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 .
Continued Examination Under 37 CFR 1.114
A request for continued examination under 37 CFR 1.114, including the fee set forth in 37 CFR 1.17(e), was filed in this application after final rejection. Since this application is eligible for continued examination under 37 CFR 1.114, and the fee set forth in 37 CFR 1.17(e) has been timely paid, the finality of the previous Office action has been withdrawn pursuant to 37 CFR 1.114. Applicant's submission filed on 01/12/2016 has been entered.
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.
Claims 1, 4, 6-10 and 20 are rejected under U.S.C. 103 as being unpatentable over Lin et al. (CN 104494820 A), cited by Applicant in IDS dated 01/16/2025, in view of Mores et al. (US 11052998 B2), hereafter Mores.
Regarding Claim 1, Lin discloses an aerial vehicle (Fig. 1) comprising a plurality of rotors (1, Fig. 1), each of the plurality of rotors having at least one blade (11, Figs. 1-2), wherein the aerial vehicle is enabled to modify a pitch angle (a) of the at least one blade of each of the plurality of rotors (para. [0008]);
wherein:
the aerial vehicle is a quadcopter drone (Fig. 1);
the aerial vehicle enables maneuvering in the yaw plane of the aerial vehicle by modifying the pitch angles (a) of the at least one blade, without changing a rotational speed of the at least one blade (para. [0010]);
the axis of movement of the plurality of rotors are distanced from each other such that there is no overlap of a rotor blade rotation circles of any of the plurality of rotors (Fig. 1);
each pair of rotors consists of one rotor rotating clockwise and one rotor rotating counter-clockwise (Fig. 5 and para. [0011]), wherein diagonally opposite rotors of the plurality of rotors rotate in the same direction (Fig. 5); and
the plurality of the rotors are powered mechanically driven by a single propulsion system (2, Fig. 1) configured to simultaneously distribute torque to each of the plurality of rotors via a main drive shaft coupled to the propulsion system and one or more gear assemblies (gearbox, Abstract) configured to split and distribute the torque among the plurality of rotors (Abstract).
Lin is silent about wherein an axis of movement of at least two pairs of the aerial vehicle's plurality of rotors are fixedly tilted in a symmetrical configuration in relation to the aerial vehicle's yaw plane, so that each of the at least two pairs of rotors of the aerial vehicle converges towards another point on the same level along a longitudinal axis plane of the aerial vehicle while creating an angle (y) between rotation planes of corresponding rotors of the at least two pairs of the plurality of rotors, which is less than 180° and greater than 140°.
Mores teaches similar two pairs of rotors wherein an axis of movement (rotor axis 12a-12d, for example, Fig. 4) of the at least two pairs of similar rotors (examiner notes the first pair is interpreted as 7a, 8b, and the second pair is interpreted as 8c, 7d) are fixedly tilted in a symmetrical configuration in relation to the aerial vehicle's yaw plane (first lateral inclination angle 13a, and second lateral inclination angle, 13b, Fig. 4, and Col. 16, lines 28-56, examiner notes the first and second lateral inclination angles both “preferably amounts to 5 degrees”, which is the same, symmetrical, angle), so that each of the at least two pairs of rotors of the aerial vehicle converges towards another point on the same level along a longitudinal axis plane of the aerial vehicle (Fig. 4, examiner notes rotor axes 12a-12c converge towards plane of 1a) while creating an angle (y) between rotation planes of corresponding rotors of the at least two pairs of the plurality of rotors (Fig. 4, examiner notes an angle is created by the convergence of the rotation planes of rotors 7a, 8b and 8c, 7d, additionally see Col. 16, lines 28-36), which is less than 180° and greater than 140° (Col. 16, lines 40-42, examiner notes inclination angle 13a of thrust producing units 3a and 3c, is disclosed as “preferably” 5 degrees, which would result in a convergence of the rotation planes of 170, which is less than 180 and greater than 140).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify the at least two pairs of Lin’s plurality of rotors to be fixedly tilted as taught by Mores, with a reasonable expectation of success, in order to provide reduced gust sensitivity and to increase the maneuverability of the aircraft (Mores, Col. 16, lines 8-18).
Regarding Claim 4, modified Lin teaches the aerial vehicle according to claim 1, wherein the propulsion system has an internal combustion engine (Lin, para. [0017], “gasoline…as fuel, adopts…aero-engine as power”.
Regarding Claim 6, Lin discloses a method for providing improved maneuverability in a yaw plane (para. [0030], for example) of a multi-blade aerial vehicle (Fig. 1) comprising:
providing the axis of movement of at least two pairs of rotors of the multi-blade aerial vehicle (axis of movement of 1, Fig. 1), each rotor of the at least two pairs of rotors having a blade (11, Figs. 1-2), wherein:
the multi-blade aerial vehicle is a quadcopter drone (Fig. 1);
the multi-blade aerial vehicle enables maneuvering in the yaw plane of the multi-blade aerial vehicle by modifying the pitch angles (a) of the at least one blade, without changing a rotational speed of the at least one blade (para. [0030] and Fig. 5);
the axis of movement of the rotors are distanced from each other such that there is no overlap of a rotor blade rotation circles of any of the four rotors (Fig. 1); and
each pair of rotors consists of one rotor rotating clockwise and one rotor rotating counter-clockwise (Fig. 5), wherein diagonally opposite rotors of the at least two pairs of rotors rotate in the same direction (Fig. 5); and
the plurality of the rotors are powered mechanically driven by a single propulsion system (2, Fig. 1) configured to simultaneously distribute torque to each of the plurality of rotors via a main drive shaft coupled to the propulsion system and one or more gear assemblies (gearbox, Abstract ) configured to split and distribute the torque among the plurality of rotors (Abstract);
wherein the multi-blade aerial vehicle is enabled to modify a pitch angle (a) of the blades of the at least two pairs of rotors (para. [0010]).
Lin is silent about wherein the at least two pairs of rotors are fixedly tilted in a symmetrical configuration in relation to the multi-blade aerial vehicle's yaw plane so that the axes of movement of the rotors converge in the direction of the at least two pairs of rotors, each of the at least two pairs of rotors towards another point on the same level along a longitudinal axis plane of the multi-blade aerial vehicle, while creating an angle (y) between the rotation planes of the blades of each pair, which is less than 180° and greater than 140° wherein the multi-blade aerial vehicle is enabled to modify a pitch angle (a) of the blades of the at least two pairs of rotors.
Mores teaches similar two pairs of rotors fixedly tilted in a symmetrical configuration in relation to the multi-blade aerial vehicle's yaw plane so that the axes of movement of the rotors (rotor axis 12a-12d, for example, Fig. 4) converge in the direction of the at least two pairs of rotors (examiner notes the first pair is interpreted as 7a, 8b, and the second pair is interpreted as 8c, 7d), each of the at least two pairs of rotors towards another point on the same level along a longitudinal axis plane of the multi-blade aerial vehicle (first lateral inclination angle 13a, and second lateral inclination angle, 13b, Fig. 4, and Col. 16, lines 28-56, examiner notes the first and second lateral inclination angles both “preferably amounts to 5 degrees”, which is the same, symmetrical, angle), while creating an angle (y) between the rotation planes of the blades of each pair (Fig. 4, examiner notes an angle is created by the convergence of the rotation planes of rotors 7a, 8b and 8c, 7d, additionally see Col. 16, lines 28-36), which is less than 180° and greater than 140° (Col. 16, lines 40-42, examiner notes inclination angle 13a of thrust producing units 3a and 3c, is disclosed as “preferably” 5 degrees, which would result in a convergence of the rotation planes of 170, which is less than 180 and greater than 140).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify the at least two pairs of Lin’s plurality of rotors to be fixedly tilted as taught by Mores, with a reasonable expectation of success, in order to provide reduced gust sensitivity and to increase the maneuverability of the aircraft (Mores, Col. 16, lines 8-18).
Regarding Claim 7, modified Lin teaches the method of Claim 6, further comprising:
maneuvering the multi-blade aerial vehicle to yaw by increasing the pitch angle (a) of a first set of diagonally opposite rotors of the at least two pairs of rotors tilted in the symmetrical configuration in relation to the multi-blade aerial vehicle's yaw plane, and reducing the pitch angle (a) of a second set of diagonally opposite rotors of the at least two pairs of rotors tilted in the symmetrical configuration in relation to the multi-blade aerial vehicle's yaw plane (para. [0030] and Fig. 5).
Regarding Claim 8, Lin discloses an aerial vehicle (Fig. 1) comprising a plurality of rotors (1, Fig. 1), each of the plurality of rotors having at least one blade (11, Figs. 1-2), wherein the aerial vehicle is enabled to modify a pitch angle (a) of the at least one blade of each of the plurality of rotors (para. [0008]);
wherein the plurality of rotors includes forward rotors (3 and 4, Fig. 5, for example) and rearward rotors (1 and 2, Fig. 5, for example) and said aerial vehicle is formed with a first geometrical dimension (x) between the forward rotors and the rearward rotors (dimension between forward and rearward rotors, Fig. 5) and a second geometrical dimension (y) between each rotor of the forward rotors and between each rotor of the rearward rotors (dimension between each of the forward rotors and each of the rearward rotors, Fig. 5);
wherein:
the aerial vehicle is a quadcopter drone (Fig. 5);
the aerial vehicle enables maneuvering in the yaw plane of the aerial vehicle by modifying the pitch angles (a) of the at least one blade, without changing a rotational speed of the at least one blade (para. [0010]);
each of the plurality of rotors is distanced from each other such that there is no overlap of a rotor blade rotation circles of any of the plurality of rotors (Fig. 5);
each pair of rotors consists of one rotor rotating clockwise and one rotor rotating counter-clockwise, wherein diagonally opposite rotors of the plurality of rotors rotate in the same direction (Fig. 5); and
the plurality of the rotors are powered mechanically driven by a single propulsion system (2, Fig. 1) configured to simultaneously distribute torque to each of the plurality of rotors via a main drive shaft coupled to the propulsion system and one or more gear assemblies (gearbox, Abstract) configured to split and distribute the torque among the plurality of rotors (Abstract).
Lin is silent about an axis of movement of each of the plurality of rotors is fixed in a tilted symmetrical configuration.
Mores teaches an axis of movement of similar rotors is fixed in a tilted symmetrical configuration (rotor axis 12a-12d, for example, Fig. 4).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to modify the axis of movement of each of Lin’s plurality of rotors to be fixed in a tilted symmetrical configuration, as taught by Mores, with a reasonable expectation of success, in order to provide reduced gust sensitivity and to increase the maneuverability of the aircraft (Mores, Col. 16, lines 8-18).
Regarding Claim 9, modified Lin teaches the aerial vehicle according to claim 8, wherein the aerial vehicle is a quadcopter drone with four rotors (Lin, Fig. 5), wherein the forward rotors comprise a forward pair of rotors (Lin, 3 and 4, Fig. 5) and the rearward rotors comprise a rearward pair of rotors (Lin, 1 and 2, Fig. 5), and the first geometrical dimension (x) is between the forward pair of rotors and the rearward pair of rotors and the second geometrical dimension (y) is between each rotor of the forward pair of rotors and between each rotor of the rearward pair of rotors (Lin, Fig. 5).
Regarding Claim 10, modified Lin teaches the aerial vehicle of claim 8, wherein the axis of movement of each of the plurality of rotors is tilted toward the center of the aerial vehicle (Mores, first lateral inclination angle 13a, and second lateral inclination angle, 13b).
Regarding Claim 20, modified Lin teaches the aerial vehicle of claim 8, wherein the propulsion system has an internal combustion engine (Lin, para. [0017], “gasoline…as fuel, adopts…aero-engine as power”).
Claim 5 is rejected under U.S.C. 103 as being unpatentable over modified Lin as applied above, in view of Harmon et al. (US 20120209456 A1), hereafter Harmon.
Regarding Claim 5, modified Lin teaches the aerial vehicle according to claim 1.
Modified Lin is silent about wherein the propulsion system is a hybrid system, and is comprised of an internal combustion engine in tandem with an electric engine.
Harmon teaches a similar internal combustion engine in tandem with an electric engine to make a hybrid system (Claim 1).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the invention to configure the propulsion system of modified Lin as a hybrid system comprised of an internal combustion engine in tandem with an electric engine, as taught by Harmon, with a reasonable expectation of success, with the benefits of more efficient propulsion (Harmon, para. [0100]).
Response to Arguments
Applicant’s arguments with respect to claim(s) 1, 4-10, and 20, have been considered but are moot because the new ground of rejection does not rely on any reference applied in the prior rejection of record for any teaching or matter specifically challenged in the argument.
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure:
Taya (TW 201536632 A) teaches a variable pitch quadcopter.
Any inquiry concerning this communication or earlier communications from the Examiner should be directed to ANNA LYNN GORDON whose telephone number is (571)270-5323. The Examiner can normally be reached M-F 8:30am-4:30pm.
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If attempts to reach the Examiner by telephone are unsuccessful, the Examiner’s supervisor, JOSHUA HUSON can be reached on 571-270-5301. The fax phone number for the organization where this application or proceeding is assigned is 571-273-8300.
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/ANNA L. GORDON/Examiner, Art Unit 4186
/JOSHUA D HUSON/Supervisory Patent Examiner, Art Unit 3642