DETAILED ACTION
Notice of Pre-AIA or AIA Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Response to Amendment
The amendment filed on 06/08/2026 has been entered. No claims have been added or cancelled. Claims 1-20 remain pending in this application.
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.
Claim(s) 1, 9, 11-13, 19-20 is/are rejected under 35 U.S.C. 103 as being unpatentable over Penilla et al. US Pub 2020/0144838 (hereinafter Penilla) in view of Yan (EP 3705363A1).
Regarding claims 1 and 13, Penilla discloses a system for charging one or more electric vehicles, the system comprising:
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a first electric charger (fig. 9c, a charge connector);
a rail structure (fig. 9c, element 126 and ¶ 0101);
a robot (¶ 0101 and fig. 9c, element 118; robot) supported by the rail structure and configured to move along the rail structure (¶¶ 0101-0102; the charge robot 118 can move on a track to charge cars);
a first vehicle localization structure defining a first charge zone located at a first fixed position (see fig. 9c, element Slot A as an example);
a vehicle detection system configured to detect a corresponding electric vehicle of the one or more electric vehicles in the first charge zone (claim 17; the robot uses sensors identifying a location of the vehicle); and
a central control system configured to:
obtain data from the vehicle detection system that the corresponding electric vehicle is in the first charge zone (¶ 0101; the robot is able to identify the slot and automatically sync/pair to the vehicle);
determine a position of a charge port of the corresponding electric vehicle (¶ 0100; the robot identifies the location of plug on the vehicle 110 and position itself to make connection) based on the first fixed position of the first vehicle localization structure (Slot A or B) and vehicle parameters of the corresponding electric vehicle (claims 8, 13, 17 and ¶ 0101; if the user reserves charge and the location of the vehicle; status of the charging door; also based on the communication with the cloud service); and
instruct the robot to move a charger (a charge connector; see fig. 9c) of the first electric charger (¶ 0101; the robot 118 is connected to a charge track 126, and can move to selected vehicles parked in a designated charging area) from the first electric charger (includes a charging cable and a charge connector) to the charge port of the corresponding electric vehicle such that the charger is electrically coupled to the corresponding electric vehicle (¶¶ 0100-0102; the robot has an extension arm that extends a charge cord to the car and connects the charge cord to the vehicle).
Penilla fails to disclose the first vehicle localization structure configured to set a longitudinal position of a corresponding electric vehicle.
Yan further discloses a vehicle positioning device includes a front-wheel roller group includes a plurality of V-shaped roller units 211 (viewed in the Y-axis direction, which are V-shaped) arranged side by side in the Y-axis direction. Front wheels of the electric vehicle can be fixed in the X-axis direction in such a way that they are embedded into the V-shaped roller unit 211. The two front-wheel centering mechanisms and the two rear-wheel centering mechanisms can respectively move and position the front and rear wheels of the electric vehicle in the Y-axis direction in ¶¶ 0024-0025 and fig. 1. The first positioning potion (2) and the second positioning portion is able to set a longitudinal position of a corresponding electric vehicle.
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It would have been obvious to one skilled in the art before the effective filing date of the claimed invention to modify Penilla to incorporate with the teaching of Yan by including the first and second positioning portions in the system, because it would be advantageous to improve the positioning accuracy of the vehicle and reduce the difficulty in parking.
Regarding claim 9, Penilla discloses the system further comprising:
a second electric charger (see fig. 9c; a second charger); and
a second vehicle localization structure defining a second charge zone located at a second fixed position (see fig. 9c; slot D).
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Regarding claim 11, Penilla discloses wherein the robot is a mobile robot, and wherein the mobile robot is configured to autonomously travel proximate the first charge zone to charge the electric vehicle (¶¶ 0100-0101; self-positioning robot).
Regarding claim 12, Penilla discloses the system further comprising a vehicle detection system in communication with the central control system and configured to detect the corresponding electric vehicle in the first charge zone (claim 17; the robot uses sensors identifying a location of the vehicle see fig. 9c).
Regarding claim 19, Penilla discloses the system further comprising:
a second electric charger (see fig. 9c; a second charger); and
a second vehicle localization structure defining a second charge zone located at a second fixed position (see fig. 9c; slot D),
wherein the robot is configured to move along the rail structure between the first and second electric chargers (claim 20; the track enable the robot to move and self-position in a charging location).
Regarding claim 20, Penilla discloses a method for charging one or more electric vehicles, the method comprising:
obtain data from a vehicle detection system that a corresponding electric vehicle of the one or more electric vehicles is in a charge zone of a vehicle localization structure (¶ 0101; the robot is able to identify the slot and automatically sync/pair to the vehicle);
determine a position of a charge port of the corresponding electric vehicle (¶ 0100; the robot identifies the location of plug on the vehicle 110 and position itself to make connection) based on a fixed position of the vehicle localization structure and vehicle parameters of the corresponding electric vehicle (claims 8, 13, 17 and ¶ 0101; if the user reserves charge and the location of the vehicle); and
control a robot to move a charger (fig. 9c, a charge connector) of an electric charger (¶ 0101; the robot 118 is connected to a charge track 126, and can move to selected vehicles parked in a designated charging area) from the electric charger (includes charge connector and charge cable) to the charge port of the corresponding electric vehicle such that the charger is electrically coupled to the corresponding electric vehicle (¶¶ 0100-0102; the robot has an extension arm that extends a charge cord to the car and connects the charge cord to the vehicle).
Penilla fails to disclose the first vehicle localization structure configured to set a longitudinal position of a corresponding electric vehicle.
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Yan further discloses a vehicle positioning device includes a front-wheel roller group includes a plurality of V-shaped roller units 211 (viewed in the Y-axis direction, which are V-shaped) arranged side by side in the Y-axis direction. Front wheels of the electric vehicle can be fixed in the X-axis direction in such a way that they are embedded into the V-shaped roller unit 211. The two front-wheel centering mechanisms and the two rear-wheel centering mechanisms can respectively move and position the front and rear wheels of the electric vehicle in the Y-axis direction in ¶¶ 0024-0025 and fig. 1. The first positioning potion (2) and the second positioning portion is able to set a longitudinal position of a corresponding electric vehicle.
It would have been obvious to one skilled in the art before the effective filing date of the claimed invention to modify Penilla to incorporate with the teaching of Yan by including the first and second positioning portions in the system, because it would be advantageous to improve the positioning accuracy of the vehicle and reduce the difficulty in parking.
Claim(s) 2-3, 14-15 is/are rejected under 35 U.S.C. 103 as being unpatentable over Penilla in view of Yan as applied to claim 1 or 13 above, and further in view of Gao et al. US Pub 2013/0076902 (hereinafter Gao).
Regarding claims 2 and 14, Penilla in view of Yan fails to disclose wherein the vehicle parameters comprise vehicle dimensions, tire locations and dimensions, and charging port locations and dimensions.
However, Gao further discloses a robotic charging station for charging a battery of an EV, wherein the vehicle parameters comprise vehicle dimensions (¶ 0040; detect the presence of the vehicle), tire locations and dimensions (¶ 0040; the presence of the tire), and charging port locations and dimensions (¶¶ 0041-0045; the controller 70 may use a suitable control scheme, including visual/target tracking feedback from the
target tracking camera 94 to guide the end effector 16 into a coupled engagement with the mating plug/receptacle on the vehicle 100).
It would have been obvious to one skilled in the art before the effective filing date of the claimed invention to modify Penilla in view of Yan to incorporate with the teaching of Gao by including the vehicle parameters as suggested by Gao, because it would be advantageous to properly align between the end effector and the receptacle and further reduce the risk damaging the connectors.
Regarding claims 3 and 15, Penilla in view of Yan fails to disclose wherein the first vehicle localization structure includes a pair of rails extending parallel to each other and defining the first charge zone therebetween, and wherein the pair of rails set a lateral position of the corresponding electric vehicle when the corresponding electric vehicle is located in the first charge zone.
However, Gao teaches wherein the first vehicle localization structure includes a pair of rails (fig. 1, elements 84, 86) extending parallel to each other and defining the first charge zone therebetween (see fig. 1 and abstract), and
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wherein the pair of rails (84, 86) set a lateral position of the corresponding electric vehicle (see fig. 2) when the corresponding electric vehicle is located in the first charge zone (¶¶ 0038-0040).
It would have been obvious to one skilled in the art before the effective filing date of the claimed invention to modify Penilla in view of Yan to incorporate with the teaching of Gao by including a pair of rails in the system, because it would be advantageous to properly align between the end effector and the receptacle and further reduce the risk damaging the connectors.
Claim(s) 10 is/are rejected under 35 U.S.C. 103 as being unpatentable over Penilla in view of Yan as applied to claim 9 above, and further in view of Zhao et al. US 2014/0354229 (hereinafter Zhao).
Regarding claim 10, Penilla in view of Yan fails to disclose the system further comprising an overhead rail structure, the robot supported by the overhead rail structure and configured to move along the overhead rail structure between the first and second electric chargers.
Zhao further discloses the system further comprising an overhead rail structure (¶¶ 0029-0030; overhead track 26), the robot (see fig. 4 the robot comprises elements 50, 54) supported by the overhead rail structure (fig. 4, element 26) and configured to move along the overhead rail structure between the first and second electric chargers (moving from parking slot A to parking slot B).
It would have been obvious to one skilled in the art before the effective filing date of the claimed invention to modify Penilla in view of Yan to incorporate with the teaching of Zhao by connecting the robot with the overhead rail structure as suggested by Zhao, because it would be advantageous to optimize the parking space.
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Allowable Subject Matter
Claims 4-8, 16-18 are objected to as being dependent upon a rejected base claim, but would be allowable if rewritten in independent form including 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:
Regarding claims 4-5 and 16, the prior art fails to teach or suggest further inclusion of wherein the first vehicle localization structure includes a pair of locking rollers defining the first charge zone therebetween, and wherein the pair of locking rollers set a longitudinal position of the corresponding electric vehicle when the corresponding electric vehicle is located in the first charge zone.
The dependent claims are objected for the reasons as claims 4-5 and 16 from which they depend.
Response to Arguments
Applicant’s arguments, see pages 9-10, filed 06/08/2026, with respect to the rejection(s) of claim(s) 1, 13, 20 under 35 USC § 102 have been fully considered and are persuasive. Therefore, the rejection has been withdrawn. However, upon further consideration, a new ground(s) of rejection is made in view of Yan.
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 ZIXUAN ZHOU whose telephone number is (571)272-6739. The examiner can normally be reached 9:00 am to 5:00 pm.
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If attempts to reach the examiner by telephone are unsuccessful, the examiner’s supervisor, Julian Huffman can be reached at (571) 272-2147. The fax phone number for the organization where this application or proceeding is assigned is 571-273-8300.
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/ZIXUAN ZHOU/Primary Examiner, Art Unit 2859 08/03/2026
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