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 .
Status of Claims
This Office Action is in response to the application filed on 08/24/2026. Claims 1-9 are presently pending and are presented for examination. Claim 1 was amended.
Reply to Remarks
Applicant’s arguments, see Pages 5-6 of the Applicant's Remarks, filed 08/24/2026, with respect to the rejection(s) of claim(s) 1- under §have been fully considered and are persuasive. Therefore, the rejection has been withdrawn.
Applicant’s arguments, see Pages 6-8 of the Applicant's Remarks, filed 08/24/2026, with respect to the rejection(s) of claim(s) 1- under §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 Therefore, the rejection has been withdrawn.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 Kagawa, and Aoi.
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 1 is rejected under U.S.C. § 103 as being unpatentable over Kagawa, US-5835870-A, in view of Aoi et al., US-20180326998-A1, hereinafter referred to as Kagawa and Aoi.
As per claim 1
Kagawa discloses [a] work vehicle comprising (a vehicle for calculating a traveling path for the vehicle and guiding the vehicle along the path – Kagawa Column 1 Lines 11-12):
a steering wheel (upper steering shaft 13a has a lock mechanism 16 which is operated to restrain turning of the upper steering shaft 13a. The steering shaft 13a is connected via bearings and an ultrasonic motor to the steering wheel 10 – Kagawa Page 2 Lines 57-60);
a steering shaft that supports the steering wheel (upper steering shaft 13a has a lock mechanism 16 which is operated to restrain turning of the upper steering shaft 13a. The steering shaft 13a is connected via bearings and an ultrasonic motor to the steering wheel 10 – Kagawa Page 2 Lines 57-60);
a steering motor that enables automatic steering of the steering wheel (When being set to the automatic steering mode, the control computer 26 actuates the lock mechanism 16 to lock the upper steering shaft 13a and fix the steering wheel 10. At the same time, the differential motor 14 is actuated to turn the lower steering shaft 13b so that the tire drive mechanism 11 is driven to perform automatic steering. – Kagawa Page 3 Lines 25-30);
a switching mechanism that switches a power transmission state existing between the steering motor and the steering shaft between a connection state and a shutoff state (When being set to the automatic steering mode, the control computer 26 actuates the lock mechanism 16 to lock the upper steering shaft 13a and fix the steering wheel 10., during the manual steering mode, the control computer 26 releases the lock mechanism to allow turning of the upper steering shaft 13a and turns the differential motor 14 off. – Kagawa Page 3 Lines 26-37 & Page 3 Lines 38-46 & Page 3 Lines 57-67),
when in automatic traveling including the automatic steering, the switching mechanism is in the connection state, and when in manual steering without automatic steering, the switching mechanism is in a shutoff state such that manual steering is possible, wherein in a case where the switching mechanism is switched to the shutoff state during the automatic traveling (When being set to the automatic steering mode, the control computer 26 actuates the lock mechanism 16 to lock the upper steering shaft 13a and fix the steering wheel 10. At the same time, the differential motor 14 is actuated to turn the lower steering shaft 13b so that the tire drive mechanism 11 is driven to perform automatic steering…During the automatic steering mode, the ultrasonic motor 20 is not operated, during the manual steering mode, the control computer 26 releases the lock mechanism to allow turning of the upper steering shaft 13a and turns the differential motor 14 off. Then, the differential motor 14 serves as a connector for the upper and lower steering shafts 13a and 13b which will be turned as an integrated member. Therefore, as long as the ultrasonic motor 20 is not operated, the driver can perform desired steering by the operation of the steering wheel 10, switch 24 is operated to switch from the automatic steering mode to the manual steering mode, the control computer 26 actuates the ultrasonic motor 20 so that the steering wheel 10…the lock mechanism 16 released and the differential motor 14 is turned off for starting the manual steering mode – Kagawa Page 3 Lines 26-37 & Page 3 Lines 38-46 & Page 3 Lines 57-67).
Kagawa does not specifically disclose a determination is made as to whether it is necessary for the work vehicle to stop, and in accordance with a result of the determination, the autonomous traveling is stopped or a stopping process is performed.
However, Aoi teaches a determination is made as to whether it is necessary for the work vehicle to stop, and in accordance with a result of the determination, the autonomous traveling is stopped or a stopping process is performed (a situation is envisioned where an autonomous driving mode is switched to a manual driving mode in which the driver drives the vehicle, a stop intention determination apparatus that can determine an intention of the driver to stop the vehicle during driving in the autonomous driving mode, and stop the vehicle through autonomous driving control without bothering the driver, determine the intention of the driver to stop the vehicle based on the signal from the predetermined input portion, autonomous driving mode cancel notification signal is a signal that is output before the autonomous driving mode is switched to the manual driving mode (if a manual driving operation takeover zone is entered) - Aoi ¶2 & ¶4 & ¶14 & ¶73).
Kagawa discloses a mode shift control from an automatic steering mode to a manual steering mode. Aoi teaches a vehicle provided with an autonomous driving mode and determines an intention of a driver to stop the vehicle during driving in the autonomous driving mode.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Kagawa, a mode shift control from an automatic steering mode to a manual steering mode, with a vehicle provided with an autonomous driving mode and determines an intention of a driver to stop the vehicle during driving in the autonomous driving mode, as taught by Aoi, with a reasonable expectation of success so that the vehicle can be stopped through autonomous driving control during driving in the autonomous driving mode, without bothering the driver, see Aoi ¶15 for details. This occurs while the switching mechanism is connected as the autonomous steering mode is only performed while the switching mechanism is connected. When the switching mechanism is disconnected the vehicle transitions to manual steering mode.
Claim 2 is rejected under U.S.C. § 103 as being unpatentable over Kagawa and Aoi, as per claim 1, and further in view of Matsumoto et al., US-20040215393-A1, hereinafter referred to as Matsumoto 393.
As per claim 2
Kagawa does not specifically disclose comprising: a gear mechanism provided so as to be able to transmit rotational power of the steering motor to the steering shaft, wherein the switching mechanism switches a connection relationship between the gear mechanism and the steering shaft.
However, Matsumoto 393 teaches comprising: a gear mechanism provided so as to be able to transmit rotational power of the steering motor to the steering shaft, wherein the switching mechanism switches a connection relationship between the gear mechanism and the steering shaft (An auto-steering mechanism or an auto-pilot mechanism 28, which constructs a steering actuator (serving as a vehicle yawing motion control actuator) used for automatic steering action or auto-pilot for the front road wheels, is also provided above the pinion 25. Auto-steering mechanism 28 is comprised of a driven gear 29 coaxially fixedly connected to steering shaft 27, a drive gear 30 in meshed-engagement with driven gear 29, and an auto-steering motor 31 that drives drive gear 30. A clutch mechanism 32 is also provided between the motor shaft of auto-steering motor 31 and drive gear 30, for connecting the auto-steering motor shaft to, or disconnecting it from the shaft of drive gear 30. Only during operation of auto-steering mechanism 28, in other words, only during the auto-steering control mode, clutch mechanism 32 is held engaged. During the inoperative state of auto-steering mechanism 28, clutch mechanism 32 is disengaged to inhibit input torque created by auto-steering motor 31 from being transmitted to steering shaft 27 - Matsumoto 393 ¶104).
Kagawa discloses a mode shift control from an automatic steering mode to a manual steering mode. Matsumoto 393 teaches an automotive lane deviation prevention apparatus.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Kagawa, a mode shift control from an automatic steering mode to a manual steering mode, with an automotive lane deviation prevention apparatus, as taught by Matsumoto 393, with a reasonable expectation of success for preventing a host vehicle from deviating from its driving lane by employing a steering actuator, see Matsumoto 393 ¶1 & ¶11 for details.
Clams 3-5, and 9 are rejected under U.S.C. § 103 as being unpatentable over Kagawa and Aoi, as per claim 1, and further in view of Matsumoto et al., US-20020007239-A1, hereinafter referred to as Matsumoto 239.
As per claim 3
Kagawa does not specifically disclose wherein in a case where the switching mechanism is in the connection state when an operation to start the automatic traveling is performed, the automatic traveling is started.
However, Matsumoto 239 teaches wherein in a case where the switching mechanism is in the connection state when an operation to start the automatic traveling is performed, the automatic traveling is started (a lane keeping apparatus comprises: an automatic steering section, Clutch mechanism 17 is engaged only in the case of an automatic steering mode, and otherwise disengaged so that the rotation of automatic steering motor 16 cannot be inputted to steering shaft 5, When auto steer switch 24 is in the on state to command the automatic steering mode, auto steer switch 24 is in the off state… proceeds from step S5 to step S6, control unit 10 outputs a clutch control signal to engage clutch 17 at step S11, control unit 10 disengages clutch 17 (at step S16) to disconnect automatic steering motor 16 from steering shaft 5, auto steer switch 24 is in an off state indicating the absence of command of the automatic steering mode…outputs clutch control signal to disengage clutch 17 - Matsumoto 239 Fig 4 (S5, S11, S16) + ¶4 & ¶30 & ¶44 & ¶51 & ¶58 & ¶87).
Kagawa discloses a mode shift control from an automatic steering mode to a manual steering mode. Matsumoto 239 teaches a lane keeping apparatus and/or method capable of producing a steering torque for lane keeping with a smaller steering actuator.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Kagawa, a mode shift control from an automatic steering mode to a manual steering mode, with a lane keeping apparatus and/or method capable of producing a steering torque for lane keeping with a smaller steering actuator, as taught by Matsumoto 239, with a reasonable expectation of success to improve a yawing response of the controlled vehicle or in a second direction to improve a running stability of the controlled vehicle in accordance with a steering amount of the automatic steering section, see Matsumoto 239 ¶4 for details.
As per claim 4
Kagawa does not specifically disclose wherein in a case where the switching mechanism is in the shutoff state when an operation to start the automatic traveling is performed, the switching mechanism is automatically set into the connection state, or a notification to prompt to set the switching mechanism into the connection state is made.
However, Matsumoto 239 teaches wherein in a case where the switching mechanism is in the shutoff state when an operation to start the automatic traveling is performed, the switching mechanism is automatically set into the connection state, or a notification to prompt to set the switching mechanism into the connection state is made (a lane keeping apparatus comprises: an automatic steering section, Clutch mechanism 17 is engaged only in the case of an automatic steering mode, and otherwise disengaged so that the rotation of automatic steering motor 16 cannot be inputted to steering shaft 5, When auto steer switch 24 is in the on state to command the automatic steering mode, auto steer switch 24 is in the off state…proceeds from step S5 to step S6, control unit 10 outputs a clutch control signal to engage clutch 17 at step S11, control unit 10 disengages clutch 17 (at step S16) to disconnect automatic steering motor 16 from steering shaft 5, auto steer switch 24 is in an off state indicating the absence of command of the automatic steering mode…outputs clutch control signal to disengage clutch 17 - Matsumoto 239 Fig 4 (S5, S11, S16) + ¶4 & ¶30 & ¶44 & ¶51 & ¶58 & ¶87).
Kagawa discloses a mode shift control from an automatic steering mode to a manual steering mode. Matsumoto 239 teaches a lane keeping apparatus and/or method capable of producing a steering torque for lane keeping with a smaller steering actuator.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Kagawa, a mode shift control from an automatic steering mode to a manual steering mode, with a lane keeping apparatus and/or method capable of producing a steering torque for lane keeping with a smaller steering actuator, as taught by Matsumoto 239, with a reasonable expectation of success to improve a yawing response of the controlled vehicle or in a second direction to improve a running stability of the controlled vehicle in accordance with a steering amount of the automatic steering section, see Matsumoto 239 ¶4 for details.
As per claim 5
Kagawa does not specifically disclose wherein in a case where the switching mechanism is in the connection state when the automatic traveling is stopped, the switching mechanism is automatically set into the shutoff state, or a notification to prompt to set the switching mechanism into the shutoff state is made.
However, Matsumoto teaches wherein in a case where the switching mechanism is in the connection state when the automatic traveling is stopped, the switching mechanism is automatically set into the shutoff state, or a notification to prompt to set the switching mechanism into the shutoff state is made (a lane keeping apparatus comprises: an automatic steering section, Clutch mechanism 17 is engaged only in the case of an automatic steering mode, and otherwise disengaged so that the rotation of automatic steering motor 16 cannot be inputted to steering shaft 5, When auto steer switch 24 is in the on state to command the automatic steering mode, auto steer switch 24 is in the off state…proceeds from step S5 to step S6, control unit 10 outputs a clutch control signal to engage clutch 17 at step S11, control unit 10 disengages clutch 17 (at step S16) to disconnect automatic steering motor 16 from steering shaft 5, auto steer switch 24 is in an off state indicating the absence of command of the automatic steering mode…outputs clutch control signal to disengage clutch 17 - Matsumoto 239 Fig 4 (S5, S11, S16) + ¶4 & ¶30 & ¶44 & ¶51 & ¶58 & ¶87).
Kagawa discloses a mode shift control from an automatic steering mode to a manual steering mode. Matsumoto 239 teaches a lane keeping apparatus and/or method capable of producing a steering torque for lane keeping with a smaller steering actuator.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Kagawa, a mode shift control from an automatic steering mode to a manual steering mode, with a lane keeping apparatus and/or method capable of producing a steering torque for lane keeping with a smaller steering actuator, as taught by Matsumoto 239, with a reasonable expectation of success to improve a yawing response of the controlled vehicle or in a second direction to improve a running stability of the controlled vehicle in accordance with a steering amount of the automatic steering section, see Matsumoto 239 ¶4 for details.
As per claim 9
Kagawa does not specifically disclose wherein in a case where the switching mechanism is in the shutoff state when it is determined that a start condition of the automatic traveling is satisfied, the switching mechanism is automatically set into the connection state, or a notification to prompt to set the switching mechanism into the connection state is made.
However, Matsumoto 239 teaches wherein in a case where the switching mechanism is in the shutoff state when it is determined that a start condition of the automatic traveling is satisfied, the switching mechanism is automatically set into the connection state, or a notification to prompt to set the switching mechanism into the connection state is made (a lane keeping apparatus comprises: an automatic steering section, Clutch mechanism 17 is engaged only in the case of an automatic steering mode, and otherwise disengaged so that the rotation of automatic steering motor 16 cannot be inputted to steering shaft 5, When auto steer switch 24 is in the on state to command the automatic steering mode, auto steer switch 24 is in the off state… proceeds from step S5 to step S6, control unit 10 outputs a clutch control signal to engage clutch 17 at step S11, control unit 10 disengages clutch 17 (at step S16) to disconnect automatic steering motor 16 from steering shaft 5, auto steer switch 24 is in an off state indicating the absence of command of the automatic steering mode…outputs clutch control signal to disengage clutch 17 - Matsumoto 239 Fig 4 (S5, S11, S16) + ¶4 & ¶30 & ¶44 & ¶51 & ¶58 & ¶87).
Kagawa discloses a mode shift control from an automatic steering mode to a manual steering mode. Matsumoto 239 teaches a lane keeping apparatus and/or method capable of producing a steering torque for lane keeping with a smaller steering actuator.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Kagawa, a mode shift control from an automatic steering mode to a manual steering mode, with a lane keeping apparatus and/or method capable of producing a steering torque for lane keeping with a smaller steering actuator, as taught by Matsumoto 239, with a reasonable expectation of success to improve a yawing response of the controlled vehicle or in a second direction to improve a running stability of the controlled vehicle in accordance with a steering amount of the automatic steering section, see Matsumoto 239 ¶4 for details.
Claim 6 is rejected under U.S.C. § 103 as being unpatentable over Kagawa and Aoi, as per claim 1, and further in view of Oyer, US-20100204874-A1, hereinafter referred to as Oyer.
As per claim 6
Kagawa does not specifically disclose wherein when the switching mechanism enters the shutoff state during traveling by the automatic traveling, the automatic traveling is stopped or a process of stopping the work vehicle is performed.
However, Oyer teaches wherein when the switching mechanism enters the shutoff state during traveling by the automatic traveling, the automatic traveling is stopped or a process of stopping the work vehicle is performed (Dynamic control of the cruise control system includes: auto shut-down of speed control if the vehicle clutch is disengaged, As the vehicle is ridden, Several mechanisms may shut down the system…activation of clutch signal 47 - Oyer ¶11 & ¶28 & ¶29).
Kagawa discloses a mode shift control from an automatic steering mode to a manual steering mode. Oyer teaches a universal motorcycle cruise control system.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Kagawa, a mode shift control from an automatic steering mode to a manual steering mode, with a universal motorcycle cruise control system, as taught by Oyer, with a reasonable expectation of success as vehicle safety is dramatically improved, see Oyer ¶10 for details.
Claim 7 is rejected under U.S.C. § 103 as being unpatentable over Kagawa and Aoi, as per claim 1, and further in view of Matsubara, US-20130151057-A1, and Fujiki et al., US-20180154934-A1, hereinafter referred to as Matsubara, and Fujiki.
As per claim 7
Kagawa does not specifically disclose comprising: a speed change device having a low speed stage used during work in a field and a high speed stage used at a time other than during the work.
However, Matsubara teaches comprising: a speed change device having a low speed stage used during work in a field and a high speed stage used at a time other than during the work (sub-transmission 36 can be switched to either a high-speed gear stage for normal running or a low-speed gear stage for off-road – Matsubara ¶63).
Kagawa discloses a mode shift control from an automatic steering mode to a manual steering mode. Matsubara teaches a control device for a vehicle capable of facilitating reduction in temperature of an electric motor.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Kagawa, a mode shift control from an automatic steering mode to a manual steering mode, with a control device for a vehicle capable of facilitating reduction in temperature of an electric motor, as taught by Matsubara, with a reasonable expectation of success so that the temperature of the electric motor can quickly be reduced to resume the off-road running relatively earlier, see Matsubara ¶32 for details.
Kagawa does not specifically disclose wherein when the speed change device is at the high speed stage and the switching mechanism is in the connection state, the switching mechanism is automatically set into the shutoff state, or a notification to prompt to set the switching mechanism into the shutoff state is made.
However, Fujiki teaches wherein when the speed change device is at the high speed stage and the switching mechanism is in the connection state, the switching mechanism is automatically set into the shutoff state, or a notification to prompt to set the switching mechanism into the shutoff state is made (control section may control the clutches in such a manner that each of the clutches is disengaged in a high-speed range where a traveling speed is a predetermined speed or more – Fujiki ¶14).
Kagawa discloses a mode shift control from an automatic steering mode to a manual steering mode. Fujiki teaches a work vehicle such as an agricultural machine.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Kagawa, a mode shift control from an automatic steering mode to a manual steering mode, with a work vehicle such as an agricultural machine, as taught by Fujiki, with a reasonable expectation of success so that output of the turning system transmission path can be constantly set to be optimum for a traveling state of the traveling body and so that the creeping speed performance of the tractor 1 can be improved with a higher output of the straight-traveling transmission case 17 while higher efficiency, lighter weight, and lower cost of the hydraulic mechanical stepless transmission 500 are achieved, see Fujiki ¶18 & ¶73 for details.
Claim 8 is rejected under U.S.C. § 103 as being unpatentable over Kagawa and Aoi, as per claim 1, and further in view of Dean et al., US-20100132600-A1, hereinafter referred to as Dean.
As per claim 8
Kagawa does not specifically disclose wherein the work vehicle is provided so as to be able to acquire position information of the work vehicle itself, and in a case where the switching mechanism is in the connection state when it is determined that the work vehicle itself is located outside an agricultural field, the switching mechanism is automatically set into the shutoff state, or a notification to prompt to set the switching mechanism into the shutoff state is made.
However, Dean teaches wherein the work vehicle is provided so as to be able to acquire position information of the work vehicle itself, and in a case where the switching mechanism is in the connection state when it is determined that the work vehicle itself is located outside an agricultural field, the switching mechanism is automatically set into the shutoff state, or a notification to prompt to set the switching mechanism into the shutoff state is made (clutch assemblies 220 might be controlled by a GNSS navigation system, such as a GPS system, that disengages the clutch assemblies 220…the GPS navigation system determine…is passing over fields that has already been seeded or should not be seeded. – Dean ¶65 – Examiner reasons that the clutch could be disengaged when the vehicle is outside of a field in a manner similar to when it is over the wrong kind of field and that these clutch related concepts are modifying the clutch in the Kagawa reference).
Kagawa discloses a mode shift control from an automatic steering mode to a manual steering mode. Dean teaches an agricultural implement used in dispensing material such as seed and/or fertilizer to soil.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the invention of Kagawa, a mode shift control from an automatic steering mode to a manual steering mode, with an agricultural implement used in dispensing material such as seed and/or fertilizer to soil, as taught by Dean, with a reasonable expectation of success for preventing double seeding and the destruction of the seed bed, and to supply particulate material to the air seeding, see Dean ¶8 & ¶13 for details, and as the principle of GPS based clutch control can be applied to the purpose of automatic steering in Kagawa.
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 FARIS ASIM SHAIKH whose telephone number is (571)272-6426. The examiner can normally be reached 8:00-5:30 M-F EST.
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/F.A.S./Examiner, Art Unit 3668
/Fadey S. Jabr/Supervisory Patent Examiner, Art Unit 3668
