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 .
ELECTION/RESTRICTION
Applicant’s election with traverse of Group I comprising claims 1-15 in the reply filed on 1/21/2026 is acknowledged. The traversal is on the ground(s) that the Office failed to identify mutually exclusive features as both inventions relate to driving modes and relate to operating a vehicle with consideration of passenger cabin heating during travel to a destination, and that the Office’s assertion that invention I does not utilize prediction is contradicted by claim 4, which utilizes prediction.
This is not found persuasive because the Requirement for Restriction/Election (Restriction) properly identified mutually exclusive features. Namely, the Restriction identified that invention II. does not require the specific structural elements utilized by invention I. Furthermore, invention I. does not predict that an internal combustion engine (ICE) will be started in order to select among its modes. That is, claim 4 is tied towards predicting that the vehicle is able to reach the destination without activating an internal combustion engine, which is different than claim 16’s prediction that an internal combustion engine of the vehicle will be started to drive the vehicle to a predetermined destination with a passenger cabin heating device being activated for at least a portion of a travel route to the predetermined destination — these predictions have fundamentally different purposes and effects. Summarizing, invention I. performs an activation of a mode based on a prediction of a vehicle being able or not being able to reach a destination, and invention II. predicts whether an ICE will be activated or not. The Restriction also identified that the two inventions would require distinct text strings in differing CPC classes. Accordingly, the Restriction properly established a requirement for restriction between the two identified inventions by establishing the two inventions are distinct inventions, and demonstrating a search and/or examination burden.
The requirement is still deemed proper and is therefore made FINAL.
STATUS OF CLAIMS
This action is in response to the Applicant’s Response to Election/Restriction filed on 1/21/2026. Applicant elected claims 1-15 and withdrew claims 16-20. Claims 1-15 are pending and are examined below.
CLAIM OBJECTIONS
Claims 9 and16-20 are objected to because of claim informalities.
As to claim 9, there is a missing “and” in the penultimate limitation. The claim should be amended to: “heat pump; and”.
As to claims 16-20, said claims should be indicated as (withdrawn). Also, the claim set filed on 1/21/2026 is missing claim 20.
Appropriate correction is required.
CLAIM REJECTIONS—35 U.S.C. § 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 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.
Claim(s) 1, 4 and 5 is/are rejected under § 103 as being unpatentable over Qi et al. (CN113858968A; “Qi”) in view of Christ et al. (US20140046592A1 “Christ”) and in view of Eto et al. (US20240174123A1; “Eto”).
As to independent claim 1, Qi discloses: a vehicle operating method comprising: activating a mode from a group of modes including an electric machine exclusive driving mode and a blended internal combustion engine and electric machine driving mode in response to financial expense estimates to drive a vehicle to a destination via one of the electric machine exclusive driving mode and the blended internal combustion engine and electric machine driving mode for at least a portion of a trip to the destination (“For commuting, the vehicle can run on pure electric power, while for long distances, it can use an engine to generate electricity. When running on pure electric power, the vehicle is more economical, while when using an engine to generate electricity, the energy consumption is higher and the vehicle is less economical.” ¶ n0002. “When a user inputs an economical route request, the system obtains the initial location, destination, electricity price per kilowatt-hour, and fuel price per liter. It then determines whether the relationship between the electricity price per kilowatt-hour and fuel price per liter satisfies a first preset condition. If the first preset condition is met, the operating mode is determined to be pure electric mode, and the battery SOC value and charging station information are obtained.” ¶ n0008. “When the relationship between the price per kilowatt-hour of electricity and the price per liter of oil does not meet the first preset condition, the working mode is determined to be the range-extending mode; wherein, the range-extending mode is to use the range extender to generate electricity to drive the vehicle.” ¶ n0015.).
Qi fails to explicitly disclose: activating a mode from a group of modes including an internal combustion engine exclusive driving mode, wherein the financial expense estimates include an estimate to drive a vehicle to a destination via the internal combustion engine exclusive driving mode.
Nevertheless, Christ teaches: activating a mode from a group of modes including an internal combustion engine exclusive driving mode, wherein the financial expense estimates include an estimate to drive a vehicle to a destination via the internal combustion engine exclusive driving mode (“A method operates a hybrid drive operable selectively in a first operating mode powered by only an internal combustion engine or in a second operating mode powered by only an electric motor.” Abstract. “Each section of the route is assigned, figuratively speaking, a ‘price tag’ specifying two data items, namely: 1. information as to how high the advantage in terms of fuel economy will most likely be if the section of the route in question is driven in the second operating mode as compared to being driven in the first operating mode or in any other operating mode; and 2. the expected electrical energy demand in order to drive on the relevant section of the route in the second operating mode.” ¶¶ 19–21.).
Qi discloses: activating an electric machine exclusive mode or a blended engine and electric machine mode based on financial estimates of operating said modes. Christ teaches: activating an internal combustion engine exclusive mode based on a financial estimate of operating said mode.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Qi to include the feature of: activating a mode from a group of modes including an internal combustion engine exclusive driving mode, wherein the financial expense estimates include an estimate to drive a vehicle to a destination via the internal combustion engine exclusive driving mode, as taught by Christ, with a reasonable expectation of success because this feature is useful “to obtain an even better optimum use of the use of the drive energy (in the form of fuel and electrical energy) available in the vehicle.” (Christ, ¶ 5.) Indeed, one of ordinary skill in the art would have found that extending Qi’s invention to include Christ’s engine exclusive mode would constitute an obvious extension of adding another well-known hybrid driving mode to select from.
The combination of Qi and Christ fails to explicitly disclose: financial expense estimates to drive a vehicle to a destination via one of the claimed modes with a passenger cabin climate control system activated.
Nevertheless, Eto teaches: calculating financial expense estimates to drive a vehicle to a destination of a driving mode with a passenger cabin climate control system activated (“Then, in step S110, the ECU 20 multiplies the product of the air conditioning operation probability X (0≤X≤1) and the air conditioning power consumption Pac [W] by a conversion coefficient k1 to calculate an air conditioning electricity consumption rate correction amount Cac [Wh/km].” ¶ 33. “Then, in step S112, the ECU 20 calculates a predicted electricity consumption rate Ep. The predicted electricity consumption rate Ep is calculated, for example, by subtracting the air conditioning electricity consumption rate correction amount Cac from the basic value Epb of the predicted electricity consumption rate Ep.” ¶ 34 and FIG. 2.).
Qi discloses: activating an electric machine exclusive mode or a blended engine and electric machine mode based on financial estimates of operating said modes. Christ teaches: activating an internal combustion engine exclusive mode based on a financial estimate of operating said mode. Eto teaches: calculating financial expense estimates to drive a vehicle to a destination of a driving mode with a passenger cabin climate control system activated.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Qi and Christ to include the feature of: calculating financial expense estimates to drive a vehicle to a destination of a driving mode with a passenger cabin climate control system activated, as taught by Eto, with a reasonable expectation of success because this feature is useful for achieving the effect of “ the predicted electricity consumption rate in the future travel can be calculated appropriately in consideration of the use of the air conditioning device.” (Eto, ¶ 7.)
As to claim 4, Qi discloses: where activating the mode includes activating the electric machine exclusive driving mode in further response to predicting the vehicle is able to reach the destination without activating an internal combustion engine during the trip (“When the estimated total mileage is less than the first mileage value, the vehicle is controlled to travel in pure electric mode, at which time the vehicle does not need to be charged or refueled.” ¶ n0099.).
As to claim 5, Qi discloses: where activating the mode includes activating the blended internal combustion engine and electric machine driving mode in further response to predicting the vehicle is not able to reach the destination without activating an internal combustion engine during the trip (“If the first preset condition is not met, the estimated total mileage is compared with the second mileage value; if the estimated total mileage is not less than the second mileage value, the vehicle is controlled to first travel at the maximum mileage in range-extended mode, and then continue to travel in pure electric mode.” ¶ n0100.).
Claim(s) 2, 3, 7 and 8 is/are rejected under § 103 as being unpatentable over Qi in view of Christ and in view of Eto as applied to claim 1 — further in view of Ragazzi et al. (US20190118613A1; “Ragazzi”).
As to claim 2, the combination of Qi, Christ and Eto fails to explicitly disclose: where the passenger cabin climate control system includes three different heating sources.
Nevertheless, Ragazzi teaches: where the passenger cabin climate control system includes three different heating sources (“Coolant that flows from the outlet 304 to the HVAC electric pump 326 [that] may flow through a thermal generator 318 (such as an electric heater). The thermal generator 318 may include a resistive wire heater, a positive temperature coefficient (PTC) heater, a heat pump, or other electric heat source.” Emphasis added; ¶ 25 and FIG. 3.).
Qi discloses: activating an electric machine exclusive mode or a blended engine and electric machine mode based on financial estimates of operating said modes. Christ teaches: activating an internal combustion engine exclusive mode based on a financial estimate of operating said mode. Eto teaches: calculating financial expense estimates to drive a vehicle to a destination of a driving mode with a passenger cabin climate control system activated. Ragazzi teaches: where the passenger cabin climate control system includes three different heating sources.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Qi, Christ and Eto to include the feature of: where the passenger cabin climate control system includes three different heating sources, as taught by Ragazzi, with a reasonable expectation of success because these are well-known components of electrified (including hybrid) vehicles for heating a passenger cabin. (See Ragazzi, ¶¶ 12 and 25.)
As to claim 3, the combination of Qi, Christ and Eto fails to explicitly disclose: where the three different heating sources include a positive temperature coefficient heater, a heat pump, and a heater core.
Nevertheless, Ragazzi teaches: where the three different heating sources include a positive temperature coefficient heater, a heat pump, and a heater core (“FIG. 3 is a schematic diagram of a heating, ventilation, and air conditioning (HVAC) system 300 also referred to as a coolant subsystem that includes an internal combustion engine (ICE) 302 and a heater core 320 … Coolant that flows from the outlet 304 to the HVAC electric pump 326 [that] may flow through a thermal generator 318 (such as an electric heater). The thermal generator 318 may include a resistive wire heater, a positive temperature coefficient (PTC) heater, a heat pump, or other electric heat source.” ¶ 25 and FIG. 3.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Qi, Christ and Eto to include the feature of: where the three different heating sources include a positive temperature coefficient heater, a heat pump, and a heater core, as taught by Ragazzi, with a reasonable expectation of success because these are well-known components of electrified (including hybrid) vehicles for heating a passenger cabin. (See Ragazzi, ¶¶ 12 and 25.)
As to claim 7, the combination of Qi, Christ and Eto fails to explicitly disclose: where the passenger cabin climate control system being activated includes a positive temperature coefficient heater being activated.
Nevertheless, Ragazzi teaches: where the passenger cabin climate control system being activated includes a positive temperature coefficient heater being activated (“The thermal generator 318 may include a … a positive temperature coefficient (PTC) heater.” ¶ 25 and FIG. 3.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Qi, Christ and Eto to include the feature of: where the passenger cabin climate control system being activated includes a positive temperature coefficient heater being activated, as taught by Ragazzi, with a reasonable expectation of success because a PTC heater is a well-known component of electrified (including hybrid) vehicles for heating a passenger cabin. (See Ragazzi, ¶¶ 12 and 25.)
As to claim 8, the combination of Qi, Christ and Eto fails to explicitly disclose: the passenger cabin climate control system being activated includes a heat pump being activated.
Nevertheless, Ragazzi teaches: the passenger cabin climate control system being activated includes a heat pump being activated (“The thermal generator 318 may include … a heat pump.” ¶ 25 and FIG. 3.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Qi, Christ and Eto to include the feature of: the passenger cabin climate control system being activated includes a heat pump being activated, as taught by Ragazzi, with a reasonable expectation of success because a heat pump is a well-known component of electrified (including hybrid) vehicles for heating a passenger cabin. (See Ragazzi, ¶¶ 12 and 25.)
Claim(s) 6 is/are rejected under § 103 as being unpatentable over Qi in view of Christ and in view of Eto as applied to claim 1 — further in view of Chen et al. (CN103707889A; “Chen”).
As to claim 6, the combination of Qi, Christ and Eto fails to explicitly disclose: where activating the mode includes activating the internal combustion engine exclusive driving mode in further response to a traction battery state of charge being less than a threshold state of charge.
Nevertheless, Chen teaches: where activating a mode includes activating an internal combustion engine exclusive driving mode in response to a traction battery state of charge being less than a threshold state of charge (“If the battery SOC is less than the threshold SOC…, then pure engine mode is used.” ¶ 31.)
Qi discloses: activating an electric machine exclusive mode or a blended engine and electric machine mode based on financial estimates of operating said modes. Christ teaches: activating an internal combustion engine exclusive mode based on a financial estimate of operating said mode. Eto teaches: calculating financial expense estimates to drive a vehicle to a destination of a driving mode with a passenger cabin climate control system activated. Chen teaches: activating an engine exclusive driving mode in response to a battery state of charge being less than a threshold.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Qi, Christ and Eto to include the feature of: where activating a mode includes activating an internal combustion engine exclusive driving mode in response to a traction battery state of charge being less than a threshold state of charge, as taught by Chen, with a reasonable expectation of success because this feature is useful “to achieve optimal fuel economy for the entire vehicle” and to “take into account various requirements such as engine emissions, battery life,” etc. (Chen, ¶ 5.)
Claim(s) 9 is/are rejected under § 103 as being unpatentable over Ragazzi in view of Baudisch et al. (US20230053614A1; “Baudisch”) and in view of Cai et al. (CN113942490A; “Cai”).
As to independent claim 9, Ragazzi discloses a system comprising:
an internal combustion engine (“engine 118” - ¶ 16 and FIG. 2.);
a heater core in fluidic communication with the internal combustion engine (“heater core 320” – ¶ 25 and FIG. 3.);
an electric machine (“one or more electric machines 114” – ¶ 16 and FIG. 2.);
a climate control system including a positive temperature coefficient (PTC) heater and a heat pump (“The thermal generator 318 may include …, a positive temperature coefficient (PTC) heater, a heat pump.” ¶ 25 and FIG. 3.); and
one or more controllers including executable instructions stored in non-transitory memory (“controller” - ¶ 32.).
Ragazzi fails to explicitly disclose: the controller engages a mode from a group of modes including an electric machine exclusive driving mode, an internal combustion engine exclusive driving mode, and a blended internal combustion engine and electric machine driving mode at a beginning of a trip according to a distance to a predetermined destination.
Nevertheless, Baudisch teaches: engaging a mode from a group of modes including an electric machine exclusive driving mode and a blended internal combustion engine and electric machine driving mode at a beginning of a trip according to a distance to a predetermined destination (“After the route 6 to the destination 7 has been determined, for example by means of the navigation system of the hybrid vehicle 1, the control device 5 checks whether a distance to the destination 7 is greater than a range of the hybrid vehicle 1 that can be covered in a purely electric manner. If this is the case, the control device 5 can automatically put the hybrid vehicle 1 into a hybrid mode in which therefore both the internal combustion engine 2 and the electric drive machine 3 can be used to drive the hybrid vehicle 1.” ¶ 22. “If however the distance to the destination 7 is not greater than the range of the hybrid vehicle 1 that can be covered in a purely electric manner, the control device 5 puts the hybrid vehicle 1 immediately into a purely electric driving mode.” ¶ 25.).
Ragazzi discloses a system comprising: an internal combustion engine, a heater core, an electric machine, a climate control system comprising a PTC heater and a heat pump, and one or more controllers. Baudisch teaches: engaging between an electric machine exclusive mode and a blended engine and electric mode based on a distance to a predetermined destination.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Ragazzi with the feature of: engaging a mode from a group of modes including an electric machine exclusive driving mode and a blended internal combustion engine and electric machine driving mode at a beginning of a trip according to a distance to a predetermined destination, as taught by Baudisch, with a reasonable expectation of success, because this feature is useful for achieving the effect that “the most efficient operating mode or driving mode is always activated.” (Baudisch, ¶ 10.)
The combination of Ragazzi and Baudisch fails to explicitly disclose: engaging a mode including an internal combustion engine exclusive driving mode at a beginning of a trip according to a distance to a predetermined destination.
Nevertheless, Cai teaches: engaging a mode including an internal combustion engine exclusive driving mode according to a distance to a predetermined destination (“S2211. When the distance z between the current location and the destination is less than the distance x between the current location and the charging station X, the journey from 0 to A uses pure electric mode, and the journey from A to Z uses pure engine mode; the journey ends upon reaching the destination.” ¶ n0015.).
Ragazzi discloses a system comprising: an internal combustion engine, a heater core, an electric machine, a climate control system comprising a PTC heater and a heat pump, and one or more controllers. Baudisch teaches: engaging between an electric machine exclusive mode and a blended engine and electric mode based on a distance to a predetermined destination. Cai teaches: engaging a mode including an internal combustion engine exclusive driving mode according to a distance to a predetermined destination.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Ragazzi and Baudisch with the feature of: engaging a mode including an internal combustion engine exclusive driving mode according to a distance to a predetermined destination, as taught by Cai, to yield the claim limitation at issue with a reasonable expectation of success because this feature is useful “to provide a control method and control device for a series hybrid electric vehicle that can use more electricity and less fuel, thus saving operating costs.” (Cai, ¶ n0003.)
Claim(s) 10 is/are rejected under § 103 as being unpatentable over Ragazzi in view of Baudisch and in view of Cai as applied to claim 9 — further in view of Wu (CN116639110A; “Wu”).
As to claim 10, the combination of Ragazzi, Baudisch and Cai fails to explicitly disclose: cause the one or more controllers to engage the mode in further response to whether or not passenger cabin heating is predicted to be activated during the trip.
Nevertheless, Wu teaches: engage a mode in response to whether or not passenger cabin heating is predicted to be activated during the trip (“The vehicle operation information and traffic information are input into the energy consumption prediction model to obtain the predicted energy consumption of the target vehicle during the driving process when the vehicle air conditioner heats up to the target temperature while the predicted energy management function is turned on; wherein, the predicted energy consumption includes the heating power consumption of the vehicle air conditioner and the driving fuel consumption of the target vehicle.” ¶ n0008. “The predicted energy consumption and the predicted fuel consumption are compared, and based on the comparison results, the predicted energy management function is controlled to be turned on or off during the driving process when the vehicle's air conditioning is heating to the target temperature.” ¶ n0010. “The predictive energy management function includes: … controlling the target vehicle to adopt a pure electric drive mode in the engine inefficiency range, and controlling the target vehicle to adopt a parallel charging mode in the engine efficiency range.” ¶ n0011. See also ¶ n0047).
Ragazzi discloses a system comprising: an internal combustion engine, a heater core, an electric machine, a climate control system comprising a PTC heater and a heat pump, and one or more controllers. Baudisch teaches: engaging between an electric machine exclusive mode and a blended engine and electric mode based on a distance to a predetermined destination. Cai teaches: engaging a mode including an internal combustion engine exclusive driving mode according to a distance to a predetermined destination. Wu teaches: engage a mode in response to whether or not passenger cabin heating is predicted to be activated during the trip.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Ragazzi, Baudisch and Cai with the feature of: engage a mode in response to whether or not passenger cabin heating is predicted to be activated during the trip, as taught by Wu, with a reasonable expectation of success because this feature is useful to achieve “fuel saving and emission reduction” in hybrid vehicles. (See Wu, ¶ n0002.)
Claim(s) 11-12 is/are rejected under § 103 as being unpatentable over Ragazzi in view of Baudisch, in view of Cai and in view of Wu as applied to claim 10 — further in view of Belt et al. (US20180056973A1; “Belt”).
As to claim 11, the combination of Ragazzi, Baudisch, Cai and Wu fails to explicitly disclose: further comprising additional executable instructions that cause the one or more controllers to engage the mode in further response to a human driver request to activate the electric machine exclusive driving mode.
Nevertheless, Belt teaches: engage a mode in further response to a human driver request to activate the electric machine exclusive driving mode (“The user may have the ability to select among several operating modes.” ¶ 17. “Another user-selectable operating mode is an Electric Vehicle (EV) mode 20 (sometimes referred to as EV-NOW), where the electric motor is primarily used for vehicle propulsion, depleting the battery up to its maximal allowable discharging rate under certain driving patterns/cycles.” ¶ 18.).
Ragazzi discloses a system comprising: an internal combustion engine, a heater core, an electric machine, a climate control system comprising a PTC heater and a heat pump, and one or more controllers. Baudisch teaches: engaging between an electric machine exclusive mode and a blended engine and electric mode based on a distance to a predetermined destination. Cai teaches: engaging a mode including an internal combustion engine exclusive driving mode according to a distance to a predetermined destination. Wu teaches: engage a mode in response to whether or not passenger cabin heating is predicted to be activated during the trip. Belt teaches: engage a mode in further response to a human driver request to activate the electric machine exclusive driving mode.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Ragazzi, Baudisch, Cai and Wu with the feature of: engage a mode in further response to a human driver request to activate the electric machine exclusive driving mode, as taught by Belt, with a reasonable expectation of success because this feature is useful to “to extend operational flexibility” of a hybrid vehicle. (Belt, ¶ 17; see also ¶ 20.) Indeed, it is a well-known principle in the vehicle control art to enable a user to switch between vehicle operating modes — Belt provides the explicit teaching that such was known in the art to apply to hybrid vehicle operating modes.
As to claim 12, Ragazzi fails to explicitly disclose: cause the one or more controllers to engage the mode in further response to vehicle emissions control areas along a route to the predetermined destination.
Nevertheless, Baudisch teaches: engage a mode in further response to vehicle emissions control areas along a route to the predetermined destination (“Provision is made for the hybrid vehicle to be put into the hybrid mode only once the hybrid vehicle is no longer in a zero emission zone. … [A] current position of the hybrid vehicle can be compared with map data or other data containing information about where zero emission zones in which internal combustion engine operation of vehicles is entirely banned are located. If, …, it is established after determining the route to the destination that the distance to the destination is greater than the range of the hybrid vehicle that can be covered in a purely electric manner but the hybrid vehicle is in a zero emission zone, the hybrid vehicle is put into the hybrid mode only when the hybrid vehicle leaves this zero emission zone.” ¶ 14. See also ¶ 24 and FIG. 2.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Ragazzi with the feature of: engage the mode in further response to vehicle emissions control areas along a route to the predetermined destination, as taught by Baudisch, with a reasonable expectation of success, because this feature is useful for achieving the effect that “the most efficient operating mode or driving mode is always activated” while also accounting for vehicle emissions control areas (See Baudisch, ¶¶ 10, 14.)
Claim(s) 13-14 is/are rejected under § 103 as being unpatentable over Ragazzi in view of Baudisch and in view of Cai as applied to claim 9 — further in view of Qi and in view of Christ.
As to claim 13, the combination of Ragazzi, Baudisch and Cai fails to explicitly disclose: additional executable instructions that cause the one or more controllers to estimate financial expenses for engaging each of the electric machine exclusive driving mode, the internal combustion engine exclusive driving mode, and the blended internal combustion engine and electric machine driving mode.
Nevertheless, Qi teaches: estimate financial expenses for engaging each of the electric machine exclusive driving mode and the blended internal combustion engine and electric machine driving mode (“For commuting, the vehicle can run on pure electric power, while for long distances, it can use an engine to generate electricity. When running on pure electric power, the vehicle is more economical, while when using an engine to generate electricity, the energy consumption is higher and the vehicle is less economical.” ¶ n0002. “When a user inputs an economical route request, the system obtains the initial location, destination, electricity price per kilowatt-hour, and fuel price per liter. It then determines whether the relationship between the electricity price per kilowatt-hour and fuel price per liter satisfies a first preset condition. If the first preset condition is met, the operating mode is determined to be pure electric mode, and the battery SOC value and charging station information are obtained.” ¶ n0008. “When the relationship between the price per kilowatt-hour of electricity and the price per liter of oil does not meet the first preset condition, the working mode is determined to be the range-extending mode; wherein, the range-extending mode is to use the range extender to generate electricity to drive the vehicle.” ¶ n0015.).
Ragazzi discloses a system comprising: an internal combustion engine, a heater core, an electric machine, a climate control system comprising a PTC heater and a heat pump, and one or more controllers. Baudisch teaches: engaging between an electric machine exclusive mode and a blended engine and electric mode based on a distance to a predetermined destination. Cai teaches: engaging a mode including an internal combustion engine exclusive driving mode according to a distance to a predetermined destination. Qi teaches: estimate financial expenses for engaging each of the electric machine exclusive driving mode and the blended internal combustion engine and electric machine driving mode.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Ragazzi, Baudisch and Cai with the feature of: estimate financial expenses for engaging each of the electric machine exclusive driving mode and the blended internal combustion engine and electric machine driving mode, as taught by Qi, with a reasonable expectation of success because this feature is useful for optimizing energy distribution in range-extended electric vehicles to operate said vehicles more economically. (See Qi, ¶¶ n0002–n0004.)
The combination of Ragazzi, Baudisch, Cai and Qi fails to explicitly disclose: estimate financial expenses for engaging an internal combustion engine exclusive driving mode.
Nevertheless, Christ teaches: estimate financial expenses for engaging an internal combustion engine exclusive driving mode (“A method operates a hybrid drive operable selectively in a first operating mode powered by only an internal combustion engine or in a second operating mode powered by only an electric motor.” Abstract. “Each section of the route is assigned, figuratively speaking, a ‘price tag’ specifying two data items, namely: 1. information as to how high the advantage in terms of fuel economy will most likely be if the section of the route in question is driven in the second operating mode as compared to being driven in the first operating mode or in any other operating mode; and 2. the expected electrical energy demand in order to drive on the relevant section of the route in the second operating mode.” ¶¶ 19–21.).
Ragazzi discloses a system comprising: an internal combustion engine, a heater core, an electric machine, a climate control system comprising a PTC heater and a heat pump, and one or more controllers. Baudisch teaches: engaging between an electric machine exclusive mode and a blended engine and electric mode based on a distance to a predetermined destination. Cai teaches: engaging a mode including an internal combustion engine exclusive driving mode according to a distance to a predetermined destination. Qi teaches: estimate financial expenses for engaging each of the electric machine exclusive driving mode and the blended internal combustion engine and electric machine driving mode. Christ teaches: estimate financial expenses for engaging an internal combustion engine exclusive driving mode
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Ragazzi, Baudisch, Cai and Qi to include the feature of: estimate financial expenses for engaging an internal combustion engine exclusive driving mode, as taught by Christ, with a reasonable expectation of success because this feature is useful “to obtain an even better optimum use of the use of the drive energy (in the form of fuel and electrical energy) available in the vehicle.” (Christ, ¶ 5.)
As to claim 14, the combination of Ragazzi, Baudisch and Cai fails to explicitly disclose: where the blended internal combustion engine and electric machine driving mode is engaged at a start of the trip in response to the distance is greater than an electric machine exclusive driving mode range.
Nevertheless, Qi teaches: where the blended internal combustion engine and electric machine driving mode is engaged at a start of the trip in response to the distance is greater than an electric machine exclusive driving mode range (“If the first preset condition is not met, the estimated total mileage is compared with the second mileage value; if the estimated total mileage is not less than the second mileage value, the vehicle is controlled to first travel at the maximum mileage in range-extended mode, and then continue to travel in pure electric mode.” ¶ n0100.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Ragazzi, Baudisch and Cai with the feature of: where the blended internal combustion engine and electric machine driving mode is engaged at a start of the trip in response to the distance is greater than an electric machine exclusive driving mode range, as taught by Qi, with a reasonable expectation of success because this feature is useful for optimizing energy distribution in range-extended electric vehicles to operate said vehicles more economically. (See Qi, ¶¶ n0002–n0004.)
Claim(s) 15 is/are rejected under § 103 as being unpatentable over Ragazzi in view of Baudisch and in view of Cai as applied to claim 9 — further in view of Sim et al. (KR101684146B1; “Sim”).
As to claim 15, the combination of Ragazzi, Baudisch and Cai fails to explicitly disclose: further comprising additional executable instructions that cause the one or more controllers to activate the PTC heater or the heat pump while operating in the electric machine exclusive driving mode in response to ambient temperature.
Nevertheless, Sim teaches: cause one or more controllers to activate a PTC heater while operating in the electric machine exclusive driving mode in response to ambient temperature (“A Hybrid Electric Vehicle (HEV) refers to a vehicle that uses both an engine and a motor as power sources to improve fuel efficiency and reduce exhaust emissions, and includes driving modes such as an Electric Vehicle (EV) mode that utilizes motor power and an HEV mode that uses both engine and motor power.” ¶ 2. “The present invention focuses on varying the operating mode of a PTC heater into a low-load mode, such as a general mode, medium-load mode, or high-load mode, by considering the current operating level of the PTC heater and ambient temperature conditions.” ¶ 24.).
Ragazzi discloses a system comprising: an internal combustion engine, a heater core, an electric machine, a climate control system comprising a PTC heater and a heat pump, and one or more controllers. Baudisch teaches: engaging between an electric machine exclusive mode and a blended engine and electric mode based on a distance to a predetermined destination. Cai teaches: engaging a mode including an internal combustion engine exclusive driving mode according to a distance to a predetermined destination. Sim teaches: cause one or more controllers to activate a PTC heater while operating in the electric machine exclusive driving mode in response to ambient temperature.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the combination of Ragazzi, Baudisch and Cai with the feature of: cause one or more controllers to activate a PTC heater while operating in the electric machine exclusive driving mode in response to ambient temperature, as taught by Sim, with a reasonable expectation of success because this feature is useful for improving fuel efficiency in relation to a hybrid vehicle equipped with a PTC heater. (Sim, ¶ 1.)
CONCLUSION
Any inquiry concerning this communication or earlier communications from the Examiner should be directed to Mario C. Gonzalez whose telephone number is (571) 272-5633. The Examiner can normally be reached M–F, 10:00–6:00 ET.
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If attempts to reach the Examiner by telephone are unsuccessful, the examiner’s supervisor, Fadey S. Jabr, can be reached on (571) 272-1516. The fax phone number for the organization where this application or proceeding is assigned is 571-273-8300.
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/MARIO C GONZALEZ/Examiner, Art Unit 3668