DETAILED ACTION
Status of the Claims
In the communication filed on 08/05/2025, claims 1-16 and 18-20 are pending. Claims 1-3, 8-12, and 18-20 are amended. Claim 17 is presently cancelled.
Response to Arguments
The specification and claim objections are withdrawn due to the amendments.
The claim rejections under 35 U.S.C. § 112(b) are withdrawn due to the amendments.
Applicant’s arguments with respect to claims 1-9 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.
Applicant’s arguments with respect to claims 10-16 have been considered but are moot because the independent claims 10-11 have been amended to incorporate allowable subject matter (from original claim 17, indicated as allowable subject matter in the previous Office action).
Claim Objections
Claims 1, 6, and 19 are objected to because of the following informalities:
In claim 1, line 11, the limitation “generate an EV charging DC electricity dynamically matched to a voltage level requested …” should be revised to “generate [[an]] the EV charging DC electricity, wherein the EV charging DC electricity is dynamically matched to a voltage level requested …”. The feature “an EV charging DC electricity” was introduced in claim 1, lines 6-7. This suggested revision helps clarify the feature that is “dynamically matched”.
In claim 1, lines 17-19, the language “in which during the discharging mode electricity is received …” should be revised to “wherein, during the discharging mode, electricity is received …”. Please note the comma (“,”) added after “mode” in this suggested revision, which clarifies this limitation is applicable to the discharging mode only.
In claim 1, line 19, the language “a building load or grid” should be revised to “a building load or a grid”.
In claim 6, lines 3-4, the language “between a charging mode and a discharging mode” should be revised to “between [[a]] the charging mode and [[a]] the discharging mode”. These modes were introduced in claim 1, lines 17-18.
Claim 19 includes limitations that are duplicates of limitations from claim 11, from which claim 19 depends. The duplicate claims should be removed from claim 19 because they are redundant. Claim 19 should only include claim language that is further limiting.
Claim 19 re-introduces features (“an inverter switch”, “a charge mode”, “a discharge mode”, “an EV”, “an electric vehicle energy source”) which were already included in claim 11, from which claim 19 depends. If a feature has already been introduced, the feature should be referred to with “the” rather than “a” or “an”.
Appropriate correction is required.
Claim Rejections - 35 USC § 112
The text of those sections of Title 35, U.S. Code not included in this action can be found in a prior Office action.
Claims 1-16 and 18-20 are rejected under 35 U.S.C. 112(b) or 35 U.S.C. 112 (pre-AIA ), second paragraph, as being indefinite for failing to particularly point out and distinctly claim the subject matter which the inventor or a joint inventor (or for applications subject to pre-AIA 35 U.S.C. 112, the applicant), regards as the invention.
Claim 1, lines 19-20 recite “through a bidirectional converter and AC inverter”. This language is unclear as to whether “a bidirectional converter and AC inverter” is a single feature (such as “360” drawn in Fig. 3A) or, alternatively, if “a bidirectional converter” is the same as the “bidirectional converter” introduced in line 10 (drawn as “117”). If the former is intended, then the term “a bidirectional converter and AC inverter” should be revised to clarify this is a single feature and not include the word “and”. If the latter is intended (as assumed for examination), then the language should be revised to “[[a]] the bidirectional converter and an AC inverter” to clarify this is the same “bidirectional converter” previously introduced and that the “AC inverter” is a new feature.
Claim 8, line 5 recites “a first EV”. This language is unclear if “a first EV” is the same feature as the “EV” introduced in claim 1, line 7, or an additional EV being introduced.
For examination purposes, it is assumed “a first EV” (claim 8, line 5) and “an EV” (claim 1, line 7) are the same feature. In this case, it is suggested to revise claim 1 and its dependents to use the same term “first EV”.
Claim 10 recites the following terms which lack antecedent basis:
“the fourth converter” (line 14)
“the third output current switch” (lines 14-15)
“the inverter switch” (line 22)
“the inverter” (line 22)
“the renewable energy source” (line 23)
“the energy storage” (line 28)
Claim 10 incorporated subject matter from original claim 17, which was indicated as allowable subject matter in the previous Office Action. However, the way in which the amended claim 10 incorporated this subject matter also introduced issues with indefinite claim language.
Specifically, the amended claim 10 should have incorporated the subject matter of both original claim 16 and original claim 17 (dependent on original claim 16) because the original claim 16 provided necessary antecedent basis for some features (“an energy storage”, “an inverter”) of original claim 17. Further, the new claim 10 language (from original claims 16 + 17) should be added after the language of original claim 10 to provide antecedent basis for other features (“a fourth converter”, “a fourth output current”, “a renewable energy source”, “an electric vehicle energy source”).
The following table more clearly presents these suggested amendments to claim 10.
Suggested amendments to claim 10 to overcome the indefiniteness issues in the incorporation of the allowable subject matter (from original claim 17):
The first three elements can remain without changes:
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315
1438
media_image1.png
Greyscale
PNG
media_image2.png
242
1447
media_image2.png
Greyscale
PNG
media_image3.png
248
1438
media_image3.png
Greyscale
After the third element (“a third converter … when the third switch is closed”), insert the following two elements, which should be moved from the end of current claim 10. These elements provide antecedent basis for the “fourth converter”, “renewable energy source”, and “electric vehicle energy source”.
PNG
media_image4.png
310
1429
media_image4.png
Greyscale
PNG
media_image5.png
181
1427
media_image5.png
Greyscale
Incorporate the following claim language from claim 16, which provides antecedent basis for some of the subject matter of original claim 17 (dependent on original claim 16): “energy source”, “inverter”, and the electrical connections of each.
“wherein the EV charging system further comprises
PNG
media_image6.png
175
1444
media_image6.png
Greyscale
”
It is suggested to incorporate the following elements (from original claim 17, indicated as allowable subject matter in the previous Office Action). This claim language provides the required antecedent basis for the “third output current switch” and the “inverter switch”.
“wherein the EV charging system further comprises
PNG
media_image7.png
714
1405
media_image7.png
Greyscale
Keep the following elements (incorporated from original claim 17) at the end of claim 10. Also, need additional change(s) to provide antecedent basis for the “third output current switch” and the “inverter switch”.
PNG
media_image8.png
181
1439
media_image8.png
Greyscale
PNG
media_image9.png
184
1421
media_image9.png
Greyscale
PNG
media_image10.png
624
1427
media_image10.png
Greyscale
PNG
media_image11.png
183
1410
media_image11.png
Greyscale
Claim 11 recites the following terms which lack antecedent basis:
“the fourth converter” (line 13)
“the inverter switch” (line 21)
“the inverter” (line 21)
“the renewable energy source” (line 22)
“the energy storage” (line 26)
Claim 11 incorporated subject matter from original claim 17, which was indicated as allowable subject matter in the previous Office Action. However, the way in which the amended claim 11 incorporated this subject matter also introduced issues with indefinite claim language.
Specifically, the amended claim 11 should have incorporated the subject matter of both original claim 16 and original claim 17 (dependent on original claim 16) because the original claim 16 provided necessary antecedent basis for some features (“an energy storage”, “an inverter”) of original claim 17. Further, the new claim 11 language (from original claims 16 + 17) should be added after the language of original claim 11 to provide antecedent basis for other features (“a fourth converter”, “a fourth output current”, “a renewable energy source”, “an electric vehicle energy source”).
The following table more clearly presents these suggested amendments to claim 11.
Suggested amendments to claim 11 to overcome the indefiniteness issues in the incorporation of the allowable subject matter (from original claim 17):
The first three elements can remain without changes:
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media_image12.png
248
1438
media_image12.png
Greyscale
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media_image13.png
110
1445
media_image13.png
Greyscale
PNG
media_image14.png
120
1408
media_image14.png
Greyscale
PNG
media_image15.png
237
1400
media_image15.png
Greyscale
After the third element (“a third converter … when the third switch is closed”), insert the following two elements, which should be moved from the end of current claim 11. These elements provide antecedent basis for the “fourth converter”, “renewable energy source”, and “electric vehicle energy source”.
PNG
media_image16.png
243
1405
media_image16.png
Greyscale
PNG
media_image17.png
185
1427
media_image17.png
Greyscale
Incorporate the following claim language from claim 16, which provides antecedent basis for some of the subject matter of original claim 17 (dependent on original claim 16): “energy source”, “inverter”, and the electrical connections of each.
“wherein the EV charging system further comprises
PNG
media_image6.png
175
1444
media_image6.png
Greyscale
”
Incorporate the following elements (from original claim 17, indicated as allowable subject matter in the previous Office Action). This subject matter provides the required antecedent basis for the “inverter switch”.
“wherein the EV charging system further comprises
PNG
media_image18.png
629
1405
media_image18.png
Greyscale
Keep the following elements (incorporated from original claim 17) at the end of claim 11. Also, need additional change(s) to provide antecedent basis for the “inverter switch”.
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media_image19.png
374
1438
media_image19.png
Greyscale
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media_image20.png
751
1076
media_image20.png
Greyscale
PNG
media_image21.png
139
1051
media_image21.png
Greyscale
Claims 2-7, 9, 12-16, and 18-20 are further rejected under 35 U.S.C. 112(b) for their dependency on other rejected claims.
Claim Rejections - 35 USC § 103
The text of those sections of Title 35, U.S. Code not included in this action can be found in a prior Office action.
Claims 1-5 are rejected under 35 U.S.C. as being unpatentable over Choi et al. (US 2021/0001742 A1) in view of Inoue et al. (US 2015/0001932 A1), Ibrahim et al. (US 2022/0158464 A1), and Van De Water (US 2021/0078435 A1, hereinafter “Van”).
NOTE: The Ibrahim reference has an effective filing date of 03/19/2019 due to domestic priority from provisional application 62/820,474.
Regarding Claim 1, Choi discloses an electric vehicle (EV) solar charging system (combo of “1”, “3”, “110”, and “121”; Fig. 7).
Choi further discloses the EV charging system (Fig. 7) comprises a DC/DC conversion system (“power supply circuit 150” with internals “151” and “153”; Figs. 2-7, 9) comprising a photovoltaic solar input (input to “151”; Figs. 3-7, 9) configured to receive direct current (DC) electricity (¶ [74]: “151 electrically connected to … convert the magnitude of the DC power generated from the solar panel 130”) from a photovoltaic source (“solar panel 130”; Figs. 2-7, 9).
Choi further discloses the DC/DC conversion system (“150” with internals “151” + “153”) is configured to generate a converted DC electricity (output from “151” in Figs. 3-7, 9; ¶ [73]: “DC/DC converter for converting the magnitude of the DC power”).
Choi further discloses this generation by adjusting a voltage of the DC electricity (¶ [74]: “convert the magnitude of the DC power generated from the solar panel 130”; voltage control is used by “150” per ¶ [114]: “applying the same voltage”) from the photovoltaic source (“130”).
Choi further discloses the voltage is adjusted to a necessary voltage (¶ [74]: “151 … to convert the magnitude of the DC power generated from the solar panel 130”; ¶ [27]: “supplies a DC power boosted by the second DC/DC converter to the vehicle”; ¶ [114]: “supply power to the first vehicle in such a manner that the output current gradually decreases while applying the same voltage”).
Choi further discloses the DC/DC conversion system (“150” with internals “151” + “153”) is further configured to transmit an EV charging DC electricity (output from “153” to “first connector 121”; Fig. 7; ¶ [116]: “supply DC power boosted by … 153 to the vehicle”).
Choi further discloses the EV charging DC electricity is transmitted to an EV (“3”; Figs. 6-7) via a DC input port (“153” output connected to “121”; Fig. 7) of the DC/DC conversion system (“150”).
Choi further discloses the DC/DC conversion system (“150” with internals “151” + “153”) comprises a first converter (“first DC/DC converter 151”; Fig. 7) configured to generate a first output current (output from “151”; Fig. 7) by modifying the voltage (¶ [74]: “to convert the magnitude of the DC power”) of a first input current (output from “130”, input to “151”; Fig. 7) from the photovoltaic source (“130”).
Choi further discloses the DC/DC conversion system (“150” with internals “151” + “153”) further comprises a converter (“second DC/DC converter 153”; Fig. 7) configured to receive the first output current (output from “151”, input to “153”; Fig. 7) and generate an EV charging DC electricity (output from “153” to “3”; Fig. 7).
Choi further discloses the DC/DC conversion system (“150” with internals “151” + “153”) is further configured to combine (outputs from “151”, “152”, and “140” are combined at the input to “153”, which combines them to produce the output from “153” to “3”; Fig. 7) the first output current (output from “151”) with a second output current (output from “140”) from an energy storage (“battery 140”; Fig. 7) and a third output current (output from “152”) converted from AC power (“AC/DC converter 152” converts its AC to produce the DC output; Fig. 7) to form a combined charging current (output from “153”; “153” combines inputs from “151”, “152”, and “140”, as drawn in Fig. 7), and to supply the combined charging current (output from “153”; Fig. 7) to the EV (“3”) through a DC charging plug (“connector 121”; Fig. 7; ¶ [116]: “121 may supply DC power boosted by the second DC/DC converter 153 to the vehicle”).
Choi further discloses the DC/DC conversion system (“150” with internals “151” + “153”) is configured to operate in a charging mode and a discharging mode (¶ [63]: “controlling the power supply circuit 150 for charging and discharging power to the power system or the vehicle”).
As addressed supra, Choi discloses the DC/DC conversion system comprises a first converter (“151”) configured to generate a first output current by modifying the voltage of a first input current from the photovoltaic source. However, Choi does not disclose the first output current is generated “based on at least one predetermined voltage parameter”.
As also addressed supra, Choi discloses a converter (“153”) configured to receive the first output current and generate an EV charging DC electricity”. However, Choi does not disclose “a bidirectional converter configured to receive the first output current and generate an EV charging DC electricity dynamically matched to a voltage level requested by a battery management system of the EV”.
As also addressed supra, Choi discloses the discharging mode. However, Choi does not disclose “during the discharging mode electricity is received from the EV battery and routed back to a building load or grid through a bidirectional converter and AC inverter”.
Inoue teaches a first converter (combo of “first DC/DC conversion circuit 13” and “first control section 14”; Figs. 1-2) configured to generate a first output current (output of “13” in Fig. 1; “bus voltage” in Fig. 5) by modifying the voltage of a first input current (“solar panel voltage” in step “S21” of Fig. 5; voltage measured by “voltmeter 11” shown in Figs. 1-2) from the photovoltaic source (“solar panel 1”; Fig. 1) based on at least one predetermined voltage parameter (“predetermined value” in step “S21” of Fig. 5; “Vmin” in ¶ [120, 126, 129, 130]).
Inoue teaches this control configuration of the first converter for the purpose of ensuring the photovoltaic source is providing sufficient voltage input to the first power converter (¶ [81]), which improves the power conversion efficiency from the photovoltaic source to the DC bus (¶ [233]: “generated power by the solar panel 1 can be maximally and efficiently derived”).
It would have been obvious for one of ordinary skill in the art to have modified the first converter disclosed by Choi to generate the first output current based on at least one predetermined voltage parameter, as taught by Inoue, to improve the power conversion efficiency of the first converter.
Ibrahim teaches a bidirectional converter (“variable voltage DC power supply 112”; Fig. 1; “bidirectional” per ¶ [24-25] when operated with an AC input) configured to receive the first output current (output from “power supply 106” is input to “112”; Fig. 1) and generate an EV charging DC electricity (“current” from “112” is output from “112” and delivered to “EV battery 118”; Fig. 1) dynamically matched to a voltage level (output of “112” is a variable DC voltage based on “charging parameters” which include “desired charging voltage” per ¶ [56-57]) requested by a battery management system (“battery management system 104”; Fig. 1; sends “charging parameter” information to the controller of “112” per ¶ [16, 47]) of the EV (“104” is on an EV per ¶ [46]).
Ibrahim further teaches the bidirectional converter configured to dynamically match the EV charging DC electricity to a voltage level requested by a BMS of the EV to enable the system to adaptable to multiple different types of EVs (¶ [14, 46-48, 51-53]), which provides flexibility to the system and its capabilities (¶ [52]).
It would have been obvious to one of ordinary skill in the art to modify the converter disclosed by Choi to be configured to dynamically match the EV charging DC electricity to a voltage level requested by a BMS of the EV, as taught by Ibrahim, to enable the system to be adaptable to multiple different types of EVs and their associated battery voltage levels, which provides flexibility to the system’s practical applications.
Van teaches the DC/DC conversion system (combination of “212”, “214”, “216”, “218”, “220”, and “222”; Fig. 2) is configured to operate in a charging mode (¶ [13]: “providing electrical energy transfer capability from the grid to an electric vehicle (EV) battery”) and a discharging mode (¶ [13]: “vehicle-to-grid (V2G) energy transfer capability”), in which during the discharging mode (“V2G”) electricity is received from the EV battery (“EV” shown in Fig. 2 with “EV battery” per ¶ [13]) and routed back to a grid (“grid”; Fig. 2) through a bidirectional converter (“first bidirectional isolated DC-DC converter 212”; Fig. 2) and AC inverter (“bidirectional AC-DC converter 210”; Fig. 2).
Van further teaches the discharging mode configuration (“V2G”) of the DC/DC conversion system to receive electricity from the EV battery and route back to the grid through a bidirectional converter and AC inverter to improve balancing of a public utility electrical grid at times of high demand (¶ [3]).
It would have been obvious to one of ordinary skill in the art to modify the DC/DC conversion system and discharging mode disclosed by Choi to receive electricity from the EV battery and route back to the grid through a bidirectional converter and AC inverter, as taught by Van, to improve balancing of the grid at times of high demand.
Regarding Claim 2, Choi discloses the EV charging DC electricity (output from “153” to “first connector 121”; Fig. 7; ¶ [116]: “supply DC power boosted by … 153 to the vehicle”) is also provided by an energy storage (“battery 140”; Figs. 2-7, 9; ¶ [72]: “may supply power supplied from the battery 140 to … a vehicle”).
Choi further discloses the EV solar charging system (combo of “1”, “3”, “110”, and “121”; Fig. 7) is configured to charge the energy storage (“140”) with at least one of the DC electricity from the photovoltaic source (“130”; ¶ [72]: “transfer power supplied from … the solar panel 130 to the battery”) and electricity from a grid (¶ [89]: “power system 2 including all components up to the power plant”; Figs. 4-5, 7; ¶ [80]: “charge the battery 140 with power supplied from the power system”).
Choi further discloses the energy storage (“140”) is configured to transmit storage electricity (¶ [31]: “power supply circuit to supply power supplied from … the battery … to the vehicle”) to the EV (“3”) via the DC/DC conversion system (“power supply circuit 150”). Choi further discloses this is performed as necessary to supplement or substitute the DC electricity (¶ [8]: power supplied from at least one of the battery or the solar panel to … the vehicle”) from the photovoltaic source (“130”).
Choi further discloses the storage electricity incorporated into the EV charging DC electricity (¶ [31]: “power supply circuit to supply power supplied from … the battery … to the vehicle”).
Choi further discloses the DC/DC conversion system (“150”) is configured to directly transmit the EV charging DC electricity to a battery pack system (¶ [16]: “DC power supplied … to the battery in the vehicle”) on the EV (“3”) configured to power the EV (¶ [4-5] discuss electric vehicles as alternatives to “vehicles use gasoline or diesel as fuel”. The electric vehicle is powered/fueled by the electricity charged into its onboard battery.).
Regarding Claim 3, Choi discloses that an AC input (“power system 2” input to “socket 110”; Fig. 4-5, 7) is provided to the EV solar charging system (“combo of “1”, “3”, “110”, and “121”; Fig. 7)
Choi further discloses the AC input (“2”) is converted to DC (¶ [74]: “convert AC power supplied from the power system into DC power”) in an AC/DC converter (“152” within “power supply circuit 150”; Figs. 2-7, 9), and transmitted to the EV (¶ [17, 23]: “transfer power from … the power system … to the battery”; ¶ [19, 25]: “power supplied from … the battery … to the vehicle”; Thus, power is transferred from AC input “2” to “152” to “140” to “153” to EV “3”; Fig. 7).
Choi further teaches the AC/DC converter (“152” within “150”) is configured to transmit a DC-converted AC input (output of “152” is input to “153”; Figs. 3-7; 9) to the EV (“3”; Figs. 6-7) via the DC/DC conversion system (“150” with internals “151” and “153”; Figs. 2-7, 9; output of “153” is sent to “3” through “first connector 121”).
Choi teaches this transmission as necessary to supplement or substitute the DC electricity from the photovoltaic source (¶ [17]: “supply power from at least one of the power system or the solar panel to the battery”; ¶ [19]: “power supplied from at least one of the battery or the solar panel to the vehicle”; Thus, output of “152” supplements power from “130” to “3”; Fig. 7).
Choi further teaches the AC/DC converter (“152” within “150”) is configured to convert the AC input (“2”) to an AC/DC converter output (output of “152”; Figs. 3-7; ¶ [74]: “convert AC power supplied from the power system into DC power”).
Choi further teaches to transmit the AC/DC converter output (output of “152”) to the EV (“3”) via the DC/DC conversion system (output of “152” is input to “153”; output of “153” is transmitted to “3”; Fig. 7).
Choi teaches this transmission as necessary to supplement or substitute the DC electricity from the photovoltaic source (per ¶ [17, 19]: output of “152” supplements power from “130” to “3”; Fig. 7), the storage electricity from the energy storage (outputs of “152” and “140” are connected at single node to supplement each other; Fig. 7), or both the DC electricity from the photovoltaic source and the storage electricity from the energy storage (outputs of “151”, “152”, and “140” are connected at single node to supplement each other as input to “153” to charge “3”; Fig. 7).
Regarding Claim 4, Choi discloses the direct current (DC) electricity from the photovoltaic source (output of “solar panel 130” to “151”; Figs. 2-7, 9) comprises at least one of DC electricity directly from the photovoltaic source (¶ [74]: “151 electrically connected to … convert the magnitude of the DC power generated from the solar panel 130”; drawn as direct connection from “130” to “151” per Figs. 2-7, 9), DC electricity from the photovoltaic source through an optimizer, and DC electricity from the photovoltaic source through a PV hybrid string inverter.
NOTE: The limitations “DC electricity from the photovoltaic source through an optimizer” and “DC electricity from the photovoltaic source through a PV hybrid string inverter” are not disclosed by Choi. However, Choi still anticipates Claim 4 by meeting the “at least one of…” language with its disclosure of “DC electricity directly from the photovoltaic source”.
Regarding Claim 5, Choi discloses the DC/DC conversion system (“power supply circuit 150” with internals “151” and “153”; Figs. 2-7, 9) is further configured to generate the EV charging DC electricity (¶ [116]: “supply DC power boosted by … 153 to the vehicle”).
Choi further discloses this generation is based on the converted DC electricity (output from “151” and input to “153” in Figs. 3-7, 9; ¶ [73]: “DC/DC converter for converting the magnitude of the DC power”).
Claims 6-7 are rejected under 35 U.S.C. as being unpatentable over Choi et al. (US 2021/0001742 A1) in view of Inoue et al. (US 2015/0001932 A1), Ibrahim et al. (US 2022/0158464 A1), Van De Water (US 2021/0078435 A1, hereinafter “Van”), and Nagashita (US 2015/0291035 A1).
Regarding Claim 6, Choi discloses a controller (“160”; Fig. 2; ¶ [72]: “150 … under the control of the controller 160”).
Choi further discloses the controller (“160”) is to control one or more switches (¶ [73]: “150 may include … various switches for controlling the flow of current”) of the EV solar charging system (combo of “1”, “3”, “110”, and “121”; Fig. 7).
Choi further teaches the one or more switches are configured to change (¶ [73]: “controlling the flow of current”) the EV solar charging system (combo of “1”, “3”, “110”, and “121”; Fig. 7).
Choi does not explicitly disclose the switches are configured to change the EV solar charging system “between a charging mode and a discharging mode”.
Nagashita teaches the one or more switches (“power supply circuit 10” includes switches “U1”, “/U1”, “V1”, “/V1”, “U2”, “/U2”, “V2”, and “/V2”; Figs. 1, 5-7) are configured to change the EV solar charging system (all components of Figs. 1, 5-7) between a charging mode (¶ [62-63]: modes B, E “in which a power … is converted and output to the third input-output port 60b”; Fig. 1 shows battery pack “62b” connected across “60b”; Thus, “62b” is charging in modes B and E.) and a discharging mode (¶ [64]: modes G, H, I “in which a power input from … 60b is converted and output …”; Thus, “62b” is discharging in modes G, H, and I.).
Nagashita further teaches the configuration of the switches to change the EV solar charging system between a charging mode and a discharging mode to lower the cost of the power conversion apparatus by using fewer DC/DC converters (¶ [7-10]).
It would have been obvious to one of ordinary skill in the art to modify the EV solar charging system disclosed by Choi for the switches to change the system between the charging mode and the discharging mode, as taught by Nagashita, to lower the cost of the EV solar charging system.
Regarding Claim 7, Choi does not explicitly disclose “wherein the DC/DC conversion system further comprises a bidirectional converter configured to transmit the EV charging DC electricity to the EV and to receive EV discharging DC electricity from the EV via an EV charging DC plug”.
Nagashita teaches the DC/DC conversion system (“power supply device 101”; Figs. 1, 5-7) further comprises a bidirectional converter (“power supply circuit 10”; Figs. 1, 5-7; ¶ [86]: “10 can function as a bidirectional DC-DC converter circuit”).
Nagashita further teaches the bidirectional converter (“10”) is configured to transmit the EV charging DC electricity (¶ [62-63]: modes B, E “in which a power … is converted and output to the third input-output port 60b”) to the EV (Fig. 1 shows battery pack “62b” connected across “60b”; Thus, “62b” is charging in modes B and E; per ¶ [102]: “62b” is part of an EV).
Nagashita further teaches the bidirectional converter (“10”) is also configured to receive EV discharging DC electricity (¶ [64]: modes G, H, I “in which a power input from … 60b is converted…”) from the EV (“62b” is discharging in modes G, H, and I.; per ¶ [102]: “62b” is part of an EV) via an EV charging DC plug (“third input-output port 60b” is a schematic representation of the charging plug to the plug-in hybrid/electric vehicle; Figs. 1, 5-7).
It would have been obvious to one of ordinary skill in the art to modify the EV solar charging system disclosed by Choi for the bidirectional converter to be configured to both transmit and receive electricity to/from the EV, as further taught by Nagashita, to lower the cost of the EV solar charging system.
Claim 8 is rejected under 35 U.S.C. as being unpatentable over Choi et al. (US 2021/0001742 A1) in view of Inoue et al. (US 2015/0001932 A1), Ibrahim et al. (US 2022/0158464 A1), Van De Water (US 2021/0078435 A1, hereinafter “Van”), Nagashita (US 2015/0291035 A1), and Kong et al. (US 2014/0253018 A1).
Regarding Claim 8, Choi discloses an EV charging AC plug (“second connector 122”; Figs. 1, 3, 9; ¶ [116]: “122 may supply … AC power to the second vehicle 3-2”).
Choi further discloses an AC electricity source (“power system 2” connected to “socket 110” in Figs. 4-5) is directed, through the EV charging AC plug (“122” shown connected to “110” in Fig. 3), to a second EV (“second vehicle 3-2”; Fig. 9; ¶ [116]: “122 may supply … AC power to the second vehicle 3-2”).
Choi further discloses the AC electricity source (“2” connected to “110”) charges the second EV (“3-2”) when the AC electricity source is not being used (Fig. 3 shows the AC source “2” input connector “110” is electrically connected to output connector “122”; Fig. 9 shows “122” connected to second EV “3-2”; Thus, the second EV can be charged from the AC source “2” anytime “2” connects to “110” and “122” connects to “3-2”, including when first EV “3-1” is not being charged from the AC source.) to charge a first EV (“3-1”).
Choi does not explicitly disclose an AC charging port of a second EV. Choi also does not explicitly disclose the AC electricity source charges the battery of the second EV through an onboard AC/DC charger of the second EV.
Kong teaches an AC charging port (Fig. 1 shows schematic representation of ports “VAC_1” and “VAC_2”) of a second EV (“vehicle” in title; not drawn).
Kong further teaches the AC electricity source (“AC” in Fig. 1; ¶ [11]: “AC power may be input from electric vehicle service equipment (EVSE)”) charges the battery (“high voltage battery 110”; Fig. 1) of the second EV (“vehicle” in title; not drawn) through an onboard AC/DC charger (circuit including “power supplier 150”, “charging controller 130”, and “charger 120”; Fig. 1) of the second EV (“vehicle” in title; not drawn).
Kong teaches this to enable the use of an external commercial power supply (¶ [5]) and to improve operating efficiency of the charger (¶ [9]).
It would have been obvious to one of ordinary skill in the art to modify the second EV disclosed by Choi to incorporate an onboard AC/DC charger, as taught by Kong, to enable the use of an external commercial power supply and improve power efficiency.
Claim 9 is rejected under 35 U.S.C. as being unpatentable over Choi et al. (US 2021/0001742 A1) in view of Inoue et al. (US 2015/0001932 A1), Ibrahim et al. (US 2022/0158464 A1), Van De Water (US 2021/0078435 A1, hereinafter “Van”), Nagashita (US 2015/0291035 A1), Kong et al. (US 2014/0253018 A1), and Dunton et al. (US 2016/0126367 A1).
Regarding Claim 9, Choi does not disclose “wherein the photovoltaic source includes a rapid shutdown optimizer”.
Dunton teaches a photovoltaic source (“PV array 103” with internal PV modules “101”; Figs. 1, 3) that includes a rapid shutdown optimizer (various embodiments depicted in Figs. 1, 3, 5 include module switches “502”, “510”, and/or DC disconnect switches “104”, “1205” which can be used to rapidly reduce the DC output voltage) for the advantage of reducing the safety risks posed to people by exposed high voltages (¶ [8-11]).
It would have been obvious to one of ordinary skill in the art to modify the photovoltaic source disclosed by Choi to include a rapid shutdown optimizer, as taught by Dunton, to improve safety of the EV solar charging system.
Allowable Subject Matter
Claims 10-16 and 18-20 would be allowable if rewritten to overcome the rejection(s) under 35 U.S.C. 112(b) or 35 U.S.C. 112 (pre-AIA ), 2nd paragraph, set forth in this Office action, to overcome the objection(s) set forth in this Office action, and to include all of the limitations of the base claim and any intervening claims.
The following is a statement of reasons for the indication of allowable subject matter:
The applicant incorporated subject matter from original claim 17 (indicated as allowable subject matter in previous office action) into the independent claims 10 and 11.
Regarding Claim 10, though the prior art teaches four converters, a renewable energy source, and an electric vehicle energy source in the claimed arrangement, it fails to teach the inclusion of and the combination with “wherein the third converter is electrically connected to the fourth converter through the third output current switch, the third output current switch configured to alternate between electrically connecting the third converter and the fourth converter when the third output current switch is closed and electrically disconnecting the third converter and the fourth converter such that that the third converter is not electrically connected to the fourth converter when the third output current switch is open; and wherein the EV charging system has a charge mode and a discharge mode, wherein in the charging mode, the EV charging system is configured such that: the inverter switch electrically connects the inverter to the first converter and the renewable energy source and the third output current switch is closed, and wherein in the discharging mode, the EV charging system is configured such that: the inverter switch electrically connects the inverter to the second converter and to the energy storage and the third output current switch is open; wherein the electric vehicle (EV) charging system, for discharging an EV, is further configured to receive a discharging input current delivered from an electric vehicle energy source and to output an inverter output current”.
Regarding Claim 11, though the prior art teaches four converters, a renewable energy source, and an electric vehicle energy source in the claimed arrangement, it fails to teach the inclusion of and the combination with “wherein the third converter is electrically connected to the fourth converter through the third output current switch, the third output current switch configured to alternate between electrically connecting the third converter and the fourth converter when the third output current switch is closed and electrically disconnecting the third converter and the fourth converter such that that the third converter is not electrically connected to the fourth converter when the third output current switch is open; and wherein the EV charging system has a charge mode and a discharge mode, wherein in the charging mode, the EV charging system is configured such that: the inverter switch electrically connects the inverter to the first converter and the renewable energy source and the third output current switch is closed, and wherein in the discharging mode, the EV charging system is configured such that: the inverter switch electrically connects the inverter to the second converter and to the energy storage and the third output current switch is open; wherein the electric vehicle (EV) charging system, for discharging an EV, is further configured to receive a discharging input current delivered from an electric vehicle energy source and to output an inverter output current”.
Claim 12-16 and 18-20 would be allowable due to their dependency on claim 11.
Conclusion
Applicant's amendment necessitated the new ground(s) of rejection presented in this Office action. Accordingly, THIS ACTION IS MADE FINAL. See MPEP § 706.07(a). 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 Daniel P McFarland whose telephone number is (571)272-5952. The examiner can normally be reached Monday-Friday, 7:30 AM - 4:00 PM Eastern.
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/DANIEL P MCFARLAND/Examiner, Art Unit 2859
/DREW A DUNN/Supervisory Patent Examiner, Art Unit 2859
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