was conducted, but no relevant patents were found. No further recommendations are made.

Category 2: A thorough search was conducted, and a few close references were found. These are categorized in three primary groups. The “Relevant” group discloses all the features explicitly, the “Related” group appears to disclose some of the features but not all, and the “Interesting” group that appear to be related in some way but are mostly provided to illustrate surrounding technologies. (Note that the “Related” group may also include some “Relevant” group patents.)

Category 3: A thorough search was conducted, and a few references were found. These are categorized in three primary groups. The “Relevant” group discloses the features inferentially and not explicitly, the “Related” group appears to disclose some of the features but not all, and the “Interesting” group that appear to be related in some way but are mostly provided to illustrate surrounding technologies. (Note that the “Related” group may also include some “Relevant” group patents). The references in this category should be reviewed carefully by the client for relevance, as the inference drawn by us is subjective to our understanding and is done to provide the best case scenario, the client may interpret the references in a different way.

Category 4: A thorough search was conducted and a few references were also identified but a further search in a different jurisdiction is recommended for potentially better results..

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Table of Content

1 Search Overview & Background..........................................................................................42 Search Scope.......................................................................................................................5

2.1 Objective of the Search................................................................................................5

2.2 Assumptions.................................................................................................................5

2.3 Data Sources.................................................................................................................5

3 Methodology...................................................................................................................... 64 Search Strategy...................................................................................................................7

4.1 Term Set.......................................................................................................................7

4.2 Relevant Classes Identified...........................................................................................8

4.3 Search Strings.............................................................................................................12

4.4 Glossary of Specific Search Operators Used...............................................................14

5 Relevance Criteria.............................................................................................................155.1 Relevant Results.........................................................................................................15

5.2 Related Results...........................................................................................................15

5.3 Interesting Results......................................................................................................15

6 Search Results...................................................................................................................166.1 Key Features to be mapped........................................................................................16

6.1.1 Key Features against Claim 8 [Independent Claim].............................................16

6.1.2 Key Features against Claim 9 [Dependent Claim on Claim 8]..............................16

6.1.3 Key Features against Claim 10 [Dependent Claim on Claim 9]............................16



6.1.6 Key Features against Claim 15 [Independent Claim]...........................................16

6.1.7 Key Features against Claim 17 [Independent Claim]...........................................17

6.2 Summary of Search Results........................................................................................18

6.3 Detailed Analysis of Search Results............................................................................21

6.3.1 Relevant (or Related) Patent Results...................................................................21

6.3.2 Interesting Patent Results...................................................................................46

6.3.3 Interesting Non-Patent Results...........................................................................54

7 Non-Disclosure:.................................................................................................................568 Disclaimer......................................................................................................................... 56

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1 Search Overview & Background

The client wants The Patent Search Firm to conduct invalidity search against invention of the XXXXXXXX related to “Method and control system for controlling propulsion in a hybrid vehicle”.

For the invalidation search against XXXXXXX, the primary objective of the search is to identify the patents, published applications or non-patents references which relates to a system or method for controlling propulsion equipment in a hybrid vehicle including a traction motor and a propulsion unit, such as an internal combustion engine or a fuel cell. Further, the system includes control system having a sensor coupled to sense a signal indicative of vehicle torque demand and memory for storing a threshold torque range indicative of conditions of relatively low vehicle torque demand. Further, a processor is configured to process the said signal to determine whether the vehicle torque demand is within the threshold torque range (Region of low efficiency) or outside the threshold range (Region of high efficiency). During conditions:

1. When the said signal is within the threshold torque range (Or region of low efficiency), an actuator is configured to generate a signal configured to activate the electric traction motor to drivingly propel the vehicle while de-engaging the internal combustion engine from propelling the vehicle.

2. When the said signal is outside the threshold torque range (Or region of high efficiency), the actuator is configured to generate a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the internal combustion engine to propel the vehicle.

Further, as per the client’s instructions, TPSF has to carry out the search as per the following variant:

VARIANT COVERAGE SEARCH LANGUAGE

QuickPatent Search in US, EP and WO[All Full Text]

EnglishNon-Patent Search

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2 Search Scope

2.1 Objective of the Search

The objective of the search will be to capture documents that disclose:

1. Control of Propulsion unit in a hybrid vehicle including motor and internal combustion engine (ICE).

2. Switching of motor and internal combustion engine (ICE) to drive the vehicle based on torque demand.

3. Hybrid vehicle including a torque sensor for sensing torque demand/efficiency, and on the basis of sensed data, switching of motor and ICE is done.

2.2 Assumptions

Assumptions1. MicroPatent and Questel Orbit databases were used for conducting Patent searches.2. Google, Scholar, Science-Direct, IEEE, ACM Digital Library, CiteSeerX were used for conducting non-patent searches.3. The term 'Patent' has been used as a collective term for Patents and Published Applications.4. The comprehensiveness of this search has been governed by the upper cap on the effort to be invested.5. This search has been carried out as per our Quick Variant and covers US, EP and WO jurisdictions using keywords in English language.

2.3 Data Sources

Data SourcesFor Bibliographic Data (including title, abstract):

MicroPatentQuestel OrbitEspacenet.comGoogle PatentsUspto.gov

For Non-Patent Searches:

GoogleGoogle ScholarScience-DirectCiteSeerXIEEEACM Digital Library

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3 Methodology

The following methodology was adopted for performing the Invalidity search:

MethodologyTask Details OutputStep 1Understanding

TPSF developed a thorough understanding of the technology area and client’s requirements to prepare a strategy for the report

A preliminary strategy for the search was prepared including keyword-based search, citations search, assignee/inventor name search

Step II aKeyword-based Patent Searching

TPSF generated a list of keywords to be used for conducting the patent and non-patent search for the project, as per the preliminary search strategy. Further, the list of search strategy was used to perform patent searches on MicroPatent, Questel Orbit patent databases.The patents obtained from the search were analyzed to identify relevant/ related patents.

A set of relevant/related patents

Step II bInventor / Assignee Searching

TPSF conducted Inventor/Assignee search analysis for relevant/related patents.


Step II cClass based Searching

TPSF conducted searches using relevant IPC / ECLA classes, with broad key strings to capture any additional patents relevant to the domain.

A set of relevant/related non-patent literature

Step II dPatent Citations Searching

TPSF conducted Forward-Backward and Backward-Forward citation analysis for relevant/related patents obtained from the searches II a, II b and II c.


Step IIINon-Patent Searching

The search strings prepared for the patent search were modified to adapt to searching syntax for non-patent searches. Searches were carried out on Google, Scholar, Science-Direct, IEEE, ACM Digital Library, CiteSeerX, OpenThesis, Wiley InterScience, WorldWideScience, MIT and Stanford Libraries to obtain a list of non-patent documents matching the keyword criteria. These non-patent documents were screened on the basis of free-information (mostly abstract).

A set of relevant/related results

Step IVDeliverable Preparation

An MS Word Document containing the project overview, search strategy, relevance criteria, and the results was prepared.

MS Word Deliverable

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4 Search Strategy

The following search strings, some combinations and/or some syntactical variations of them were used to conduct searches on Thomson MicroPatent and Questel Orbit to extract patents for analysis or extract other relevant information to assist in searching.

Similarly, syntactical variations of these strings were run on non-patent databases as well.

4.1 Term Set

Keyword based SearchTerm Set KeywordsHybrid vehicle ((Hybrid OR electric) 3D (Vehicle OR car OR bicycle)) OR HV OR "IHV" OR "EVs" OR

(Hybrid W engine) OR (((multi+ OR many OR double) W (power+)) W (engine+ OR motor+ OR vehicle+))

Propulsion system ((Propulsion) W (system OR unit OR engine)) OR “ICE” OR (internal W combustion W engine) OR ((motive OR propel+ OR impel+ OR driv+ OR push+ OR shear+) W (force+)) OR ((+stroke+ OR jet OR rocket) W (engine+)) OR (Fuel W cell) OR engine+

Control (control+ OR monitor+ OR check+ OR manag+ OR supervis+ OR alter+ OR regulat+ OR manipulat+ OR limit+ OR command+ OR switch+ OR optimiz+ OR handl+ OR govern+ OR adjust+)

Propel Propel OR thrust OR impetus OR impuls+ OR momentum OR surge+ OR ((motive OR propel+ OR impel+ OR driv+ OR push+ OR shear+) W (force+))

Sensing Sensor OR sens+ OR detect+ OR gaug+ OR identif+ OR analyz+ OR analys+ OR indicat+ OR determin+ OR estimat+ OR evaluat+ OR calculat+ OR spot+ OR inspect+ OR notic+ OR feel+

Torque Demand (torque+ OR ((rotat+) 3D (forc+ OR shaft+)) OR “tau” OR “τ” OR twist+ OR contort+ OR tortuous+) OR (efficiency OR capacity) OR load+

Processor (+Control+ OR +computer+ OR 5+processor+ OR mainframe OR “CPU” OR (central W (processing W unit+)) OR (logic+ W circuit+) OR regulat+ OR monitor+ OR thermostat+ OR detect+ OR measur+ OR sens+ OR indicat+ OR admin+ OR actuat+ OR commutat+)

Traction motor ((rotation+ OR torque OR traction OR electric+ OR friction+ OR adhesion) 2D (Motor+ OR rotor+ OR shaft+ OR actuator+ OR generator+ OR generater+ OR engine+ OR dynamo))

Activate activ+ OR operat+ OR initiat+ OR trigger+ OR ((power+ OR turn+ OR switch+ OR set OR shut) W (on)) OR start+ OR energiz+ OR initial+ OR re_engag+

Deactivate De_activ+ OR deactiv+ OR stop+ OR ((turn+ OR switch+ OR set OR shut OR power+) W off) OR de_energiz+ OR defus+ OR de_engag+

Class based SearchClass Set ClassesClasses for Data processing

IPC/CPC: G06F-003 OR H04N-021 OR H04L-067 OR H04L-067/06 OR G06T-001 OR G06T-011 OR G06F-017 OR G06F-015 OR G06F-007 OR G06F-019

USC: 370235 OR 707769 OR 707999.1 OR 702032 OR 701101 OR 701084 OR 701103 OR 701104 OR 701112 OR 701123 OR 701090 OR 701087 OR 701086 OR 701030.5 OR 701030.8 OR 701030.9 OR 701031.1 OR 701033.4 OR 701033.7 OR 701033.8 OR 701033.9

Classes for hybrid vehicles

IPC/CPC: Y10S-903 OR Y02T-010/60 OR Y02T-010/62

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USC: 701022 OR 180065.21

Classes for Hybrid vehicles and propulsion system

IPC/CPC: B60W-020 OR B60W-010 OR B60K-006 OR B60L-011 OR B60K2006 OR B60L-015/002 OR B60L-015/005 OR B60L-015/025 OR B60L-015/20 OR B60L-003/06 OR B60L2240/662 OR B60L-009

USC: 180065.25 OR 180065.1 OR 180065.265

4.2 Relevant Classes Identified

The following Classes were used in combination with the term sets provided above:

Class DefinitionsIPC / CPC

G06F 3/00

PHYSICS >> COMPUTING; CALCULATING; COUNTING >> ELECTRICAL DIGITAL DATA PROCESSING >> INPUT ARRANGEMENTS FOR TRANSFERRING DATA TO BE PROCESSED INTO A FORM CAPABLE OF BEING HANDLED BY THE COMPUTER; OUTPUT ARRANGEMENTS FOR TRANSFERRING DATA FROM PROCESSING UNIT TO OUTPUT UNIT, E.G. INTERFACE ARRANGEMENTS

H04N 21/00ELECTRICITY >> ELECTRIC COMMUNICATION TECHNIQUE >> PICTORIAL COMMUNICATION, E.G. TELEVISION >> SELECTIVE CONTENT DISTRIBUTION, E.G. INTERACTIVE TELEVISION, VOD [VIDEO ON DEMAND]

H04L 67/00ELECTRICITY >> ELECTRIC COMMUNICATION TECHNIQUE >> TRANSMISSION OF DIGITAL INFORMATION, E.G. TELEGRAPHIC COMMUNICATION >> NETWORK-SPECIFIC ARRANGEMENTS OR COMMUNICATION PROTOCOLS SUPPORTING NETWORKED APPLICATIONS

H04L 67/06

ELECTRICITY >> ELECTRIC COMMUNICATION TECHNIQUE >> TRANSMISSION OF DIGITAL INFORMATION, E.G. TELEGRAPHIC COMMUNICATION >> NETWORK-SPECIFIC ARRANGEMENTS OR COMMUNICATION PROTOCOLS SUPPORTING NETWORKED APPLICATIONS >> ADAPTED FOR FILE TRANSFER, E.G. FILE TRANSFER PROTOCOL [FTP]

G06T 1/00 PHYSICS >> COMPUTING; CALCULATING; COUNTING >> IMAGE DATA PROCESSING OR GENERATION, IN GENERAL >> GENERAL PURPOSE IMAGE DATA PROCESSING

G06T 11/00 PHYSICS >> COMPUTING; CALCULATING; COUNTING >> IMAGE DATA PROCESSING OR GENERATION, IN GENERAL >> 2D [TWO DIMENSIONAL] IMAGE GENERATION

G06F 17/00PHYSICS >> COMPUTING; CALCULATING; COUNTING >> ELECTRICAL DIGITAL DATA PROCESSING >> DIGITAL COMPUTING OR DATA PROCESSING EQUIPMENT OR METHODS, SPECIALLY ADAPTED FOR SPECIFIC FUNCTIONS

G06F 15/00 PHYSICS >> COMPUTING; CALCULATING; COUNTING >> ELECTRICAL DIGITAL DATA PROCESSING >> DIGITAL COMPUTERS IN; DATA PROCESSING EQUIPMENT IN GENERAL

G06F 7/00PHYSICS >> COMPUTING; CALCULATING; COUNTING >> ELECTRICAL DIGITAL DATA PROCESSING >> METHODS OR ARRANGEMENTS FOR PROCESSING DATA BY OPERATING UPON THE ORDER OR CONTENT OF THE DATA HANDLED

G06F 19/00PHYSICS >> COMPUTING; CALCULATING; COUNTING >> ELECTRICAL DIGITAL DATA PROCESSING >> DIGITAL COMPUTING OR DATA PROCESSING EQUIPMENT OR METHODS, SPECIALLY ADAPTED FOR SPECIFIC APPLICATIONS

Y10S 903/00

GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACS] AND DIGESTS >> TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACS] AND DIGESTS >> TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACS] AND DIGESTS >> HYBRID ELECTRIC VEHICLES, HEVS

Y02T 10/60 GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACS] AND DIGESTS >> TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE >> CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION >> ROAD TRANSPORT OF GOODS OR PASSENGERS >> OTHER ROAD TRANSPORTATION TECHNOLOGIES WITH

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CLIMATE CHANGE MITIGATION EFFECT

Y02T 10/62

GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACS] AND DIGESTS >> TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE >> CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION >> ROAD TRANSPORT OF GOODS OR PASSENGERS >> OTHER ROAD TRANSPORTATION TECHNOLOGIES WITH CLIMATE CHANGE MITIGATION EFFECT >> HYBRID VEHICLES

B60W 20/00

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >>CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT >> CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES, I.E. VEHICLES HAVING TWO OR MORE PRIME MOVERS OF MORE THAN ONE TYPE, E.G. ELECTRICAL AND INTERNAL COMBUSTION MOTORS, ALL USED FOR PROPULSION OF THE VEHICLE

B60W 10/00

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT >>

B60K 6/00

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS; AUXILIARY DRIVES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST, OR FUEL SUPPLY, OF PROPULSION UNITS, IN VEHICLES >> ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS FOR MUTUAL OR COMMON PROPULSION, E.G. HYBRID PROPULSION SYSTEMS COMPRISING ELECTRIC MOTORS AND INTERNAL COMBUSTION ENGINES

B60L 11/00

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> ELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL >> ELECTRIC PROPULSION WITH POWER SUPPLIED WITHIN THE VEHICLE

B60K 2006/00

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS; AUXILIARY DRIVES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST, OR FUEL SUPPLY, OF PROPULSION UNITS, IN VEHICLES >>

B60L 15/002

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> ELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL >> METHODS, CIRCUITS, OR DEVICES FOR CONTROLLING THE TRACTION-MOTOR SPEED OF ELECTRICALLY-PROPELLED VEHICLES >> FOR CONTROL OF PROPULSION FOR MONORAIL VEHICLES, SUSPENSION VEHICLES OR RACK RAILWAYS; FOR CONTROL OF MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES FOR PROPULSION PURPOSES

B60L 15/005

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> ELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL >> METHODS, CIRCUITS, OR DEVICES FOR CONTROLLING THE TRACTION-MOTOR SPEED OF ELECTRICALLY-PROPELLED VEHICLES >> FOR CONTROL OF PROPULSION FOR MONORAIL VEHICLES, SUSPENSION VEHICLES OR RACK RAILWAYS; FOR CONTROL OF MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES FOR PROPULSION PURPOSES >> FOR CONTROL OF PROPULSION FOR VEHICLES PROPELLED BY LINEAR MOTORS

B60L 15/025

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> ELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL >> METHODS, CIRCUITS, OR DEVICES FOR CONTROLLING THE TRACTION-MOTOR SPEED OF ELECTRICALLY-PROPELLED VEHICLES >> CHARACTERISED BY THE FORM OF THE CURRENT USED IN THE CONTROL CIRCUIT >> USING FIELD ORIENTATION; VECTOR CONTROL; DIRECT TORQUE CONTROL (DTC)

B60L 15/20 PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> ELECTRIC EQUIPMENT

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OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL >> METHODS, CIRCUITS, OR DEVICES FOR CONTROLLING THE TRACTION-MOTOR SPEED OF ELECTRICALLY-PROPELLED VEHICLES >> FOR CONTROL OF THE VEHICLE OR ITS DRIVING MOTOR TO ACHIEVE A DESIRED PERFORMANCE, E.G. SPEED, TORQUE, PROGRAMMED VARIATION OF SPEED

B60L 3/06

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> ELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL >> ELECTRIC DEVICES ON ELECTRICALLY-PROPELLED VEHICLES FOR SAFETY PURPOSES; MONITORING OPERATING VARIABLES, E.G. SPEED, DECELERATION, POWER CONSUMPTION >> LIMITING THE TRACTION CURRENT UNDER MECHANICAL OVERLOAD CONDITIONS

B60L 2240/662

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> ELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL >> CONTROL PARAMETERS OF INPUT OR OUTPUT; TARGET PARAMETERS >> NAVIGATION INPUT >> AMBIENT CONDITIONS >> TEMPERATURE

B60L 9/00

PERFORMING OPERATIONS; TRANSPORTING >> VEHICLES IN GENERAL >> ELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL >> ELECTRIC PROPULSION WITH POWER SUPPLY EXTERNAL TO VEHICLE

USC

370235 MULTIPLEX COMMUNICATIONS >> >> DATA FLOW CONGESTION PREVENTION OR CONTROL >> FLOW CONTROL OF DATA TRANSMISSION THROUGH A NETWORK

707769DATA PROCESSING: DATABASE AND FILE MANAGEMENT OR DATA STRUCTURES >> DATABASE AND FILE ACCESS >> RECORD, FILE, AND DATA SEARCH AND COMPARISONS >> DATABASE QUERY PROCESSING

707999.1 DATA PROCESSING: DATABASE AND FILE MANAGEMENT OR DATA STRUCTURES >> DATABASE OR FILE ACCESSING

702032 DATA PROCESSING: MEASURING, CALIBRATING, OR TESTING >> MEASUREMENT SYSTEM IN A SPECIFIC ENVIRONMENT >> CHEMICAL ANALYSIS >> SPECIFIC SIGNAL DATA PROCESSING

701022 DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> ELECTRIC VEHICLE

701101DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> WITH INDICATOR OR CONTROL OF POWER PLANT (E.G., PERFORMANCE) >> INTERNAL-COMBUSTION ENGINE

701084

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> INDICATION OR CONTROL OF BRAKING, ACCELERATION, OR DECELERATION >> ANTISPIN, TRACTION CONTROL, OR DRIVE SLIP CONTROL >> CONTROL OF ENGINE TORQUE

701103

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> INDICATION OR CONTROL OF BRAKING, ACCELERATION, OR DECELERATION >> ANTISPIN, TRACTION CONTROL, OR DRIVE SLIP CONTROL >> CONTROL OF ENGINE TORQUE >> DIGITAL OR PROGRAMMED DATA PROCESSOR >> CONTROL OF AIR/FUEL RATIO OR FUEL INJECTION

701104

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> INDICATION OR CONTROL OF BRAKING, ACCELERATION, OR DECELERATION >> ANTISPIN, TRACTION CONTROL, OR DRIVE SLIP CONTROL >> CONTROL OF ENGINE TORQUE >> DIGITAL OR PROGRAMMED DATA PROCESSOR >> CONTROL OF AIR/FUEL RATIO OR FUEL INJECTION >> CONTROLLING FUEL QUANTITY

701112

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> INDICATION OR CONTROL OF BRAKING, ACCELERATION, OR DECELERATION >> ANTISPIN, TRACTION CONTROL, OR DRIVE SLIP CONTROL >> CONTROL OF ENGINE TORQUE >> DIGITAL OR PROGRAMMED DATA PROCESSOR >> ENGINE STOP, FUEL SHUTOFF

701123DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> WITH INDICATION OF FUEL CONSUMPTION RATE OR ECONOMY OF USAGE

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701090

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> INDICATION OR CONTROL OF BRAKING, ACCELERATION, OR DECELERATION >> ANTISPIN, TRACTION CONTROL, OR DRIVE SLIP CONTROL >> HAVING PARTICULAR SLIP THRESHOLD, TARGET SLIP RATIO, OR TARGET ENGINE TORQUE DETERMINING MEANS

701087

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> INDICATION OR CONTROL OF BRAKING, ACCELERATION, OR DECELERATION >> ANTISPIN, TRACTION CONTROL, OR DRIVE SLIP CONTROL >> CONTROL OF TRANSMISSION TORQUE

701086

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> INDICATION OR CONTROL OF BRAKING, ACCELERATION, OR DECELERATION >> ANTISPIN, TRACTION CONTROL, OR DRIVE SLIP CONTROL >> CONTROL OF ENGINE TORQUE >> HAVING FUEL CUTTING OR IGNITION TIMING RETARDING

701030.5

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> VEHICLE DIAGNOSIS OR MAINTENANCE DETERMINATION >> DETECTION OF FAULTY SENSOR >> BY SPECIFIC COMPARISON WITH SENSOR OUTPUT

701030.8

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> VEHICLE DIAGNOSIS OR MAINTENANCE DETERMINATION >> DETECTION OF FAULTY SENSOR >> BY SPECIFIC COMPARISON WITH SENSOR OUTPUT >> COMPARING CURRENT SENSOR OUTPUT WITH PREVIOUSLY STORED VALUE THEREOF

701030.9

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> VEHICLE DIAGNOSIS OR MAINTENANCE DETERMINATION >> DETECTION OF FAULTY SENSOR >> BY SPECIFIC COMPARISON WITH SENSOR OUTPUT >> SENSOR OUTPUT COMPARED TO RANGE OF VALUES

701031.1

DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> VEHICLE DIAGNOSIS OR MAINTENANCE DETERMINATION >> DETECTION OF FAULTY SENSOR >> BY SPECIFIC COMPARISON WITH SENSOR OUTPUT >> SENSOR OUTPUT COMPARED TO THRESHOLD

701033.4DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> VEHICLE DIAGNOSIS OR MAINTENANCE DETERMINATION >> STORING OPERATIONAL HISTORY (E.G., DATA LOGGING, ETC.)

701033.7DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> VEHICLE DIAGNOSIS OR MAINTENANCE DETERMINATION >> INCLUDING SIGNAL COMPARISON

701033.8DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> VEHICLE DIAGNOSIS OR MAINTENANCE DETERMINATION >> INCLUDING SIGNAL COMPARISON >> TO RANGE OF VALUES

701033.9DATA PROCESSING: VEHICLES, NAVIGATION, AND RELATIVE LOCATION >> VEHICLE CONTROL, GUIDANCE, OPERATION, OR INDICATION >> VEHICLE DIAGNOSIS OR MAINTENANCE DETERMINATION >> INCLUDING SIGNAL COMPARISON >> TO THRESHOLD

180065.21 MOTOR VEHICLES >> POWER >> ELECTRIC >> HYBRID VEHICLE (IPC)

180065.25 MOTOR VEHICLES >> POWER >> ELECTRIC >> HYBRID VEHICLE (IPC) >> SPECIFIC VEHICLE ARCHITECTURE (IPC) >> PARALLEL (IPC)

180065.1 MOTOR VEHICLES >> POWER >> ELECTRIC

180065.265 MOTOR VEHICLES >> POWER >> ELECTRIC >> HYBRID VEHICLE (IPC) >> CONTROL OF MULTIPLE SYSTEMS SPECIFIC TO HYBRID OPERATION

11

4.3 Search Strings

S. No. Search Strategies

1

Full Patent Specifications:(Sensing Term set S (Torque demand Term set)ANDTitle, Abstract and Claims:(propulsion system Term set P hybrid vehicle Term set P traction motor Term set)ANDAny Classification: Classes for Hybrid vehicles and propulsion system OR Classes for data processingANDPublication Date: < 20020806ANDJurisdictions: Worldwide

2

Full Patent Specifications:(Sensing Term set S (Torque demand Term set)ANDTitle, Abstract and Claims:(propulsion system Term set P hybrid vehicle Term set P traction motor Term set)ANDAny Classification: Classes for Hybrid vehicles and propulsion system OR Classes for data processingANDFiling Date: <20020806ANDJurisdictions: US, PCT designated to US

3

Title, Abstract and Claims:(Propel Term set P Hybrid Vehicle Term set) AND (Traction motor Term set)ANDAny Classification: Classes for Hybrid vehicles and propulsion systemANDPublication Date: < 20020806ANDJurisdictions: Worldwide

4

Title, Abstract and Claims:(Propel Term set P Hybrid Vehicle Term set) AND (Traction motor Term set)ANDAny Classification: Classes for Hybrid vehicles and propulsion systemANDFiling Date: <20020806ANDJurisdictions: US, PCT designated to US

5 Full Patent Specifications:(Activate Term set OR Deactivate Term set) 3D (Propulsion system Term set)ANDFull Patent Specifications:(Activate Term set OR Deactivate Term set) 3D (Traction Motor Term set)

12

ANDTitle, Abstract and Claims:(Hybrid Vehicle Term set)Any Classification: Classes for Hybrid vehicles and propulsion systemANDPublication Date: < 20020806ANDJurisdictions: Worldwide

6

Full Patent Specifications:(Activate Term set OR Deactivate Term set) 3D (Propulsion system Term set)ANDFull Patent Specifications:(Activate Term set OR Deactivate Term set) 3D (Traction Motor Term set)ANDTitle, Abstract and Claims:(Hybrid Vehicle Term set)Any Classification: Classes for Hybrid vehicles and propulsion systemANDFiling Date: <20020806ANDJurisdictions: US, PCT designated to US

7

Title, Abstract and Claims:(Control Term set 4D (Propulsion system Term set OR traction motor Term set))ANDFull Patent Specifications:(Sensing Term set S (Torque demand Term set) ) AND Hybrid vehicle Term setAny Classification: (Classes for Hybrid vehicles and propulsion system OR classes for hybrid vehicles)ANDPublication Date: < 20020806ANDJurisdictions: Worldwide

8

Title, Abstract and Claims:(Control Term set 4D (Propulsion system Term set OR traction motor Term set))ANDFull Patent Specifications:(Sensing Term set S (Torque demand Term set) ) AND Hybrid vehicle Term setAny Classification: (Classes for Hybrid vehicles and propulsion system OR classes for hybrid vehicles)ANDFiling Date: <20020806ANDJurisdictions: US, PCT designated to US

9 1 OR 2 OR 3 OR 4 OR 5 OR 6 OR 7 OR 8 No of Hits 1312 Patent families

4.4 Glossary of Specific Search Operators Used

Operators Definitions

+ Any number of characters (in Questel Orbit)

13

nW Search for words in the same sentence and appearing within n words of one another, in the written order. If n is omitted, the number defaults to one (in Questel Orbit)

nD Search for words in the same sentence and appearing within n words of one another, but in either order. If n is omitted, the number defaults to one (in Questel Orbit)

S Search terms occur in the same sentence (in Questel Orbit)

P Search for words in the same paragraph (in Questel Orbit)

ADJn Search for words in the same sentence and appearing within n words of one another, in the written order. If n is omitted, the number defaults to one (in MicroPatent)

NEARn Search for words in the same sentence and appearing within n words of one another, but in either order. If n is omitted, the number defaults to one (in MicroPatent)

SAME Search for words in the same paragraph (in MicroPatent)

14

5 Relevance Criteria

Documents identified from the search were manually analyzed and tagged as relevant, related, interesting and not-relevant. Provided below is the description of each category

5.1 Relevant ResultsThose patent and non-patent references were considered as 'Relevant', which disclose all the key features corresponding to any of the independent claims of Claim No. 8, Claim No. 15 and Claim No. 17 explicitly.

5.2 Related ResultsAny patents, published applications or non-patent references, will be marked as 'Related', which disclose some of the key features corresponding to any of the independent claims of Claim No. 8, Claim No. 15 and Claim No. 17 explicitly, but fail to disclose the other key features or disclose them inferentially.

5.3 Interesting ResultsThose patent or non-patents references which appeared to be potentially related, however, could not be categorized as relevant or related were marked as Interesting Results. Note that this list has just been provided to give you an idea of what else exists in the art and is not meant to be comprehensive.

15

6 Search Results

6.1 Key Features to be mapped

The following pointers have been identified based on the claim elements. All the relevant and/or related results identified in the search are mapped on these key features to properly depict their significance.

6.1.1 Key Features against Claim 8 [Independent Claim]A control system for controlling propulsion equipment in a hybrid vehicle including a traction motor and an internal combustion engine, the control system comprising:

1. A sensor coupled to sense a signal indicative of vehicle torque demand.2. Memory for storing a threshold torque range indicative of conditions of relatively low vehicle

torque demand.3. A processor configured to process the signal indicative of vehicle torque demand to determine

whether the vehicle torque demand is within the threshold torque range.4. During conditions when the signal indicative of vehicle torque demand is within the threshold

torque range, an actuator configured to generate a signal configured to activate the electric traction motor to drivingly propel the vehicle while de-engaging the internal combustion engine from propelling the vehicle.

5. During conditions when the signal indicative of vehicle torque demand is outside the threshold torque range, the actuator configured to generate a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the internal combustion engine to propel the vehicle.

6.1.2 Key Features against Claim 9 [Dependent Claim on Claim 8]The control system of claim 8 further comprising a monitor configured to monitor at least one operational parameter indicative of environmental and/or operational conditions of the propulsion system of the vehicle, wherein the value of the selected threshold torque range is adjusted based on the value of the at least one operational parameter.

6.1.3 Key Features against Claim 10 [Dependent Claim on Claim 9]The control system of claim 9 wherein the operational parameter is selected from the group comprising state of charge of an energy source of the traction motor, ambient temperature, and barometric pressure.

6.1.4 Key Features against Claim 11 [Dependent Claim on Claim 8]The control system of claim 8 further including a sensor coupled to sense a state of charge of an energy source of the traction motor, said state of charge being determinative of whether the electric traction motor is activated to drivingly propel the vehicle.

6.1.5 Key Features against Claim 13 [Dependent Claim on Claim 8]The control system of claim 8; wherein the hybrid comprises a parallel-hybrid.

16

6.1.6 Key Features against Claim 15 [Independent Claim]A method for controlling a propulsion system in a hybrid vehicle including a traction motor and a propulsion unit, the method comprising:

1. Mapping respective regions of relatively high and low efficiency in an efficiency map for the propulsion unit;

2. Sensing a signal indicative of said regions of relatively high and low efficiency.3. During conditions when the sensed signal indicates a region of low-efficiency for the

propulsion unit, generating a signal configured to activate the electric traction motor to drivingly propel the vehicle while de-engaging the propulsion unit from propelling the vehicle.

4. During conditions when the sensed signal indicates a region of high-efficiency for the propulsion unit, generating a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the propulsion unit to propel the vehicle.

6.1.7 Key Features against Claim 17 [Independent Claim]A computer-readable medium including computer-readable code for causing a computer to control a propulsion system in a hybrid vehicle including a traction motor and a propulsion unit, the computer-readable medium comprising

1. Segment code for mapping respective regions of relatively high and low efficiency in an efficiency map for the propulsion unit;

2. Segment code for sensing a signal indicative of said regions of relatively high and low efficiency.

3. During conditions when the sensed signal indicates a region of low-efficiency for the propulsion unit, segment code for generating a signal configured to activate the electric traction motor to drivingly propel the vehicle while de-engaging the propulsion unit from propelling the vehicle.

4. During conditions when the sensed signal indicates a region of high-efficiency for the propulsion unit, segment code for generating a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the propulsion unit to propel the vehicle.

17

6.2 Summary of Search ResultsThe results of the search have been presented in the report below. The analysis below provides bibliographic details of the identified references and relevant excerpts from the identified references. The Patent number / Non-patent title provided is also hyperlinked to the complete document, which includes all the figures and text.

You can access the web-link of the document by clicking over the Patent number / Non-patent title. (If you are viewing in MS Word, then you’ll need to press your control key while you click.)

Patent ResultsSL No. 1 2 3

Patent / Publication No. US6691807 US6098733 US6554088

Preamble:A control system for controlling propulsion equipment in a hybrid vehicle including a traction motor and an internal combustion engine, the control system comprising:

Yes No Yes

Key Feature 1:A sensor coupled to sense a signal indicative of vehicle torque demand;

Yes No Yes

Key Feature 2:Memory for storing a threshold torque range indicative of conditions of relatively low vehicle torque demand;

Yes No Yes

Key Feature 3:A processor configured to process the signal indicative of vehicle torque demand to determine whether the vehicle torque demand is within the threshold torque range;

Yes No Yes

Key Feature 4:During conditions when the signal indicative of vehicle torque demand is within the threshold torque range, an actuator configured to generate a signal configured to activate the electric traction motor to drivingly propel the vehicle while de-engaging the internal combustion engine from propelling the vehicle.

Yes No Yes

Key Feature 5:During conditions when the signal indicative of vehicle torque demand is outside the threshold torque range, the actuator configured to generate a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the internal combustion engine to propel the vehicle.

Yes No Yes

18

http://patft.uspto.gov/netacgi/nph-Parser?Sect2=PTO1&Sect2=HITOFF&p=1&u=/netahtml/PTO/search-bool.html&r=1&f=G&l=50&d=PALL&RefSrch=yes&Query=PN/6554088



Key Feature:The control system of claim 8 further comprising a monitor configured to monitor at least one operational parameter indicative of environmental and/or operational conditions of the propulsion system of the vehicle, wherein the value of the selected threshold torque range is adjusted based on the value of the at least one operational parameter.

Yes No Yes

Key Feature :The control system of claim 9 wherein the operational parameter is selected from the group comprising state of charge of an energy source of the traction motor, ambient temperature, and barometric pressure.

Yes No Yes

Key Feature :The control system of claim 8 further including a sensor coupled to sense a state of charge of an energy source of the traction motor, said state of charge being determinative of whether the electric traction motor is activated to drivingly propel the vehicle.

Yes No Yes

Key Feature :The control system of claim 8, wherein, the hybrid comprises a parallel-hybrid.

No No Yes

Preamble:A method for controlling a propulsion system in a hybrid vehicle including a traction motor and a propulsion unit, the method comprising:

No Yes Yes

Key Feature 1:Mapping respective regions of relatively high and low efficiency in an efficiency map for the propulsion unit;

No Yes

Key Feature 2:Sensing a signal indicative of said regions of relatively high and low efficiency

No No No

Key Feature 3:During conditions when the sensed signal indicates a region of low-efficiency for the propulsion unit, generating a signal configured to activate the electric traction motor to drivingly propel the vehicle while de-engaging the propulsion unit from propelling the vehicle

No Yes No

19

Key Feature 4:During conditions when the sensed signal indicates a region of high-efficiency for the propulsion unit, generating a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the propulsion unit to propel the vehicle

No Yes No

Preamble:A computer-readable medium including computer-readable code for causing a computer to control a propulsion system in a hybrid vehicle including a traction motor and a propulsion unit, the computer-readable medium comprising:

No Yes Yes

Key Feature 1:Segment code for mapping respective regions of relatively high and low efficiency in an efficiency map for the propulsion unit;

No Yes No

Key Feature 2:Segment code for sensing a signal indicative of said regions of relatively high and low efficiency

No No No

Key Feature 1:During conditions when the sensed signal indicates a region of low-efficiency for the propulsion unit, segment code for generating a signal configured to activate the electric traction motor to drivingly propel the vehicle while de-engaging the propulsion unit from propelling the vehicle

No No No

Key Feature 1:During conditions when the sensed signal indicates a region of high-efficiency for the propulsion unit, segment code for generating a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the propulsion unit to propel the vehicle

No No No

LEGENDThis result is identified as relevant

This result is identified as related

This feature is not explicitly disclosed but can be inferred

20

6.3 Detailed Analysis of Search Results

6.3.1 Relevant (or Related) Patent ResultsThis is the list of most relevant hits available in the art for the given invention identified in the search. Please note that the focus was on identifying the closest hits and not on identifying all the hits comprehensively. Accordingly, the list might not be comprehensive and there might be more documents that are similar (i.e., having the equal or slightly lower relevance) to the documents listed below. Also, the search is restricted to English language and US, EP and WO jurisdictions .

1. US6691807 TPSF comment: This Patent discloses a hybrid electric vehicle which comprises of motor-generator and internal combustion engine and a controller. Further, the controller receives an input signal from at least one of the sensor or driver operated control and compares it with torque threshold, on the basis of which the controller provides command indicative of whether the vehicle has to be operated with the motor or the internal combustion engine. However, regions of high and low efficiency are not explicitly disclosed.

Title Publication Date Filing Date Priority

DateInventor/

Author Assignee

HYBRID ELECTRIC VEHICLE WITH VARIABLE DISPLACEMENT ENGINE

February 17, 2004

April 11, 2000

April 11, 2000

CHINU P. BHAVSAR, JOANNE T.

WOESTMAN, PRABHAKAR

B. PATIL

FORD GLOBAL

TECHNOLOGIES LLC

Abstract:A hybrid electric vehicle 10 having a propulsion system 12 which integrates a motor-generator 14 and a variable displacement internal combustion engine 16. Motor-generator 14 and engine 16 are each operatively coupled to drive train 17 of vehicle 10, and cooperatively power vehicle 10.

Key Features corresponding to Independent Claim 8Preamble:A control system for controlling propulsion equipment in a hybrid vehicle including a traction motor and an internal combustion engine, the control system comprising:

[CLAIMS]

1. A control system for a vehicle having a variable displacement engine, a motor, an electrical storage device operatively connected to the motor, a driver operated control, and a sensor for detecting a vehicle operating condition, the control system comprising:a controller in communication with the engine, the motor, the driver operated control, and the sensor, the controller being configured to at least,a) receive an input from at least one of the driver operated control and the sensor,b) determine a demanded torque based on the input received,c) compare the demanded torque to a first torque threshold,d) partition the demanded torque into an engine torque and a motor torque based on the comparison of the demanded torque to the first torque threshold,e) compare the demanded torque to a second torque threshold when

21


the engine torque is non-zero, andf) determine a number of operating cylinders for the engine based on the comparison of the demanded torque to the second torque threshold.

Key Feature 1:A sensor coupled to sense a signal indicative of vehicle torque demand

[DESCRIPTION]

A control system or controller 18 is electrically and communicatively coupled to conventional user or driver operated controls or components 20 and to conventional vehicle operating condition sensors 22. As described more fully and completely below, controller 18 receives signals and/or commands generated by controls 20 and sensors 22, and processes and utilizes the received signals to determine the amount of torque which is to be provided to the vehicle's drive train 17 and to selectively cause motor 14 and engine 16 to cooperatively provide the desired torque to the drive train 17.

Key Feature 2:Memory for storing a threshold torque range indicative of conditions of relatively low vehicle torque demand

[DESCRIPTION]

The value of the “VDE mode” threshold is stored within controller 24 and may be a dynamic value (e.g., a function of vehicle speed or engine speed). In one non-limiting embodiment, controller 24 compares the requested torque to several different “VDE mode” thresholds, which each corresponds to a unique cylinder operating mode of engine 16.

Key Feature 3:A processor configured to process the signal indicative of vehicle torque demand to determine whether the vehicle torque demand is within the threshold torque range

[CLAIMS]

1. A control system for a vehicle having a variable displacement engine, a motor, an electrical storage device operatively connected to the motor, a driver operated control, and a sensor for detecting a vehicle operating condition, the control system comprising:a controller in communication with the engine, the motor, the driver operated control, and the sensor, the controller being configured to at least,a) receive an input from at least one of the driver operated control and the sensor,b) determine a demanded torque based on the input received,c) compare the demanded torque to a first torque threshold,d) partition the demanded torque into an engine torque and a motor torque based on the comparison of the demanded torque to the first torque threshold,e) compare the demanded torque to a second torque threshold when the engine torque is non-zero, andf) determine a number of operating cylinders for the engine based on the comparison of the demanded torque to the second torque threshold.

Key Feature 4:During conditions when the signal indicative of

[DESCRIPTION]

If electrical power is available in step 54, controller 24 proceeds to

22

vehicle torque demand is within the threshold torque range, an actuator configured to generate a signal configured to activate the electric traction motor to drivingly propel the vehicle while de-engaging the internal combustion engine from propelling the vehicle

functional block or step 58. In step 58, controller 24 determines whether the requested torque exceeds an “EM mode” threshold value. If the requested torque does not exceed the “EM mode” threshold value, controller 24 “partitions” or allocates a maximum amount or percentage (e.g., 100%) of the requested torque to motor 14 and causes system 12 to run solely in “EM mode”, as illustrated in functional block or step 64. When only “EM mode” is activated (i.e., when neither “VDE mode” nor “ICE mode” is concurrently activated), torque is provided solely by motor 14 and engine 16 can be “shut off” or disabled.

[DESCRIPTION]

If the requested torque is not greater than the “VDE mode” threshold value (e.g., during moderate and/or transient load operating conditions), controller 24 proceeds to functional block or step 70, and causes the propulsion system to operate in “EM mode” and “VDE mode”. When operating in “EM mode” and “VDE mode”, controller 24 partitions or allocates the requested torque between motor 14 (i.e., the desired motor torque) and engine 16 (i.e., the desired engine torque) based upon the value of the requested torque.

Key Feature 5:During conditions when the signal indicative of vehicle torque demand is outside the threshold torque range, the actuator configured to generate a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the internal combustion engine to propel the vehicle

[DESCRIPTION]

Referring now to FIG. 3, controller 24 receives the desired or demanded torque in functional block or step 52. Controller 24 then determines whether electrical power is available (e.g., within battery 15) to allow motor 14 to provide torque to the drive train 17, as illustrated in functional block or step 54. In one non-limiting embodiment, controller 24 determines whether electrical power is available by estimating the amount of charge remaining within battery 15 and comparing the measured amount or value to a predetermined value stored within controller 18. If electrical power is not available, controller 24 proceeds to functional block or step 56, otherwise controller 24 proceeds to functional block or step 58. In step 56, controller 24 determines whether the requested torque exceeds a “VDE mode” threshold torque value. If the requested torque exceeds the “VDE mode” threshold value, controller 24 “partitions” or allocates all of the requested torque to engine 16 (e.g., the “desired motor torque” is set to zero), and causes engine 16 to run in “ICE mode”, as illustrated in functional block or step 60. Particularly, controller 24 sends a signal to engine 16 which is effective to activate all of the cylinders of the engine 16 and to deactivate the “variable displacement” function of engine 16. Thus, when operating in “ICE mode”, engine 16 runs on a full complement of cylinders (e.g., on ten of ten cylinders).

[DESCRIPTION]

23

If the requested torque is not greater than the “VDE mode” threshold value (e.g., during moderate and/or transient load operating conditions), controller 24 proceeds to functional block or step 70, and causes the propulsion system to operate in “EM mode” and “VDE mode”. When operating in “EM mode” and “VDE mode”, controller 24 partitions or allocates the requested torque between motor 14 (i.e., the desired motor torque) and engine 16 (i.e., the desired engine torque) based upon the value of the requested torque.

Key Features Corresponding to dependent Claim 9Key Feature:The control system of claim 8 further comprising a monitor configured to monitor at least one operational parameter indicative of environmental and/or operational conditions of the propulsion system of the vehicle, wherein the value of the selected threshold torque range is adjusted based on the value of the at least one operational parameter.

[CLAIMS]

1. A control system for a vehicle having a variable displacement engine, a motor, an electrical storage device operatively connected to the motor, a driver operated control, and a sensor for detecting a vehicle operating condition, the control system comprising:a controller in communication with the engine, the motor, the driver operated control, and the sensor, the controller being configured to at least,a) receive an input from at least one of the driver operated control and the sensor,b) determine a demanded torque based on the input received,c) compare the demanded torque to a first torque threshold,d) partition the demanded torque into an engine torque and a motor torque based on the comparison of the demanded torque to the first torque threshold,e) compare the demanded torque to a second torque threshold when the engine torque is non-zero, andf) determine a number of operating cylinders for the engine based on the comparison of the demanded torque to the second torque threshold.4. The control system of claim 1, wherein the electrical storage includes a battery in communication with the sensor, and the controller is further configured to receive an input from the sensor related to a state of charge of the battery, and to allocate all of the demanded torque to the engine when the battery state of charge is below a predetermined value.

[DESCRIPTION]

Sensors 22 comprise a plurality of conventional and commercially available sensors which measure and/or acquire information pertaining to the motor 14, electrical charge storage device 15, engine 16 and vehicle 10 (e.g., vehicle operating condition data). In the preferred embodiment of the invention, sensors 22 include one or more conventional vehicle and/or engine speed sensors and one or more sensors adapted to estimate the amount of charge remaining within battery 15. Sensors 22 generate one or more signals to

24

controller 18 based upon these measured and/or estimated values. Particularly, sensors 22 provide vehicle operating data to control system 18 which utilizes this data to determine the amount of torque which is to be delivered to drive train 17 and to selectively cause motor 14 and engine 16 to cooperatively provide the desired torque.

Key Features Corresponding to dependent Claim 10Key Feature :The control system of claim 9 wherein the operational parameter is selected from the group comprising state of charge of an energy source of the traction motor, ambient temperature, and barometric pressure.

[DESCRIPTION]

Sensors 22 comprise a plurality of conventional and commercially available sensors which measure and/or acquire information pertaining to the motor 14, electrical charge storage device 15, engine 16 and vehicle 10 (e.g., vehicle operating condition data). In the preferred embodiment of the invention, sensors 22 include one or more conventional vehicle and/or engine speed sensors and one or more sensors adapted to estimate the amount of charge remaining within battery 15. Sensors 22 generate one or more signals to controller 18 based upon these measured and/or estimated values. Particularly, sensors 22 provide vehicle operating data to control system 18 which utilizes this data to determine the amount of torque which is to be delivered to drive train 17 and to selectively cause motor 14 and engine 16 to cooperatively provide the desired torque.

Key Features Corresponding to dependent Claim 11Key Feature :The control system of claim 8 further including a sensor coupled to sense a state of charge of an energy source of the traction motor, said state of charge being determinative of whether the electric traction motor is activated to drivingly propel the vehicle.

[DESCRIPTION]

Once the overall “desired” or “demanded” torque has been calculated, controller 24 proceeds to functional block or step 32, and determines the amount or percentage of the desired torque which is to be provided by motor 14 (e.g., the “desired motor torque”) and the amount or percentage of the desired torque which is to be provided by engine 16 (e.g., the “desired engine torque”). Particularly, controller 24 determines the most efficient use of the torque providing sources (i.e., motor 14 and engine 16), and partitions or divides the demanded torque in a manner which balances fuel economy and vehicle performance. One non-limiting example of this “partition” function or strategy performed by controller 24 is illustrated by flow diagram 50 shown in FIG. 3.

[DESCRITION]

Referring now to FIG. 3, controller 24 receives the desired or demanded torque in functional block or step 52. Controller 24 then determines whether electrical power is available (e.g., within battery 15) to allow motor 14 to provide torque to the drive train 17, as illustrated in functional block or step 54. In one non-limiting embodiment, controller 24 determines whether electrical power is available by estimating the amount of charge remaining within battery 15 and comparing the measured amount or value to a

25

predetermined value stored within controller 18.Key Features Corresponding to dependent Claim 13

Key Feature :The control system of claim 8, wherein, the hybrid comprises a parallel-hybrid.

N/A

Key Features Corresponding to Independent Claim 15Preamble:A method for controlling a propulsion system in a hybrid vehicle including a traction motor and a propulsion unit, the method comprising:

N/A


N/A


N/A


N/A

Key Feature 4:During conditions when the sensed signal indicates a region of high-efficiency for the propulsion unit, generating a signal configured to deactivate

N/A

26

the electric traction motor from drivingly propelling the vehicle while re-engaging the propulsion unit to propel the vehicle

Key Features Corresponding to Independent Claim 17Preamble:A computer-readable medium including computer-readable code for causing a computer to control a propulsion system in a hybrid vehicle including a traction motor and a propulsion unit, the computer-readable medium comprising:

N/A


N/A


N/A


N/A

Key Feature 4:During conditions when

N/A

27

the sensed signal indicates a region of high-efficiency for the propulsion unit, segment code for generating a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the propulsion unit to propel the vehicle

Relevant Figure

28

2. US6098733 TPSF comment: This Patent discloses hybrid drive system for driving a motor vehicle which comprises of a motor, a combustion engine and a controller for selecting a low-load drive mode for driving the vehicle by the electric motor when the vehicle running condition is in a predetermined low-load range, and a high-load drive mode for driving the vehicle by the engine when the running condition is in a predetermined high-load range. However, this Patent does not explicitly disclose segment code for sensing a signal indicative of region of high/low efficiency.


DateInventor/

Author Assignee

HYBRID DRIVE SYSTEM FOR MOTOR VEHICLE

AUGUST 08, 2000

October 09, 1996

October 13, 1995

RYUJI IBARAKI | YUTAKA

TAGA | ATSUSHI TABATA

TOYOTA JIDOSHA

KABUSHIKI KAISHA

Abstract:A hybrid vehicle drive system including an engine, an electric motor operated by an electric energy stored in a storage device charged by operation of the engine, and a controller for selecting a low-load drive mode for driving the vehicle by the electric motor when the vehicle running condition is in a predetermined low-load range, and a high-load drive mode for driving the vehicle by the engine when the running condition is in a predetermined high-load range in which a load acting on the hybrid drive device is higher than that in the low-load range, and wherein the controller includes an emergency drive control device operated in the event of a failure of the first and second drive power sources, for operating the other, normal drive power source to drive the motor vehicle, and a range changing device for changing one of the low-load and high-load ranges which corresponds to the normal drive power source when the normal drive power source is operated by the emergency drive control device.


N/A


N/A

Key Feature 2:Memory for storing a threshold torque range

N/A

29


indicative of conditions of relatively low vehicle torque demandKey Feature 3:A processor configured to process the signal indicative of vehicle torque demand to determine whether the vehicle torque demand is within the threshold torque range

N/A

Key Feature 4:During conditions when the signal indicative of vehicle torque demand is within the threshold torque range, an actuator configured to generate a signal configured to activate the electric traction motor to drivingly propel the vehicle while de-engaging the internal combustion engine from propelling the vehicle

N/A

Key Feature 5:During conditions when the signal indicative of vehicle torque demand is outside the threshold torque range, the actuator configured to generate a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the internal combustion engine to propel the vehicle

N/A

Key Features Corresponding to dependent Claim 9Key Feature:The control system of claim 8 further comprising a monitor configured to monitor at least one operational parameter

N/A

30

indicative of environmental and/or operational conditions of the propulsion system of the vehicle, wherein the value of the selected threshold torque range is adjusted based on the value of the at least one operational parameter.


N/A

Key Features Corresponding to dependent Claim 11Key Feature :The control system of claim 8 further including a sensor coupled to sense a state of charge of an energy source of the traction motor, said state of charge being determinative of whether the electric traction motor is activated to drivingly propel the vehicle.

N/A

Key Features Corresponding to dependent Claim 13Key Feature :The control system of claim 8, wherein, the hybrid comprises a parallel-hybrid.

N/A

Key Features Corresponding to Independent Claim 15Preamble:A method for controlling a propulsion system in a hybrid vehicle including a traction motor and a

[DESCRIPTION]

The hybrid drive system 10 includes two drive power sources, namely, an internal combustion engine 12 such as a gasoline engine operated by combustion of a fuel, and an electric motor 14 operated by an

31

propulsion unit, the method comprising:

electric energy.

[DESCRIPTION]

Thus, the present hybrid drive system 10 is capable of controlling the electric motor 14 and the transmission 16 to drive the vehicle with improved drivability and reduced electric energy consumption by the electric motor 14, in the motor drive mode even in the event of a failure of the engine 12.


[DESCRIPTION]

Regarding the preferred forms of the present first aspect of the invention described above, the enlarged high-load range for operating the engine in the event of a failure of the electric motor, and the enlarged or narrowed low-load range for operating the electric motor in the event of a failure of the engine may be stored in a memory as a data map. Alternatively, a predetermined value may be added to or subtracted from the upper or lower limit of the normal high-load or low-load range, to enlarge or narrow the range. Further alternatively, the upper or lower limit of the normal range is multiplied by a predetermined value, to obtain the enlarged or narrowed range.


N/A


[SUMMARY]

The above object may be achieved according to a first aspect of the present invention, which provides a hybrid drive system (10) for a motor vehicle, comprising: (a) an engine operated as a first drive power source by combustion of a fuel; (b) an electric energy storage device which is charged with an electric energy by operation of the engine; (c) an electric motor operated as a second drive power source by the electric energy stored in the electric energy storage device; and (d) a controller for selecting a low-load drive mode in which only the electric motor is operated to drive the vehicle is selected, when a running condition of the vehicle is in a predetermined low-load range, and a high-load drive mode in which at least the engine is operated to drive the vehicle, when the running condition is in a predetermined high-load range in which a load acting on the hybrid drive device is higher than that in the predetermined low-load range, and wherein the controller includes emergency drive control means operated in the event of a failure of one of the engine and the electric motor as the first and second drive power sources, for operating the other of the first and second drive power sources to drive the motor vehicle, and range changing means for changing one of the

32

predetermined low-load and high-load ranges which corresponds to the other of the first and second drive power sources, when the other of the first and second drive power sources is operated by the emergency drive control means.


[SUMMARY]

The above object may be achieved according to a first aspect of the present invention, which provides a hybrid drive system (10) for a motor vehicle, comprising: (a) an engine operated as a first drive power source by combustion of a fuel; (b) an electric energy storage device which is charged with an electric energy by operation of the engine; (c) an electric motor operated as a second drive power source by the electric energy stored in the electric energy storage device; and (d) a controller for selecting a low-load drive mode in which only the electric motor is operated to drive the vehicle is selected, when a running condition of the vehicle is in a predetermined low-load range, and a high-load drive mode in which at least the engine is operated to drive the vehicle, when the running condition is in a predetermined high-load range in which a load acting on the hybrid drive device is higher than that in the predetermined low-load range, and wherein the controller includes emergency drive control means operated in the event of a failure of one of the engine and the electric motor as the first and second drive power sources, for operating the other of the first and second drive power sources to drive the motor vehicle, and range changing means for changing one of the predetermined low-load and high-load ranges which corresponds to the other of the first and second drive power sources, when the other of the first and second drive power sources is operated by the emergency drive control means.

Key Features Corresponding to Independent Claim 17Preamble:A computer-readable medium including computer-readable code for causing a computer to control a propulsion system in a hybrid vehicle including a traction motor and a propulsion unit, the computer-readable medium comprising:

[DESCRIPTION]

The controller 28 is principally constituted by a microcomputer incorporating a central processing unit (CPU), a random-access memory (RAM) and a read-only memory (ROM). The controller 28 performs data processing operations to execute various control routines such as those illustrated in the flow charts of FIGS. 2-5, according to control programs stored in the ROM. The controller 28 receives output signals of various detectors, which include the SHIFT POSITION signal received from the shift position switch 26.

[DESCRIPTION]

The hybrid drive system 10 includes two drive power sources, namely, an internal combustion engine 12 such as a gasoline engine operated by combustion of a fuel, and an electric motor 14 operated by an electric energy.

33


[DESCRIPTION]

Regarding the preferred forms of the present first aspect of the invention described above, the enlarged high-load range for operating the engine in the event of a failure of the electric motor, and the enlarged or narrowed low-load range for operating the electric motor in the event of a failure of the engine may be stored in a memory as a data map. Alternatively, a predetermined value may be added to or subtracted from the upper or lower limit of the normal high-load or low-load range, to enlarge or narrow the range. Further alternatively, the upper or lower limit of the normal range is multiplied by a predetermined value, to obtain the enlarged or narrowed range.


N/A


N/A

Key Feature 4:During conditions when the sensed signal indicates a region of high-efficiency for the propulsion unit, segment code for generating a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the propulsion unit to propel the vehicle

N/A

34

Relevant Figure

35

3. US6554088 TPSF comment: This Patent discloses hybrid drive system for driving a motor vehicle which comprises of a traction motor, a combustion engine, a starter motor, and a microprocessor. The microprocessor controls the vehicle in accordance with the vehicle's instantaneous torque demands so that the engine is run only under conditions of high efficiency. However, mapping of regions of high and low efficiency is not explicitly disclosed.

Title Publication Date

Filing Date

Priority Date

Inventor/ Author Assignee

HYBRID VEHICLES April 29, 2003

April 02, 2001

September 14, 1998

ALEX J. SEVERINSKY

| THEODORE LOUCKES

PAICE CORPORATIO

N

Abstract:A hybrid vehicle comprises an internal combustion engine, a traction motor, a starter motor, and a battery bank, all controlled by a microprocessor in accordance with the vehicle's instantaneous torque demands so that the engine is run only under conditions of high efficiency, typically only when the load is at least equal to 30% of the engine's maximum torque output. In some embodiments, a turbocharger may be provided, activated only when the load exceeds the engine's maximum torque output for an extended period; a two-speed transmission may further be provided, to further broaden the vehicle's load range. A hybrid brake system provides regenerative braking, with mechanical braking available in the event the battery bank is fully charged, in emergencies, or at rest; a control mechanism is provided to control the brake system to provide linear brake feel under varying circumstances.


[ABSTRACT]

A hybrid vehicle comprises an internal combustion engine, a traction motor, a starter motor, and a battery bank, all controlled by a microprocessor in accordance with the vehicle's instantaneous torque demands so that the engine is run only under conditions of high efficiency, typically only when the load is at least equal to 30% of the engine's maximum torque output. In some embodiments, a turbocharger may be provided, activated only when the load exceeds the engine's maximum torque output for an extended period; a two-speed transmission may further be provided, to further broaden the vehicle's load range. A hybrid brake system provides regenerative braking, with mechanical braking available in the event the battery bank is fully charged, in emergencies, or at rest; a control mechanism is provided to control the brake system to provide linear brake feel under varying circumstances.


[ABSTRACT]

A hybrid vehicle comprises an internal combustion engine, a traction motor, a starter motor, and a battery bank, all controlled by a

36


microprocessor in accordance with the vehicle's instantaneous torque demands so that the engine is run only under conditions of high efficiency, typically only when the load is at least equal to 30% of the engine's maximum torque output. In some embodiments, a turbocharger may be provided, activated only when the load exceeds the engine's maximum torque output for an extended period; a two-speed transmission may further be provided, to further broaden the vehicle's load range. A hybrid brake system provides regenerative braking, with mechanical braking available in the event the battery bank is fully charged, in emergencies, or at rest; a control mechanism is provided to control the brake system to provide linear brake feel under varying circumstances.[DESCRIPTION]

FIG. 4 also shows additional signals provided to microprocessor 48 in both the FIG. 3 and the FIG. 4 embodiments. These include operator input commands, typically acceleration, direction, deceleration, and “cruise mode” commands, as shown. The acceleration and deceleration commands may be provided by position-sensing encoders 71 and 72 (FIG. 3) (which could be configured as rheostats, Hall-effect sensors, or otherwise) connected to microprocessor 48 by lines 67 and 68, to inform the microprocessor of the operator's commands responsive to motion of accelerator and brake pedals 69 and 70 respectively. The microprocessor monitors the rate at which the operator depresses pedals 69 and 70 as well as the degree to which pedals 69 and 70 are depressed.

[DESCRIPTION]

It will be appreciated that positive vehicle torque demands correspond to steady-state cruising, acceleration, hill-climbing, or the like, while negative vehicle torque requirements correspond to deceleration or descent. The engine's output torque is constrained to the range of efficient operation; as illustrated in FIG. 7(a) and (c), this range is controlled to be between 30% and 100% of the engine's maximum torque output (“MTO”). As mentioned above, it will be appreciated that the 30% figure, as well as similar figures mentioned herein, may vary without departure from the scope of the invention.As mentioned above, FIG. 9 is a high-level flowchart of the principal decision points in the control program used to control the mode of vehicle operation. Broadly speaking, the microprocessor tests sensed and calculated values for system variables, such as the vehicle's instantaneous torque requirement , i.e., the “road load” RL, the engine's instantaneous torque output ITO, both being expressed as a percentage of the engine's maximum torque output MTO, and the state of charge of the battery bank BSC, expressed as a percentage of its full charge, against setpoints, and uses the results of the comparisons to control the mode of vehicle operation.

37

TPSF comments: According to the description of PTBI, the torque demand can also be determined using sensor which may be coupled to the accelerator pedal to detect whether the accelerator pedal is fully depressed.

Key Feature 2:Memory for storing a threshold torque range indicative of conditions of relatively low vehicle torque demand

[DESCRIPTION]

During substantially steady-state operation, e.g., during highway cruising, the control system operates the engine at varying torque output levels, responsive to the operator's commands. The range of permissible engine torque output levels is constrained to the range in which the engine provides good fuel efficiency. Where the vehicle's torque requirements exceed the engine's maximum efficient torque output, e.g., during passing or hill-climbing, one or both of the electric motors are energized to provide additional torque; where the vehicle's torque requirements are less than the minimum torque efficiently provided by the engine, e.g., during coasting, on downhill or during braking, the excess engine torque is used to charge the batteries. Regenerative charging may be performed simultaneously, as torque from the engine and the vehicle's kinetic energy both drive either or both motors in generator mode. The rate of change of torque output by the engine may be controlled in accordance with the batteries' state of charge.

[DESCRIPTION]

As mentioned above, FIG. 9 is a high-level flowchart of the principal decision points in the control program used to control the mode of vehicle operation. Broadly speaking, the microprocessor tests sensed and calculated values for system variables, such as the vehicle's instantaneous torque requirement, i.e., the “road load” RL, the engine's instantaneous torque output ITO, both being expressed as a percentage of the engine's maximum torque output MTO, and the state of charge of the battery bank BSC, expressed as a percentage of its full charge, against setpoints, and uses the results of the comparisons to control the mode of vehicle operation.


Key Feature 3:A processor configured to process the signal indicative of vehicle torque demand to determine whether the

[DESCRIPTION]

As mentioned above, FIG. 9 is a high-level flowchart of the principal decision points in the control program used to control the mode of vehicle operation. Broadly speaking, the microprocessor tests sensed and calculated values for system variables, such as the vehicle's instantaneous torque requirement, i.e., the “road load” RL, the

38

vehicle torque demand is within the threshold torque range

engine's instantaneous torque output ITO, both being expressed as a percentage of the engine's maximum torque output MTO, and the state of charge of the battery bank BSC, expressed as a percentage of its full charge, against setpoints, and uses the results of the comparisons to control the mode of vehicle operation.

[DESCRIPTION]

During substantially steady-state operation, e.g., during highway cruising, the control system operates the engine at varying torque output levels, responsive to the operator's commands. The range of permissible engine torque output levels is constrained to the range in which the engine provides good fuel efficiency. Where the vehicle's torque requirements exceed the engine's maximum efficient torque output, e.g., during passing or hill-climbing, one or both of the electric motors are energized to provide additional torque; where the vehicle's torque requirements are less than the minimum torque efficiently provided by the engine, e.g., during coasting, on downhill or during braking, the excess engine torque is used to charge the batteries. Regenerative charging may be performed simultaneously, as torque from the engine and the vehicle's kinetic energy both drive either or both motors in generator mode. The rate of change of torque output by the engine may be controlled in accordance with the batteries' state of charge.

Key Feature 4:During conditions when the signal indicative of vehicle torque demand is within the threshold torque range, an actuator configured to generate a signal configured to activate the electric traction motor to drivingly propel the vehicle while de-engaging the internal combustion engine from propelling the vehicle

[SUMMARY]

A relatively high-powered “traction” motor is connected directly to the output shaft of the vehicle; the traction motor provides torque to propel the vehicle in low-speed situations, and provides additional torque when required, e.g., for acceleration, passing, or hill-climbing during high-speed driving.

Key Feature 5:During conditions when the signal indicative of vehicle torque demand is outside the threshold torque range, the actuator configured to generate a signal

[ABSTRACT]

A hybrid vehicle comprises an internal combustion engine, a traction motor, a starter motor, and a battery bank, all controlled by a microprocessor in accordance with the vehicle's instantaneous torque demands so that the engine is run only under conditions of high efficiency, typically only when the load is at least equal to 30% of the engine's maximum torque output.

39

configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the internal combustion engine to propel the vehicle

Key Features Corresponding to dependent Claim 9Key Feature:The control system of claim 8 further comprising a monitor configured to monitor at least one operational parameter indicative of environmental and/or operational conditions of the propulsion system of the vehicle, wherein the value of the selected threshold torque range is adjusted based on the value of the at least one operational parameter.

[ABSTRACT]


[DESCRIPTION]

FIG. 4 also shows additional signals provided to microprocessor 48 in both the FIG. 3 and the FIG. 4 embodiments. These include operator input commands, typically acceleration, direction, deceleration, and “cruise mode” commands, as shown. The acceleration and deceleration commands may be provided by position-sensing encoders 71 and 72 (FIG. 3) (which could be configured as rheostats, Hall-effect sensors, or otherwise) connected to microprocessor 48 by lines 67 and 68, to inform the microprocessor of the operator's commands responsive to motion of accelerator and brake pedals 69 and 70 respectively. The microprocessor monitors the rate at which the operator depresses pedals 69 and 70 as well as the degree to which pedals 69 and 70 are depressed.

[DESCRIPTION]It will be appreciated that positive vehicle torque demands correspond to steady-state cruising, acceleration, hill-climbing, or the like, while negative vehicle torque requirements correspond to deceleration or descent. The engine's output torque is constrained to the range of efficient operation; as illustrated in FIG. 7(a) and (c), this range is

40

controlled to be between 30% and 100% of the engine's maximum torque output (“MTO”). As mentioned above, it will be appreciated that the 30% figure, as well as similar figures mentioned herein, may vary without departure from the scope of the invention.As mentioned above, FIG. 9 is a high-level flowchart of the principal decision points in the control program used to control the mode of vehicle operation. Broadly speaking, the microprocessor tests sensed and calculated values for system variables, such as the vehicle's instantaneous torque requirement , i.e., the “road load” RL, the engine's instantaneous torque output ITO, both being expressed as a percentage of the engine's maximum torque output MTO, and the state of charge of the battery bank BSC, expressed as a percentage of its full charge, against setpoints, and uses the results of the comparisons to control the mode of vehicle operation.



[DESCRIPTION]

It will be appreciated that positive vehicle torque demands correspond to steady-state cruising, acceleration, hill-climbing, or the like , while negative vehicle torque requirements correspond to deceleration or descent. The engine's output torque is constrained to the range of efficient operation; as illustrated in FIG. 7(a) and (c), this range is controlled to be between 30% and 100% of the engine's maximum torque output (“MTO”). As mentioned above, it will be appreciated that the 30% figure, as well as similar figures mentioned herein, may vary without departure from the scope of the invention.As mentioned above, FIG. 9 is a high-level flowchart of the principal decision points in the control program used to control the mode of vehicle operation. Broadly speaking, the microprocessor tests sensed and calculated values for system variables, such as the vehicle's instantaneous torque requirement , i.e., the “road load” RL, the engine's instantaneous torque output ITO, both being expressed as a percentage of the engine's maximum torque output MTO , and the state of charge of the battery bank BSC, expressed as a percentage of its full charge, against setpoints, and uses the results of the comparisons to control the mode of vehicle operation.

Key Features Corresponding to dependent Claim 11Key Feature :The control system of claim 8 further including a sensor coupled to sense a state of charge of an

[DESCRIPTION]

As mentioned above, FIG. 9 is a high-level flowchart of the principal decision points in the control program used to control the mode of vehicle operation. Broadly speaking, the microprocessor tests sensed

41

energy source of the traction motor, said state of charge being determinative of whether the electric traction motor is activated to drivingly propel the vehicle.

and calculated values for system variables, such as the vehicle's instantaneous torque requirement, i.e., the “road load” RL, the engine's instantaneous torque output ITO, both being expressed as a percentage of the engine's maximum torque output MTO, and the state of charge of the battery bank BSC, expressed as a percentage of its full charge, against setpoints, and uses the results of the comparisons to control the mode of vehicle operation.

TPSF comments: This patent does not explicitly disclose about the sensors. However, the microprocessor tests sensed and calculated values suggests that the system comprises sensor(s).

Key Features Corresponding to dependent Claim 13Key Feature :The control system of claim 8, wherein, the hybrid comprises a parallel-hybrid.

[DESCRIPTION]

It is a more particular object of the present invention to provide an improved series-parallel hybrid electric vehicle wherein an internal combustion engine and two separately-controlled electric motors can separately or simultaneously apply torque to the driving wheels of the vehicle, controlled to realize maximum fuel efficiency at no penalty in convenience, performance, or cost.TPSF comments : This patent does not explicitly disclose that the hybrid comprises a parallel-hybrid. However, this invention of this patent provides an improved series-parallel hybrid electric vehicle, which infers the hybrid may comprise a parallel-hybrid

Key Features Corresponding to Independent Claim 15Preamble:A method for controlling a propulsion system in a hybrid vehicle including a traction motor and a propulsion unit, the method comprising:

[ABSTRACT]


A further object of the present invention is to provide further improvements in methods of control of internal combustion engines for hybrid vehicles, to obtain very efficient use of fuel.

Key Feature 1:Mapping respective N/A

42

regions of relatively high and low efficiency in an efficiency map for the propulsion unit;Key Feature 2:Sensing a signal indicative of said regions of relatively high and low efficiency

N/A


N/A


N/A

Key Features Corresponding to Independent Claim 17Preamble:A computer-readable medium including computer-readable code for causing a computer to

[DESCRIPTION]

For example, suppose the operator drives the same route from a congested suburban development to a workplace about the same time every morning; typically the road load might remain under 20% of MTO

43

control a propulsion system in a hybrid vehicle including a traction motor and a propulsion unit, the computer-readable medium comprising:

for the first few minutes of each day, then vary between 0 and 50% of MTO for another few minutes as the operator passes through a few traffic lights, and then suddenly increase to 150% of MTO as the operator accelerates onto a highway. It is within the skill of the art to program a microprocessor to record and analyze such daily patterns, and to adapt the control strategy accordingly. For example, in response to recognition of a regular pattern as above, the transition point might be adjusted to 60% of MTO; this would prevent repetitive engine starts as the road load exceeded 30% of MTO for a few hundred yards at a time, as might often occur in suburban traffic. Similarly, the engine starting routine might be initiated after the same total distance had been covered each day.

[DESCRIPTION]

As mentioned above, FIG. 9 is a high-level flowchart of the principal decision points in the control program used to control the mode of vehicle operation. Broadly speaking, the microprocessor tests sensed and calculated values for system variables, such as the vehicle's instantaneous torque requirement, i.e., the “road load” RL, the engine's instantaneous torque output ITO, both being expressed as a percentage of the engine's maximum torque output MTO, and the state of charge of the battery bank BSC, expressed as a percentage of its full charge, against setpoints, and uses the results of the comparisons to control the mode of vehicle operation.


N/A


N/A

Key Feature 3:During conditions when the sensed signal indicates a region of low-efficiency for the propulsion unit, segment code for generating a signal configured to activate the electric

N/A

44

traction motor to drivingly propel the vehicle while de-engaging the propulsion unit from propelling the vehicleKey Feature 4:During conditions when the sensed signal indicates a region of high-efficiency for the propulsion unit, segment code for generating a signal configured to deactivate the electric traction motor from drivingly propelling the vehicle while re-engaging the propulsion unit to propel the vehicle

N/A

Relevant Figure

6.3.2 Interesting Patent ResultsThis list is just indicative in nature to give you some idea of what else is available in the art. Note that the list is not meant to be comprehensive.

1. US6338391

45



Date Inventor/ Author Assignee

HYBRID VEHICLES INCORPORATING TURBOCHARGERS

January 15, 2002

September 09, 1999

March 01, 1999

ALEX J. SEVERINSKY |

THEODORE LOUCKES

PAICE CORPORATION

Abstract:A hybrid vehicle comprising an internal combustion engine controllably coupled to road wheels of the vehicle by a clutch, and having a turbocharger that is operated only when extra power is needed for a extended time, a traction motor coupled to road wheels of said vehicle, a starting motor coupled to the engine, both motors being operable as generators, a battery bank for providing electrical energy to and accepting energy from said motors, and a microprocessor for controlling these components, is operated in different modes, depending on its instantaneous torque requirements, the state of charge of the battery bank, and other operating parameters. The mode of operation is selected by the microprocessor in response to a control strategy.Drawings

46

2. US6405818


Filing Date

Priority Date Inventor/ Author Assignee

HYBRID ELECTRIC VEHICLE WITH LIMITED OPERATION STRATEGY

June 18, 2002

April 11, 2000

April 11, 2000

JOSEPH WILLIAM ANTHONY, MING

LANG KUANG

FORD GLOBAL TECHNOLOGIES,

INC.

Abstract:A hybrid electric vehicle 10 having a propulsion system 12 which includes an internal combustion engine 14, a generator/motor 16 and an electric motor or a “traction inverter module” 18 which cooperatively provide power to the drive train 28 of vehicle 10. Vehicle 10 includes a controller 44 which is effective to detect whether any faults are present within any of the torque providing subsystems (e.g., in engine 14, generator/motor 16 and/or motor 18), and if one or more faults is. present, to provide a limited operation strategy which allows the vehicle to be driveable by use of the remaining operational subsystem(s).Drawings

47


3. US6083138


Filing Date


HYBRID DRIVE CONTROL SYSTEM FOR VEHICLE

July 04,2000

March 04, 1999

March 20, 1998

SHUNICHI AOYAMA | SHINICHIRO

KITADA | NOBORU HATTORI | ISAYA MATSUO

NISSAN MOTOR CO., LTD.

Abstract:A hybrid vehicle propulsion system comprises an electric motor as a first propulsion source, an engine as a second propulsion source and a continuously variable transmission for receiving an input rotation from at least one of the motor and engine and for delivering a driving torque to a drive axle of the vehicle. A controller controls a transmission ratio of the transmission so that the transmission ratio in a motor drive mode is higher than the transmission ratio in an engine drive mode.Drawings

48


4. US20020177500


Filing Date


DRIVETRAIN FOR HYBRID MOTOR VEHICLE

November 28, 2002

February 22, 2002

April 09, 2001 THOMAS BOWEN BOWEN THOMAS

C.

Abstract:A hybrid transmission includes a multi-speed planetary gearbox, an automated shift system, and an electric motor/generator. The electric motor is operably controlled to drive the gearbox to establish an electric drive mode. The electric mode is further operable to provide a speed synchronization function during sequential gear shifting. The transmission includes plurality of power-operated clutches arranged to selectively engage components of the planetary gearbox to establish the distinct gear ratios. A central system functions to control automated operation of the power-operated clutches as well coordinated actuation of the engine and the electric motor.Drawings

49

http://appft1.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PG01&p=1&u=/netahtml/PTO/srchnum.html&r=1&f=G&l=50&s1=20020177500.PGNR.

5. US20020173401


Filing Date


HYBRID DRIVE SYSTEM FOR MOTOR VEHICLE WITH POWERSHIFT TRANSMISSION

November 21, 2002

December 17, 2001

April 09, 2001 THOMAS BOWEN BOWEN THOMAS

C.

Abstract:A multi-speed transmission having an input shaft driven by the engine, an output shaft connected to the driveline, an electric motor, a planetary geartrain driven by one or both of the engine and the electric motor, a plurality of power-operated clutches operable for selectively engaging components of the planetary geartrain, and a control system for controlling automated operation of the power-operated clutches and coordinated actuation of the engine and the electric motor.Drawings

50

http://appft1.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PG01&p=1&u=/netahtml/PTO/srchnum.html&r=1&f=G&l=50&s1=20020173401.PGNR.

6. US6116363


Filing Date


FUEL CONSUMPTION CONTROL FOR CHARGE DEPLETION HYBRID ELECTRIC VEHICLES

September 12, 2000

April 21, 1998

May 31, 1995

ANDREW A. FRANK

FRANK TRANSPORTATION TECHNOLOGY,

LLC

Abstract:A charge depletion method and apparatus for operating the electric motor and auxiliary power unit, such as an internal combustion engine, in a hybrid electric vehicle (HEV) separately or together depending upon the driving conditions. Operation of the electric motor and auxiliary power unit are coordinated as a function of a control policy for the auxiliary power unit based on desired least fuel consumption and/or vehicle emissions characteristics.Drawings

51


7. WO2000015455


DateInventor/ Author Assignee

HYBRID VEHICLES March 23, 2000

September 10, 1999

September 14, 1998

ALEX J SEVERINSKY |

THEODORE LOUCKES

PAICE CORP

Abstract:A hybrid vehicle comprising an internal combustion engine (40) controllably coupled to road wheels (34) of the vehicle by a clutch (51), a traction motor (25) coupled to road wheels of said vehicle, a starting motor (21) coupled to the engine (40), both motors being operable as generators, a battery bank (22) for providing electrical energy to and accepting energy from said motors, and a microprocessor (48) for controlling these components is operated in different modes, depending on the vehicle's instantaneous torque requirements, the state of charge of the battery bank, and other operating parameters. The mode of operation is selected by the microprocessor in response to a control strategy resulting in improved fuel economy and reduced emission. The engine may be fitted with a turbocharger (100) operated in response to a control signal for extended high-load operation.Drawings

52

http://worldwide.espacenet.com/publicationDetails/biblio?CC=WO&NR=0015455A2&KC=A2&FT=D

8. US5789881


Filing Date


POWER SOURCE CONTROL APPARATUS FOR HYBRID VEHICLES

August 04, 1998

December 27, 1996

December 27, 1995

TSUNEYUKI EGAMI |

YOUSUKE SETAKA | TATSURU MORIOKA |

KEIICHIRO BANZAI

DENSO CORPORATION

Abstract:A power source control apparatus for parallel and series hybrid vehicles is provided. The power source control apparatus determines a required torque of a power source consisting of a generator-motor and an internal combustion engine based on a parameter indicating an operational mode of the vehicle and interrupts fuel supply to the internal combustion engine in a cycle based on the required torque of the power source so as to minimize a fuel consumption. The power source control apparatus further determines a required torque of the generator-motor based on the required torque of the power source and an output torque of the internal combustion engine to switch an operation mode of the generator-motor between a generator mode and a motor mode so as to compensate for a variation in output of the internal combustion engine during the cyclic fuel cut control.Drawings

53


6.3.3 Interesting Non-Patent ResultsThis list is just indicative in nature to give you some idea of what else is available in the art. Note that the list is not meant to be comprehensive.

1. COMPUTER SIMULATION OF A SERIES AND PARALLEL HYBRID ELECTRIC VEHICLE


Journal Details (publication volume, page number etc.)

Inventor/ Author Affiliation

COMPUTER SIMULATION OF A SERIES AND PARALLEL HYBRID ELECTRIC VEHICLE

September, 1998 N/A LEE |

WONHEEDURHAM

UNIVERSITY

AbstractAlthough the internal combustion engine (ICE) vehicle is the most popular vehicle type in the world it has serious problems relating to its exhaust emissions and the limitation of petroleum resource. To try to solve these problems many kinds of vehicle have been developed which use alternative energies; electricity, compressed natural gas and solar energy etc. The hybrid vehicle, which combines the advantages of the ICE vehicle and the electric vehicle, is one of the most promising alternative vehicle structures. This thesis describes the modelling and simulation of a Series and a Parallel Hybrid Vehicle using SIMULINK, the graphical user interface for MATLAB. The ICE vehicle and electric vehicle are also modelled and simulated to prove the accuracy of the simulation and to provide a base to compare the results of the hybrid vehicle simulation. This thesis also describes how to optimize the electric motor and IC engine size used in the series and parallel hybrid vehicle and how to minimize the fuel usage and the emissions of the IC engine.Drawings

54

2. A LESSON IN THE PHYSICS OF HYBRID ELECTRIC VEHICLES


Journal Details (publication volume, page number etc.)

Inventor/ Author Affiliation

A LESSON IN THE PHYSICS OF HYBRID ELECTRIC VEHICLES

April 27, 2000 Physics 451-452 KAREN I.

BURKE N/A

AbstractA hybrid drivetrain combines two modes of propulsion to achieve results that are un-producible with a single drivetrain. This paper explores hybrid electric vehicles that employ a spark-ignition internal combustion engine and an electric motor. The engine demonstrates lowest brake specific fuel consumption at only a small region of its ranges of speed and load, and demonstrates particularly high fuel consumption and high emissions use under transient engine operation. The electric motor demonstrates high efficiency over the entire range of its operations, and demonstrates high torque at low speeds. The hybrid electric vehicle combines3 these features to minimize transient engine operation, to take advantage of the electric motor’s suitability to acceleration. Many different configurations of the system are possible.Drawings

55

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8 Disclaimer

The validity search for the subject patent has been conducted based only on the keywords listed in the document which in turn have been derived from the key features of the invention mentioned in the document. Furthermore, the information contained herein has been obtained from data sources believed to be reliable. The Patent Search Firm disclaims all warranties as to the accuracy, completeness or adequacy of such information. No opinion is expressed or implied. Finally, the search results identified are only up to the date of this report. You should consider the search to be a reasonable expenditure of time and money to determine if the patent can be invalidated in view of the search results. The Patent Search Firm strives to ensure the accuracy and completeness of our research services. However, because of the subjective nature of such research and possible incomplete data supplied to us, we cannot warrant that our search reports are 100% complete or error-free.

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