Office Action 1: Non-Final Rejection (2024-10-21)
Rejection types: 102 - Lack of Novelty, 103 - Obviousness

CLAIMS:
CLAIMS

1\. 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 requestfor 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 torque requests.
2\. 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.
3\. The control system of claim 1 or 2, 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\. 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\. The control system of claim 3 or 4, 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\. The control system of claim 3, 4 or 5, 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\. The control system of any preceding claim, 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\. The control system of claim 7, wherein controlling the torque shaping function comprises enabling relative variation of the first torque rate modifier and the second torque rate modifier; optionally, 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.
9\. 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:
MTSprjm = MTSTotai - (s); and
MTSsecnd = MTSTotai- (1 - s);
wherein 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 MTSTotai comprises a target combined torque rate modifier of
both the first and second axles, wherein s comprises PTS or (1 - wherein PTS indicates a wheel torque response capability PTS+STS PTS+STS of the primary torque source, and wherein STS indicates a wheel torque response capability of the secondary torque source.
10\. The control system of claim 8 or 9, 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 = MTSTotaI - MTSoff;
wherein CTS 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 MTSTotai comprises a target combined torque rate modifier of both the first and second axles;
optionally: MTSoff = min (xTSOff, MTSTotai - d(T )) wherein xTSof indicates a wheel torque response capability of the off torque source, and wherein d(Tqn indicates a rate of torque ff dt change provided by the on torque source.
11\. The control system of any one of claims 8 to 10, 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;
optionally: MTSINC = -MTSDEC = min(xTSINC yTSDEC) wherein xTSINC indicates a wheel torque response capability of the one of the first and second torque sources providing a positive rate of torque change, and wherein yTSDEC indicates a wheel torque response capability of the other of the first and second torque sources providing a negative rate of torque change. d(TQDTS)
12\. The control system of claim 11, configured to enable a torque rate increase dependent on dt ) from the one of the first and second torque sources having a faster wheel torque response capability than the other of the first and second torque sources, wherein d(TDTS) d(TQS) is indicative of a rate of change of the total torque request.
13\. The control system of any preceding claim, 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\. The control system of any preceding claim, 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\. The control system of any preceding claim, 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\. A system comprising the control system of any preceding claim, the first torque source, and the second torque source.
17\. A vehicle comprising the system of claim 16.
18\. 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 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; 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\. Computer software that, when executed, is arranged to perform a method according to claim 18. 18 19 20 5 10 15 20 25 30

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 § 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.
(a)(2) the claimed invention was described in a patent issued under section 151, or in an application for patent published or deemed published under section 122(b), in which the patent or application, as the case may be, names another inventor and was effectively filed before the effective filing date of the claimed invention.
Claims 1-2, 7, 14  & 16-19 are rejected under 35 U.S.C. 102(a)1 and 102(a)2 as being anticipated by Velazquez Alcantar et al., Pub.No.: US 20210078581 A1.
Regarding claims 1 & 18, Velazquez Alcantar et al. discloses a control system & a method 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 ([0011] FIG. 1 illustrates an example vehicle propulsion system 100 for vehicle 121. … Vehicle propulsion system 100 includes at two propulsion sources including front electric machine 125 and rear electric machine 126. Electric machines 125 and 126 may consume or generate electrical power depending on their operating mode.), 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 ([0030] The split-Mu detection block 202 receives input from vehicle sensors including … driver demand wheel torque, … outputs a primary axle split-Mu flag and a secondary axle split-Mu flag.” &  [0042] The drive demand torque is then distributed between vehicle propulsion sources such that each vehicle propulsion source provides some fraction of the driver demand torque. For example, if the driver demand torque is 200 Newton-meters (Nm) at the output of the torque sources and the torque distribution between a primary axle and a secondary axle is determined to be 50-50, and where the gear ratio between the primary axle electric machine and the primary axle wheels is equal to the gear ratio between the secondary axle electric machine and the secondary axle wheels, then the primary axle electric machine is requested to provide 100 Nm of torque and the secondary axle electric machine is requested to provide 100 Nm of torque. In another example, if the driver demand is 400 Nm at the vehicle's wheels and the torque distribution between the primary axle and the secondary axle is determined to be 50-50, and where the gear ratio between the primary axle electric machine and the primary axle wheels is equal to the gear ratio between the secondary axle electric machine and the secondary axle wheels, then the primary axle electric machine is requested to provide 200 Nm of torque at the wheels, for which the primary axle electric machine torque is adjusted according to the gear ratio between the primary axle electric machine and the axle, as well as the tire rolling radius. The secondary axle electric machine the is also requested to provide 200 Nm of torque at the wheels, for which the secondary axle electric machine torque is adjusted according to the gear ratio between the secondary axle electric machine and the axle, as well as the tire rolling radius.),
the control system comprising one or more controllers ([0017] Control system 14 may communicate with one or more of electric machine 125, electric machine 126, inverter 147, inverter 134, energy storage device 132, etc. ... Control system 14 may receive an indication of an operator requested output of the vehicle propulsion system from a human operator 102, or an autonomous controller.”),
wherein the control system is configured to: receive a total torque request for total driven wheel torque ([0031] The primary axle wheel slip control block 204 and the secondary axle wheel slip control block 220 receive input from vehicle sensors and inputs including … driver demand wheel torque, primary axle actual torque, the primary axle split-Mu flag, and primary axle torque mode torque request. The primary axle wheel slip control outputs a primary axle requested or target wheel speed and a primary axle speed control flag (e.g., a value of a variable that indicates the requested operating mode for the primary axle) to block 206. The primary axle speed control flag may be a state of true for operating the primary axle in a speed control mode (e.g., torque output of the primary axle electric machine is adjusted so that a rotational speed of the primary axle electric machine follows a requested or target speed). The primary axle speed control flag may be a state of false for operating the primary axle in a torque control mode (e.g., rotational speed of the primary axle electric machine is adjusted so that a torque of the primary axle electric machine follows a requested or target 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 torque requests ([0031] The primary axle wheel slip control block 204 and the secondary axle wheel slip control block 220 receive input from vehicle sensors and inputs including …, driver demand wheel torque, primary axle actual torque, the primary axle split-Mu flag, and primary axle torque mode torque request. …The primary axle speed control flag may be a state of true for operating the primary axle in a speed control mode (e.g., torque output of the primary axle electric machine is adjusted so that a rotational speed of the primary axle electric machine follows a requested or target speed). The primary axle speed control flag may be a state of false for operating the primary axle in a torque control mode (e.g., rotational speed of the primary axle electric machine is adjusted so that a torque of the primary axle electric machine follows a requested or target torque). & [0041] “The primary and secondary axles operate in a torque control mode when no slip is indicated so that the combined output of the primary and secondary axles is equal to the driver demand torque… The driver demand torque may be a torque that is delivered upstream of a gearbox and differential, or the driver demand torque may be a wheel torque, or a torque at another position in the driveline.” & [0042] The drive demand torque is then distributed between vehicle propulsion sources such that each vehicle propulsion source provides some fraction of the driver demand torque.).
Regarding claim 2, Velazquez Alcantar et al. discloses 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 (See claim 1, para. [0031], [0037]-[0041], [0107]-[0113]), “the primary/secondary axle electric machine is adjusted so that a torque of the primary/secondary axle electric machine follows a requested or target torque).”, “adjusting driver demand torque values until a desired vehicle response is achieved.”, “the primary axle electric machine torque is adjusted according to the gear ratio between the primary axle electric machine and the axle”).
Regarding claim 7, Velazquez Alcantar et al. discloses the control system of claim1, 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 ([0097] “The primary axle wheel slip target or request is determined by a feedforward path with two modifiers. The base wheel slip target is determined via a lookup table that monitors the vehicle yaw rate error and vehicle speed. The wheel slip target or request is adjusted based on the vehicle yaw rate error in order to correct for oversteer and understeer while in wheel slip control. The first modifier monitors the accelerator pedal position and vehicle speed. The wheel slip target is adjusted to compensate for the driver's accelerator pedal input in order to give the driver the ability to adjust the wheel slip with the accelerator pedal position. The final modifier is based on the primary axle split-Mu flag. When the split-Mu flag is false, the modifier is set to one. This causes the modifier to act as a pass through since it does not have an effect on the slip target. However, when the split-Mu flag is set to true, the slip target is ramped up to a predetermined value that is based on vehicle speed and a surface Mu estimate. The concept is that during a split-Mu event (e.g., one wheel of a axle is on a lower friction surface while the other wheel is on a higher friction surface), the wheel slip target needs to be increased in order to increase the torque on the axle so that the braking system can bias the torque to the high Mu wheel via individual brake pressure actuation.” & [0098] “There is a unique primary axle speed target or request value for each vehicle speed estimate and vehicle yaw rate error pair. ... The primary axle speed target or request values in the function may be empirically determined via inducing understeer / oversteer on different surfaces and adjusting values in a table so that the speed controller smoothly corrects for oversteer and understeer.” & [0099] “the accelerator pedal position and the vehicle speed estimate index or reference a function that contains values of primary axle speed modification values. There is a unique primary axle speed modification target or request value for each accelerator pedal position and vehicle speed estimate pair. The function outputs a value of the primary axle speed modification target or request to block 1114. The primary axle speed modification target or request values in the function may be empirically determined via inducing a wheel slip event and modulating the wheel slip target in order to achieve a desirable response to the driver's pedal input (e.g., accelerator pedal input) while still retaining tight slip control of the wheels.” & [0100] A maximum axle speed rate limit, a minimum axle speed rate limit, and the primary axle split-Mu flag value are input to block 1106. Block 1106 outputs a modifier within the range of [0, 1]. The rate limit block is just a way to translate the “on/off” nature of the split-Mu flag into a smooth transition.”).
Regarding claim 14, Velazquez Alcantar et al. discloses the control system of claim1, 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 ([0042] The drive demand torque is then distributed between vehicle propulsion sources such that each vehicle propulsion source provides some fraction of the driver demand torque. For example, if the driver demand torque is 200 Newton-meters (Nm) at the output of the torque sources and the torque distribution between a primary axle and a secondary axle is determined to be 50-50, and where the gear ratio between the primary axle electric machine and the primary axle wheels is equal to the gear ratio between the secondary axle electric machine and the secondary axle wheels, then the primary axle electric machine is requested to provide 100 Nm of torque and the secondary axle electric machine is requested to provide 100 Nm of torque. In another example, if the driver demand is 400 Nm at the vehicle's wheels and the torque distribution between the primary axle and the secondary axle is determined to be 50-50, and where the gear ratio between the primary axle electric machine and the primary axle wheels is equal to the gear ratio between the secondary axle electric machine and the secondary axle wheels, then the primary axle electric machine is requested to provide 200 Nm of torque at the wheels, for which the primary axle electric machine torque is adjusted according to the gear ratio between the primary axle electric machine and the axle, as well as the tire rolling radius. The secondary axle electric machine the is also requested to provide 200 Nm of torque at the wheels, for which the secondary axle electric machine torque is adjusted according to the gear ratio between the secondary axle electric machine and the axle, as well as the tire rolling radius.).
Regarding claim 16, Velazquez Alcantar et al. discloses a system comprising the control system of claim 1, the first torque source, and the second torque source (See claim 1: ([0011] “Vehicle propulsion system 100 includes at two propulsion sources including front electric machine 125 and rear electric machine 126. Electric machines 125 and 126 may consume or generate electrical power depending on their operating mode.),
Regarding claim 17, Velazquez Alcantar et al. discloses a vehicle comprising the system of claim 16 ([0010] “relates to systems and methods for operating a driveline or powertrain of a four wheel drive vehicle.”).
Regarding claim 19, Velazquez Alcantar et al. discloses a non-transitory, computer-readable memory storing computer software that, when executed, is arranged to perform a method according to claim 18 ([0023] “Controller 12 may comprise a portion of a control system 14. …Controller 12 includes non-transitory (e.g., read only memory) 165, random access memory 166, analog/digital inputs/outputs 168, and a microcontroller 167.”).
Claim Rejections - 35 USC § 103
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 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.
Claims 3-6 are rejected under 35 U.S.C. 103 as being unpatentable over Velazquez Alcantar et al., Pub.No.: US 20210078581 A1, in view of Aswani et al., Pub. No.: US 20090234551 A1.
Regarding claims 3-6, Velazquez Alcantar et al. discloses the control system of claim 1.
Velazquez Alcantar et al. is not explicit on “wheel torque response capability”, however, Aswani et al., US 20090234551 A1, teaches INCREASED CAPABILITY MODULAR VEHICLE-DYNAMICS CONTROL ARCHITECTURE and discloses,
(claim 3) 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,
(claim 4) 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
(claim 5) 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,
(claim 6) 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
([0026] The torque-distribution module 18 controls the engine subsystem 20 and/or the electrical subsystems 22a-22n to produce the amount of torque needed to support the anticipated vehicle-dynamics event with the signals CTR_ENG and CTR_A-CTR_N in response to receiving the torque reservation request signals (e.g., signals TAU_TORQUE_REQ, MAX_TORQUE_REQ, MIN_TORQUE_REQ). The torque-distribution module 18 controls at least one of the torque generating devices 15 to operate at a midpoint (or within a predetermined torque generating range) such that the torque generating devices 15 are capable of providing an increase in torque in response to the signal MAX_TORQUE_REQ or a decrease in torque in response to the signal MIN_TORQUE_REQ within a desired time response indicated by the signal TAU_TORQUE_REQ. If a vehicle-dynamics event is not anticipated, the torque reservation request signals may generally default to a nominal value. The nominal value may be offset from the desired amount of torque as indicated in the signal ARB_TQ_REQ. If a vehicle-dynamics event is anticipated, the vehicle layer 12 may command the coordination layer 14 to reserve torque generation via the signals MAX_TORQUE_REQ and MIN_TORQUE_REQ within the reserved time response specified via the signal TAU_TORQUE_REQ based on a detected road surface coefficient of friction (mu), detected wheel slip, and/or the recent history of the vehicle-dynamics event being triggered. In general, the VDC 16 transmits the signal ARB_TQ_REQ which is used to indicate the desired amount of torque that is needed to be produced by active subsystems such as the engine subsystem 20 and the electrical subsystems 22a-22n.” & [0028] In yet another example, in the event a decreased amount of torque is needed, any one or more of the electric motor subsystems 22a-22n decrease torque production while ramping up toward a midpoint or at some predetermined operation level to avoid becoming saturated. In general, saturation may correspond to a state in which any one or more of the torque generating devices 15 are operating at a full capacity whereby the torque generating devices 15 are generating the maximum amount of torque that is capable of being produced. Saturation may also correspond to a state in which any one or more of the torque generating devices 15 are not producing torque. It is generally desirable to control the torque generating devices 15 such that the torque generating devices 15 operate at a midpoint in order to meet expected response times as indicated by the signal TAU_TORQUE_REQ.” & [0029] “A point 90 as shown in FIG. 3a generally corresponds to a saturation point in which one or more of the torque generating devices 15 are not capable of generating the needed amount of torque in accordance to the amount of torque indicated by the signal ARB_TQ_REQ. FIG. 3b illustrates the state of the signal TAU_TORQUE_REQ when the vehicle is in a non-anticipated vehicle dynamic state and when the vehicle is in an anticipated vehicle dynamic state. The signal MAX_TORQUE_REQ generally corresponds to a maximum torque limit that may be produced by the torque generating devices 15. The signal MIN_TORQUE_REQ corresponds to a minimum torque limit that may be produced by the torque generating devices 15. The actual amount of torque needed to be produced by the torque generating devices 15 while the vehicle is in the anticipated vehicle dynamic state is generally indicated by the signal ARB_TR_REQ. The signal MAX_TORQUE_REQ and MIN_TORQUE_REQ provide upper and lower torque limits for the torque generating devices 15. & [0036] In general, the system 100 allows for a modular structure while maintaining the ability to take advantage of faster actuators in the torque generating devices 15 to quickly and accurately achieve the arbitrated traction torque request (e.g., slow, driver pedal based request) when anticipating a vehicle-dynamics event. For example, if a vehicle-dynamics event is anticipated, the vehicle layer 12 can command a fast actuation range of authority at the wheels and a dynamic capability request with the signals MAX_TORQUE_REQ and MIN_TORQUE_REQ and also a dynamic capability request (or desired time response) with the signal TAU_TORQUE_REQ to generate the additional amount of torque needed based on an anticipated vehicle-dynamics event.” & [0038] The anticipation of a vehicle-dynamics event may be realized via two methods. In a first method, the driver may manually select a terrain mode where, for example, in an ice mode additional fast torque generation may be achieved by controlling the fastest torque actuators within the engine subsystem 20 and the electrical subsystems 22a-22n with the torque reservation request signals to generate the additional amount of torque with a faster response time to accommodate the low friction coefficient or mu surface properties where wheel slip is easy to achieve. Alternatively, in a manual terrain mode (e.g., an asphalt mode), the system 100 may generate torque at a slower time response than that of the ice mode by controlling slower actuators between the engine subsystem 20 and the electrical subsystems 22a-22n with the signal ARB_TQ_REQ to allow for more liberal use of the torque actuators. The second method of the anticipated vehicle-dynamics event may be an adaptive judgment of the expected fast wheel torque reserve needs. One way to determine the adaptive judgment may be based on recent history of vehicle-dynamics events. For example, a certain threshold of the quantity and the nature of traction control events based on past history, may trigger the utilization of faster torque actuators within the torque generating devices 15 by reserving sufficient amount of torque reserve for generation by the faster torque actuators, greater vehicle capability in terms of vehicle-dynamics stabilization during wheel slip events may be provided.”).
Before the effective filing date of the claimed invention, it would have been obvious to one of ordinary skill in the art to use these above mentioned features disclosed by Aswani et al. with the system disclosed by Velazquez Alcantar et al. to provide a system and method for controlling the amount of torque generated by at least torque generating device in a hybrid electric vehicles (HEVs) ) (See Abstract & para.[0002]).
Claims  8, 13 & 15 are rejected under 35 U.S.C. 103 as being unpatentable over Velazquez Alcantar et al., Pub.No.: US 20210078581 A1, in view of HEAP et al., Pub. No.: US 20090112385 A1.
Regarding claims 8, 13 & 15, Velazquez Alcantar et al. discloses the control system of claim 7  & claim 1.
Velazquez Alcantar et al. is not explicit on “torque shaping function”, however, HEAP et al., US 20090112385 A1, teaches METHOD FOR DETERMINING A POWER CONSTRAINT FOR CONTROLLING A POWERTRAIN SYSTEM and discloses,
(claim 8) wherein controlling the torque shaping function comprises enabling relative variation of the first torque rate modifier and the second torque rate modifier; optionally, 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 ([0050] “The axle torque response type comprises an input state for shaping and rate-limiting the output torque response through the first and second electric machines 56 and 72. The input state for the axle torque response type can be an active state or an inactive state. When the commanded axle torque response type is an active state, the output torque command is the immediate output torque. Preferably the torque response for this response type is as fast as possible.” & [0065] “The predicted output torque request for acceleration is shaped through a predicted output torque shaping filter 352 while considering the axle torque response type to yield a predicted accelerator output torque (`To Accel Prdtd`) and combined with the predicted output torque request for braking to determine the net predicted output torque (`To Net Prdtd`), which are inputs to the optimization scheme 354.” & See also para. [0072]-[0080]).
(claim 13) 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 ([0022] FIG. 2 is a schematic block diagram of the distributed control module system. The elements described hereinafter comprise a subset of an overall vehicle control architecture, and provide coordinated system control of the exemplary hybrid powertrain described in FIG. 1. The distributed control module system synthesizes pertinent information and inputs, and executes algorithms to control various actuators to meet control objectives, including objectives related to fuel economy, emissions, performance, drivability, and protection of hardware, including batteries of ESD 74 and the first and second electric machines 56 and 72. The distributed control module system includes an engine control module (hereafter `ECM`) 23, the TCM 17, a battery pack control module (hereafter `BPCM`) 21, and the TPIM 19.” & [0092] “The system operation results in an output torque shaped with reference to operator drivability demands, including smooth operation during regenerative braking operation..).
(claim 15) 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 ([0085] The autonomic control inputs include torque offsets to effect active damping of the driveline 90 (412),…. The torque offsets for the first and second electric machines 56 and 72 to effect active damping of the driveline 90 can be determined (`Ta AD`, `Tb AD`), e.g., to manage and effect driveline lash adjustment, and are output from an active damping algorithm (`AD`) (412). The torque offsets to effect engine pulse cancellation (`Ta PC`, `Tb PC`) are determined during starting and stopping of the engine during transitions between the engine-on state (`ON`) and the engine-off state (`OFF`) to cancel engine torque disturbances, and are output from a pulse cancellation algorithm (`PC`) (408).”).
Before the effective filing date of the claimed invention, it would have been obvious to one of ordinary skill in the art to use these above mentioned features disclosed by HEAP et al. with the system disclosed by Velazquez Alcantar et al. to provide a method for controlling a powertrain system includes monitoring operating conditions of an engine, a transmission device, and an energy storage device. The method further includes filtering the first power constraint utilizing a first/second filter response time when the first power constraint changes in a first/second direction  (See Abstract & para.[0005]).
Allowable Subject Matter
Claims 9-12 & 20 are objected to as being dependent upon a rejected base claim, but would be allowable if rewritten in independent form including all of the limitations of the base claim and any intervening claims.
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure. See Notice of References cited.


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
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

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]