Office Action 2: Notice of Allowance (2025-02-27)

CLAIMS:
IN THE CLAIMS:

1\. (Currently Amended) A control system for controlling a total driven wheel torque for a vehicle by controlling torque output of a first torque source of the vehicle and of a second torque source of the vehicle, wherein the first torque source is configured to provide drive torque to a first axle of the vehicle for generating first axle wheel torque, wherein the second torque source is configured to provide drive torque to a second axle of the vehicle for generating second axle wheel torque, the control system comprising one or more controllers, wherein the control system is configured to:receive a total torque request for total driven wheel torque;
produce a first torque request for the first torque source and a second torque request for the second torque source, in dependence on the total torque request for the total driven wheel torque;
determining whether the first torque request is not satisfiable by comparing the first torque request with a first shaped torque request to determine a first error therebetween, the first torque request being determined to be not satisfiable if the first error is greater than a first error threshold for the first torque source;
determining whether the second torque request is not satisfiable by comparing the second torque request with a second shaped torque request to determine a second error therebetween, the second torque request being determined to be not satisfiable if the second error is greater than a second error threshold for the second torque source; and
when at least one of the first and second torque requests is not satisfiable modify at least one of the first and second torque requests to enable a sum of the first axle wheel torque and the second axle wheel torque to approach or satisfy the total torque request, wherein the modification of at least one of the torque requests is controlled by at least one torque rate modifier configured to increase or decrease a rate of change of at least one of the torque requests.

2\. (Original) The control system of claim 1, wherein the modification of at least one of the torque requests comprises modifying the first torque request and modifying the second torque request.U.S.S.N. 17/920,770 January 21, 2025

3\. (Previously Presented) The control system of claim 1, wherein the modification of at least one of the torque requests is in dependence on a wheel torque response capability of at least one of the first torque source and the second torque source.

4\. (Original) The control system of claim 3, wherein one of the first and second torque sources has a faster wheel torque response capability than the other and when both the first and second torque requests are not satisfiable, the control system is configured to: control the modification of at least one of the first and second torque requests to enable an increased rate of torque change from the one of the first and second torque sources having a greater wheel torque response capability, relative to the other of the first and second torque sources.

5\. (Previously Presented) The control system of claim 3, wherein one of the first and second torque sources has a faster wheel torque response capability than the other and when one of the first and second torque requests, but not the other, is satisfiable, the control system is configured to: control the modification of at least one of the torque requests to enable an increased rate of torque change from the one of the first and second torque sources that satisfies its corresponding torque request.

6\. (Previously Presented) The control system of claim 3, wherein one of the first and second torque sources has a faster wheel torque response capability than the other, and when the first and second torque requests are changing in opposite directions and at least one of the corresponding torque requests is not satisfiable, the control system is configured to: control the modification of at least one of the torque requests to cause a reduction of torque rate from the torque source having a faster wheel torque response capability.

7\. (Previously Presented) The control system of claim 1, wherein the at least one torque rate modifier comprises a first torque rate modifier for the first torque source and a second torque rate modifier for the second torque source.
8\. (Currently Amended) The control system of claim 7, wherein controlling \[\[the\]\] a torque shaping function comprises enabling relative variation of the first torque rate modifier and the second torque rate modifier.-2- U.S.S.N. 17/920,770 January 21, 2025
9\. (Original) The control system of claim 8, wherein one of the first and second torque sources has a faster wheel torque response capability than the other and when both of the first and second torque requests are not satisfiable, the relative variation is dependent on the relationship:MTSprim=MTSrotal.(s); and MTSsecna=MTSrotal. (1 - s);SVG {EMBED HERE} 0.2770.577SVG {EMBED HERE} 0.260.51wherein MTS refers to a torque rate modifier, wherein Prim refers to a primary one of the first and second torque sources, wherein Secnd refers to a secondary one of the first and second torque sources, wherein MTSrotai comprises a target combined torque rate modifier of both the first and second axles, wherein s comprises orC1-,whereinPTSindicatesawheel torque response capability of the primary torque source, and wherein STS indicates a wheel torque response capability of the secondary torque source.

10\. (Currently Amended) The control system of claim 8, wherein one of the first and second torque sources has a faster wheel torque response capability than the other and when one of the first and second torque requests, but not the other, is satisfiable, the relative variation is dependent on the relationship:MTSon=MTSTotal-MTSoff;
wherein MTS refers to a torque rate modifier, wherein on refers to the one of the first and second torque sources meeting its corresponding first or second torque request, wherein off refers to the other of the first and second torque sources not meeting its corresponding first or second torque request, and wherein MTSrotal comprises a target combined torque rate modifier of both the first and second axles.

11\. (Previously Presented) The control system of claim 8, wherein one of the first and second torque sources has a faster wheel torque response capability than the other, and when the first and second torque requests are changing in opposite directions and at least one of the corresponding torque requests is not satisfiable, the relative variation is dependent on the relationship:MTSINC-MTSDEC;wherein MTS refers to a torque rate modifier, wherein INC refers to the one of the first and second torque sources providing a positive rate of torque change, and wherein DEC refers to the other of the first and second torque sources providing a negative rate of torque change.-3- U.S.S.N. 17/920,770 January 21, 2025
12\. (Original) The control system of claim 11, configured to enable a torque rate increase dependent on from the one of the first and second torque sources having a faster wheel torqueresponse capability than the other of the first and second torque sources, whereinSVG {EMBED HERE} 0.310.547is indicative of a rate of change of the total torque request.SVG {EMBED HERE} 0.310.58

13\. (Previously Presented) The control system of claim 1, wherein when both of the first and second torque requests are satisfiable, the total torque request, and/or the first and second torque requests, is dependent on a drivability torque rate modifier, and wherein when at least one of the first and second torque requests is not satisfiable, the drivability torque rate modifier can be exceeded.

14\. (Previously Presented) The control system of claim 1, wherein when both of the first and second torque requests are satisfiable, the modification of at least one of the torque requests maintains a predetermined torque split between the first axle and the second axle, and when at least one of the first and second torque requests is not satisfiable, the modification of at least one of the torque requests enables a provided torque split to deviate from the predetermined torque split.

15\. (Previously Presented) The control system of claim 1, wherein the control system is configured to provide lash crossing protection to reduce a rate of torque change around a torque reversal, causing the provided torque to not meet its corresponding torque request during the torque reversal.

16\. (Previously Presented) A system comprising the control system of claim 1, the first torque source, and the second torque source.

17\. (Original) A vehicle comprising the system of claim 16.
18\. (Currently Amended) A method of controlling a total driven wheel torque for a vehicle by controlling torque output of a first torque source of the vehicle and of a second torque source of the vehicle, wherein the first torque source is configured to provide drive torque to a first axle -4- U.S.S.N. 17/920,770 January 21, 2025 of the vehicle for generating first axle wheel torque, wherein the second torque source is configured to provide drive torque to a second axle of the vehicle for generating second axle wheel torque,
the method comprising:receiving a total torque request for total driven wheel torque;
producing a first torque request for the first torque source and a second torque request for the second torque source, in dependence on the total torque request for the total driven wheel torque;
determining whether the first torque request is not satisfiable by comparing the first torque request with a first shaped torque request to determine a first error therebetween, the first torque request being determined to be not satisfiable if the first error is greater than a first error threshold for the first torque source;
determining whether the second torque request is not satisfiable by comparing the second torque request with a second shaped torque request to determine a second error therebetween, the second torque request being determined to be not satisfiable if the second error is greater than a second error threshold for the second torque source; and
when at least one of the first and second torque requests is not satisfiable, modifying at least one of the first and second torque requests to enable a sum of the first axle wheel torque and the second axle wheel torque to approach or satisfy the total torque request, wherein the modification of at least one of the torque requests is controlled by at least one torque rate modifier configured to increase or decrease a rate of change of at least one of the torque requests.

19\. (Previously Presented) A non-transitory, computer-readable memory storing computer software that, when executed, is arranged to perform a method according to claim 18.
20\. (Currently Amended) A control system for controlling a total driven wheel torque for a vehicle by controlling torque output of a first torque source of the vehicle and of a second torque source of the vehicle, wherein the first torque source is configured to provide drive torque to a first axle of the vehicle for generating first axle wheel torque, wherein the second torque source is configured to provide drive torque to a second axle of the vehicle for generating second axle wheel torque, the control system comprising one or more controllers, wherein the control system is configured to:\-5- U.S.S.N. 17/920,770 January 21, 2025 receive a total torque request for total driven wheel torque;
produce a first torque request for the first torque source and a second torque request for the second torque source, in dependence on the total torque request for the total driven wheel torque; and
when at least one of the first and second torque requests is not satisfiable modify at least one of the first and second torque requests to enable a sum of the first axle wheel torque and the second axle wheel torque to approach or satisfy the total torque request, wherein the modification of at least one of the torque requests is controlled by at least one torque rate modifier configured to increase or decrease a rate of change of at least one of the torquerequests;
the at least one torque rate modifier comprises a first torque rate modifier for the first torque source and a second torque rate modifier for the second torque source;
wherein controlling a torque shaping function comprises enabling relative variation of the first torque rate modifier and the second torque rate modifier;
wherein \[\[,\]\] a sum of torque rate limits specified by the first torque rate modifier and the second torque rate modifier is configured to match a target combined torque rate modifier to enable the sum of the first axle wheel torque and the second axle wheel torque to approach or satisfy the total torque request.-6-

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
The following is a statement of reasons for the indication of allowable subject matter:
In regard to the amended independent claims 1, 18 & 20; Velazquez et al., US 20210078581 A1, teaches SYSTEM AND METHOD FOR COORDINATING INDEPENDENT AXLES FOR CONTINUOUS WHEEL SLIP CONTROL, taken either individually or in combination with other prior art of record fails to teach or render obvious “a control system and to a method of controlling, receiving, producing and modifying torque requests to enable a sum of the first/second axle wheel torque to approach or satisfy the total torque request, controlled by a torque rate modifier” in regard to the independent claims 1, 18 & 20 limitations.
Further prosecution of the claims revealed that some of the claim elements may not have been disclosed by any prior art as a whole. There are some prior art which provides “torque request modification strategies for vehicles”, with addressing some of the claimed limitations, however, fail to teach or render obvious ALL claim elements, especially “a control system and a method of controlling a total driven wheel torque for a vehicle by controlling torque output , modifying torque requests to enable a sum of the first/second axle wheel torque to approach or satisfy the total torque request, controlled by a torque rate modifier” providing either alone or in combination with other prior art of record; in regard to the independent claims 1, 18 & 20 limitations.
Therefore, Applicant’s arguments, see Applicant Arguments/Remarks pages 1-3, filed on 01/21/2025, with respect to claims 1-20  under 35 U.S.C. § 102/103 have been fully considered and are persuasive; the rejection of claims 1-20  under 35 U.S.C. § 102/103 have been withdrawn.
Some of the closest prior art found on search which all are fail to disclose above limitations;
Velazquez Alcantar; Jose et al., US 20210078581 A1, SYSTEM AND METHOD FOR COORDINATING INDEPENDENT AXLES FOR CONTINUOUS WHEEL SLIP CONTROL;
Remarks: Discloses a control system and a method of controlling a total driven wheel torque for a vehicle by controlling torque output of different torque sources having different torque response capabilities. However, fails to disclose the claim elements at steps 1-2 above.
Aswani; Deepak et al., US 20090234551 A1, INCREASED CAPABILITY MODULAR VEHICLE-DYNAMICS CONTROL ARCHITECTURE;
Remarks: Discloses a system and method for a vehicle-dynamics control architecture in hybrid electric vehicles (HEVs). A coordination layer controls the torque generating device to generate the first/second amount of torque in response to the arbitrated torque request signal and the torque reservation request signal indicating that the vehicle is in the non-anticipated/anticipated vehicle dynamic state. However, fails to disclose the claim elements at steps 1-2 above.
As a result, claims  1-20 are allowed;
Claims 1, 18 & 20 are allowed independent claims.
Claims 2-17 are allowed due to dependencies to the allowed claim 1.
Claim 19 is allowed due to dependencies to the allowed claim 18.
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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”.
Conclusion

APPLICANT REBUTTAL: REMARKS
This response is being filed in reply to the non-final Office Action dated October 21, 2024. In that Office Action, claims 1-8 and 13-19 were rejected, and claims 9-12 and 20 were objected to for being dependent on a base claim but otherwise allowable if rewritten into independent form. Claims 1, 8, 10, 18, and 20 are being amended. Therefore, claims 1-20 remain pending in the application.
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102 Re
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ections -
Claims 1-2, 7, 14, 16-19 stand rejected under 35 U.S.C. § 102 as being anticipated by Velazquez Alcantar et al. (U.S. Patent Application Publication No. 20210078581). This rejection is respectfully traversed for the reasons discussed below.
Each of independent claims 1 and 18 is being amended to recite, inter alia:
determining whether the first torque request is not satisfiable by comparing the first torque request with a first shaped torque request to determine a first error therebetween, the first torque request being determined to be not satisfiable if the first error is
greater than a first error threshold for the first torque source; [and] determining whether the second torque request is not satisfiable by comparing the second torque request with a second shaped torque request to determine a second error therebetween, the second torque request being determined to be not satisfiable if the second error is greater than a second error threshold for the second
torque source.
This subject matter is not taught or rendered obvious by Velazquez Alcantar, at least for the reasons below.
Velazquez Alcantar does not explicitly teach or suggest determining whether the first or second torque requests are not satisfiable by comparing them with shaped torque requests to determine errors and then evaluating these errors against thresholds. Velazquez Alcantar is primarily directed to controlling wheel slip in electric or hybrid vehicles by switching between torque control mode and speed control mode in response to wheel slip. Velazquez Alcantar focuses on the operation of electric machines on the vehicle's axles and how they respond to conditions like wheel slip,
vehicle yaw rate, and split-Mu conditions. There appears to be no mention of comparing torque requests with shaped torque requests or evaluating errors against thresholds in this context.
Therefore, Applicant respectfully submits that Velazquez Alcantar fails to teach or render obvious claims 1 or 18 as amended. Accordingly, Applicant respectfully requests that the present rejection be withdrawn, and that claims 1 and 3-16 be allowed.
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103 Re
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Claims 3-6 stand rejected under 35 U.S.C. § 103 as being unpatentable over Velazquez Alcantar et al. in view of Aswani et al. (U.S. Patent Application Publication No. 20090234551). This rejection is respectfully traversed for the reasons discussed below.
Claims 8, 13 and 15 stand rejected under 35 U.S.C. § 103 as being unpatentable over Velazquez Alcantar et al. in view of Heap et al. (U.S. Patent Application Publication No. 20090112385). This rejection is respectfully traversed for the reasons discussed below.
Aswani and Heap were cited solely in connection with subject matter of dependent claims 3-6, 8, 13, and 15. Aswani and Heap do not make up for the deficiencies of Velazquez Alcantar with respect to independent claims 1 and 18. Thus, Applicant respectfully submits that claims 3-6, 8, 13, and 15 are allowed at least because of their dependency on claim 1. Accordingly, Applicant respectfully requests that this rejection be withdrawn and that claims 3-6, 8, 13, and 15 be allowed along with the other pending claims.
Allowable Sub
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ect Matte
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Claims 9-12 and 20 are objected to for being dependent on a rejected base claim, but would be allowable if rewritten into independent form, including any intervening claims. Claim 20 is being rewritten into independent form, including the subject matter of intervening claims 7 and 8. Thus, Applicant respectfully submits that claims 20 is allowable and respectfully ask that it be allowed.
Conclusion


CITED REFERENCE SUMMARIES: Ref US20020105188A1: Claims:
A hybrid vehicle control apparatus for a vehicle having front and rear wheels with at least one of the front and rear wheels being an engine driven wheel driven by an internal combustion engine and at least one of the front and rear wheels being a non-engine driven wheel driven by an electric motor that is mechanically independent from the engine, said hybrid vehicle control apparatus comprising: a target motor torque setting section configured to set a target drive torque of the electric motor; a motor output limit determining section configured to determine if said target drive torque of the electric motor reaches an output limit of the electric motor under current operating conditions; and a torque increasing section configured to increase drive torque to the engine driven wheel when it is determined that said target drive torque of the electric motor reaches said output limit of the electric motor.
a target motor torque setting section configured to set a target drive torque of the electric motor;
a motor output limit determining section configured to determine if said target drive torque of the electric motor reaches an output limit of the electric motor under current operating conditions; and
a torque increasing section configured to increase drive torque to the engine driven wheel when it is determined that said target drive torque of the electric motor reaches said output limit of the electric motor.
The hybrid vehicle control apparatus as recited in claim 1 , further comprising a slippage degree detecting section configured to detect a degree of slippage of the engine driven wheel with respect to a road surface; and a torque increase suppressing section configured to suppress increase of drive torque by said torque increasing section when said degree of slippage detected by said slippage degree detecting section exceeds a predetermined allowable limit.
a slippage degree detecting section configured to detect a degree of slippage of the engine driven wheel with respect to a road surface; and
a torque increase suppressing section configured to suppress increase of drive torque by said torque increasing section when said degree of slippage detected by said slippage degree detecting section exceeds a predetermined allowable limit.
The hybrid vehicle control apparatus as recited in claim 2 , wherein said slippage degree detecting section is configured to detect said slippage degree based on the rotational speed difference between the engine driven wheel and the non-engine driven wheel.
said slippage degree detecting section is configured to detect said slippage degree based on the rotational speed difference between the engine driven wheel and the non-engine driven wheel.
The hybrid vehicle control apparatus as recited in claim 3 , wherein said torque increasing section is configured to increase drive torque to the engine driven wheel by an amount equivalent to an amount by which the output limit of the electric motor is insufficient with respect to the target drive torque of the electric motor.
said torque increasing section is configured to increase drive torque to the engine driven wheel by an amount equivalent to an amount by which the output limit of the electric motor is insufficient with respect to the target drive torque of the electric motor.
The hybrid vehicle control apparatus as recited in claim 4 , further comprising a total drive torque reducing section configured to reduce a driver-intent-based total drive torque when total drive torque is being obtained by both the engine driven wheel and the non-engine driven wheel.
a total drive torque reducing section configured to reduce a driver-intent-based total drive torque when total drive torque is being obtained by both the engine driven wheel and the non-engine driven wheel.
The hybrid vehicle control apparatus as recited in claim 1 , wherein said torque increasing section is configured to increase drive torque to the engine driven wheel by an amount equivalent to an amount by which said output limit of the electric motor is insufficient with respect to said target drive torque of the electric motor.
said torque increasing section is configured to increase drive torque to the engine driven wheel by an amount equivalent to an amount by which said output limit of the electric motor is insufficient with respect to said target drive torque of the electric motor.
The hybrid vehicle control apparatus as recited in claim 6 , further comprising a total drive torque reducing section configured to reduce a driver-intent-based total drive torque when total drive torque is being obtained by both the engine driven wheel and the non-engine driven wheel.
A vehicle drive transmission system comprising: an internal combustion engine; an electric motor that is mechanically independent from said engine; front and rear wheels with at least one of said front and rear wheels being an engine driven wheel driven by said internal combustion engine and at least one of said front and rear wheels being a non-engine driven wheel driven by said electric motor; and a hybrid vehicle control apparatus including a target motor torque setting section configured to set a target drive torque of said electric motor; a motor output limit determining section configured to determine if said target drive torque of said electric motor reaches an output limit of said electric motor under current operating conditions; and a torque increasing section configured to increase drive torque to said engine driven wheel when it is determined that the target drive torque of the electric motor reaches the output limit of the electric motor.
an internal combustion engine;
an electric motor that is mechanically independent from said engine;
front and rear wheels with at least one of said front and rear wheels being an engine driven wheel driven by said internal combustion engine and at least one of said front and rear wheels being a non-engine driven wheel driven by said electric motor; and
a hybrid vehicle control apparatus including a target motor torque setting section configured to set a target drive torque of said electric motor; a motor output limit determining section configured to determine if said target drive torque of said electric motor reaches an output limit of said electric motor under current operating conditions; and a torque increasing section configured to increase drive torque to said engine driven wheel when it is determined that the target drive torque of the electric motor reaches the output limit of the electric motor.
a target motor torque setting section configured to set a target drive torque of said electric motor;
a motor output limit determining section configured to determine if said target drive torque of said electric motor reaches an output limit of said electric motor under current operating conditions; and
a torque increasing section configured to increase drive torque to said engine driven wheel when it is determined that the target drive torque of the electric motor reaches the output limit of the electric motor.
The vehicle drive transmission system as recited in claim 8 , wherein an additional electric motor is connected to said engine.
an additional electric motor is connected to said engine.
The vehicle drive transmission system as recited in claim 8 , further comprising a slippage degree detecting section configured to detect a degree of slippage of said engine driven wheel with respect to a road surface; and a torque increase suppressing section configured to suppress increase of drive torque by said torque increasing section when said degree of slippage detected by said slippage degree detecting section exceeds a predetermined allowable limit.
a slippage degree detecting section configured to detect a degree of slippage of said engine driven wheel with respect to a road surface; and
The vehicle drive transmission system as recited in claim 10 , wherein said slippage degree detecting section is configured to detect said slippage degree based on the rotational speed difference between said engine driven wheel and said non-engine driven wheel.
said slippage degree detecting section is configured to detect said slippage degree based on the rotational speed difference between said engine driven wheel and said non-engine driven wheel.
The vehicle drive transmission system as recited in claim 11 , wherein said torque increasing section is configured to increase drive torque to said engine driven wheel by an amount equivalent to an amount by which said output limit of said electric motor is insufficient with respect to said target drive torque of said electric motor.
said torque increasing section is configured to increase drive torque to said engine driven wheel by an amount equivalent to an amount by which said output limit of said electric motor is insufficient with respect to said target drive torque of said electric motor.
The vehicle drive transmission system as recited in claim 12 , further comprising a total drive torque reducing section configured to reduce a driver-intent-based total drive torque when total drive torque is being obtained by both said engine driven wheel and said non-engine driven wheel.
a total drive torque reducing section configured to reduce a driver-intent-based total drive torque when total drive torque is being obtained by both said engine driven wheel and said non-engine driven wheel.
The vehicle drive transmission system as recited in claim 8 , wherein said torque increasing section is configured to increase drive torque to said engine driven wheel by an amount equivalent to an amount by which said output limit of said electric motor is insufficient with respect to said target drive torque of said electric motor.
The vehicle drive transmission system as recited in claim 14 , further comprising a total drive torque reducing section configured to reduce a driver-intent-based total drive torque when total drive torque is being obtained by both said engine driven wheel and said non-engine driven wheel.
The vehicle drive transmission system as recited in claim 8 , wherein a pair of said rear wheels are driven by said internal combustion engine and a pair of said front wheels are driven by said electric motor.
a pair of said rear wheels are driven by said internal combustion engine and a pair of said front wheels are driven by said electric motor.
A hybrid vehicle control apparatus for a vehicle having front and rear wheels with at least one of the front and rear wheels being an engine driven wheel driven by an internal combustion engine and at least one of the front and rear wheels being a non-engine driven wheel driven by an electric motor that is mechanically independent from the engine, said hybrid vehicle control apparatus comprising: a target motor torque setting means for setting a target drive torque of the electric motor; a motor output limit determining means for determining determine if said target drive torque of the electric motor reaches an output limit of the electric motor under current operating conditions; and a torque increasing means for increasing drive torque to the engine driven wheel when it is determined that said target drive torque of the electric motor reaches said output limit of the electric motor.
a target motor torque setting means for setting a target drive torque of the electric motor;
a motor output limit determining means for determining determine if said target drive torque of the electric motor reaches an output limit of the electric motor under current operating conditions; and
a torque increasing means for increasing drive torque to the engine driven wheel when it is determined that said target drive torque of the electric motor reaches said output limit of the electric motor.
The hybrid vehicle control apparatus as recited in claim 17 , further comprising a slippage degree detecting means for detecting a degree of slippage of the engine driven wheel with respect to a road surface; and a torque increase suppressing means for suppressing increase of drive torque by said torque increasing means when said degree of slippage detected by said slippage degree detecting means exceeds a predetermined allowable limit.
a slippage degree detecting means for detecting a degree of slippage of the engine driven wheel with respect to a road surface; and
a torque increase suppressing means for suppressing increase of drive torque by said torque increasing means when said degree of slippage detected by said slippage degree detecting means exceeds a predetermined allowable limit.
The hybrid vehicle control apparatus as recited in claim 17 , further comprising a total drive torque reducing means for reducing a driver-intent-based total drive torque when total drive torque is being obtained by both the engine driven wheel and the non-engine driven wheel.
a total drive torque reducing means for reducing a driver-intent-based total drive torque when total drive torque is being obtained by both the engine driven wheel and the non-engine driven wheel.
Ref US20050060079A1: Claims:
A method for coordinating torque demand amongst a plurality of torque producing devices in an automotive vehicle, the method comprising: receiving information defining at least one torque production limitation for a first torque producing device; determining a request for torque; comparing the request for torque with the at least one first torque producing device torque production limitation; if the comparison results in the request for torque exceeding one of the at least one first torque producing device torque production limitation, (a) determining a first excess requested torque as the difference between the request for torque and the exceeded first torque producing device torque production limitation, (b) determining as the first coordinated torque request the exceeded first torque producing device torque production limitation, and (c) determining as the second coordinated torque request the first excess requested torque; sending the first coordinated torque request to the first torque producing device; and sending the second coordinated torque request to at least one second torque producing device.
receiving information defining at least one torque production limitation for a first torque producing device;
determining a request for torque;
comparing the request for torque with the at least one first torque producing device torque production limitation;
if the comparison results in the request for torque exceeding one of the at least one first torque producing device torque production limitation,
(a) determining a first excess requested torque as the difference between the request for torque and the exceeded first torque producing device torque production limitation,
(b) determining as the first coordinated torque request the exceeded first torque producing device torque production limitation, and
(c) determining as the second coordinated torque request the first excess requested torque;
sending the first coordinated torque request to the first torque producing device; and
sending the second coordinated torque request to at least one second torque producing device.
The method of claim 1 further comprising, if the comparison does not result in the request for torque exceeding one of the at least one first torque producing device torque production limitation, determining as a first coordinated torque request the request for torque and determining a null torque as a second coordinated torque request.
The method according to claim 1 further comprising: receiving information defining at least one torque production limitation for the at least one second torque producing device; comparing the first excess requested torque with the at least one second torque producing device torque production limitation; and if the first excess requested torque exceeds any second torque producing device torque production limitation, sending as the second coordinated torque an exceeded second torque producing device torque production limitation.
receiving information defining at least one torque production limitation for the at least one second torque producing device;
comparing the first excess requested torque with the at least one second torque producing device torque production limitation; and
if the first excess requested torque exceeds any second torque producing device torque production limitation, sending as the second coordinated torque an exceeded second torque producing device torque production limitation.
The method according to claim 3 further comprising: determining a second excess requested torque as the difference between the first excess requested torque and the exceeded second torque producing device torque production limitation; and determining as the first coordinated torque request the sum of the exceeded first torque producing device torque production limitation and the second excess requested torque.
determining a second excess requested torque as the difference between the first excess requested torque and the exceeded second torque producing device torque production limitation; and
determining as the first coordinated torque request the sum of the exceeded first torque producing device torque production limitation and the second excess requested torque.
The method according to claim 4 further comprising: comparing the sum of the exceeded first torque producing device torque production limitation and the second excess requested torque with the at least one first torque producing device torque production limitation; and if the sum of the exceeded first torque producing device torque production limitation and the second excess requested torque is greater than an exceeded first torque producing device torque production limitation, determining as the first coordinated torque request the exceeded first torque producing device torque production limitation.
comparing the sum of the exceeded first torque producing device torque production limitation and the second excess requested torque with the at least one first torque producing device torque production limitation; and
if the sum of the exceeded first torque producing device torque production limitation and the second excess requested torque is greater than an exceeded first torque producing device torque production limitation, determining as the first coordinated torque request the exceeded first torque producing device torque production limitation.
The method according to claim 1 wherein the first torque producing device comprises an engine and the at least one second torque producing device comprises a motor.
The method according to claim 1 wherein the comparison is performed at a wheel level and the first torque producing device generates torque at a transmission input level, the method further comprising translating information defining at least one torque production limitation for the first torque producing device through any transmission effects between the transmission input level and the wheel level.
The method according to claim 1 wherein the comparison is performed at a transmission input level and the first torque producing device generates torque at a wheel level, the method further comprising translating at least one of the first coordinated torque request and the second coordinated torque request through any transmission effects between the wheel level and the transmission input level.
The method according to claim 1 wherein the request for torque is determined by summing a plurality of torque requests.
A vehicle comprising: an engine operative to receive commands for generating a first torque; at least one motor operative to receive commands for generating a second torque; at least one source of torque requests; and control logic in communication with the engine, the at least one motor and the at least one source of torque requests, the control logic opera
[Truncated to input limit]