Obviousness

Obviousness Analysis of US Patent 10,059,341 under 35 U.S.C. § 103

This analysis will focus on Independent Claim 1 of US Patent 10,059,341, as it is the broadest claim. The objective is to identify combinations of prior art references that would render the claim obvious and explain the motivation a person having ordinary skill in the art (PHOSITA) would have to combine them.

Independent Claim 1 Recitation:
"A control system for a powertrain in a machine comprising:
a first sensing mechanism structured to monitor a ground speed of the machine;
a second sensing mechanism structured to monitor an engine load of an engine in the powertrain;
an input device structured to produce an operator input signal indicative of a requested powertrain output; and
an electronic control unit structured to output an engine speed command for an engine in the powertrain and a torque command for a torque control mechanism of a variable-torque transmission in the powertrain,
wherein the electronic control unit is in communication with each of the first sensing mechanism, the second sensing mechanism, and the operator input device, and is structured to determine each of the engine speed command and the torque command based on at least one of the ground speed and the engine load, to produce an economy powertrain output less than the requested powertrain output."

Identified Prior Art References and their Relevance:

1. US8768582B2 to Komatsu Ltd. ("Komatsu"): "Method and device for controlling power output of engine for working machine."

   • Relevance: This patent teaches a working machine with an engine, a vehicle speed sensor, a work load sensor, and a controller. It includes a requested engine output setting means. Crucially, it discloses an engine output limiting means that limits engine output to a "limited engine output" (i.e., less than requested) such that the output becomes smaller as vehicle speed becomes higher, and larger as work load becomes heavier. This directly addresses the concept of an economy mode where output is reduced based on ground speed and engine load.
   • Mapping to Claim 1:
     • "first sensing mechanism structured to monitor a ground speed of the machine" (vehicle speed sensor).
     • "second sensing mechanism structured to monitor an engine load of an engine in the powertrain" (work load sensor, which is indicative of engine load).
     • "input device structured to produce an operator input signal indicative of a requested powertrain output" (requested engine output setting means).
     • "produce an economy powertrain output less than the requested powertrain output" (engine output limiting means for limiting engine output to a limited engine output).
     • "determine...based on at least one of the ground speed and the engine load" (limiting engine output based on vehicle speed and work load).
   • Missing Elements: While teaching engine output limitation, it does not explicitly detail commanding both engine speed and a transmission torque for a variable-torque transmission to achieve this limitation. It primarily focuses on engine output.

2. US9689319B2 to Caterpillar Inc. ("Caterpillar '319"): "Power system having efficiency-based speed control."

   • Relevance: This patent teaches a control system for a power system with a controller. The controller determines a commanded engine speed based on operator input and an "economy engine speed" based on a measured engine load. It then commands the engine to operate at the minimum of the commanded and economy engine speed, effectively producing an output less than requested for fuel economy.
   • Mapping to Claim 1:
     • "engine speed command for an engine" (commanded engine speed).
     • "based on at least one of the ground speed and the engine load" (economy engine speed based on measured engine load).
     • "produce an economy powertrain output less than the requested powertrain output" (commanding engine at the minimum of requested and economy speed).
   • Missing Elements: This reference focuses on engine speed control based on engine load and does not mention ground speed as a direct input for the economy speed determination, nor does it address controlling transmission torque or a variable-torque transmission.

3. US5413540A to Robert Bosch Gmbh ("Bosch"): "Torque-setting system for vehicle with continuously variable transmission (CVT)."

   • Relevance: This patent describes a torque-setting system for a motor vehicle with a continuously variable transmission (CVT), which is a type of variable-torque transmission. It includes an engine control unit that provides a desired engine torque signal and a CVT control unit that provides a desired input torque signal, with the units exchanging data. This demonstrates the architecture for controlling both engine and transmission torque in a variable-torque transmission system.
   • Mapping to Claim 1:
     • "torque command for a torque control mechanism of a variable-torque transmission" (CVT control unit providing signal for desired input torque to the CVT).
     • "electronic control unit is in communication with each of the first sensing mechanism, the second sensing mechanism, and the operator input device" (engine control unit and CVT control unit exchanging data, implying communication).
   • Missing Elements: This patent doesn't explicitly teach an economy mode or determining commands based on ground speed and engine load to produce an output less than requested for fuel economy.

Obviousness Combination:
A PHOSITA in the field of powertrain control for heavy machinery, motivated to improve fuel efficiency while maintaining acceptable performance, would find it obvious to combine the teachings of Komatsu (US8768582B2), Caterpillar '319 (US9689319B2), and Bosch (US5413540A) to arrive at Claim 1 of US10059341.

Motivation for Combination:

1. Starting Point (Komatsu US8768582B2): The Komatsu patent provides the core motivation and framework: reducing engine output in an economy mode based on sensed ground speed and engine (work) load to save fuel. This patent explicitly aims to optimize fuel consumption by limiting output according to operational parameters.

2. Adding Engine Speed Control (Caterpillar '319 US9689319B2): A PHOSITA, implementing the "engine output limiting" of Komatsu, would recognize that controlling engine speed is a fundamental method to manage engine power and fuel consumption. The Caterpillar '319 patent specifically teaches deriving an "economy engine speed" based on engine load and commanding the engine to operate at this lower speed when beneficial for fuel economy. It would be an obvious design choice to incorporate this specific engine speed control strategy into Komatsu's broader engine output limiting method, particularly since engine load is already a monitored parameter in Komatsu. This addresses the "engine speed command" aspect of Claim 1 based on engine load.

3. Adding Transmission Torque Control in a Variable-Torque Transmission (Bosch US5413540A): Many modern heavy machines and vehicles (such as the wheel loader described in US10059341) utilize variable-torque transmissions (e.g., CVTs, hybrid transmissions) for efficiency and performance. A PHOSITA would understand that to achieve comprehensive and fine-tuned "economy powertrain output" (as opposed to just gross engine output limitation), control over both the engine and the transmission is necessary, especially when working with a variable-torque transmission. The Bosch patent provides a clear architectural teaching for independently controlling engine torque and the input torque to a CVT (a variable-torque transmission), with communication between the respective control units.

   • Motivation: Applying the ground speed and engine load parameters (already used by Komatsu to limit overall output) to additionally govern the transmission torque command (as enabled by Bosch's architecture) would be a predictable engineering optimization. This would allow for a more precise and efficient modulation of the "economy powertrain output" across various operating conditions, furthering the fuel economy goals of Komatsu without unduly affecting performance in specific scenarios (e.g., by ensuring sufficient torque at low speeds as mentioned in US10059341). This combined control offers greater flexibility and efficiency in delivering the reduced "economy powertrain output" specified in Claim 1.

Therefore, the combination of Komatsu (US8768582B2) for the overarching economy mode logic based on ground speed and engine load, Caterpillar '319 (US9689319B2) for specific engine speed control based on load, and Bosch (US5413540A) for the architecture to implement independent transmission torque control in a variable-torque transmission, would render Claim 1 obvious to a PHOSITA seeking to optimize fuel consumption in heavy machinery.