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 .
Response to the applicant’s arguments
The claim amendment is now entered. The previous rejection is withdrawn. Applicant’s amendments are entered. Applicant’s remarks are also entered into the record.
Claims 1 and 11-12, and 20-21 are amended to recite and the primary reference is silent as to but VIGNESH teaches .the determination of the master is based on the state of charge of the energy storage units of the first module and the second module”. (As shown in Figure 4b, in order to determine 452 the lead or target platoon vehicle speed, but also take into account energy efficiency considerations (which will be being considered by the controller of the target vehicle similarly, or by an infrastructure controller for both vehicles), the system will have the following inputs:
for the lead/target vehicle - radar and imaging information, GNSS data (such as GPS) and speed of the vehicle;
horizon data for the lead vehicle (e.g. for a 5km ahead horizon) - phasing and location data (such as any phasing occurring in traffic on the road, or even in the platoon being used or about to be encountered), distance and relative speed with respect to other vehicles, any applicable speed limits, any traffic jams, and the relevant lane information;
V2V data for the lead vehicle - traffic light phasing/location, distance/relative speed with other vehicles, variable speed limits, traffic jam; any traffic lights being encountered, other data as for the horizon data, but gathered via V2V.
This is used to determine the lead vehicle predicted speed trajectory. A similar determination, using the same types of information, is made for the ego vehicle joining the target or lead vehicle. These inputs are then provided to determine 454 the ego vehicle speed for joining the platoon, resulting in a predicted ego vehicle speed trajectory.
Referring to Figures 5a and 5b, these give some examples of implementation of the embodiments described above. In a previously considered system illustrated in Figure 5a, the target vehicle 506 is detected by the ego vehicle 502 in the same lane, and a predicted speed or trajectory determined, which the controller establishes requires a high amount of acceleration (and therefore energy) 504 for the ego vehicle to catch up. The platoon then carries on at the (lower) platoon speed 508. )”.
It would have been obvious to one of ordinary skill in the art at the time of the effective filing date to combine the teachings of VIGNESH with the disclosure of the DELP publication since VIGNESH teaches that a vehicle with a high battery level can be a vehicle that is capable of a high acceleration and that should be the vehicle. While a second vehicle with a low battery level and lower efficiency may not be suited and should be a following vehicle that can coast. See FIG. 4b and claims 1-8.
Claim Rejections - 35 USC § 103
In the event the determination of the status of the application as subject to AIA 35 U.S.C. 102 and 103 (or as subject to pre-AIA 35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
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.
This application currently names joint inventors. In considering patentability of the claims the examiner presumes that the subject matter of the various claims was commonly owned as of the effective filing date of the claimed invention(s) absent any evidence to the contrary. Applicant is advised of the obligation under 37 CFR 1.56 to point out the inventor and effective filing dates of each claim that was not commonly owned as of the effective filing date of the later invention in order for the examiner to consider the applicability of 35 U.S.C. 102(b)(2)(C) for any potential 35 U.S.C. 102(a)(2) prior art against the later invention.
Claims 1-6, 8-10 and 11-12, and 20-22 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of U.S. Patent Application Pub. No.: US 2018/0050626 A1 to Delp that was filed in 2018 in view of U.S. Patent Application Pub. No.: US 2015/0347959 A1 to Skaaksrud that was filed in 2014 (hereinafter “Skaaksrud”) and in view of United States Patent Application Pub. No.: US 2019/0056736 A1 to Wood that was filed in 2017 (hereinafter “Wood”) and in view of European Patent Pub. No.: EP3326703B1 to Brandwijk that was filed in 2014 and in view of Great Britain Patent Application Pub. No.: GB2570898 A to Vignesh et al. that was filed in 2-8-18.
PNG
media_image1.png
516
1065
media_image1.png
Greyscale
PNG
media_image2.png
895
779
media_image2.png
Greyscale
In regard to claim 1, 11-12, 20 and 21, Delp discloses “….1. (Currently Amended) A method, performed by a control device of a first module of a vehicle, for: (see FIG. 2, where the computing device 14 can dock with the second module and to the power system 930 and brakes 122 and engine docking 51)
electrically connecting the first module with a second module, physically connected with the first module; wherein (see claims 1-11)
PNG
media_image3.png
929
772
media_image3.png
Greyscale
PNG
media_image4.png
713
942
media_image4.png
Greyscale
the vehicle is assembled from a set of the modules comprising: (see FIG. 4a to 4c and 11a-11 where a functional module can be connected to the passenger module for a complete modular autonomous vehicle 399)
PNG
media_image5.png
931
790
media_image5.png
Greyscale
at least one drive module; and
at least one functional module; wherein the at least one drive module comprises a pair of wheels and the drive module is configured to be autonomously operated and drives the vehicle; and (see blocks 502-550 where the notification can provide that an engine module is required for the passenger module and the engine module drives itself to the passenger module to mate with it and provide an autonomous operation).
PNG
media_image6.png
820
1045
media_image6.png
Greyscale
where the vehicle is configured for communicating with a control centre; (See paragraph 135 where a confirmation message is sent to the computer center).
the method comprising: (see FIG. 6 where the control center 113 can request an engine module to be transported to interface with the passenger module and interface from a control signal)
activating communication means in the first module, (see FIG. 6 where the control center 113 can request an engine module to be transported to interface with the passenger module and interface from a control signal). (see FIG. 6 where the control center 113 can request an engine module to be transported to interface with the passenger module and interface from a control signal)”.
PNG
media_image7.png
501
624
media_image7.png
Greyscale
Claims 1, 11-12, 20 and 21 are amended to recite and the primary reference to Delp is silent but U.S. Patent Application Pub. No.: US 2015/0347959 A1 to Skaaksrud that was filed in 2014 teaches “...activating communication means in the first module;;
transmitting, via the communication means, information about the first module to the second module physically connected with the first module;; and (see FIG. 54 where the device includes a male connector 5410 and a female connector 5420 and a cable 5430 to the vehicle and the towed trailer 5400, 5405 and when a situation arises that they become separated or the distance between the male and the female is large then a signal is provided to the server and the master node 100-110a; the cable is near where a tow bar would be located or between the vehicle and the trailer as shown in FIG. 54; see paragraph 1178-82) (see paragraph 1175 where the network device includes a ID or master node and performs a remote monitoring between a towed first and a second vehicle like a tractor trailer and the wireless node detects when the trailer is detected as being disconnected from the tractor or vessel and reports this status)
receiving, via the communication means, information about the second module, [[via the communication means]] for [[thereby]] establishing an electrical connection with the second module; and
transmitting.... (. (see FIG. 54 where the device includes a male connector 5410 and a female connector 5420 and a cable 5430 to the vehicle and the towed trailer 5400, 5405 and when a situation arises that they become separated or the distance between the male and the female is large then a signal is provided to the server and the master node 100-110a; the cable is near where a tow bar would be located or between the vehicle and the trailer as shown in FIG. 54; see paragraph 1178-82 and 2 where the signal is wireless)see paragraph 1179 where the coupler can provide a signal to a node via a wireless signal and see paragraph 138 where the device includes an antenna)”
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the teachings of Skaaksrud with the disclosure of Delp since Skaaksrud teaches that a vehicle can connect to a second trailer. The second trailer can be connected and provide a signal. However, if the trailer is disconnected then a signal can be sent to a server for tracking the second trailer with the server. This can provide improved tracking. See paragraph 1178-1182.
PNG
media_image8.png
835
1148
media_image8.png
Greyscale
Claim 1, 11-12, 20 and 21 are amended to recite and Delp is silent but Skaasgrud teaches “....to the control center and based on the receiving of information about the second module, an indication that the first module is successfully electrically connected to the second module”. (see paragraph 1178-1178 that the first device 5410 can be connected to the female connector 5420 and a sever can be provided with an indication when the devices are successfully connected and disconnected in a wireless manner via node 5411. See FIG. 54 where the vehicle can include the female coupler and while the male coupled is connected to the trailer and then signals can be provided form the male coupler ID node 5411 of signals to the master node 110a and to the server/control center 100. These signals can include that the trailer is disconnected or successfully connected with the vehicle and in paragraph 1155-60 the message can be that the trailer is being towed or no longer being towed and not connected anymore for security. This can provide a successful connection and an indication that the trailer is moving to the next location for inventory control or it was disconnected and not electrically connected and was left at the location) See motivation statement above.
PNG
media_image9.png
578
860
media_image9.png
Greyscale
Delp is silent but Wood teaches “...activating based on detecting that the first module is physically connected to the second module (see paragraph 28 where the tractor is connected to the trailer via a wired connection that is a data pin and can upload parameters to change the motion planning of the tractor now it has connected to the trailer) communication means in the first module for communicating with the second module”. (see FIG. 2 where the self driving tractor 200 can interface with the trailer communication system 280 and for a motion planning and trailer monitoring system 280 and 260; see paragraph 32-43; In other examples, the control system of the tractor 110 can include network connectivity resources, such as a Bluetooth, Wi-Fi, cellular, or other wireless radio-frequency communication module that communicates with a backend trailer coordination system operating on a remote datacenter, which can provide certain trailer configuration parameters and other information related to the cargo trailer 120, such as the cargo being carried and the cargo mass. Other trailer configuration parameters that can be communicated to the control system of the tractor 110 can include the wheel size, tire compounds and/or tire treads, which can affect the handling of the cargo trailer 120 in inclement weather.)”
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of DELP with the teachings of WOOD with a reasonable expectation of success in that the tractor can dock with the trailer and be connected via 1. A wireless network connection and 2. A wired pin and then when connected it can change a motion plan of the tractor to accommodate the trailer in an autonomous manner. For example, some routes can now be blocked off due to the towing and a motion planning of the combined tractor and trailer can be altered. This can provide an improved motion planning of the resulting structure. See paragraph 28-43.
Delp is silent but Brandwijk teaches “determining, (see paragraph 239) the information indicating which module of the vehicle is to operate as a master, controlling the operation of the vehicle and which module of the vehicle is to operate as a slave”. (see paragraph 3-10 and 140 where the one robot module can be designated as a primary component and the second robot module can be designated as the secondar component )
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the teachings of BRANDWIJK with the disclosure of DELP with a reasonable expectation of success where a first and a second and a third robot module can be combined with a master slave type designation for each of the elements with one being a holding module, one being a sensor module and one being a motion module that can all combined into a larger collaborative robot device where one can be a primary and a second can be a slave and the server can assist with the construction. See claims 1-4 and paragraph 3-11 and 140.
PNG
media_image10.png
840
642
media_image10.png
Greyscale
Claims 1 and 11-12, and 20-21 are amended to recite and the primary reference is silent as to but VIGNESH teaches .the determination of the master is based on the state of charge of the energy storage units of the first module and the second module”. (As shown in Figure 4b, in order to determine 452 the lead or target platoon vehicle speed, but also take into account energy efficiency considerations (which will be being considered by the controller of the target vehicle similarly, or by an infrastructure controller for both vehicles), the system will have the following inputs:
for the lead/target vehicle - radar and imaging information, GNSS data (such as GPS) and speed of the vehicle;
horizon data for the lead vehicle (e.g. for a 5km ahead horizon) - phasing and location data (such as any phasing occurring in traffic on the road, or even in the platoon being used or about to be encountered), distance and relative speed with respect to other vehicles, any applicable speed limits, any traffic jams, and the relevant lane information;
V2V data for the lead vehicle - traffic light phasing/location, distance/relative speed with other vehicles, variable speed limits, traffic jam; any traffic lights being encountered, other data as for the horizon data, but gathered via V2V.
This is used to determine the lead vehicle predicted speed trajectory. A similar determination, using the same types of information, is made for the ego vehicle joining the target or lead vehicle. These inputs are then provided to determine 454 the ego vehicle speed for joining the platoon, resulting in a predicted ego vehicle speed trajectory.
Referring to Figures 5a and 5b, these give some examples of implementation of the embodiments described above. In a previously considered system illustrated in Figure 5a, the target vehicle 506 is detected by the ego vehicle 502 in the same lane, and a predicted speed or trajectory determined, which the controller establishes requires a high amount of acceleration (and therefore energy) 504 for the ego vehicle to catch up. The platoon then carries on at the (lower) platoon speed 508. )”.
It would have been obvious to one of ordinary skill in the art at the time of the effective filing date to combine the teachings of VIGNESH with the disclosure of the DELP publication since VIGNESH teaches that a vehicle with a high battery level can be a vehicle that is capable of a high acceleration and that should be the vehicle. While a second vehicle with a low battery level and lower efficiency may not be suited and should be a following vehicle that can coast. See FIG. 4b and claims 1-8.
Delp discloses “…2. (Currently Amended) The method according to claim 1, further comprising transmitting the verification to the control centre via the second module electrically connected to the first module. (see FIG. 6 where the control center 113 can request an engine module to be transported to interface with the passenger module and interface from a control signal) (See paragraph 135 where a confirmation message is sent to the computer center)”.
Delp discloses “…3. (Currently Amended) The method according to claim 1, wherein the activating of communication means comprises activating an internal communication network in the first module. (see paragraph 23-27)”.
PNG
media_image11.png
953
723
media_image11.png
Greyscale
PNG
media_image9.png
578
860
media_image9.png
Greyscale
Claim 3 is amended to recite and Delp is silent but Wood teaches “...for communicating between different modules (see paragraph 28 where the tractor is connected to the trailer via a wired connection that is a data pin and can upload parameters to change the motion planning of the tractor now it has connected to the trailer) (see FIG. 2 where the self driving tractor 200 can interface with the trailer communication system 280 and for a motion planning and trailer monitoring system 280 and 260; see paragraph 32-43; In other examples, the control system of the tractor 110 can include network connectivity resources, such as a Bluetooth, Wi-Fi, cellular, or other wireless radio-frequency communication module that communicates with a backend trailer coordination system operating on a remote datacenter, which can provide certain trailer configuration parameters and other information related to the cargo trailer 120, such as the cargo being carried and the cargo mass. Other trailer configuration parameters that can be communicated to the control system of the tractor 110 can include the wheel size, tire compounds and/or tire treads, which can affect the handling of the cargo trailer 120 in inclement weather.)”
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of DELP with the teachings of WOOD with a reasonable expectation of success in that the tractor can dock with the trailer and be connected via 1. A wireless network connection and 2. A wired pin and then when connected it can change a motion plan of the tractor to accommodate the trailer in an autonomous manner. For example, some routes can now be blocked off due to the towing and a motion planning of the combined tractor and trailer can be altered. This can provide an improved motion planning of the resulting structure. See paragraph 28-43.
Delp discloses “…4. (Currently Amended) The method according to claim 1, further activating of the communication means further to receiving an instruction for the activation from the control centre, . (See paragraph 33-47 and FIG. 7, blocks 502-550 where the engine module is selected via a communication schema and then it drives can connects to the passenger module)”.
PNG
media_image9.png
578
860
media_image9.png
Greyscale
Claim 4 is amended to recite and Delp is silent but Wood teaches “...activating based on detecting that the first module is physically connected to the second module and receiving an instruction from the control center (see paragraph 28 where the tractor is connected to the trailer via a wired connection that is a data pin and can upload parameters to change the motion planning of the tractor now it has connected to the trailer) (see FIG. 2 where the self driving tractor 200 can interface with the trailer communication system 280 and for a motion planning and trailer monitoring system 280 and 260; see paragraph 32-43; In other examples, the control system of the tractor 110 can include network connectivity resources, such as a Bluetooth, Wi-Fi, cellular, or other wireless radio-frequency communication module that communicates with a backend trailer coordination system operating on a remote datacenter, which can provide certain trailer configuration parameters and other information related to the cargo trailer 120, such as the cargo being carried and the cargo mass. Other trailer configuration parameters that can be communicated to the control system of the tractor 110 can include the wheel size, tire compounds and/or tire treads, which can affect the handling of the cargo trailer 120 in inclement weather.)”
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of DELP with the teachings of WOOD with a reasonable expectation of success in that the tractor can dock with the trailer and be connected via 1. A wireless network connection and 2. A wired pin and then when connected it can change a motion plan of the tractor to accommodate the trailer in an autonomous manner. For example, some routes can now be blocked off due to the towing and a motion planning of the combined tractor and trailer can be altered. This can provide an improved motion planning of the resulting structure. See paragraph 28-43.
Delp discloses “…5. (Currently Amended) The method according to claim 1, wherein transmitting information about the first module to the second module also comprises transmitting the information to the control centre. (see FIG. 6, where the user can desire a new engine module and then communicate with the computer system 113 and then the server can order a module 111-4 to move and interface with the passenger module 100c) (See paragraph 33-47 and FIG. 7, blocks 502-550 where the engine module is selected via a communication schema and then it drives can connects to the passenger module)”.
Delp discloses “…6. (Currently Amended) The method according to claim 1, wherein the transmitted information about the first module, and the received information about the second module, comprises one or more of: a state of charge of an energy storage unit, a maximum speed, a weight, a brake capacity, and/or a maximum steering angle(see paragraph 64, 83, and 119 where the engine includes a high horsepower engine module that is appropriate that can include a maximum speed)”.
Claim 7 is cancelled.
Delp discloses “…8. (Currently Amended) The method according to claim 1, further comprising:
receiving a unique vehicle identity from the control centre. (see paragraph 97 where the engine module has a APRIL tag and a unique identifier) (see claims 1-3 where the passenger module is the master module and remains with the user and summons the slave engine module that can have a battery or a high horsepower engine module, and see FIG. 6, where the user can desire a new engine module and then communicate with the computer system 113 and then the server can order a module 111-4 to move and interface with the passenger module 100c) (See paragraph 33-47 and FIG. 7, blocks 502-550 where the engine module is selected via a communication schema and then it drives can connects to the passenger module)”.
Delp discloses “..9. (Currently Amended) The method according to claim 8, further comprising:
transmitting a verification to the control centre that the unique vehicle identity has been received. (see paragraph 133-135 where a confirmation of the use of the module is required and 97 where the engine module has a APRIL tag and a unique identifier) (see claims 1-3 where the passenger module is the master module and remains with the user and summons the slave engine module that can have a battery or a high horsepower engine module, and see FIG. 6, where the user can desire a new engine module and then communicate with the computer system 113 and then the server can order a module 111-4 to move and interface with the passenger module 100c) (See paragraph 33-47 and FIG. 7, blocks 502-550 where the engine module is selected via a communication schema and then it drives can connects to the passenger module)”.
Claim 10 is cancelled.
Claims 13-16 and 18-19 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of U.S. Patent Application Pub. No.: US 2018/0050626 A1 to Delp that was filed in 2018 and in view of Skaaskrud and in view of Wood and in view of European Patent Pub. No.: EP3326703B1 to Brandwijk that was filed in 2014 and Vinesh.
Delp discloses “…13. (Currently Amended) The control device according to claim 17.2, wherein the control device is configured to transmit the indication to the control centre via the second module connected to the first module. (see FIG. 6 where the control center 113 can request an engine module to be transported to interface with the passenger module and interface from a control signal) (See paragraph 135 where a confirmation message is sent to the computer center)”.
PNG
media_image11.png
953
723
media_image11.png
Greyscale
Delp discloses “…14. (Currently Amended) The control device according to claim 12, wherein the control device is configured to further activate the communication means further in response to any one of: receiving an instruction for the activation from the control centre, (See paragraph 33-47 and FIG. 7, blocks 502-550 where the engine module is selected via a communication schema and then it drives can connects to the passenger module)”.
PNG
media_image9.png
578
860
media_image9.png
Greyscale
Delp is silent but Wood teaches “...receiving an instruction for activation from the control center (see paragraph 28 where the tractor is connected to the trailer via a wired connection that is a data pin and can upload parameters to change the motion planning of the tractor now it has connected to the trailer) ((see FIG. 2 where the self driving tractor 200 can interface with the trailer communication system 280 and for a motion planning and trailer monitoring system 280 and 260; see paragraph 32-43; In other examples, the control system of the tractor 110 can include network connectivity resources, such as a Bluetooth, Wi-Fi, cellular, or other wireless radio-frequency communication module that communicates with a backend trailer coordination system operating on a remote datacenter, which can provide certain trailer configuration parameters and other information related to the cargo trailer 120, such as the cargo being carried and the cargo mass. Other trailer configuration parameters that can be communicated to the control system of the tractor 110 can include the wheel size, tire compounds and/or tire treads, which can affect the handling of the cargo trailer 120 in inclement weather.)”
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of DELP with the teachings of WOOD with a reasonable expectation of success in that the tractor can dock with the trailer and be connected via 1. A wireless network connection and 2. A wired pin and then when connected it can change a motion plan of the tractor to accommodate the trailer in an autonomous manner. For example, some routes can now be blocked off due to the towing and a motion planning of the combined tractor and trailer can be altered. This can provide an improved motion planning of the resulting structure. See paragraph 28-43.
Delp discloses “…15. (Currently Amended) The control device according to claim 12, wherein the control device is configured to transmit the information about the first module to the control centre. (see FIG. 6, where the user can desire a new engine module and then communicate with the computer system 113 and then the server can order a module 111-4 to move and interface with the passenger module 100c) (See paragraph 33-47 and FIG. 7, blocks 502-550 where the engine module is selected via a communication schema and then it drives can connects to the passenger module)”.
Delp discloses “…16. (Currently Amended) The control device according to claim 12, wherein the transmitted information about the first module and the received information about the second module, comprises one or more of: a state of charge of an energy storage unit, maximum speed, weight, brake capacity, and/or maximum steering angle. (see paragraph 64, 83, and 119 where the engine includes a high horsepower engine module that is appropriate)”.
Claim 17 is cancelled.
Delp discloses “…18. (Currently Amended) The control device according to claim 12, wherein the control device is configured to receive a unique vehicle identity from the control centre. (see paragraph 97 where the engine module has a APRIL tag and a unique identifier) (see claims 1-3 where the passenger module is the master module and remains with the user and summons the slave engine module that can have a battery or a high horsepower engine module, and see FIG. 6, where the user can desire a new engine module and then communicate with the computer system 113 and then the server can order a module 111-4 to move and interface with the passenger module 100c) (See paragraph 33-47 and FIG. 7, blocks 502-550 where the engine module is selected via a communication schema and then it drives can connects to the passenger module)”.
Delp discloses “..19. (Currently Amended) The control device according to claim 18, wherein the control device is configured to verify that the first module has received the unique vehicle identity. . (see paragraph 133-135 where a confirmation of the use of the module is required and 97 where the engine module has a APRIL tag and a unique identifier) (see claims 1-3 where the passenger module is the master module and remains with the user and summons the slave engine module that can have a battery or a high horsepower engine module, and see FIG. 6, where the user can desire a new engine module and then communicate with the computer system 113 and then the server can order a module 111-4 to move and interface with the passenger module 100c) (See paragraph 33-47 and FIG. 7, blocks 502-550 where the engine module is selected via a communication schema and then it drives can connects to the passenger module)”.
Wood teaches “...22. (New) The method according to claim 1, wherein: the detecting that the first module is physically connected to the second module is based on receiving, from a sensor device, an indication of physical connection between the first module and the second module; and the activating the communication means in the first module is based on the receiving the indication of physical connection between the first module and the second module.” (see paragraph 55-57 where the control system can detect what items that the trailer has and see paragraph 28 where the tractor is connected to the trailer via a wired connection that is a data pin and can upload parameters to change the motion planning of the tractor now it has connected to the trailer) (see FIG. 2 where the self driving tractor 200 can interface with the trailer communication system 280 and for a motion planning and trailer monitoring system 280 and 260; see paragraph 32-43; In other examples, the control system of the tractor 110 can include network connectivity resources, such as a Bluetooth, Wi-Fi, cellular, or other wireless radio-frequency communication module that communicates with a backend trailer coordination system operating on a remote datacenter, which can provide certain trailer configuration parameters and other information related to the cargo trailer 120, such as the cargo being carried and the cargo mass. Other trailer configuration parameters that can be communicated to the control system of the tractor 110 can include the wheel size, tire compounds and/or tire treads, which can affect the handling of the cargo trailer 120 in inclement weather.)”
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of DELP with the teachings of WOOD with a reasonable expectation of success in that the tractor can dock with the trailer and be connected via 1. A wireless network connection and 2. A wired pin and then when connected it can change a motion plan of the tractor to accommodate the trailer in an autonomous manner. For example, some routes can now be blocked off due to the towing and a motion planning of the combined tractor and trailer can be altered. This can provide an improved motion planning of the resulting structure. See paragraph 28-43.
Any inquiry concerning this communication or earlier communications from the examiner should be directed to JEAN PAUL CASS whose telephone number is (571)270-1934. The examiner can normally be reached Monday to Friday 7 am to 7 pm; Saturday 10 am to 12 noon.
Examiner interviews are available via telephone, in-person, and video conferencing using a USPTO supplied web-based collaboration tool. To schedule an interview, applicant is encouraged to use the USPTO Automated Interview Request (AIR) at http://www.uspto.gov/interviewpractice.
If attempts to reach the examiner by telephone are unsuccessful, the examiner’s supervisor, Scott A. Browne can be reached on 571-270-0151. The fax phone number for the organization where this application or proceeding is assigned is 571-273-8300.
Information regarding the status of published or unpublished applications may be obtained from Patent Center. Unpublished application information in Patent Center is available to registered users. To file and manage patent submissions in Patent Center, visit: https://patentcenter.uspto.gov. Visit https://www.uspto.gov/patents/apply/patent-center for more information about Patent Center and https://www.uspto.gov/patents/docx for information about filing in DOCX format. For additional questions, contact the Electronic Business Center (EBC) at 866-217-9197 (toll-free). If you would like assistance from a USPTO Customer Service Representative, call 800-786-9199 (IN USA OR CANADA) or 571-272-1000.
/JEAN PAUL CASS/Primary Examiner, Art Unit 3668