DETAILED ACTION
Response to Amendment
This action is in response to the remark entered on April 1st, 2026.
Claims 1 – 20 are pending in current application.
Claims 1, 2, 5, 7, 13 – 14, 17 and 19 – 20 are amended.
Foreign Priority
Receipt is acknowledged of certified copies of papers required by 37 CFR 1.55.
Information Disclosure Statement
The information disclosure statement (IDS) submitted is in compliance with the provisions of 37 CFR 1.97. Accordingly, the information disclosure statement is being considered by the examiner.
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.
The factual inquiries for establishing a background for determining obviousness under 35 U.S.C. 103 are summarized as follows:
1. Determining the scope and contents of the prior art.
2. Ascertaining the differences between the prior art and the claims at issue.
3. Resolving the level of ordinary skill in the pertinent art.
4. Considering objective evidence present in the application indicating obviousness or nonobviousness.
Claims 1,2, 12 - 14 and 20 are rejected under 35 U.S.C. 103 as being unpatentable over Zhang et al (CN 113071332 in view of English Translation) in view of Yasui et al (US Pat Pub No. 2010/0268420).
Regarding claim 1, Zhang et al shows a vehicle torque control method (See at least Para 004 for dual motor torque control) comprising:
obtaining a steering wheel angle (See at least Para 0025 for steering angle) and a vehicle steering speed parameter (See at least Para 0022 – 0025 for steering angle speed);
determining a current driving state of a vehicle based on the steering wheel angle and the vehicle steering speed parameter (See at least Para 0023 – 0025 for curve entering mode, curve exiting mode and curve driving mode);
controlling output torques of a front driver and a rear driver of the vehicle based on the current driving state of the vehicle (See at least Para 0027 – 0029 for driving torque control for front motor torque and rear motor torque).
calculating a steering wheel angular velocity (See at least Para 0023 for steering angular velocity); Zhang et al does not does further explicitly states the steering acceleration measurement.
Yasui further shows calculating a steering wheel angular velocity (See at least Para 0044 for steering angular velocity) and vehicle steering acceleration parameter comprise a yaw angle acceleration of the vehicle (See at least Para 0044 for yaw angle acceleration).
It would have been obvious for one of ordinary skill in the art, at the time of filing, to provide steering acceleration measurement means of Yasui, for the curve entering/exiting desired by Zhang, since yaw angle acceleration measurement of Yasui, would provide stabilization control of vehicle, Para 0037 of Yasui, as desired by both vehicle stabilization of Zhang and Yasui as using known technique of steering acceleration measurement to improve similar vehicle stability control to yield predictable results.
Regarding claims 2 and 14, Zhang et al shows the driving state comprises a curve entering state in which the vehicle is to enter a curve and a curve exiting state in which the vehicle is to exit a curve (See at least Para 0023 – 0025 for curve entering mode, curve exiting mode and curve driving mode);
and determining that the driving state is the curve entering state when the steering wheel angular velocity is greater than 0 (See at least Para 0022 – 0025 for steering angle speed greater then predetermined angular speed as greater than 0 during vehicle curvature entering; also at least Para 0013 for acceleration pedal opening degree greater then 0 on Para 0024).
Regarding claim 12, Yasui further shows the vehicle steering parameter comprises sideslip angular velocity (See at least Para 0011); the vehicle steering acceleration parameter comprises a lateral acceleration (See at least Para 0013).
It would have been obvious for one of ordinary skill in the art, at the time of filing, to provide steering parameter measurement means of Yasui, for the curve entering/exiting desired by Zhang, since steering parameter measurement of Yasui, would provide stabilization control of vehicle, Para 0037 of Yasui, as desired by both vehicle stabilization of Zhang and Yasui as using known technique of steering measurement to improve similar vehicle stability control to yield predictable results.
Regarding claim 13, Zhang et al shows a vehicle (See at least Para 0002 with dual motor awd vehicle), comprising a front driver (See at least Para 0009 for front axle with motor torque and rear axle with motor torque), a rear driver (See at least Para 0009 for front axle with motor torque and rear axle with motor torque), and a processing apparatus (See at least Para 0035 for processor), the processing apparatus comprising a processor configured to perform operations (See at least Para 0035 for processor). Please see also claim
obtaining a steering wheel angle (See at least Para 0025 for steering angle) and a vehicle steering speed parameter (See at least Para 0022 – 0025 for steering angle speed);
determining a current driving state of a vehicle based on the steering wheel angle and the vehicle steering speed parameter (See at least Para 0023 – 0025 for curve entering mode, curve exiting mode and curve driving mode);
controlling output torques of a front driver and a rear driver of the vehicle based on the current driving state of the vehicle (See at least Para 0027 – 0029 for driving torque control for front motor torque and rear motor torque);
It would have been obvious for one of ordinary skill in the art, at the time of filing, to provide steering acceleration measurement means of Yasui, for the curve entering/exiting desired by Zhang, since yaw angle acceleration measurement of Yasui, would provide stabilization control of vehicle, Para 0037 of Yasui, as desired by both vehicle stabilization of Zhang and Yasui as using known technique of steering acceleration measurement to improve similar vehicle stability control to yield predictable results.
Regarding claim 20, Zhang et al shows a non-transitory computer-readable storage medium storing a computer program (See at least Para 0090 for ROM) causes the processor to perform operations when executed by a processor (See at least Para 0090 for personal computer) comprising:
obtaining a steering wheel angle (See at least Para 0025 for steering angle) and a vehicle steering speed parameter (See at least Para 0022 – 0025 for steering angle speed);
determining a current driving state of a vehicle based on the steering wheel angle and the vehicle steering speed parameter (See at least Para 0023 – 0025 for curve entering mode, curve exiting mode and curve driving mode);
controlling output torques of a front driver and a rear driver of the vehicle based on the current driving state of the vehicle (See at least Para 0027 – 0029 for driving torque control for front motor torque and rear motor torque);
It would have been obvious for one of ordinary skill in the art, at the time of filing, to provide steering acceleration measurement means of Yasui, for the curve entering/exiting desired by Zhang, since yaw angle acceleration measurement of Yasui, would provide stabilization control of vehicle, Para 0037 of Yasui, as desired by both vehicle stabilization of Zhang and Yasui as using known technique of steering acceleration measurement to improve similar vehicle stability control to yield predictable results.
Response to Argument
In response to applicant’s remark that Zhang et al does not sows applicant newly recited claim limitation and vehicle steering acceleration parameter with yaw angle acceleration parameter;
however, applicant’s attention is now directed to Zhang in view of Yasui et al above where Zhang in view of Yasui now addressed applicant recited steering acceleration parameter with yaw angle acceleration parameter where Yasui discussed using yaw angle acceleration measurement implemented upon braking torque for vehicle turning control.
Claim Objections
Claims 3 - 11 and 15 – 19 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
THIS ACTION IS MADE FINAL. 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 mailing date of this final action.
Any inquiry concerning this communication or earlier communications from the examiner should be directed to Ian JEN whose telephone number is (571)270-3274. The examiner can normally be reached 11AM - 7PM.
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/Ian Jen/Primary Examiner, Art Unit 3657
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