Office Action 1: Non-Final Rejection (2025-03-13)
Rejection types: 102 - Lack of Novelty, 103 - Obviousness, 112 - Written Description/Enablement

CLAIMS:
What is claimed is:
1\. A method for operating a motor vehicle with an internal combustion engine comprising a combustion engine and an exhaust line with an exhaust aftertreatment system, the method comprising: determining at least one environmental emission of an exhaust component or multiple exhaust components contained in the exhaust gas generated by the combustion engine; and limiting, if a limitation threshold value for the environmental emission of the exhaust component or at least one of the exhaust components is exceeded, the operation of the internal combustion engine with respect to a deliverable power, wherein, if a warning threshold value for the environmental emission of the exhaust component or at least one of the exhaust components, which is lower than the limitation threshold value, is exceeded, a warning message is triggered and/or the operation of the internal combustion engine is adapted in a power-neutral manner such that the environmental emission of the exhaust component is reduced.
2\. The method according to claim 1, wherein the limitation threshold value is between 50% and 99% of an emission limit value defined for the exhaust component.
3\. The method according to claim 1, wherein the determined environmental emission of the exhaust component, the limitation threshold value, and the warning threshold value and, if applicable, the emission limit value are related to a travel distance.
4\. The method according to claim 1, wherein the warning threshold value is between 90% and 99% of the limitation threshold value.
5\. The method according to claim 1, wherein the limitation threshold value and/or the warning threshold value increase/increases at least in sections with an increasing travel distance.
6\. The method according to claim 5, wherein the limitation threshold value and/or the warning threshold value increase with an increasing travel distance during a first travel distance section and remain constant during a second travel distance section.
7\. The method according to claim 6, wherein the warning threshold value increases more greatly than the limitation threshold value during the first travel distance section.
8\. The method according to claim 1, wherein the exhaust component or components is/are one, several, or all of the following: HC, CO, NOX, particles, NH3, N2O, and CH2O.
9\. The method according to claim 1, wherein the environmental emission of the exhaust component or components is measured and/or modeled.
10\. The method according to claim 1, wherein the environmental emission is determined as an emission integral over the total distance driven and/or as an emission integral over a partial distance driven.

OFFICE ACTION:
DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Claim Rejections - 35 USC § 112
The following is a quotation of 35 U.S.C. 112(b):
(b)  CONCLUSION.—The specification shall conclude with one or more claims particularly pointing out and distinctly claiming the subject matter which the inventor or a joint inventor regards as the invention.
The following is a quotation of 35 U.S.C. 112 (pre-AIA ), second paragraph:
The specification shall conclude with one or more claims particularly pointing out and distinctly claiming the subject matter which the applicant regards as his invention.
Claims 3 is rejected under 35 U.S.C. 112(b) or 35 U.S.C. 112 (pre-AIA ), second paragraph, as being indefinite for failing to particularly point out and distinctly claim the subject matter which the inventor or a joint inventor (or for applications subject to pre-AIA  35 U.S.C. 112, the applicant), regards as the invention.
Claim 3 recites “if applicable” wherein it is not explicitly state what is and isn’t applicable to the following limitation making it indeterminate where the claim boundaries are.
Claim Rejections - 35 USC § 102
In the event the determination of the status of the application as subject to AIA  35 U.S.C. 102 and 103 (or as subject to pre-AIA  35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA  to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action:
A person shall be entitled to a patent unless –
(a)(1) the claimed invention was patented, described in a printed publication, or in public use, on sale, or otherwise available to the public before the effective filing date of the claimed invention.
Claim(s) 1, 3, 8, and 9 is/are rejected under 35 U.S.C. 102(a)(1) as being anticipated by Willimowski et al (US 2018/0154897), hereinafter “W.”
Regarding claim 1, W discloses a method for operating a motor vehicle with an internal combustion engine (Title and Abstract) comprising a combustion engine 31 and an exhaust line with an exhaust aftertreatment system (¶ [0006], the engine include an aftertreatmenet system), the method comprising: determining at least one environmental emission of an exhaust component or multiple exhaust components contained in the exhaust gas generated by the combustion engine (Fig. 1, step 12 includes ascertaining NOx values); and limiting, if a limitation threshold value for the environmental emission of the exhaust component or at least one of the exhaust components is exceeded, the operation of the internal combustion engine with respect to a deliverable power, wherein, if a warning threshold value for the environmental emission of the exhaust component or at least one of the exhaust components, which is lower than the limitation threshold value, is exceeded, a warning message is triggered and/or the operation of the internal combustion engine is adapted in a power-neutral manner such that the environmental emission of the exhaust component is reduced (Fig. 1, Claim 19 and ¶ [0047], an NOx threshold is established as a limitation value, which when exceeded the internal combustion engine operations are modified, wherein a driver is given a warning message and indicator at a limit lower than the limitation threshold value to warn the driver of an approach of the limitation threshold at a predetermined threshold below the limitation threshold).
Regarding claim 3, W discloses the method according to claim 1, wherein the determined environmental emission of the exhaust component, the limitation threshold value, and the warning threshold value and, if applicable, the emission limit value are related to a travel distance (¶ [0033] to [0035] and [0043], the variables used to determine the NOx emissions and maps include determinations based on vehicle travel distance).
Regarding claim 8, W discloses the method according to claim 1, wherein the exhaust component or components is/are one, several, or all of the following: HC, CO, NOX, particles, NH3, N2O, and CH2O (Fig. 1, the exhaust measurement includes NOx emissions).
Regarding claim 9, W discloses the method according to claim 1, wherein the environmental emission of the exhaust component or components is measured and/or modeled (¶ [0044], the emissions are modeled via measured data).
Claim Rejections - 35 USC § 103
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
Claim(s) 2 and 4 is/are rejected under 35 U.S.C. 103 as being unpatentable over W.
Regarding claims 2 and 4, W discloses the method according to claim 1, but fails to disclose wherein the limitation threshold value is between 50% and 99% of an emission limit value defined for the exhaust component, and specifically between 90% and 99% of the limitation threshold value.
W for its part discloses that an NOx threshold can be based upon environments variables and a limit on emissions increase (¶ [0006]), but gives no specific values to how the NOx threshold relate to these values.
However, any threshold being made would inherently be some percentage of an exhaust limitation limit. As such, it would have been obvious to one having ordinary skill in the art at the time the invention was made to produce an engine with exhaust thresholds that are between 90% and 99% of an exhaust limit, since it has been held that where the general conditions of a claim are disclosed in the prior art, discovering the optimum or workable ranges involves only routine skill in the art.  In re Aller, 105 USPQ 233. In this case, one of ordinary skill in the art is producing an engine of W with exhaust thresholds that are a percentage of a limit, that percentage being unspecified, wherein finding the exact threshold would involve only routine kill and experimentation to find the optimum values.
Claim(s) 5-7, and 10 is/are rejected under 35 U.S.C. 103 as being unpatentable over W in view of FEV (DE 10 2022 124333 A1).
Regarding claims 5-7 and 10, W discloses the method according to claim 1, but fails to disclose wherein the limitation threshold value and/or the warning threshold value increase/increases at least in sections with an increasing travel distance. W, for its part specifies in ¶ [0043], the NOx value considers distance driven for its characteristic mapping, but fails to specify altering the threshold accordingly, nor does it disclose the particulars of its travel distance calculations.
FEV discloses a method for controlling emissions values of an engine (¶ [0001]), wherein this system makes use of emission limit values to limit exhaust aftertreatment systems (¶ [0005]), wherein the emission limits can be modified according to distances driven, including modifying them further once certain distance limits/quotas are reaches (¶ [0016] and [0017]), and wherein the calculated emissions and emissions limits consider distance traveled and particularly wherein the emissions amount is calculated by integrating the total emissions over the distance traveled as a cumulative emission value such that as the vehicle hits certain distance threshold limits the emission thresholds are altered according to the cumulative emissions (¶ [0044] to [0046]). This system allows a vehicle to comply with emissions standards, avoiding excessive emissions, while maintaining occupant cover (¶ [0033]).
It would have been obvious to one of ordinary skill in the art before the filing date of the invention to modify the control system of W to include the emissions limiting values based on distances and calculations of FEV within its control systems because it would have allowed the system to reduce total emissions, in compliance with emissions standards, while maintaining occupant comfort.
Conclusion

APPLICANT REBUTTAL: REMARKSFavorable reconsideration and allowance of the subject application are respectfully requested. Claims 1-13 are pending in the present application, with claim 1 being independent and claims 11-13 being newly added. Claims 11-13 are patentable at least by virtue of their dependency and are supported by, e.g., Fig. 3 of the present Application.No new matter has been added.Claim Rejections under 35 U.S.C. §112 The Examiner rejected claim 3 under 35 U.S.C. §112(b), as being indefinite. This rejection is respectfully traversed.Applicant hereby amends claim 3 in a manner believed to address the rejection.Applicant has also amended various other claims to address any antecedent basis and/or clarity issues found therein.Reconsideration and withdrawal of the rejection are respectfully requested.Claim Rejections under 35 U.S.C. §102 The Examiner rejected claims 1, 3, 8 and 9 under 35 U.S.C. §102, as being anticipated by Willimowski et al. (US 2018/0154897). These rejections are respectfully traversed insofar as they pertain to the presently pending claims.Applicant submits that claim 1 is patentable over the cited reference. For example, claim 1 recites, "limiting operation of the internal combustion engine with respect to a deliverable power when a limitation threshold value for the at least one environmental emission of the at least one exhaust component is exceeded; and triggering a warning message and/or adapting the operation of the internal combustion engine in a power- neutral manner, such that the at least one environmental emission is reduced, when a warning threshold value for the at least one environmental emission of the at least one exhaust component is exceeded, wherein the warning threshold value is lower than the limitation threshold value." As recited in claim 1, there are two different thresholds, i.e., a warning threshold value and a limitation threshold value. Furthermore, different actions are taken depending upon which of the two threshold values is exceeded.On the other hand, in Willimowski, there is only one threshold value, i.e., the predetermined threshold value, In Willimowski, nitrous oxide emissions are monitored and if they exceed the predetermined threshold value or are expected to exceed the predetermined threshold value, then actions are taken (see paras. [0043] and [0047]- [0054]). Applicant submits, however, that such actions to be taken are the same whether the threshold is actually exceeded or expected to be exceeded. In particular, para. [0047] specifically states that, "an action is taken directly in response to the threshold being exceeded or in response to the threshold being predicted to be exceeded." Paragraphs [0048]-[0053] of Willimowski then discuss the various actions that can be taken.In view of the foregoing, Applicant submits that Willimowski fails to disclose the claimed warning threshold value, which is lower than the claimed limitation threshold value, and that power neutral operation is adapted and/or warning messages are triggered when the warning threshold value is exceeded, whereas operation of the engine with respect to deliverable power is limited when the limitation threshold value is exceeded (i.e., different actions based on which threshold value is exceeded).At least based on the foregoing, Applicant submits that claim 1 is patentable over the cited reference and claims 3, 8 and 9 are patentable at least by virtue of their dependency.With further regard to claim 3, such claim recites that the limitation threshold value and the warning threshold value are related to a travel distance.As discussed above, Willimowski fails to disclose an actual warning threshold value. Furthermore, with regard to the predetermined threshold value (alleged limitation threshold value) of Willimowski, Applicant submits that such value is not related to a travel distance. In particular, in the rejection of claim 3, the Examiner cites to paras. [0033]- [0035] and [0043] of Willimowski as teaching the claimed feature. Applicant submits, however, that state variables, such as distance traveled (para. [0035]), can be ascertained in order to determine the driving style. The driving style is then used to determine the current nitrous oxide emissions using a nitrous oxide characteristics map (see paras. [0020]-[0042]). Once these nitrous oxide emissions are determined, such emissions are compared to the predetermined threshold value (see para. [0043]).Paragraph [0043] also discloses that the predetermined threshold value is established using the nitrous oxide characteristic map as a function of the current engine speed and mean pressure of the vehicle. Thus, there is no disclosure that the predetermined threshold value of Willimowski is related to a travel distance, as required by claim 3. As such, Applicant submits that claim 3 is patentable for at least this additional reason.Reconsideration and withdrawal of the rejections are respectfully requested.Claim Rejections under 35 U.S.C. §103 The Examiner rejected claims 2 and 4 under 35 U.S.C. §103, as being unpatentable over Willimowski. Also, the Examiner rejected claims 5-7 and 10 under 35 U.S.C. §103, as being unpatentable over Willimowski in view of Fev. These rejections are respectfully traversed insofar as they pertain to the presently pending claims.With regard to claims 2 and 4, Applicant submits that such claims are patentable at least by virtue of their dependency. Furthermore, as discussed above, Willimowski fails to disclose the claimed warning threshold value of claim 4.Turning to claims 5-7 and 10, Applicant submits that since Fev fails to cure the deficient teachings of Willimowski, at least in regard to claim 1, such claims are patentable at least by virtue of their dependency. In particular, similar to Willimowski, Fev merely teaches to use a limitation threshold value, as opposed to a limitation threshold value and a warning threshold value. In Fig. 4 of Fev, the EG line (mislabeled as "EC" in para.[0045]) represents the statutory emission limit (i.e., the emission limit value of Applicant's claims 2 and 3). While Fig. 4 of Fev also shows two EZ lines, i.e., EZ1 and EZ2, these two lines do not represent the two threshold values of claim 1, but rather merely depict target emission limit curves under two different driving states (see para. [0048]). As such, Fev fails to cure the deficient teachings of Willimowski at least with regard to claim 1.With specific regard to claim 6, such claim recites, "wherein the limitation threshold value and/or the warning threshold value increase with an increasing travel distance during a first travel distance section and remain constant during a second travel distance section." As set forth above, the claimed limitation threshold value and/or the warning threshold value increase during a first travel distance section, but remain constant during the second travel distance section. In Fig. 4 of Fev, it is shown that both the curve EZ1 and the curve EZ2 increase up to the distance sg, but there is no disclosure as to the curves then remaining constant during the distance following distance sg (i.e., during a second travel distance section). As such, claim 6 is deemed patentable for at least this additional reason.With further regard to claim 7, such claim recites, "wherein the warning threshold value increases more greatly than the limitation threshold value during the first travel distance section." As discussed above, Fev fails to disclose both a warning threshold value and a limitation threshold value. As such, the reference likewise fails to teach that the warning threshold value increases more greatly than the limitation threshold value during the first travel distance section. Accordingly, claim 7 is deemed patentable for at least this additional reason.Reconsideration and withdrawal of the rejections are respectfully requested.CONCLUSIONApplicants have made a diligent effort to place the claims in condition for allowance. However, should there remain unresolved issues that require adverse action, it is respectfully requested that the Examiner telephone Martin R. Geissler, Applicants' Attorney at 1.703.621.7140 so that such issues may be resolved as expeditiously as possible.For these reasons, and in view of the above amendments, this application is now considered to be in condition for allowance and such action is earnestly solicited.If necessary, the Commissioner is hereby authorized in this, concurrent, and future replies, to charge payment or credit any overpayment to Deposit Account No. 50-3828 for any additional fees required under 37 C.F.R. §§ 1.16 or 1.17; particularly, extension of time fees.Date: April 28, 2025 Respectfully Submitted, Martin R Geissler Attorne /Agent for Applic nt(s) Reg. No. 51011 Muncy, Geissler, Olds & Lowe, P.C.125 S. Royal St Alexandria, VA 22314 Tel. 1.703.621.7140 Enclosure:

NEXT OFFICE ACTION: DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Allowable Subject Matter
Claims 1-13 are allowed.
The following is an examiner’s statement of reasons for allowance: The closest prior art fails to disclose or make obvious a motor vehicle operation control for an internal combustion engine, wherein the system ascertains emissions limits, limits engine power when the threshold is exceeded, and wherein there is a warning threshold value lower than the limitation threshold which causes an environmental emission to be reduced, either through a warning message or adapting the engine operation.
Any comments considered necessary by applicant must be submitted no later than the payment of the issue fee and, to avoid processing delays, should preferably accompany the issue fee.  Such submissions should be clearly labeled “Comments on Statement of Reasons for Allowance.”

CITED REFERENCE SUMMARIES: Ref US20180154897A1: Claims:
A method for reducing nitrogen oxide emissions of a diesel vehicle, comprising: measuring first state variables of the diesel vehicle with the aid of sensors of the diesel vehicle; one of: (i) ascertaining, using an arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions exceed a predetermined threshold, or (ii) predicting, using the arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions will exceed the predetermined threshold; and based on an exceedance of the threshold being calculated or predicted, ascertaining, by the arithmetic unit, an intervention in at least one of: (i) a current torque demand of the diesel vehicle, (ii) a current transmission ratio of a transmission of the diesel vehicle, and (iii) a setting of the transmission of the diesel vehicle; wherein the intervention contributes to reducing the nitrogen oxide emissions to a value below the predetermined threshold.
measuring first state variables of the diesel vehicle with the aid of sensors of the diesel vehicle;
one of: (i) ascertaining, using an arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions exceed a predetermined threshold, or (ii) predicting, using the arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions will exceed the predetermined threshold; and
based on an exceedance of the threshold being calculated or predicted, ascertaining, by the arithmetic unit, an intervention in at least one of: (i) a current torque demand of the diesel vehicle, (ii) a current transmission ratio of a transmission of the diesel vehicle, and (iii) a setting of the transmission of the diesel vehicle;
wherein the intervention contributes to reducing the nitrogen oxide emissions to a value below the predetermined threshold.
The method as recited in claim 1 , wherein the ascertained intervention is carried out automatically in the vehicle.
The method as recited in claim 2 , wherein the intervention includes an automatic reduction of a torque demand of a driver of the diesel vehicle via a corresponding torque limitation by a control unit of the diesel vehicle.
The method as recited in claim 2 , wherein the intervention takes place via an automatic transmission, which carries out a gear change.
The method as recited in claim 1 , wherein the intervention includes feedback to a driver of the diesel vehicle, regarding one of a torque demand or a shifting operation, using one of: a haptic feedback by a steering wheel, an active accelerator pedal, an acoustic indication, or a display.
The method as recited in claim 1 , wherein the ascertained intervention is indicated to a driver of the diesel vehicle as a driving recommendation.
The method as recited in claim 6 , wherein the driving recommendation is a recommendation to change a gear or a recommendation to reduce a torque demand via an accelerator pedal position.
The method as recited in claim 1 , wherein the diesel vehicle has an exhaust-gas aftertreatment system, and the intervention takes place exclusively or increasingly in phases, in which the exhaust-gas aftertreatment system does not function optimally due to an operating temperature.
The method as recited in claim 1 , wherein at least one of the variables of vehicle speed, engine speed, current gear, proposed setpoint gear of a shifting assistant, fuel consumption, clutch torque, accelerator position, boost pressure, intake-air temperature, roadway gradient, vehicle mass, vehicle acceleration, longitudinal vehicle acceleration, distance traveled in the current operating cycle, effective mean pressure of the engine, and exhaust gas flow rate, belongs to the measured, first state variables or is ascertained from the measured state variables.
The method as recited in claim 1 , wherein using a first characteristics map for nitrogen oxide emissions, which was measured beforehand at the diesel vehicle, it is ascertained if the nitrogen oxide emissions exceed the predetermined threshold.
The method as recited in claim 10 , wherein the first characteristics map is developed as a function of an engine speed and a mean pressure of the engine.
The method as recited in claim 10 , wherein for acceleration events, a second characteristics map is used for ascertaining if the nitrogen oxide emissions exceed the predetermined threshold, the second characteristics map taking into account reduced exhaust-gas recirculation rates during an acceleration event.
The method as recited in claim 12 , wherein the second characteristics map is developed as a function of an engine speed and a mean pressure of the engine.
The method as recited in claim 1 , wherein a magnitude of the exceedance of the predetermined threshold is determined with the aid of an untreated nitrogen oxide emissions model.
The method as recited in claim 1 , wherein at least one of a magnitude of exceedance of the predetermined threshold and a frequency of exceedance of the predetermined threshold, is calculated as a measure for a driving evaluation.
The method as recited in claim 10 , wherein the intervention is carried out as a function of the driving evaluation, and, in light of the driving evaluation, it is decided by the arithmetic unit, whether or not an intervention is carried out.
The method as recited in claim 16 , wherein the driving evaluation is at least one of outputted and stored.
The method as recited in claim 1 , wherein a distance to the predetermined threshold is communicated to a driver of the diesel vehicle.
The method as recited in claim 18 , wherein the communication occurs via a visual representation by a symbol, which changes temporally in at least one of color and size as a function of the current nitrogen oxide emissions and warns the driver of an approach of the threshold from below, in response to exceedance of the predetermined threshold.
The method as recited in claim 1 , wherein in ascertaining the intervention, a possible effect on a fuel consumption of the diesel vehicle is considered.
The method as recited in claim 1 , wherein no intervention occurs if at least one of a torque demand and a gear selection of the driver is necessary on the basis of the current driving situation, in response to a gradient of the roadway or an additional loading of the vehicle, for an event of starting up or maintaining the vehicle speed, even if the threshold is exceeded in the process.
A non-transitory computer-readable storage medium on which is stored a computer program for reducing nitrogen oxide emissions of a diesel vehicle, the computer program, when executed by a computer, causing the computer to perform: measuring first state variables of the diesel vehicle with the aid of sensors of the diesel vehicle; one of: (i) ascertaining, using an arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions exceed a predetermined threshold, or (ii) predicting, using the arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions will exceed the predetermined threshold; and based on an exceedance of the threshold being calculated or predicted, ascertaining, by the arithmetic unit, an intervention in at least one of: (i) a current torque demand of the diesel vehicle, (ii) a current transmission ratio of a transmission of the diesel vehicle, and (iii) a setting of the transmission of the diesel vehicle; wherein the intervention contributes to reducing the nitrogen oxide emissions to a value below the predetermined threshold.
A device, which is configured to reduce nitrogen oxide emissions of a diesel vehicle, the device configured to: measure first state variables of the diesel vehicle with the aid of sensors of the diesel vehicle; one of: (i) ascertain, using an arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions exceed a predetermined threshold, or (ii) predict, using the arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions will exceed the predetermined threshold; and based on an exceedance of the threshold being calculated or predicted, ascertain, by the arithmetic unit, an intervention in at least one of: (i) a current torque demand of the diesel vehicle, (ii) a current transmission ratio of a transmission of the diesel vehicle, and (iii) a setting of the transmission of the diesel vehicle; wherein the intervention contributes to reducing the nitrogen oxide emissions to a value below the predetermined threshold.
measure first state variables of the diesel vehicle with the aid of sensors of the diesel vehicle;
one of: (i) ascertain, using an arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions exceed a predetermined threshold, or (ii) predict, using the arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions will exceed the predetermined threshold; and
based on an exceedance of the threshold being calculated or predicted, ascertain, by the arithmetic unit, an intervention in at least one of: (i) a current torque demand of the diesel vehicle, (ii) a current transmission ratio of a transmission of the diesel vehicle, and (iii) a setting of the transmission of the diesel vehicle;
The device as recited in claim 23 , wherein the device is an engine control unit including a storage device, a communication device, and the arithmetic unit.
The device as recited in claim 23 , wherein the device is a communications control unit including a storage device, a communication device and an arithmetic unit.
Ref DE102022124333A1: Claims:
Method for changing the behavior of a drive system (12) of a vehicle (10) to comply with specified emission limit values (EG), the drive system (12)
- an internal combustion engine (14),
- an exhaust aftertreatment system (18) for treating the exhaust gases generated by the internal combustion engine (14),
- a status detection device (20) for detecting the status of the drive system (12) and/or the vehicle (10), and
- a control unit (38) for changing the behavior of the drive system (12), the method comprising the following steps:
- detecting the state of the drive system (12) by means of the state detection device (20) and supplying signals corresponding to the detected state to the control unit (38),
- measuring and/or estimating the emission values (E) of the treated exhaust gases by means of the control unit (38), taking into account the detected state of the drive system (12),
- Comparing the measured and/or estimated emission values (E) with the emission limit values (EG) and determining the difference (Δ) between the estimated emission values and the emission limit values (EG) using the control unit (38),
- In the event that the difference (Δ) exceeds or falls below a threshold value, selecting at least one measure affecting the behavior of the drive system (12) by means of the control unit (38), taking into account the determined difference (Δ) such that the emission values (E) of the treated exhaust gases are changed.
procedure after claim 1 , wherein the drive system (12) has at least one exhaust gas sensor (32) for detecting the emission values (E) of the treated exhaust gases and the step of estimating the emission values (E) taking into account the emission values (E) detected by the exhaust gas sensor (32).
Procedure according to one of Claims 1 or 2 , whereby the specified emission limit values (EG) - correspond to legally prescribed emission limit values (EG) or - are target emission limit values (EZ) which are below the legally prescribed emission limit values (EG).
Method according to one of the preceding claims, wherein the measure affecting the behavior of the drive system (12) comprises heating the exhaust gas aftertreatment system (18).
Method according to one of the preceding claims, wherein the drive system (12) has a torque request sensor (28) for detecting the torque to be delivered by the internal combustion engine (14) and wherein the step of selecting the measure takes place taking into account the requested torque.
procedure after claim 4 , wherein the measure affecting the behavior of the drive system (12) comprises changing the torque delivered by the internal combustion engine (14).
Method according to one of the preceding claims, wherein the drive system (12) has an automatic transmission (30) and the action affecting the behavior of the drive system (12) comprises changing the operating point of the internal combustion engine (14) using the automatic transmission (30). .
Method according to one of the preceding claims, wherein the drive system (12) has at least one environmental sensor (24) for detecting the environmental conditions of the vehicle (10) and/or the drive system (12) and the step of selecting the response to the behavior of the drive system (12 ) effective measure taking into account the recorded environmental conditions.
Method according to one of the preceding claims, wherein the drive system (12) has an electric motor (40), a battery (42) and a hybrid module (44) and the step of selecting the measure acting on the behavior of the drive system (12) taking into account the State of charge of the battery (42) takes place and includes a corresponding control of the hybrid module (44).
Method according to one of the preceding claims, wherein the vehicle (10) comprises a predictive system (22) and the step of selecting the measure affecting the behavior of the drive system (12) is carried out taking into account the information 22 generated by the predictive system (22).
Computer program product for executing a method according to one of the preceding claims for changing the behavior of a drive system (12) of a vehicle (10) to comply with specified emission limit values (EG), the computer program product comprising program means for causing a control unit (38) to carry out the following steps , when the computer program is running on the control unit:
- detecting the state of the drive system (12) by means of the state detection device (20) and supplying signals corresponding to the detected state to the control unit (38),
- Estimation of the emission values (E) of the treated exhaust gases by means of the control unit (38) taking into account the detected state of the drive system (12),
- Comparing the estimated emission values (E) with the emission limit values (EG) and determining the difference (Δ) between the estimated emission values and the emission limit values (EG) by means of the control unit (38),
- In the event that the difference (Δ) exceeds or falls below a threshold value, selecting at least one measure affecting the behavior of the drive system (12) by means of the control unit (38), taking into account the determined difference (Δ) such that the emission values (E) of the treated exhaust gases are changed.
Ref US20180154897: Claims:
1. A method for reducing nitrogen oxide emissions of a diesel vehicle, comprising:
measuring first state variables of the diesel vehicle with the aid of sensors of the diesel vehicle; one of: (i) ascertaining, using an arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions exceed a predetermined threshold, or (ii) predicting, using the arithmetic unit, as a function of the first state variables, whether the nitrogen oxide emissions will exceed the predetermined threshold; and based on an exceedance of the threshold being calculated or predicted, ascertaining, by the arithmetic unit, an intervention in at least one of: (i) a current torque demand of the diesel vehicle, (ii) a current transmission ratio of a transmission of the diesel vehicle, and (iii) a setting of the transmission of the diesel vehicle; wherein the intervention contributes to reducing the nitrogen oxide emissions to a value below the predetermined threshold.
2. The method as recited in claim 1, wherein the ascertained intervention is carried out automatically in the vehicle.
3. The method as recited in claim 2, wherein the intervention includes an automatic reduction of a torque demand of a driver of the diesel vehicle via a corresponding torque limitation by a control unit of the diesel vehicle.
4. The method as recited in claim 2, wherein the intervention takes place via an automatic transmission, which carries out a gear change.
5. The method as recited in claim 1, wherein the intervention includes feedback to a driver of the diesel vehicle, regarding one of a torque demand or a shifting operation, using one of: a haptic feedback by a steering wheel, an active accelerator pedal, an acoustic indication, or a display.
6. The method as recited in claim 1, wherein the ascertained intervention is indicated to a driver of the diesel vehicle as a driving recommendation.
7. The method as recited in claim 6, wherein the driving recommendation is a recommendation to change a gear or a recommendation to reduce a torque demand via an accelerator pedal position.
8. The method as recited in claim 1, wherein the diesel vehicle has an exhaust-gas aftertreatment system, and the intervention takes place exclusively or increasingly in phases, in which the exhaust-gas aftertreatment system does not function optimally due to an operating temperature.
9. The method as recited in claim 1, wherein at least one of the variables of vehicle speed, engine speed, current gear, proposed setpoint gear of a shifting assistant, fuel consumption, clutch torque, accelerator position, boost pressure, intake-air temperature, roadway gradient, vehicle mass, vehicle acceleration, longitudinal vehicle acceleration, distance traveled in the current operating cycle, effective mean pressure of the engine, and exhaust gas flow rate, belongs to the measured, first state variables or is ascertained from the measured state variables.
10. The method as recited in claim 1, wherein using a first characteristics map for nitrogen oxide emissions, which was measured beforehand at the diesel vehicle, it is ascertained if the nitrogen oxide emissions exceed the predetermined threshold.
11. The method as recited in claim 10, wherein the first characteristics map is developed as a function of an engine speed and a mean pressure of the engine.
12. The method as recited in claim 10, wherein for acceleration events, a second characteristics map is used for ascertaining if the nitrogen oxide emissions exceed the predetermined threshold, the second characteristics map taking into account reduced exhaust-gas recirculation rates during an acceleration event.
13. The method as recited in claim 12, wherein the second characteristics map is developed as a function of an engine speed and a mean pressure of the engine.
14. The method as recited in claim 1, wherein a magnitude of the exceedance of the predetermined threshold is determined with the aid of an untreated nitrogen oxide emissions model.
15. The method as recited in claim 1, wherein at least one of a magnitude of exceedance of the predetermined threshold and a frequency of exceedance of the predetermined threshold, is calculated as a measure for a driving evaluation.
16. The method as recited in claim 10, wherein the intervention is carried out as a function of the driving evaluation, and, in light of the driving evaluation, it is decided by the arithmetic unit, whether or not an intervention is carried out.
17. The method as recited in claim 16, wherein the driving evaluation is at least one of outputted and stored.
18. The method as recited in claim 1, wherein a distance to the predetermined threshold is communicated to a driver of the diesel vehicle.
19. The method as recited in claim 18, wherein the communication occurs via a visual representation by a symbol, which changes temporally in at least one of color and size as a function of the curr
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