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 .
Allowable Subject Matter
BOTH of dependent claim 39 and also dependent claim 26 into independent claim 15 would be allowable over the prior art of record.
Response to the remarks
The applicant has elected and provided arguments and no amendments to the current claims but added new claims.
The applicant argues that no reference in the prior art discloses or suggests “constructing a digital twin of the area of interest where the traffic travels and being a virtual representation that serves as a real time digital counterpart of the area of interest as to where the traffic travels”. See augments of 7-29-2025 and page 6.
This claimed feature is discussed in paragraph 510-513 as “...III. Building a Digital Twin
[0500] Using a dashboard (the “Dashboard”) which overlooks 9 intersections in the city of Bellevue, a digital twin of the intersections may first be created using OSM (OpenStreetMaps).
[0501] SUMO has a program with OSM that allows the user to be able to crop out a section of the map that one would want to simulate in SUMO and edit accordingly.
[0502] After the process of importing the network, the parameters of the simulation may be adjusted. SUMO currently allows one to adjust the count of cars, trucks, buses, motorcycles, bicycles, and pedestrians. There are other options such as trams, urban trains, and trains but those may be excluded due to the nature of the simulation.
IV. Parameter Tuning
[0503] From the Dashboard, data from any intersection and the counts of classified objects that go through by hour (or any other time metric) may be grabbed. The classifications of the model may be: bicycle, bus, car, motorbike, person, truck.
V. Simulation
[0504] Using the method of digital twinning and importing data from the Dashboard the 9 intersections may be simulated with real data taken. Only 2 hours worth of data taken from 12:00 PM˜2:00 PM may be used. This parameter of this simulation may be taken from the GridMatrix Dashboard and may be as followed:
[0505] Time/Duration2 hours
[0506] # of Vehicles 3,125
[0507] # of Pedestrians 472
[0508] There are numerous output files that SUMO may provide after the simulation is over. There is the floating vehicle data which is the position and speed of the vehicles. The congestion of the vehicles can be seen and may be seen from the data from the floating vehicle file in FIG. 21.
[0509] Another file that SUMO may provide is the emission data from the simulation. Using this dataset the output of CO2, CO, HC, NOx, PMx, fuel consumption, and electricity consumption may be seen. Using this information insight on how the intersections are doing may be obtained, and then whether the traffic light signals may need polishing or more/less lanes may be decided.
VI. Thoughts and Conclusion
[0510] This is just the beginning of the many accomplishments that may be achieved with simulating a digital twin intersection with real data. The simulation may not be comprehensive and complete. The output of speed and congestion may be analyzed and then networks may be rebuilt to see what will yield a more optimized network. On top of that, it is possible to analyze emission output from the simulated file and adjust traffic signal light timing to make sure that we reduce emissions for a smarter city.
[0511] It is also important to note that the behaviors of the vehicles may not be controlled yet in SUMO.
[0512] Secondly, this kind of data may yield more robust and full-bodied output to a traffic engineer. This kind of information may be able to give traffic engineers a full understanding of the intersections that they are working with alongside with products discussed herein.”
PNG
media_image1.png
630
804
media_image1.png
Greyscale
In paragraph 555 it is show as a traffic video with frames showing the traffic. Therefore, the phrase digital twin means object on the video that the traffic engineer can watch. [0557] FIG. 27D depicts a fourth frame 2700D of traffic data video. The fourth frame 2700D may be a subsequent frame to the third frame 2700C of FIG. 27C. As mentioned above, the two objects 2751G, 2751H in the intersection have proceeded and are involved in a near miss. As such, the indicators 2752G, 2752H for those two objects 2751G, 2751H that previously indicated that the two objects 2751G, 2751H had not been involved in a near miss have been modified to indicate that the two objects 2751G, 2751H have been involved in a near miss. However, it is understood that this is an example. In other implementations, the indicators 2752G, 2752H for those two objects 2751G, 2751H that previously indicated that the two objects 2751G, 2751H had not been involved in a near miss may instead be removed and other indicators 2752G, 2752H indicating that the two objects 2751G, 2751H have been involved in a near miss may be added. Various configurations are possible and contemplated without departing from the scope of the present disclosure.
PNG
media_image2.png
778
974
media_image2.png
Greyscale
The cited reference to Mondragon discloses an edge computing device that can track vehicles in an intersection and count the vehicles 1 and 2 that are moving through the intersection and that may potentially collide. This is collected from sensors used from “machine vision sensors” to detect and generate the tracking at the edge computing device. See paragraph 12. At paragraph 23-30 and 75 and abstract and in the intersection that traffic control device can track if a first and a second vehicle are expected to collide and then control the traffic control device to control the first and the second vehicle.
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
This is clearly digital.
This is clearly a twin as there is a first vehicle and a second vehicle (are in real life) that are tracked and about to collide and are countered. This is a twin of the area being represented at the edge server (second twin) so the user can “watch this” or automatically control the two vehicles to miss each other.
This is virtual representation of the intersection where the vehicles travel. Also a metric is presented to the dashboard where the message can alert the user of an obstruction or a speed or to stop or keep moving. See paragraph 75. The edge computing device also has a display and input component.
It is not understood what the applicant is referring to but a twin word is not shown but this is being interpreted as video data.
Claim Rejections - 35 USC § 102
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 the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action:
A person shall be entitled to a patent unless –
(a)(1) the claimed invention was patented, described in a printed publication, or in public use, on sale, or otherwise available to the public before the effective filing date of the claimed invention.
(a)(2) the claimed invention was described in a patent issued under section 151, or in an application for patent published or deemed published under section 122(b), in which the patent or application, as the case may be, names another inventor and was effectively filed before the effective filing date of the claimed invention.
Claims 1-14 are canceled.
Claim 1 is rejected under 35 U.S.C. sec. 102(a)(2) as being anticipated by Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019.
Chery discloses “1. A system for traffic monitoring, analysis, and prediction, comprising:
a memory allocation configured to store at least one executable asset;
and a processor allocation configured to access the memory allocation and execute the at least one executable asset to instantiate at least one service that: (see camera computer and cpu Optionally, the camera may have a storage module for storing image or video data occupying a small memory. Alternatively, the temperature of the memory module needs to be greater than the range of ambient temperature variation. In one example, the storage temperature range of the camera is minus 40 degrees celsius to 90 degrees celsius.
Optionally, a clock frequency of a Central Processing Unit (CPU) of the camera needs to be fast to ensure that the acquired video image frame is transmitted and called. In one example, the core number of the CPU main frequency of the camera is at least 4, and the single core speed of the CPU main frequency is required to be greater than or equal to 2.2 GHz.) obtains traffic data;
(see abstract and claims 1-2 where the live action navigation function can be combined from 1. Live action navigation video and 2. The real time navigation data and with a camera mounted on the vehicle) (See detailed description at paragraph 1-4 where the vehicle-mounted navigation is carried out by utilizing a positioning system to cooperate with an electronic map, and can accurately and conveniently tell a driver of a vehicle to prompt a driving route of the vehicle. Optionally, the vehicle navigation realizes Positioning of the acquired vehicle in the map by means of Global Positioning System (GPS) Positioning or network Positioning, acquires the traffic conditions around the vehicle from the Positioning server, and finally displays the position Positioning of the vehicle and the traffic conditions around the vehicle together in an interactive interface interacting with the user. Optionally, the vehicle-mounted navigation system may acquire the positioning data of the user in the other terminal device by connecting with the other terminal device, for example, the vehicle-mounted navigation system may be connected with a mobile phone to acquire the positioning data of the vehicle in the mobile phone. And the data is embodied in an interactive interface to implement navigation functions.)
performs object detection and classification;
determines structured data;
calculates metrics using the structured data; (see FIG. 3 where the video camera and processor can detect that there is a road block ahead of the target vehicle and then there is an object at risk with colliding with the target vehicle; Optionally, when the real-time navigation data includes target roadblock data, displaying a roadblock identifier in the live-action navigation video according to the target roadblock data and the navigation image frame, where the roadblock identifier is used to indicate a target roadblock existing around the target vehicle. Optionally, the target barricade indicates an object that is at risk of colliding with the target vehicle.)
prepares processed data for visualization from the metrics; and presents the prepared processed data via at least one dashboard. (see claim 1 where the live action video is combined with the real time navigation data and displayed on the display in Fig. 3-4)
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.
Claim 2 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent No.: 6873723 B1 to Aucsmith that was filed in 1999.
PNG
media_image3.png
919
1378
media_image3.png
Greyscale
Chery is silent but Aucsmith teaches “...2. The system of claim 1, wherein the at least one service determines the structured data by: determining a frame number for a frame of video; (see col. 3, line 55 to col. 4, line 59 where a frame can be segmented frame by frame so clues in the frame can be determined)
determining an intersection identifier for the frame of video; (see col. 5, line 35 where the intersection of the left image plane intersects with point I and at col. 5, line 40-45 the right image plane 442 intersects at point R)
assigning a unique tracker identifier to each object detected in the frame of video; and (see FIG. 4 where the tracking identification 410 of the object B is shown and a second foreground object is tracked at element F of both cameras)
determining coordinates of each object detected in the frame of video”. (see col. 5, lines 14-32 where the foreground object can be determined in the 3d first coordinates of the coordinate system and a back ground object b is shown in the second coordinates)”.
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 Aucsmith with the disclosure of Chery since Aucmith teaches that a coordinate of background and foreground objects can be determined. These coordinate images can be recorded in FIG. 4 from the camera system. Then a range or depth can also be determined and a range map also determined. This can provide an improved video that is a 3d video without a range sensor. See abstract.
Claims 3-7 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent No.: US9335766B1 to Silver et al. that was filed in 2013.
Silver teaches “...3. The system of claim 2, wherein the at least one service further determines the structured data by determining a class of each object detected in the frame of video”. (see col. 4, lines 11 to 40 where the class of objects are determined and the vehicle can be detected, or a lane marking, or retro reflector, or cone and these are applied to each individual frame of sensor data).
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 SILVER with the disclosure of Chery since SILVER teaches that a number of frames can be determined. The frames can count static objects in the frame and dynamic objects that move in the frame. The processor can then correctly classify the background static objects versus the dynamic moving objects. The vehicle can then determine the lane markings or curb to accurately pilot the vehicle with success. See abstract and Col 9, line 1 to col. 12, line 10 of Silver.
PNG
media_image4.png
876
897
media_image4.png
Greyscale
Silver teaches “...4. The system of claim 1, wherein the at least one service calculates the metrics using the structured data by calculating a difference between one or more x or y positions for an object in different frames of video”. (See FIG. 3, block 306 where the second object in the frame is detected a number of times in the frame in the same location and this can be determined to be a background object in the frame in block 306; see col. 12, line 10 to col. 14, line 5).
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 SILVER with the disclosure of Chery since SILVER teaches that a number of frames can be determined. The frames can count static objects in the frame and dynamic objects that move in the frame. The processor can then correctly classify the background static objects versus the dynamic moving objects. The vehicle can then determine the lane markings or curb to accurately pilot the vehicle with success. See abstract and Col 9, line 1 to col. 12, line 10 of Silver.
Silver teaches “...5. The system of claim 4, wherein the at least one service uses the difference along with times respectively associated with the different frames to calculate at least one of the metrics that is associated with a speed of the object. (See FIG. 3, block 306 where the second object in the frame is detected a number of times in the frame in the same location and this can be determined to be a background object in the frame in block 306; see col. 12, line 10 to col. 14, line 5 and Col. 14, line 10-65).
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 SILVER with the disclosure of Chery since SILVER teaches that a number of frames can be determined. The frames can count static objects in the frame and dynamic objects that move in the frame. The processor can then correctly classify the background static objects versus the dynamic moving objects. The vehicle can then determine the lane markings or curb to accurately pilot the vehicle with success. See abstract and Col 9, line 1 to col. 12, line 10 of Silver.
Silver teaches “...6. The system of claim 5, wherein the speed is an average speed of the object during the video or a cumulative speed of the object”. (see col. 6, lines 25-40)
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 SILVER with the disclosure of Chery since SILVER teaches that a number of frames can be determined. The frames can count static objects in the frame and dynamic objects that move in the frame. The processor can then correctly classify the background static objects versus the dynamic moving objects. The vehicle can then determine the lane markings or curb to accurately pilot the vehicle with success. See abstract and Col 9, line 1 to col. 12, line 10 of Silver.
Silver teaches “..7. The system of claim 1, wherein the at least one service calculates the metrics using the structured data by correlating a traffic light phase determined for a frame of video along with a determination that an object arrived at an intersection in the frame. (See col. 9, lines 65-67 and col. 14, line 1-50 and Col. 15, lines 18-40 where the static object that is continually being detected in the frame is a traffic light and the vehicle can detect its position relative to the light signal)
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 SILVER with the disclosure of Chery since SILVER teaches that a number of frames can be determined. The frames can count static objects in the frame and dynamic objects that move in the frame. The processor can then correctly classify the background static objects versus the dynamic moving objects. The vehicle can then determine the lane markings or curb to accurately pilot the vehicle with success. See abstract and Col 9, line 1 to col. 12, line 10 of Silver.
Claim 8 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent No.: US9335766B1 to Silver et al. that was filed in 2013.
Chery discloses “8. A system for traffic monitoring, analysis, and prediction, comprising: a memory allocation configured to store at least one executable asset; and a processor allocation configured to access the memory allocation and execute the at least one executable asset to instantiate at least one service that: (see camera computer and cpu Optionally, the camera may have a storage module for storing image or video data occupying a small memory. Alternatively, the temperature of the memory module needs to be greater than the range of ambient temperature variation. In one example, the storage temperature range of the camera is minus 40 degrees celsius to 90 degrees celsius.
Optionally, a clock frequency of a Central Processing Unit (CPU) of the camera needs to be fast to ensure that the acquired video image frame is transmitted and called. In one example, the core number of the CPU main frequency of the camera is at least 4, and the single core speed of the CPU main frequency is required to be greater than or equal to 2.2 GHz.) (see abstract and claims 1-2 where the live action navigation function can be combined from 1. Live action navigation video and 2. The real time navigation data and with a camera mounted on the vehicle) (See detailed description at paragraph 1-4 where the vehicle-mounted navigation is carried out by utilizing a positioning system to cooperate with an electronic map, and can accurately and conveniently tell a driver of a vehicle to prompt a driving route of the vehicle. Optionally, the vehicle navigation realizes Positioning of the acquired vehicle in the map by means of Global Positioning System (GPS) Positioning or network Positioning, acquires the traffic conditions around the vehicle from the Positioning server, and finally displays the position Positioning of the vehicle and the traffic conditions around the vehicle together in an interactive interface interacting with the user. Optionally, the vehicle-mounted navigation system may acquire the positioning data of the user in the other terminal device by connecting with the other terminal device, for example, the vehicle-mounted navigation system may be connected with a mobile phone to acquire the positioning data of the vehicle in the mobile phone. And the data is embodied in an interactive interface to implement navigation functions.)
PNG
media_image5.png
858
677
media_image5.png
Greyscale
Silver teaches “...retrieves structured data determined from point cloud data from LiDAR sensors used to monitor traffic; (see FIG. 1 where the device has a lidar device 128 and a radar 126 and can fuse the data for a computer vision and obstacle avoidance system 144)
calculates metrics using the structured data; prepares processed data for visualization from the metrics; and presents the prepared processed data via at least one dashboard. (See FIG. 3, block 306 where the second object in the frame is detected a number of times in the frame in the same location and this can be determined to be a background object in the frame in block 306; see col. 12, line 10 to col. 14, line 5 and see claim 1-7 where a first object can be repeatedly detected as being in the same position in the frame over and over and this is a background object while a second object is moving in the frame many times and is a moving object and the processor can determine a foreground or background object based on these metrics).
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 SILVER with the disclosure of Chery since SILVER teaches that a number of frames can be determined. The frames can count static objects in the frame and dynamic objects that move in the frame. The processor can then correctly classify the background static objects versus the dynamic moving objects. The vehicle can then determine the lane markings or curb to accurately pilot the vehicle with success. See abstract and Col 9, line 1 to col. 12, line 10 of Silver.
Claim 9 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent No.: US9335766B1 to Silver et al. that was filed in 2013.
Silver teaches “...9. The system of claim 8, wherein the metrics include at least one of: vehicle volume; average speed; distance travelled; pedestrian volume; non-motor volume; light status on arrival; arrival phase; a route through an intersection; or a light time. (see Col. 15, lines 1-20 where the av detects a lane marker for a route through the intersection as a static object)”.
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 SILVER with the disclosure of Chery since SILVER teaches that a number of frames can be determined. The frames can count static objects in the frame and dynamic objects that move in the frame. The processor can then correctly classify the background static objects versus the dynamic moving objects. The vehicle can then determine the lane markings or curb to accurately pilot the vehicle with success. See abstract and Col 9, line 1 to col. 12, line 10 of Silver.
Claim 10 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent No.: US9335766B1 to Silver et al. that was filed in 2013 and in view of U.S. Patent Application Pub. No.: US 2016/0362084A1 to Martin et al. that was filed on 6-15-15
Martin teaches “...10. The system of claim 8, wherein the at least one service summons at least one vehicle using at least one of the metrics or the processed data. (see paragraph 53 where the destination may indicate a new destination that is improper and may indicate the vehicle is about to be stolen; see paragraph 14 where a server provides that the commands from the phone are secure and that an unauthorized cell phone is provided access to steal the vehicle) (See paragraph 14-18 where the server can confirm the message and then the vehicle autonomously navigates to the destination, and if the message is not confirmed then the message indicates a problem and a failure alert is provided).
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of Martin with the disclosure of Chery to provide a server that can provide an authentication function from a portable communication device. If authenticated then the user can summon the vehicle using the phone. However, if the server detects that there is a problem and a second unauthorized person is summoning the phone then the server may stop this process and report to the authorities. This deters from unauthorized access and prevents the vehicle from being stolen. See paragraphs 14-20 of Martin.
Claims 11-14 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent No.: US9335766B1 to Silver et al. that was filed in 2013 and in view of U.S. Patent Application Pub. No.: US20210118301A1 to Mondragon et al. that was filed in 2019.
Chery is silent but Mondragon teaches “...11. The system of claim 8, wherein the at least one service tracks near misses/collisions using at least one of the metrics or the processed data”. (see abstract where in the intersection that traffic control device can track if a first and a second vehicle are expected to collide and then control the traffic control device to control the first and the second vehicle).
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Mondragon teaches “...12. The system of claim 8, wherein the at least one service determines a fastest route using at least one of the metrics or the processed data”. (see claim 14 where the fastest method is used to avoid a collision and paragraph 1-18)
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Mondragon teaches “...13. The system of claim 8, wherein the at least one service controls traffic signals to prioritize traffic using at least one of the metrics or the processed data. (see paragraph 64 where the emergency vehicles have priority)”.
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Mondragon teaches “...14. The system of claim 8, wherein the at least one service determines a most efficient route using at least one of the metrics or the processed data. (see paragraph 60-64 where the emergency vehicles have priority and the further objects are slowed first while closer vehicles can be provided no change)”.
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Claims 15-20 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent Application Pub. No.: US20210118301A1 to Mondragon et al. that was filed in 2019.
Chery discloses “15. A system for traffic monitoring, analysis, and prediction, comprising: a memory allocation configured to store at least one executable asset; and a processor allocation configured to access the memory allocation and execute the at least one executable asset to instantiate at least one service that: (see camera computer and cpu Optionally, the camera may have a storage module for storing image or video data occupying a small memory. Alternatively, the temperature of the memory module needs to be greater than the range of ambient temperature variation. In one example, the storage temperature range of the camera is minus 40 degrees celsius to 90 degrees celsius.
Optionally, a clock frequency of a Central Processing Unit (CPU) of the camera needs to be fast to ensure that the acquired video image frame is transmitted and called. In one example, the core number of the CPU main frequency of the camera is at least 4, and the single core speed of the CPU main frequency is required to be greater than or equal to 2.2 GHz.) (see abstract and claims 1-2 where the live action navigation function can be combined from 1. Live action navigation video and 2. The real time navigation data and with a camera mounted on the vehicle) (See detailed description at paragraph 1-4 where the vehicle-mounted navigation is carried out by utilizing a positioning system to cooperate with an electronic map, and can accurately and conveniently tell a driver of a vehicle to prompt a driving route of the vehicle. Optionally, the vehicle navigation realizes Positioning of the acquired vehicle in the map by means of Global Positioning System (GPS) Positioning or network Positioning, acquires the traffic conditions around the vehicle from the Positioning server, and finally displays the position Positioning of the vehicle and the traffic conditions around the vehicle together in an interactive interface interacting with the user. Optionally, the vehicle-mounted navigation system may acquire the positioning data of the user in the other terminal device by connecting with the other terminal device, for example, the vehicle-mounted navigation system may be connected with a mobile phone to acquire the positioning data of the vehicle in the mobile phone. And the data is embodied in an interactive interface to implement navigation functions.)
PNG
media_image6.png
859
988
media_image6.png
Greyscale
Mondragon teaches “...constructs a digital twin of an area of interest; retrieves structured data determined from traffic data for the area of interest; (see paragraph 23-30) calculates metrics using the structured data; prepares processed data for visualization from the metrics; and presents the prepared processed data in a context of the digital twin via at least one dashboard that displays the digital twin”. (see paragraph 23-30 and 75 and abstract where in the intersection that traffic control device can track if a first and a second vehicle are expected to collide and then control the traffic control device to control the first and the second vehicle).
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Mondragon teaches “...16. The system of claim 15, wherein the at least one service simulates traffic via the at least one dashboard using the processed data. (see paragraph 7 and 23-30 and 75)
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Mondragon teaches “...17. The system of claim 16, wherein the at least one service simulates how a change affects traffic patterns. (see paragraph 7 and 23-30 and 64-75)”.
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Mondragon teaches “..18. The system of claim 17, wherein the change alters at least one of a simulation of:
the traffic;
a traffic signal; or
a traffic condition. (see paragraph 7 and 23-30 and 64-75)”.
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Mondragon teaches “..19. The system of claim 15, wherein the digital twin includes multiple intersections. (see paragraph 70-79)
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Mondragon teaches “...21. (Previously Presented) The system of claim 17, wherein the at least one service receives the change”. (see paragraph 7 and 23-30 and 64-75)”.
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Mondragon teaches “..19. The system of claim 15, wherein the digital twin includes multiple intersections. (see paragraph 70-79)
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Claims 20-24 and 27 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent Application Pub. No.: US20210118301A1 to Mondragon et al. that was filed in 2019.
Mondragon teaches “..20. The system of claim 19, wherein the at least one dashboard includes indicators selectable to display information for each of the multiple intersections. (see paragraph 70-79)
It would have been obvious for one of ordinary skill in the art at the time of the effective filing date of the invention to combine the teachings of MONDRAGON with the disclosure of Chery to provide a traffic control device. It can detect a potential collision and control the traffic control device to avoid the collision and control the vehicles. Also, it can include different signals for weather and emergency vehicles to provide safe operation and prevent vehicles from colliding at the intersection. See claims 1-8 of Mondragon.
Mondragon teaches “.. 21. (Previously Presented) The system of claim 17, wherein the at least one service receives the change. (See paragraph 12-40 as there is a first vehicle and a second vehicle (are in real life) that are tracked and about to collide and are countered. This is a twin of the area being represented at the edge server (second twin) so the user can “watch this” or automatically control the two vehicles to miss each other. This is virtual representation of the intersection where the vehicles travel. Also a metric is presented to the dashboard where the message can alert the user of an obstruction or a speed or to stop or keep moving. See paragraph 70-75. The edge computing device also has a display and input component.)
Mondragon teaches 22. (Previously Presented) The system of claim 21, wherein the at least one service receives the change via the at least one dashboard. (See paragraph 12-40 as there is a first vehicle and a second vehicle (are in real life) that are tracked and about to collide and are countered. This is a twin of the area being represented at the edge server (second twin) so the user can “watch this” or automatically control the two vehicles to miss each other. This is virtual representation of the intersection where the vehicles travel. Also a metric is presented to the dashboard where the message can alert the user of an obstruction or a speed or to stop or keep moving. See paragraph 70-75. The edge computing device also has a display and input component.)
Mondragon teaches 23. (Previously Presented) The system of claim 17, wherein the at least one service simulates the traffic using simulation of urban mobility. (See paragraph 12-40 as there is a first vehicle and a second vehicle (are in real life) that are tracked and about to collide and are countered. This is a twin of the area being represented at the edge server (second twin) so the user can “watch this” or automatically control the two vehicles to miss each other. This is virtual representation of the intersection where the vehicles travel. Also a metric is presented to the dashboard where the message can alert the user of an obstruction or a speed or to stop or keep moving. See paragraph 70-75. The edge computing device also has a display and input component.)
Claim 24 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent Application Pub. No.: US20210118301A1 to Mondragon et al. that was filed in 2019 and in view of Yang.
Yang teaches “...24. (Previously Presented) The system of claim 17, wherein the change involves adjusting an amount of the traffic. (See paragraph 119- 121 were based on the travel speed and the number of turns and travel loss for each segment these can be manipulated for an optimization to reduce the travel traffic and increase the travel speed based on the average for example by reducing the exits and I paragraph 125 autonomous vehicles can provide overtaking and reduce lane changing and provide shorter following)
It would have been obvious for one of the ordinary skill in the art before the effective filing data to combine the teachings of YANG with the disclosure of CHERY with a reasonable expectation of success since YANG teaches a computing device can include vehicles that provide data to the data processing block. Then an anomaly filtering and trajectory analysis can be provided based on the historical data and the travel path for a traffic simulation. Then the device can provide hints for how to reduce the traffic in the simulation. For example, less turning can be provided for a closer vehicle being followed together for autonomous vehicle. They can also identify bad intersections and reduce the volume of vehicles through them. This can be providing an increased speed of all vehicles based on the mean value to provide an improved trip requirement data.
Yang teaches “...25. (Previously Presented) The system of claim 17, wherein the change involves adjusting a vehicle type of at least a portion of the traffic. (See paragraph 119- 121 where based on the travel speed and the number of turns and travel loss for each segment these can be manipulated for an optimization to reduce the travel traffic and increase the travel speed based on the average for example by reducing the exits and I paragraph 125 autonomous vehicles can provide overtaking and reduce lane changing and provide shorter following)
It would have been obvious for one of the ordinary skill in the art before the effective filing data to combine the teachings of YANG with the disclosure of CHERY with a reasonable expectation of success since YANG teaches a computing device can include vehicles that provide data to the data processing block. Then an anomaly filtering and trajectory analysis can be provided based on the historical data and the travel path for a traffic simulation. Then the device can provide hints for how to reduce the traffic in the simulation. For example, less turning can be provided for a closer vehicle being followed together for autonomous vehicle. They can also identify bad intersections and reduce the volume of vehicles through them. This can be providing an increased speed of all vehicles based on the mean value to provide an improved trip requirement data.
Claim 26 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of MONDRAGON
and in view of Chinese Patent Pub. No.: CN107211287A to Feng Bird Aviation Technology filed in 2015 (hereinafter “Feng Bird”)
Feng Bird teaches “...26. (Previously Presented) The system of claim 17, wherein the at least one service simulates the traffic by simulating emission data”. . (see specification that recites - Determining the optimal energy path within the air/flight path, typically Hybrid charging strategies that count on the gradual depletion of stored energy cells during the course of the flight, thereby allowing each on-board power source to operate at optimum efficiency;
- Execute (as part of flight preparation) by breaking down the trip into air paths consisting of segments with roughly consistent operational requirements (eg, taxi, takeoff roll, constant climb, cruise, power neutral descent). Optimization is then performed to determine the optimal energy plan along the provided aerial path. If a detailed air path is not provided, a standard depletion curve is assumed, e.g. linear over cruise and climb segments, after budgeting for taxi, takeoff, descent and landing based on the look-up table of the benchmark procedure;
- Perform optimization by full dynamic programming (or similar algorithm) or simplified methods such as using look-up tables or functions to determine optimal power distribution across generators and stored energy units based on flight segment and operating conditions. Power distribution can be described in one of a number of ways including generator power settings as a fraction of full generator power, or a power ratio equal to the ratio of power drawn from stored energy to total power requested;
- The objective function defines the quantity to be minimized by the hybrid energy planner over the course of the air path. For example, the objective function may include one or several of the following, where the parameters are defined by the operator: Objective function = fuel cost + stored energy cost + engine maintenance and reserve cost (amortization) + battery pack cost (amortization ) + passenger and crew time costs + aircraft costs + emissions costs; and
- The objective function is minimized based on the provided departure and arrival energy states, operational rules from the operational rule base, dynamical system and module performance constraints from the dynamical system and module (propeller, generator, stored energy) models. The optimization process requires a simulation of the aircraft and power system performance provided by the aircraft and power system performance model.)
It would have been obvious for one of the ordinary skill in the art before the effective filing data to combine the teachings of Feng Bird with the disclosure of CHERY with a reasonable expectation of success since Feng Bird teaches that the departure and arrival states and be tracked and the energy states and the device includes a neural network computing device. The neural network device can detect a potential failure and a location of a fault and then trigger a power train control to initiate a corrective action. A revised control strategy be provided. For example, the power train can be reconfigured based on the failure to ensure operation with reduced emissions for each vehicle.
MONGRADON teaches “...27. (Previously Presented) The system of claim 15, wherein the digital twin includes a number of interconnected roads”. (see figure 1-1e where two roads are shown as interconnected and observed by machine vision)
See motivation statement above.
Claim 28 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of MONDRAGON
and in view of Chinese Patent Application Pub. No.: CN111811526A assigned to GUANGZHOUI XINWA TECH Co filed in 2020 (hereinafter “GUANGZHOU”)
GUANGZHOU teaches “..28. (Previously Presented) The system of claim 15, wherein the at least one service constructs the digital twin using openstreetmaps”. (see paragraph 1-5 where for data of geographic space, a map can be well displayed, and the map is a foundation stone and an innovative source in the field of intelligent transportation. In the internet era of rapid development nowadays, electronic Maps are developed rapidly and in various forms, such as foreign Maps including Google Maps, Google Earth, Open Street Maps, Open Science Maps and the like, domestic electronic Maps are rapidly developed since the 90 th century, and domestic electronic Maps are in various forms, such as hundred degree Maps, high-grade Maps, sky Maps, Tencent Maps and the like. The electronic map technology is taken as a key technology in the field of intelligent transportation, and plays a vital role in the harmonious development of the society. The electronic map has wide application fields, and is mainly used in the aspects of city management, city emergency command, electronic navigation, information Point (POI) position inquiry, vehicle track inquiry, path planning and the like. In addition, each map uses the map data with the format corresponding to the map data, so that different maps cannot well share the data on the geographic information, and therefore, how to accurately and efficiently realize the interaction and sharing of the data among the maps is very important.)
It would have been obvious for one of the ordinary skill in the art before the effective filing data to combine the teachings of GUANGZHOu with the disclosure of CHERY with a reasonable expectation of success since GUANGZHOU teaches a computing device can include an open source mapping for traffic monitoring that is broadcast to the user to avoid the licensing fee of GOOGLE MAPS to share the data that is highly reliable. See paragraph 1-10.
Claims 35-38 and 40 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent No.: 12499752 B2 (US20230115110A1) to Yang that was filed in 4-19-2021 which is prior to the effective filing date of 9-27-2021.
The primary reference is silent but YANG teaches “...35. (New) The system of claim 16, wherein the at least one service simulates how a change to the area of interest where the traffic travels affects simulation of the traffic”. (see Fig. 4 where the device can provide a simulation of the traffic being based on the candidate travel path and anomalous conditions including trajectory and accidents and metrics based on a history and paragraph 83-96)
PNG
media_image7.png
694
1022
media_image7.png
Greyscale
It would have been obvious for one of the ordinary skill in the art before the effective filing data to combine the teachings of YANG with the disclosure of CHERY with a reasonable expectation of success since YANG teaches a computing device can include vehicles that provide data to the data processing block. Then an anomaly filtering and trajectory analysis can be provided based on the historical data and the travel path for a traffic simulation. Then the device can provide hints for how to reduce the traffic in the simulation. For example, less turning can be provided for a closer vehicle being followed together for autonomous vehicle. They can also identify bad intersections and reduce the volume of vehicles through them. This can be providing an increased speed of all vehicles based on the mean value to provide an improved trip requirement data.
The primary reference is silent but YANG teaches “...36. (New) The system of claim 35, wherein the change to the area of interest is a change to a number of lanes. (see paragraph 83 where the lane can be blocked and an abnormal stopping can be provided due to an accident or staying in the lane for a long period of time and this is causing more traffic due to the stopping due to the accident; see Fig. 4 where the device can provide a simulation of the traffic being based on the candidate travel path and anomalous conditions including trajectory and accidents and metrics based on a history and paragraph 83-96)
It would have been obvious for one of the ordinary skill in the art before the effective filing data to combine the teachings of YANG with the disclosure of CHERY with a reasonable expectation of success since YANG teaches a computing device can include vehicles that provide data to the data processing block. Then an anomaly filtering and trajectory analysis can be provided based on the historical data and the travel path for a traffic simulation. Then the device can provide hints for how to reduce the traffic in the simulation. For example, less turning can be provided for a closer vehicle being followed together for autonomous vehicle. They can also identify bad intersections and reduce the volume of vehicles through them. This can be providing an increased speed of all vehicles based on the mean value to provide an improved trip requirement data.
The primary reference is silent but YANG teaches “...37. (New) The system of claim 16, wherein the at least one service generates an insight based at least on simulation of the traffic. (See paragraph 119- 121 where based on the travel speed and the number of turns and travel loss for each segment these can be manipulated for an optimization to reduce the travel traffic and increase the travel speed based on the average for example by reducing the exits)
It would have been obvious for one of the ordinary skill in the art before the effective filing data to combine the teachings of YANG with the disclosure of CHERY with a reasonable expectation of success since YANG teaches a computing device can include vehicles that provide data to the data processing block. Then an anomaly filtering and trajectory analysis can be provided based on the historical data and the travel path for a traffic simulation. Then the device can provide hints for how to reduce the traffic in the simulation. For example, less turning can be provided for a closer vehicle being followed together for autonomous vehicle. They can also identify bad intersections and reduce the volume of vehicles through them. This can be providing an increased speed of all vehicles based on the mean value to provide an improved trip requirement data.
The primary reference is silent but YANG teaches “...38. (New) The system of claim 37, wherein the insight includes how to reduce congestion. (See paragraph 119- 121 where based on the travel speed and the number of turns and travel loss for each segment these can be manipulated for an optimization to reduce the travel traffic and increase the travel speed based on the average for example by reducing the exits and I paragraph 125 autonomous vehicles can provide overtaking and reduce lane changing and provide shorter following)
It would have been obvious for one of the ordinary skill in the art before the effective filing data to combine the teachings of YANG with the disclosure of CHERY with a reasonable expectation of success since YANG teaches a computing device can include vehicles that provide data to the data processing block. Then an anomaly filtering and trajectory analysis can be provided based on the historical data and the travel path for a traffic simulation. Then the device can provide hints for how to reduce the traffic in the simulation. For example, less turning can be provided for a closer vehicle being followed together for autonomous vehicle. They can also identify bad intersections and reduce the volume of vehicles through them. This can be providing an increased speed of all vehicles based on the mean value to provide an improved trip requirement data.
Claim 39 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Patent No.: 12499752 B2 (US20230115110A1) to Yang that was filed in 4-19-2021 which is prior to the effective filing date of 9-27-2021.
and in view of Chinese Patent Pub. No.: CN107211287A to Feng Bird Aviation Technology filed in 2015 (hereinafter “Feng Bird”)
Feng Bird teaches “...39. (New) The system of claim 16, wherein the insight includes how to cut emissions. (see specification that recites - Determining the optimal energy path within the air/flight path, typically Hybrid charging strategies that count on the gradual depletion of stored energy cells during the course of the flight, thereby allowing each on-board power source to operate at optimum efficiency;
- Execute (as part of flight preparation) by breaking down the trip into air paths consisting of segments with roughly consistent operational requirements (eg, taxi, takeoff roll, constant climb, cruise, power neutral descent). Optimization is then performed to determine the optimal energy plan along the provided aerial path. If a detailed air path is not provided, a standard depletion curve is assumed, e.g. linear over cruise and climb segments, after budgeting for taxi, takeoff, descent and landing based on the look-up table of the benchmark procedure;
- Perform optimization by full dynamic programming (or similar algorithm) or simplified methods such as using look-up tables or functions to determine optimal power distribution across generators and stored energy units based on flight segment and operating conditions. Power distribution can be described in one of a number of ways including generator power settings as a fraction of full generator power, or a power ratio equal to the ratio of power drawn from stored energy to total power requested;
- The objective function defines the quantity to be minimized by the hybrid energy planner over the course of the air path. For example, the objective function may include one or several of the following, where the parameters are defined by the operator: Objective function = fuel cost + stored energy cost + engine maintenance and reserve cost (amortization) + battery pack cost (amortization ) + passenger and crew time costs + aircraft costs + emissions costs; and
- The objective function is minimized based on the provided departure and arrival energy states, operational rules from the operational rule base, dynamical system and module performance constraints from the dynamical system and module (propeller, generator, stored energy) models. The optimization process requires a simulation of the aircraft and power system performance provided by the aircraft and power system performance model.)
It would have been obvious for one of the ordinary skill in the art before the effective filing data to combine the teachings of Feng Bird with the disclosure of CHERY with a reasonable expectation of success since Feng Bird teaches that the departure and arrival states and be tracked and the energy states and the device includes a neural network computing device. The neural network device can detect a potential failure and a location of a fault and then trigger a power train control to initiate a corrective action. A revised control strategy be provided. For example, the power train can be reconfigured based on the failure to ensure operation with reduced emissions for each vehicle.
Yang teaches “...40 (New) The system of claim 16, wherein the at least one service simulates a change to an amount of the traffic. (See paragraph 119- 121 where based on the travel speed and the number of turns and travel loss for each segment these can be manipulated for an optimization to reduce the travel traffic and increase the travel speed based on the average for example by reducing the exits and I paragraph 125 autonomous vehicles can provide overtaking and reduce lane changing and provide shorter following)
It would have been obvious for one of the ordinary skill in the art before the effective filing data to combine the teachings of YANG with the disclosure of CHERY with a reasonable expectation of success since YANG teaches a computing device can include vehicles that provide data to the data processing block. Then an anomaly filtering and trajectory analysis can be provided based on the historical data and the travel path for a traffic simulation. Then the device can provide hints for how to reduce the traffic in the simulation. For example, less turning can be provided for a closer vehicle being followed together for autonomous vehicle. They can also identify bad intersections and reduce the volume of vehicles through them. This can be providing an increased speed of all vehicles based on the mean value to provide an improved trip requirement data.
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