Office Action 2: Final Rejection (2025-02-14)
Rejection types: 103 - Obviousness

CLAIMS:
AMENDMENTS TO THE CLAIMS

LISTING OF CLAIMS

1\. (Currently Amended) A computer-implemented method that, when executed by data processing hardware of a motor vehicle including a turbocharger having a turbine, causes the data processing hardware to perform operations comprising:receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an overrun position;
receiving a plurality of vehicle performance parameter inputs each corresponding to a measured vehicle performance parameter, the plurality of vehicle performance parameter inputs including accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation;
calculating a vehicle dynamic score based on the plurality of vehicle performance parameter inputs;
determining a target boost profile based on the calculated vehicle dynamic score; and
instructing one or more outputs of the vehicle to transition to a dynamic mode to generate an increased turbine power based on the target boost profile.

2\. (Original) The method of Claim 1, further comprising:determining that the vehicle is in a dynamic state when the calculated vehicle dynamic score exceeds a threshold vehicle dynamic score; and
when the vehicle is in the dynamic state, instructing the one or more outputs of the vehicle to transition to the dynamic mode to generate the increased turbine power.

3\. (Currently Amended) The method of Claim 1, wherein the plurality of vehicle performance parameter inputs includes a vehicle acceleration input .

4\. (Original) The method of Claim 1, wherein determining that the vehicle is in a dynamic state includes determining that the vehicle is the dynamic state while the accelerator pedal is in the overrun position.

5\. (Original) The method of Claim 1, wherein the one or more outputs of the vehicle include an air intake rate, a fuel intake rate, a wastegate actuator output, and a camshaft phaser output.

6\. (Original) The method of Claim 1, wherein the operation of instructing one or more outputs of the vehicle to transition to a dynamic mode occurs while the accelerator pedal is in the overrun position.

7\. (Cancelled).

8\. (Currently Amended) The method of Claim 71,wherein the plurality of vehicle performance parameter inputs further includes brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection.

9\. (Currently Amended) A system comprising:data processing hardware; and
memory hardware in communication with the data processing hardware, the memory hardware storing instructions that when executed on the data processing hardware cause the data processing hardware to perform operations comprising:
receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an overrun position;
receiving a plurality of vehicle performance parameter inputs each corresponding to a measured vehicle performance parameter, the plurality of vehicle performance parameter inputs including accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation;
calculating a vehicle dynamic score based on the plurality of vehicle performance parameter inputs;
determining a target boost profile based on the calculated vehicle dynamic score exceeds a threshold vehicle dynamic score; and

instructing one or more outputs of the vehicle to transition to a dynamic mode to generate an increased turbine power based on the target boost profile.

10\. (Original) The system of Claim 9, further comprising:determining that the vehicle is in a dynamic state when the calculated vehicle dynamic score exceeds a threshold vehicle dynamic score; and
when the vehicle is in the dynamic state, instructing the one or more outputs of the vehicle to transition to the dynamic mode to generate the increased turbine power.

11\. (Currently Amended) The system of Claim 9, wherein the plurality of vehicle performance parameter inputs includes a vehicle acceleration input .

12\. (Original) The system of Claim 9, wherein determining that the vehicle is in a dynamic state includes determining that the vehicle is the dynamic state while the accelerator pedal is in the overrun position.

13\. (Original) The system of Claim 9, wherein the one or more outputs of the vehicle include an engine air intake rate, a fuel intake rate, a wastegate position output, and a camshaft phase output.

14\. (Original) The system of Claim 9, wherein the operation of instructing one or more outputs of the vehicle to transition to a dynamic mode occurs while the accelerator pedal is in the overrun position.

15\. (Cancelled)

16\. (Currently Amended) The system of Claim 4-59,wherein the plurality of vehicle performance parameter inputs includes brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection.

17\. (Original) A motor vehicle comprising:a sensor system including a plurality of sensors;
an actuator system including a plurality of actuators associated with a turbocharger;
data processing hardware sensor system and the actuator system; and
memory hardware in communication with the data processing hardware, the memory hardware storing instructions that when executed on the data processing hardware cause the data processing hardware to perform operations comprising:
receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an overrun position;
receiving a plurality of vehicle performance parameter inputs each corresponding to a measured vehicle performance parameter, the plurality of vehicle performance parameter inputs including accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation;
calculating a vehicle dynamic score based on the plurality of vehicle performance parameter inputs;
determining a target boost profile based on the calculated vehicle dynamic score;
and instructing one or more outputs of the vehicle to transition to a dynamic mode to generate an increased turbine power based on the target boost profile.

18\. (Original) The motor vehicle of Claim 17, further comprising:determining that the vehicle is in a dynamic state when the calculated vehicle dynamic score exceeds a threshold vehicle dynamic score; and
when the vehicle is in the dynamic state, instructing the one or more outputs of the vehicle to transition to the dynamic mode to generate the increased turbine power.

19\. (Cancelled)

20\. (Original) The motor vehicle of Claim 17, wherein determining that the vehicle is in a dynamic state includes determining that the vehicle is the dynamic state while the accelerator pedal is in the overrun position.

21\. (New) The motor vehicle of Claim 17, wherein the plurality vehicle of vehicle performance parameter inputs includes brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection.

OFFICE ACTION:
DETAILED ACTION
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) 1-20 is/are rejected under 35 U.S.C. 103 as being unpatentable over Buckland (U.S. Pat. NO. 10,895,197) in view of Shamoto (U.S. Pub. No. 2010/0250042).
Regarding claims 1, 9 and 17, Buckland discloses a computer-implemented (14 is the computer with 16 being the sensors and 81 being the actuators) method that, when executed by data processing hardware of a motor vehicle including a turbocharger having a turbine, causes the data processing hardware to perform operations comprising:
receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an overrun position (206 and 208.  Tip-in is acceleration and tip-out is construed as the overrun position);
receiving a plurality of vehicle performance parameter inputs each corresponding to a measured vehicle performance parameter (the accelerator pedal position is a performance parameter, claim 7 of this application also states this);
calculating a vehicle dynamic score (construed as a determination of accelerating, slowing, or maintaining) based on the plurality of vehicle performance parameter inputs (206 and 208);
Note: as per applicants specification ¶46 this is simply a determination that the vehicle is in a “dynamic operating state” which will be understood as not being in steady state.
Note: the determination of a dynamic score is only “based on” the plurality of parameters which only requires using one of the plurality in order to be satisfied.
determining a target boost profile based on the calculated vehicle dynamic score (210 is determining current boost conditions in comparison to desired); and
instructing one or more outputs of the vehicle to transition to a dynamic mode to generate an increased turbine power based on the target boost profile (212).
Buckland does not disclose the plurality of vehicle performance parameter inputs including accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation.
Shamoto, which deals in vehicle control, teaches the plurality of vehicle performance parameter inputs including accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation (¶77 which discloses an integration of the pedal overtime which is rate data).
It would have been obvious to one having ordinary skill in the art at the time the invention was made to have modified Buckland with the manipulation of data of Shamoto because this allows for control of the battery (¶64).
Regarding claim 2, 10 and 18 which depends from claim 1, 9 and 17 respectively, Buckland discloses further comprising: determining that the vehicle is in a dynamic state when the calculated vehicle dynamic score exceeds a threshold vehicle dynamic score (206 and 208); and when the vehicle is in the dynamic state, instructing the one or more outputs of the vehicle to transition to the dynamic mode to generate the increased turbine power (212).
Regarding claim 3, 11 and 19 which depends from claim 1, 9 and 17 respectively, Buckland discloses wherein the one or more vehicle performance parameter inputs includes a vehicle acceleration input (pedal position option addressed with 206, 208).
Regarding claim 4, 12 and 20 which depends from claim 1, 9 and 17 respectively, Buckland discloses wherein determining that the vehicle is in a dynamic state includes determining that the vehicle is the dynamic state while the accelerator pedal is in the overrun position (208).
Regarding claim 5 and 13 which depends from claim 1 and 9 respectively, Buckland discloses wherein the one or more outputs of the vehicle include an air intake rate (wastegate option addressed), a fuel intake rate (wastegate option addressed), a wastegate actuator output (212 adjusts the wastegate), and a camshaft phaser output (wastegate option addressed).
Regarding claim 6 and 14 which depends from claim 1 and 9 respectively, Buckland discloses wherein the operation of instructing one or more outputs of the vehicle to transition to a dynamic mode occurs while the accelerator pedal is in the overrun position (212 is due to 208 which is construed as the overrun position).
Regarding claim 8 and 16 which depends from claim 7 and 15 respectively, Buckland discloses wherein the one or more vehicle performance parameter inputs includes brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection (accelerator pedal position option addressed).
Regarding claim 21 which depends from claim 17, Shamoto discloses wherein the plurality vehicle of vehicle performance parameter inputs includes brake pedal position (84), braking force (¶65), vehicle lateral force (¶65 the torque request result in lateral forces), vehicle longitudinal force (¶65 the torque request result in lateral forces which can be a longitudinal force), driver selected vehicle mode (drive, reverse, park), engine speed (Ne) vehicle speed (88), and transmission gear selection (¶38).
Response to Arguments
Applicant's arguments filed 11/26/2024 have been fully considered but they are not persuasive.  Applicant argues for the amendments made to the claims which have been addressed above.
Conclusion
Applicant's amendment necessitated the new ground(s) of rejection presented in this Office action. Accordingly, THIS ACTION IS MADE FINAL. See MPEP § 706.07(a). Applicant is reminded of the extension of time policy as set forth in 37 CFR 1.136(a).
A shortened statutory period for reply to this final action is set to expire THREE MONTHS from the mailing date of this action. In the event a first reply is filed within TWO MONTHS of the mailing date of this final action and the advisory action is not mailed until after the end of the THREE-MONTH shortened statutory period, then the shortened statutory period will expire on the date the advisory action is mailed, and any nonprovisional extension fee (37 CFR 1.17(a)) pursuant to 37 CFR 1.136(a) will be calculated from the mailing date of the advisory action. In no event, however, will the statutory period for reply expire later than SIX MONTHS from the date of this final action.

APPLICANT REBUTTAL: REMARKS
Applicant's representative would like to thank Examiner Laguarda for the courtesies extended during an interview conducted on October 23, 2024. During the interview, Applicant's representative and the Examiner discussed amending the claims in the foregoing manner. No agreements were reached with respect to patentability. Furthermore, no exhibits were shown or demonstrations conducted.
Claims 1-6, 8-14, and 16-21 are now pending in the application. By this paper, Claims 1, 3, 8, 9, 11, 16, and 18 are amended, Claim 21 is added, and Claims 7, 15, and 19 are cancelled without prejudice or disclaimer of the subject matter contained therein. The basis for the foregoing amendments and new claim can be found throughout the specification, claims, and drawings originally filed. No new matter has been added. The preceding amendments and the following remarks are believed to be fully responsive to the outstanding Office Action and are believed to place the application in condition for allowance. The Examiner is respectfully requested to reconsider and withdraw the rejections in view of the amendments and remarks contained herein.
Re
jections Under 35 U.S.C.
Claims 1-20 stand rejected under 35 U.S.C. §102(a)(1) as being anticipated by Buckland (U.S. Patent No. 10,895,197).
These rejections are respectfully traversed.
Applicant respectfully submits that the cited art of record fails to teach, suggest, or disclose a method that includes receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an overrun position, receiving a plurality of vehicle performance parameter inputs each corresponding to a measured vehicle performance parameter, the plurality of vehicle performance parameter inputs including accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation, calculating a vehicle dynamic score based on the plurality vehicle performance parameter inputs, determining a target boost profile based on the calculated vehicle dynamic score, and instructing one or more outputs of the vehicle to transition to a dynamic mode to generate an increased turbine power based on the target boost profile, as recited in independent Claim 1. Similar arguments can be made with respect to independent Claims 9 and 17.
Buckland generally relates to a method and system for improving surge control in a boosted engine system. See Buckland at the abstract. As relied upon in the Office Action, Figure 2 of Buckland discloses steps for estimating an engine operating condition (202) and determining an initial wastegate position, CCRV position, and electric assist motor power based on the estimated engine conditions (204). See Buckland at Column 11, Lines 34-42, and Figure 2. The method then determines if there is a tip-in event (206) or a tip out event (208) based on operator torque demand and/or accelerator pedal depression. See Buckland at Column 12, Lines 19-30 and Figure 2. The method further includes determining whether there is an indication of a surge (210, 214) in connection with the tip-in event (206) or the tip-out event (206), and when there is an indication of a surge, adjusting the opening of the CCRV and the wastegate (212, 218) and adjusting output of the electric motor (218). If there is no indication of a surge, the wastegate is moved to a scheduled position, and the CCRV and electric assist motor torque are coordinated to deliver desired boost pressure (216). See Buckland at Column 13, Lines 59-61 and Figure 2.
As set forth above, Buckland is silent with respect to calculating a vehicle dynamic score based on accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation. Instead, Buckland appears to rely on parameters that are intrinsic to the turbo system, such as torque demand or pedal position. This distinction relates to the fundamental difference between the purpose of Buckland and the present disclosure. The present disclosure is intended to mitigate turbocharger lag by determining when the vehicle is operating in a dynamic state and maximize response while Buckland is related to minimizing boost surge-related NVH issues.
Based on the foregoing, Applicant respectfully submits that independent Claim 1, 9, and 17, as well as claims depending therefrom, are in condition for allowance. Reconsideration and withdrawal of the rejections are respectfully requested.
CONCLUSION

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 1-6, 9-14, 17, 18, 20 are allowed.
The following is an examiner’s statement of reasons for allowance: the claims require certain inputs be considered when creating a target boost for boosting an engine all of these inputs together cannot be said to be found being considered for creating this value in a single prior art reference and so this is a novel combination over the prior art.
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 US20100250042A1: Claims:
The vehicle according to claim 14 , wherein the control central value setting section sets the central value based on a brake operation, in addition to the accelerator operation.
The vehicle according to claim 2 , wherein the control central value setting section sets the central value based on an accelerator change rate, which is an amount of change in accelerator operation per unit time in a predetermined period of time, and a brake change rate, which is an amount of change in brake operation per unit time in the predetermined period of time.
The vehicle according to claim 3 , wherein the accelerator change rate is the amount of change in accelerator operation per unit time when the amount of accelerator operation increases in the predetermined period of time, and the brake change rate is the amount of change in brake operation per unit time when the amount of brake operation increases in the predetermined period of time.
The vehicle according to claim 4 , wherein the control central value setting section increases the central value as the accelerator change rate increases relative to the brake change rate.
The vehicle according to claim 2 , wherein the control central value setting section sets the central value based on an accelerator operation time, which is a duration of time over which the accelerator is operated within a predetermined period of time, and a brake operation time, which is a duration of time over which the brake is operated within the predetermined period of time.
The vehicle according to claim 6 , wherein the control central value setting section increases the central value as the accelerator operation time increases relative to the brake operation time.
The vehicle according to claim 14 , wherein the control central value setting section computes a vehicle weight based on a motive drive force that is output to move the vehicle and an acceleration of the vehicle, and sets the central value based on the accelerator operation, the computed vehicle weight, and the vehicle speed.
The vehicle according to claim 14 , wherein: the requested drive force setting section sets the requested drive force based on the accelerator operation and a brake operation; and the control central value setting section sets the central value based on the requested drive force.
the requested drive force setting section sets the requested drive force based on the accelerator operation and a brake operation; and
the control central value setting section sets the central value based on the requested drive force.
The vehicle according to claim 14 , wherein: the requested drive force setting section sets the requested drive force based on the accelerator operation and a brake operation; the control section sets a target drive state of the electric motor based on the set requested drive force and also controls the electric motor so that the electric motor is driven in the set target drive state; and the control central value setting section sets the central value based on the drive state of the electric motor.
the requested drive force setting section sets the requested drive force based on the accelerator operation and a brake operation;
the control section sets a target drive state of the electric motor based on the set requested drive force and also controls the electric motor so that the electric motor is driven in the set target drive state; and
the control central value setting section sets the central value based on the drive state of the electric motor.
The vehicle according to claim 14 , wherein the electric power generating section includes an internal combustion engine, and a generator that generates electric power by using at least a part of power from the internal combustion engine.
The vehicle according to claim 11 , wherein: the electric power generating section includes a triaxial power transfer section connected to a drive shaft, which is coupled to an axle; an output shaft of the internal combustion engine; and a rotating shaft of the generator; for transferring power, based on power input from two of the three shafts, to the remaining shaft, and for transferring power based on power input from one of the three shafts, to the remaining two shafts; and the electric motor input power from or outputs power to the drive shaft.
the electric power generating section includes a triaxial power transfer section connected to a drive shaft, which is coupled to an axle; an output shaft of the internal combustion engine; and a rotating shaft of the generator; for transferring power, based on power input from two of the three shafts, to the remaining shaft, and for transferring power based on power input from one of the three shafts, to the remaining two shafts; and
the electric motor input power from or outputs power to the drive shaft.
A method of controlling a vehicle that includes an electric power generating section that generates electric power when supplied with fuel, an electric motor that outputs motive power, and a charge storage section that exchanges electric power with the electric power generating section and the electric motor, comprising: setting a central value of a state-of charge in a range of state-of-charge control used to control a state of charge of the charge storage section, based on an accelerator operation; controlling a state of charge of the charge storage section based on the set central value; and controlling the electric power generating section and the electric motor so that the vehicle moves by a requested drive force to move the vehicle.
setting a central value of a state-of charge in a range of state-of-charge control used to control a state of charge of the charge storage section, based on an accelerator operation;
controlling a state of charge of the charge storage section based on the set central value; and
controlling the electric power generating section and the electric motor so that the vehicle moves by a requested drive force to move the vehicle.
A vehicle comprising: an electric power generating section that generates electric power when supplied with fuel; an electric motor that outputs motive power; a charge storage section that exchanges electric power with the electric power generating section and the electric motor; a requested drive force setting section that sets a requested drive force to move the vehicle; a central value setting section that sets a central value of a range of state-of-charge control used to control a state of charge of the charge storage section, based on an accelerator operation; and a control section that controls a state of charge of the charge storage section based on the set central value, and controls the electric power generating section and the electric motor so that the vehicle moves by the set requested drive force.
an electric power generating section that generates electric power when supplied with fuel;
an electric motor that outputs motive power;
a charge storage section that exchanges electric power with the electric power generating section and the electric motor;
a requested drive force setting section that sets a requested drive force to move the vehicle;
a central value setting section that sets a central value of a range of state-of-charge control used to control a state of charge of the charge storage section, based on an accelerator operation; and
a control section that controls a state of charge of the charge storage section based on the set central value, and controls the electric power generating section and the electric motor so that the vehicle moves by the set requested drive force.
Ref US10895197: Claims:
The invention claimed is: 1. A method, comprising: responsive to a predicted boost overshoot, adjusting each of a regenerative torque output by an electric motor coupled to a boosting device and an opening of a continuously variable compressor recirculation valve (CCRV), the adjusting based on a state of charge (SOC) of a battery coupled to the electric motor. 2. The method of claim 1, further comprising, predicting the boost overshoot following an increase in torque demand wherein positive torque is output by the electric motor. 3. The method of claim 1, wherein the adjusting includes increasing the regenerative torque output by the electric motor as the state of charge of the battery decreases at a time of the predicted boost overshoot, while increasing the opening of the CCRV as the regenerative torque output by the electric motor decreases. 4. The method of claim 1, wherein the adjusting includes: when the state of charge of the battery is lower, increasing the regenerative torque output by the electric motor as a function of a boost pressure differential of the predicted boost overshoot, and increasing the opening of the CCRV as a margin to surge of the compressor operating with the regenerative torque output applied via the electric motor decreases; and when the state of charge of the battery is higher, increasing the opening of the CCRV as the boost pressure differential of the predicted boost overshoot increases, and increasing the regenerative torque output by the electric motor as the margin to surge of the compressor operating with the increased opening of the CCRV decreases. 5. The method of claim 4, wherein the boost pressure differential of the predicted boost overshoot includes a difference between a target boost pressure based on torque demand and actual boost pressure, and a rate of rise of the difference. 6. The method of claim 1, wherein the adjusting includes: when the SOC is lower than a first threshold, increasing the regenerative torque output by the electric motor while opening the CCRV by a first amount; when the SOC is higher than the first threshold but lower than a second threshold, increasing the regenerative torque output by the electric motor by a second amount smaller than the first amount, while opening the CCRV by a second amount, larger than the first amount; and when the SOC is higher than each of the first and the second threshold, disabling the electric motor while opening the CCRV by a third amount larger than the second amount, wherein the second threshold is higher than the first threshold. 7. The method of claim 1, wherein the boosting device includes one of an electric supercharger and a turbocharger, wherein when the boosting device is the turbocharger, the electric motor is coupled to one of a shaft, an intake compressor, and an exhaust turbine of the turbocharger, the method further comprising, maintaining a waste-gate valve coupled across the exhaust turbine closed during the adjusting. 8. The method of claim 2, wherein adjusting the opening of the CCRV includes adjusting the opening from an initial position based on the increase in torque demand. 9. The method of claim 8, wherein the boosting device is a turbocharger, wherein an intake compressor of the turbocharger is coupled to an exhaust turbine, the method further comprising, maintaining a waste-gate valve coupled across the exhaust turbine at a position based on the increase in torque demand during the adjusting.
A method, comprising: responsive to a predicted boost overshoot, adjusting each of a regenerative torque output by an electric motor coupled to a boosting device and an opening of a continuously variable compressor recirculation valve (CCRV), the adjusting based on a state of charge (SOC) of a battery coupled to the electric motor.
The method of claim 1, further comprising, predicting the boost overshoot following an increase in torque demand wherein positive torque is output by the electric motor.
The method of claim 1, wherein the adjusting includes increasing the regenerative torque output by the electric motor as the state of charge of the battery decreases at a time of the predicted boost overshoot, while increasing the opening of the CCRV as the regenerative torque output by the electric motor decreases.
The method of claim 1, wherein the adjusting includes: when the state of charge of the battery is lower, increasing the regenerative torque output by the electric motor as a function of a boost pressure differential of the predicted boost overshoot, and increasing the opening of the CCRV as a margin to surge of the compressor operating with the regenerative torque output applied via the electric motor decreases; and when the state of charge of the battery is higher, increasing the opening of the CCRV as the boost pressure differential of the predicted boost overshoot increases, and increasing the regenerative torque output by the electric motor as the margin to surge of the compressor operating with the increased opening of the CCRV decreases.
The method of claim 4, wherein the boost pressure differential of the predicted boost overshoot includes a difference between a target boost pressure based on torque demand and actual boost pressure, and a rate of rise of the difference.
The method of claim 1, wherein the adjusting includes: when the SOC is lower than a first threshold, increasing the regenerative torque output by the electric motor while opening the CCRV by a first amount; when the SOC is higher than the first threshold but lower than a second threshold, increasing the regenerative torque output by the electric motor by a second amount smaller than the first amount, while opening the CCRV by a second amount, larger than the first amount; and when the SOC is higher than each of the first and the second threshold, disabling the electric motor while opening the CCRV by a third amount larger than the second amount, wherein the second threshold is higher than the first threshold.
The method of claim 1, wherein the boosting device includes one of an electric supercharger and a turbocharger, wherein when the boosting device is the turbocharger, the electric motor is coupled to one of a shaft, an intake compressor, and an exhaust turbine of the turbocharger, the method further comprising, maintaining a waste-gate valve coupled across the exhaust turbine closed during the adjusting.
The method of claim 2, wherein adjusting the opening of the CCRV includes adjusting the opening from an initial position based on the increase in torque demand.
The method of claim 8, wherein the boosting device is a turbocharger, wherein an intake compressor of the turbocharger is coupled to an exhaust turbine, the method further comprising, maintaining a waste-gate valve coupled across the exhaust turbine at a position based on the increase in torque demand during the adjusting.
Ref US20100250042: Claims:
(canceled) 2. The vehicle according to claim 14, wherein the control central value setting section sets the central value based on a brake operation, in addition to the accelerator operation. 3. The vehicle according to claim 2, wherein the control central value setting section sets the central value based on an accelerator change rate, which is an amount of change in accelerator operation per unit time in a predetermined period of time, and a brake change rate, which is an amount of change in brake operation per unit time in the predetermined period of time. 4. The vehicle according to claim 3, wherein the accelerator change rate is the amount of change in accelerator operation per unit time when the amount of accelerator operation increases in the predetermined period of time, and the brake change rate is the amount of change in brake operation per unit time when the amount of brake operation increases in the predetermined period of time. 5. The vehicle according to claim 4, wherein the control central value setting section increases the central value as the accelerator change rate increases relative to the brake change rate. 6. The vehicle according to claim 2, wherein the control central value setting section sets the central value based on an accelerator operation time, which is a duration of time over which the accelerator is operated within a predetermined period of time, and a brake operation time, which is a duration of time over which the brake is operated within the predetermined period of time. 7. The vehicle according to claim 6, wherein the control central value setting section increases the central value as the accelerator operation time increases relative to the brake operation time. 8. The vehicle according to claim 14, wherein the control central value setting section computes a vehicle weight based on a motive drive force that is output to move the vehicle and an acceleration of the vehicle, and sets the central value based on the accelerator operation, the computed vehicle weight, and the vehicle speed. 9. The vehicle according to claim 14, wherein: the requested drive force setting section sets the requested drive force based on the accelerator operation and a brake operation; and the control central value setting section sets the central value based on the requested drive force. 10. The vehicle according to claim 14, wherein: the requested drive force setting section sets the requested drive force based on the accelerator operation and a brake operation; the control section sets a target drive state of the electric motor based on the set requested drive force and also controls the electric motor so that the electric motor is driven in the set target drive state; and the control central value setting section sets the central value based on the drive state of the electric motor. 11. The vehicle according to claim 14, wherein the electric power generating section includes an internal combustion engine, and a generator that generates electric power by using at least a part of power from the internal combustion engine. 12. The vehicle according to claim 11, wherein: the electric power generating section includes a triaxial power transfer section connected to a drive shaft, which is coupled to an axle; an output shaft of the internal combustion engine; and a rotating shaft of the generator; for transferring power, based on power input from two of the three shafts, to the remaining shaft, and for transferring power based on power input from one of the three shafts, to the remaining two shafts; and the electric motor input power from or outputs power to the drive shaft. 13. A method of controlling a vehicle that includes an electric power generating section that generates electric power when supplied with fuel, an electric motor that outputs motive power, and a charge storage section that exchanges electric power with the electric power generating section and the electric motor, comprising: setting a central value of a state-of charge in a range of state-of-charge control used to control a state of charge of the charge storage section, based on an accelerator operation; controlling a state of charge of the charge storage section based on the set central value; and controlling the electric power generating section and the electric motor so that the vehicle moves by a requested drive force to move the vehicle. 14. A vehicle comprising: an electric power generating section that generates electric power when supplied with fuel; an electric motor that outputs motive power; a charge storage section that exchanges electric power with the electric power generating section and the electric motor; a requested drive force setting section that sets a requested drive force to move the vehicle; a central value setting section that sets a central value of a range of state-of-charge control used to control a state of charge of the charge storage section, based on an accelerator operation; and a control section that controls a state of charge of the charge storage section based on the set central value, and controls the electric power generating section and the electric motor so that the vehicle moves by the set requested drive force.
The vehicle according to claim 14, wherein the control central value setting section sets the central value based on a brake operation, in addition to the accelerator
[Truncated to input limit]