Office Action 1: Non-Final Rejection (2024-09-11)
Rejection types: 102 - Lack of Novelty

CLAIMS:
WHAT IS CLAIMED IS:

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

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

3\. The method of Claim 1, wherein the one or more vehicle performance parameter inputs includes at least one of a vehicle acceleration input or an accelerator pedal position.
4\. The method of Claim 1, wherein determining that the vehicle is in a dynamic state includes determining that the vehicle is the dynamic state while the accelerator pedal is in the overrun position.

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

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

7\. The method of Claim 1, wherein the one or more vehicle performance parameter inputs include accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation.

8\. The method of Claim 7, wherein the one or more vehicle performance parameter inputs includes brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection.

9\. A system comprising:data processing hardware; and
memory hardware in communication with the data processing hardware, the memory hardware storing instructions that when executed on the data processing hardware cause the data processing hardware to perform operations comprising:
receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an overrun position;
receiving one or more vehicle performance parameter inputs each corresponding to a measured vehicle performance parameter;
calculating a vehicle dynamic score based on the one or more vehicle performance parameter inputs;
determining a target boost profile based on the calculated vehicle dynamic score exceeds a threshold vehicle dynamic score; and
instructing one or more outputs of the vehicle to transition to a dynamic mode to generate an increased turbine power based on the target boost profile.

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

11\. The system of Claim 9, wherein the one or more vehicle performance parameter inputs includes at least one of a vehicle acceleration input or an accelerator pedal position.

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

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

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

15\. The system of Claim 9, wherein the one or more vehicle performance parameter inputs include accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation.

16\. The system of Claim 15, wherein the one or more vehicle performance parameter inputs includes brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection.

17\. A motor vehicle comprising:a sensor system including a plurality of sensors;
an actuator system including a plurality of actuators associated with a turbocharger;
data processing hardware sensor system and the actuator system; and
memory hardware in communication with the data processing hardware, the memory hardware storing instructions that when executed on the data processing hardware cause the data processing hardware to perform operations comprising:
receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an overrun position;

receiving one or more vehicle performance parameter inputs each corresponding to a measured vehicle performance parameter;
calculating a vehicle dynamic score based on the one or more vehicle performance parameter inputs;
determining a target boost profile based on the calculated vehicle dynamic score; and
instructing one or more outputs of the vehicle to transition to a dynamic mode to generate an increased turbine power based on the target boost profile.

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

19\. The motor vehicle of Claim 17, wherein the one or more vehicle performance parameter inputs includes at least one of a vehicle acceleration input or an accelerator pedal position.

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

OFFICE ACTION:
DETAILED ACTION
Claim Rejections - 35 USC § 102
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.
Claim(s) 1-20 is/are rejected under 35 U.S.C. 102a1 as being anticipated by Buckland (U.S. Pat. NO. 10,895,197).
Regarding claims 1, 9 and 17, Buckland discloses a computer-implemented (14 is the computer with 16 being the sensors and 81 being the actuators) method that, when executed by data processing hardware of a motor vehicle including a turbocharger having a turbine, causes the data processing hardware to perform operations comprising:
receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an overrun position (206 and 208.  Tip-in is acceleration and tip-out is construed as the overrun position);
receiving one or more vehicle performance parameter inputs each corresponding to a measured vehicle performance parameter (the accelerator pedal position is a performance parameter, claim 7 of this application also states this);
calculating a vehicle dynamic score (construed as a determination of accelerating, slowing, or maintaining) based on the one or more vehicle performance parameter inputs (206 and 208);
Note: as per applicants specification ¶46 this is simply a determination that the vehicle is in a “dynamic operating state” which will be understood as not being in steady state.
determining a target boost profile based on the calculated vehicle dynamic score (210 is determining current boost conditions in comparison to desired); and
instructing one or more outputs of the vehicle to transition to a dynamic mode to generate an increased turbine power based on the target boost profile (212).
Regarding claim 2, 10 and 18 which depends from claim 1, 9 and 17 respectively, Buckland discloses further comprising: determining that the vehicle is in a dynamic state when the calculated vehicle dynamic score exceeds a threshold vehicle dynamic score (206 and 208); and when the vehicle is in the dynamic state, instructing the one or more outputs of the vehicle to transition to the dynamic mode to generate the increased turbine power (212).
Regarding claim 3, 11 and 19 which depends from claim 1, 9 and 17 respectively, Buckland discloses wherein the one or more vehicle performance parameter inputs includes at least one of a vehicle acceleration input or an accelerator pedal position (pedal position option addressed with 206, 208).
Regarding claim 4, 12 and 20 which depends from claim 1, 9 and 17 respectively, Buckland discloses wherein determining that the vehicle is in a dynamic state includes determining that the vehicle is the dynamic state while the accelerator pedal is in the overrun position (208).
Regarding claim 5 and 13 which depends from claim 1 and 9 respectively, Buckland discloses wherein the one or more outputs of the vehicle include an air intake rate (wastegate option addressed), a fuel intake rate (wastegate option addressed), a wastegate actuator output (212 adjusts the wastegate), and a camshaft phaser output (wastegate option addressed).
Regarding claim 6 and 14 which depends from claim 1 and 9 respectively, Buckland discloses wherein the operation of instructing one or more outputs of the vehicle to transition to a dynamic mode occurs while the accelerator pedal is in the overrun position (212 is due to 208 which is construed as the overrun position).
Regarding claim 7 and 15 which depends from claim 1 and 9 respectively, Buckland discloses wherein the one or more vehicle performance parameter inputs include accelerator pedal position (addressed above), accelerator pedal position rate of change (position option addressed), and accelerator pedal position accumulation (position option addressed).
Regarding claim 8 and 16 which depends from claim 7 and 15 respectively, Buckland discloses wherein the one or more vehicle performance parameter inputs includes brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection (accelerator pedal position option addressed).
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure. Please review when considering a response to this office action.

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

NEXT OFFICE ACTION: DETAILED ACTION
Claim Rejections - 35 USC § 103
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
Claim(s) 1-20 is/are rejected under 35 U.S.C. 103 as being unpatentable over Buckland (U.S. Pat. NO. 10,895,197) in view of Shamoto (U.S. Pub. No. 2010/0250042).
Regarding claims 1, 9 and 17, Buckland discloses a computer-implemented (14 is the computer with 16 being the sensors and 81 being the actuators) method that, when executed by data processing hardware of a motor vehicle including a turbocharger having a turbine, causes the data processing hardware to perform operations comprising:
receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an overrun position (206 and 208.  Tip-in is acceleration and tip-out is construed as the overrun position);
receiving a plurality of vehicle performance parameter inputs each corresponding to a measured vehicle performance parameter (the accelerator pedal position is a performance parameter, claim 7 of this application also states this);
calculating a vehicle dynamic score (construed as a determination of accelerating, slowing, or maintaining) based on the plurality of vehicle performance parameter inputs (206 and 208);
Note: as per applicants specification ¶46 this is simply a determination that the vehicle is in a “dynamic operating state” which will be understood as not being in steady state.
Note: the determination of a dynamic score is only “based on” the plurality of parameters which only requires using one of the plurality in order to be satisfied.
determining a target boost profile based on the calculated vehicle dynamic score (210 is determining current boost conditions in comparison to desired); and
instructing one or more outputs of the vehicle to transition to a dynamic mode to generate an increased turbine power based on the target boost profile (212).
Buckland does not disclose the plurality of vehicle performance parameter inputs including accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation.
Shamoto, which deals in vehicle control, teaches the plurality of vehicle performance parameter inputs including accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation (¶77 which discloses an integration of the pedal overtime which is rate data).
It would have been obvious to one having ordinary skill in the art at the time the invention was made to have modified Buckland with the manipulation of data of Shamoto because this allows for control of the battery (¶64).
Regarding claim 2, 10 and 18 which depends from claim 1, 9 and 17 respectively, Buckland discloses further comprising: determining that the vehicle is in a dynamic state when the calculated vehicle dynamic score exceeds a threshold vehicle dynamic score (206 and 208); and when the vehicle is in the dynamic state, instructing the one or more outputs of the vehicle to transition to the dynamic mode to generate the increased turbine power (212).
Regarding claim 3, 11 and 19 which depends from claim 1, 9 and 17 respectively, Buckland discloses wherein the one or more vehicle performance parameter inputs includes a vehicle acceleration input (pedal position option addressed with 206, 208).
Regarding claim 4, 12 and 20 which depends from claim 1, 9 and 17 respectively, Buckland discloses wherein determining that the vehicle is in a dynamic state includes determining that the vehicle is the dynamic state while the accelerator pedal is in the overrun position (208).
Regarding claim 5 and 13 which depends from claim 1 and 9 respectively, Buckland discloses wherein the one or more outputs of the vehicle include an air intake rate (wastegate option addressed), a fuel intake rate (wastegate option addressed), a wastegate actuator output (212 adjusts the wastegate), and a camshaft phaser output (wastegate option addressed).
Regarding claim 6 and 14 which depends from claim 1 and 9 respectively, Buckland discloses wherein the operation of instructing one or more outputs of the vehicle to transition to a dynamic mode occurs while the accelerator pedal is in the overrun position (212 is due to 208 which is construed as the overrun position).
Regarding claim 8 and 16 which depends from claim 7 and 15 respectively, Buckland discloses wherein the one or more vehicle performance parameter inputs includes brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection (accelerator pedal position option addressed).
Regarding claim 21 which depends from claim 17, Shamoto discloses wherein the plurality vehicle of vehicle performance parameter inputs includes brake pedal position (84), braking force (¶65), vehicle lateral force (¶65 the torque request result in lateral forces), vehicle longitudinal force (¶65 the torque request result in lateral forces which can be a longitudinal force), driver selected vehicle mode (drive, reverse, park), engine speed (Ne) vehicle speed (88), and transmission gear selection (¶38).
Response to Arguments
Applicant's arguments filed 11/26/2024 have been fully considered but they are not persuasive.  Applicant argues for the amendments made to the claims which have been addressed above.
Conclusion
Applicant's amendment necessitated the new ground(s) of rejection presented in this Office action. Accordingly, THIS ACTION IS MADE FINAL. See MPEP § 706.07(a). Applicant is reminded of the extension of time policy as set forth in 37 CFR 1.136(a).
A shortened statutory period for reply to this final action is set to expire THREE MONTHS from the mailing date of this action. In the event a first reply is filed within TWO MONTHS of the mailing date of this final action and the advisory action is not mailed until after the end of the THREE-MONTH shortened statutory period, then the shortened statutory period will expire on the date the advisory action is mailed, and any nonprovisional extension fee (37 CFR 1.17(a)) pursuant to 37 CFR 1.136(a) will be calculated from the mailing date of the advisory action. In no event, however, will the statutory period for reply expire later than SIX MONTHS from the date of this final action.

CITED REFERENCE SUMMARIES: Ref US10895197B2: Claims:
A method, comprising: responsive to a predicted boost overshoot, adjusting each of a regenerative torque output by an electric motor coupled to a boosting device and an opening of a continuously variable compressor recirculation valve (CCRV), the adjusting based on a state of charge (SOC) of a battery coupled to the electric motor.
responsive to a predicted boost overshoot,
adjusting each of a regenerative torque output by an electric motor coupled to a boosting device and
an opening of a continuously variable compressor recirculation valve (CCRV), the adjusting based on a state of charge (SOC) of a battery coupled to the electric motor.
The method of claim 1 , further comprising, predicting the boost overshoot following an increase in torque demand wherein positive torque is output by the electric motor.
The method of claim 1 , wherein the adjusting includes increasing the regenerative torque output by the electric motor as the state of charge of the battery decreases at a time of the predicted boost overshoot, while increasing the opening of the CCRV as the regenerative torque output by the electric motor decreases.
The method of claim 1 , wherein the adjusting includes: when the state of charge of the battery is lower, increasing the regenerative torque output by the electric motor as a function of a boost pressure differential of the predicted boost overshoot, and increasing the opening of the CCRV as a margin to surge of the compressor operating with the regenerative torque output applied via the electric motor decreases; and when the state of charge of the battery is higher, increasing the opening of the CCRV as the boost pressure differential of the predicted boost overshoot increases, and increasing the regenerative torque output by the electric motor as the margin to surge of the compressor operating with the increased opening of the CCRV decreases.
when the state of charge of the battery is lower, increasing the regenerative torque output by the electric motor as a function of a boost pressure differential of the predicted boost overshoot, and increasing the opening of the CCRV as a margin to surge of the compressor operating with the regenerative torque output applied via the electric motor decreases; and
when the state of charge of the battery is higher, increasing the opening of the CCRV as the boost pressure differential of the predicted boost overshoot increases, and increasing the regenerative torque output by the electric motor as the margin to surge of the compressor operating with the increased opening of the CCRV decreases.
The method of claim 4 , wherein the boost pressure differential of the predicted boost overshoot includes a difference between a target boost pressure based on torque demand and actual boost pressure, and a rate of rise of the difference.
The method of claim 1 , wherein the adjusting includes: when the SOC is lower than a first threshold, increasing the regenerative torque output by the electric motor while opening the CCRV by a first amount; when the SOC is higher than the first threshold but lower than a second threshold, increasing the regenerative torque output by the electric motor by a second amount smaller than the first amount, while opening the CCRV by a second amount, larger than the first amount; and when the SOC is higher than each of the first and the second threshold, disabling the electric motor while opening the CCRV by a third amount larger than the second amount, wherein the second threshold is higher than the first threshold.
when the SOC is lower than a first threshold, increasing the regenerative torque output by the electric motor while opening the CCRV by a first amount;
when the SOC is higher than the first threshold but lower than a second threshold, increasing the regenerative torque output by the electric motor by a second amount smaller than the first amount, while opening the CCRV by a second amount, larger than the first amount; and
when the SOC is higher than each of the first and the second threshold, disabling the electric motor while opening the CCRV by a third amount larger than the second amount, wherein the second threshold is higher than the first threshold.
The method of claim 1 , wherein the boosting device includes one of an electric supercharger and a turbocharger, wherein when the boosting device is the turbocharger, the electric motor is coupled to one of a shaft, an intake compressor, and an exhaust turbine of the turbocharger, the method further comprising, maintaining a waste-gate valve coupled across the exhaust turbine closed during the adjusting.
The method of claim 2 , wherein adjusting the opening of the CCRV includes adjusting the opening from an initial position based on the increase in torque demand.
The method of claim 8 , wherein the boosting device is a turbocharger, wherein an intake compressor of the turbocharger is coupled to an exhaust turbine, the method further comprising, maintaining a waste-gate valve coupled across the exhaust turbine at a position based on the increase in torque demand during the adjusting.
Ref US10590836B2: Claims:
A method, comprising: responsive to an indication of surge following a tip-in or tip-out event, increasing a margin to surge while maintaining boost pressure at a level based on torque demand via adjustments to each of an output of an electric motor coupled to a compressor and an opening of a continuously variable compressor recirculation valve (CCRV), the adjustments selected based on the torque demand following the tip-in or tip-out event and further based on a state of charge (SOC) of a battery coupled to the electric motor.
responsive to an indication of surge following a tip-in or tip-out event, increasing a margin to surge while maintaining boost pressure at a level based on torque demand via adjustments to each of an output of an electric motor coupled to a compressor and an opening of a continuously variable compressor recirculation valve (CCRV), the adjustments selected based on the torque demand following the tip-in or tip-out event and further based on a state of charge (SOC) of a battery coupled to the electric motor.
The method of claim 1 , wherein when the torque demand following the tip-in or tip-out event is higher than a threshold demand, the adjustments include increasing a positive torque output by the electric motor while increasing the opening of the CCRV, and when the torque demand following the tip-in or tip-out event is lower than the threshold demand, the adjustments include increasing a regenerative torque output by the electric motor while increasing the opening of the CCRV.
The method of claim 2 , wherein when the torque demand is higher than the threshold demand, an engine is operated boosted, and when the torque demand is lower than the threshold demand, the engine is operated with natural aspiration.
The method of claim 1 , wherein when the battery SOC is lower than a threshold SOC, the method further comprises operating the electric motor as a generator and adjusting the CCRV opening based on motor negative torque to maintain boost pressure at a target pressure.
The method of claim 2 , wherein when the torque demand following the tip-in or tip-out event is lower than the threshold demand, the regenerative torque output by the electric motor is increased by a larger amount as the state of charge of the battery decreases, and wherein the increasing the opening of the CCRV is adjusted based on the increasing the regenerative torque output by the electric motor.
The method of claim 2 , wherein when the torque demand following the tip-in or the tip-out event is higher than the threshold demand, the opening of the CCRV is based on the margin to surge while the positive torque output by the electric motor is based on a target boost pressure based on the torque demand relative to an actual boost pressure with the adjusted opening of the CCRV, and wherein when the torque demand following the tip-in or the tip-out event is lower than the threshold demand, the opening of the CCRV is based on the margin to surge while the regenerative torque output by the electric motor is based on the target boost pressure based on the torque demand relative to the actual boost pressure with the adjusted opening of the CCRV.
The method of claim 6 , wherein the opening of the CCRV is increased as the margin to surge decreases, wherein the positive torque output by the electric motor is increased as target boost pressure based on the torque demand exceeds the actual boost pressure with the adjusted opening of the CCRV, and wherein the regenerative torque output by the electric motor is increased as the actual boost pressure exceeds the target boost pressure based on the torque demand with the adjusted opening of the CCRV.
The method of claim 2 , wherein the compressor is included in one of an electric supercharger and a turbocharger.
The method of claim 8 , wherein a waste-gate valve is closed when the torque demand following the tip-in or tip-out event is higher than the threshold demand, and wherein the waste-gate valve is opened when the torque demand following the tip-in or tip-out event is lower than the threshold demand.
A method, comprising: responsive to a first tip-out to boosted engine operation, opening a continuously variable compressor recirculation valve (CCRV) by a first amount while increasing a power output by an electric motor coupled to an intake compressor of a turbocharger; and responsive to a second tip-out to un-boosted engine operation, opening the CCRV by a second amount, larger than the first amount, while decreasing the power output by the electric motor, wherein during each tip-out operation, the increasing opening of the CCRV and the electric motor output are each adjusted based on a state of charge of a battery coupled to the electric motor.
responsive to a first tip-out to boosted engine operation, opening a continuously variable compressor recirculation valve (CCRV) by a first amount while increasing a power output by an electric motor coupled to an intake compressor of a turbocharger; and
responsive to a second tip-out to un-boosted engine operation, opening the CCRV by a second amount, larger than the first amount, while decreasing the power output by the electric motor, wherein during each tip-out operation, the increasing opening of the CCRV and the electric motor output are each adjusted based on a state of charge of a battery coupled to the electric motor.
The method of claim 10 , wherein increasing the power output by the electric motor includes providing positive motor torque from the electric motor to the compressor, and wherein decreasing the power output by the electric motor includes providing regenerative motor torque from the electric motor to the compressor.
The method of claim 11 , wherein during the first tip-out, the first amount of opening of the CCRV is based on a margin to surge of the compressor and wherein the positive motor torque is based on torque demand following the first tip-out, and wherein during the second tip-out, the second amount of opening of the CCRV is based on the margin to surge of the compressor and wherein the regenerative motor torque is based on the torque demand following the second tip-out.
The method of claim 12 , wherein during the first tip-out, the first amount is increased as the margin to surge decreases, and the positive motor torque is increased as a target boost pressure based on the torque demand following the first tip-out exceeds an actual boost pressure with the first amount of CCRV opening; and wherein during the second tip-out, the second amount is increased as the margin to surge decreases, and the regenerative motor torque is increased as the target boost pressure based on the torque demand following the second tip-out falls below the actual boost pressure with the second amount of opening.
The method of claim 13 , further comprising, during the first tip-out, reducing an opening of a waste-gate valve coupled to an exhaust turbine of the turbocharger, the opening reduced further as the target boost pressure exceeds the actual boost pressure with the first amount of CCRV opening, and wherein during the second tip-out, increasing the opening of the waste-gate valve, the opening increased further as the target boost pressure falls below the actual boost pressure with the second amount of CCRV opening.
The method of claim 13 further comprising, following each of the first and second tip-out operations, when the actual boost pressure reaches the target boost pressure, closing the CCRV and disabling the electric motor.
The method of claim 12 , further comprising, responsive to a faster than threshold tip-in to boosted engine operation, opening the CCRV while increasing the power output by the electric motor, and wherein the amount of opening of the CCRV is based on the margin to surge, and the amount of power increase.
A vehicle system, comprising: an engine; a turbocharger including an intake compressor coupled to an exhaust turbine via a shaft, and an electric motor coupled to the shaft for providing electric assistance to the turbocharger; a waste-gate including a waste-gate actuator coupled across the exhaust turbine of the turbocharger; a compressor bypass, including a continuously variable compressor recirculation valve (CCRV), coupled across the intake compressor of the turbocharger; a pressure sensor coupled to the intake system downstream of the compressor for estimating a pressure ratio across the compressor; and a controller with computer readable instructions stored on non-transitory memory for: estimating a margin to a surge limit of the compressor during a torque transient responsive to input from the pressure sensor; and responsive to the margin being less than a threshold, increasing an opening of the CCRV to increase the margin to above the threshold; and adjusting a power output by the electric motor based on a difference between actual boost pressure with the increased opening of the CCRV and a target boost pressure based on the torque transient.
a turbocharger including an intake compressor coupled to an exhaust turbine via a shaft, and an electric motor coupled to the shaft for providing electric assistance to the turbocharger;
a waste-gate including a waste-gate actuator coupled across the exhaust turbine of the turbocharger;
a compressor bypass, including a continuously variable compressor recirculation valve (CCRV), coupled across the intake compressor of the turbocharger;
a pressure sensor coupled to the intake system downstream of the compressor for estimating a pressure ratio across the compressor; and
a controller with computer readable instructions stored on non-transitory memory for: estimating a margin to a surge limit of the compressor during a torque transient responsive to input from the pressure sensor; and responsive to the margin being less than a threshold, increasing an opening of the CCRV to increase the margin to above the threshold; and adjusting a power output by the electric motor based on a difference between actual boost pressure with the increased opening of the CCRV and a target boost pressure based on the torque transient.
estimating a margin to a surge limit of the compressor during a torque transient responsive to input from the pressure sensor; and
responsive to the margin being less than a threshold, increasing an opening of the CCRV to increase the margin to above the threshold; and adjusting a power output by the electric motor based on a difference between actual boost pressure with the increased opening of the CCRV and a target boost pressure based on the torque transient.
increasing an opening of the CCRV to increase the margin to above the threshold; and
adjusting a power output by the electric motor based on a difference between actual boost pressure with the increased opening of the CCRV and a target boost pressure based on the torque transient.
The system of claim 17 , wherein when the torque transient includes a boosted to boosted tip-out event, the CCRV opening is increased by a smaller amount and the adjusted power output by the electric motor includes positive motor torque, wherein when the torque transient includes a boosted to un-boosted tip-out event, the CCRV opening is increased by a larger amount and the adjusted power output by the electric motor includes regenerative motor torque.
The system of claim 17 , wherein when the torque transient includes a slower tip-in event, the CCRV opening is increased by a smaller amount and the adjusted power output by the electric motor includes a smaller amount of positive motor torque, and wherein when the torque transient includes a faster tip-in event, the CCRV opening is increased by a larger amount and the adjusted power output by the electric motor includes a larger amount of positive motor torque.
The system of claim 17 , wherein the controller includes further instructions for: reducing an opening of the waste-gate actuator when the torque transient includes a boosted to boosted tip-out event or a tip-in event; and increasing the opening of the waste-gate actuator when the torque transient includes a boosted to un-boosted tip-out event.
Ref US10895197: Claims:
The invention claimed is: 1. A method, comprising: responsive to a predicted boost overshoot, adjusting each of a regenerative torque output by an electric motor coupled to a boosting device and an opening of a continuously variable compressor recirculation valve (CCRV), the adjusting based on a state of charge (SOC) of a battery coupled to the electric motor. 2. The method of claim 1, further comprising, predicting the boost overshoot following an increase in torque demand wherein positive torque is output by the electric motor. 3. The method of claim 1, wherein the adjusting includes increasing the regenerative torque output by the electric motor as the state of charge of the battery decreases at a time of the predicted boost overshoot, while increasing the opening of the CCRV as the regenerative torque output by the electric motor decreases. 4. The method of claim 1, wherein the adjusting includes: when the state of charge of the battery is lower, increasing the regenerative torque output by the electric motor as a function of a boost pressure differential of the predicted boost overshoot, and increasing the opening of the CCRV as a margin to surge of the compressor operating with the regenerative torque output applied via the electric motor decreases; and when the state of charge of the battery is higher, increasing the opening of the CCRV as the boost pressure differential of the predicted boost overshoot increases, and increasing the regenerative torque output by the electric motor as the margin to surge of the compressor operating with the increased opening of the CCRV decreases. 5. The method of claim 4, wherein the boost pressure differential of the predicted boost overshoot includes a difference between a target boost pressure based on torque demand and actual boost pressure, and a rate of rise of the difference. 6. The method of claim 1, wherein the adjusting includes: when the SOC is lower than a first threshold, increasing the regenerative torque output by the electric motor while opening the CCRV by a first amount; when the SOC is higher than the first threshold but lower than a second threshold, increasing the regenerative torque output by the electric motor by a second amount smaller than the first amount, while opening the CCRV by a second amount, larger than the first amount; and when the SOC is higher than each of the first and the second threshold, disabling the electric motor while opening the CCRV by a third amount larger than the second amount, wherein the second threshold is higher than the first threshold. 7. The method of claim 1, wherein the boosting device includes 
[Truncated to input limit]