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 08/08/2025. Claims 1-9 are presently pending and are presented for examination. Claims 1, 3-6, and 8-9 were amended.
Reply to Remarks
Applicant’s arguments, see Page 5 of the Applicant's Remarks, filed 08/08/2025, with respect to the rejection(s) of claim 8 under §112(b) have been fully considered and are persuasive. Therefore, the rejection has been withdrawn.
Applicant’s arguments, see Pages 5-8 of the Applicant's Remarks, filed 08/08/2025, with respect to the rejection(s) of claim(s) 1-9 under §102/103 have been fully considered and are not persuasive. Applicant argues that combination of Suzuki, and Matsumoto make Suzuki’s manual steering impossible. Examiner respectfully disagrees.
Suzuki discloses a vehicle travel control apparatuses and methods to control vehicle travel using a power -assisted-steering system. Matsumoto teaches a lane keeping apparatus and/or method capable of producing a steering torque for lane keeping with a smaller steering actuator, essentially an automatic steering system. If a traditional simple power steering system could not be modified to include an automated steering system that also turned the steering column such that the driver could witness the steering wheel turn, as is the case in most modern advanced cruise control/lane-keeping assistance (LKA) vehicles, then the Applicant’s own invention would not be possible either. Further, the reason or motivation to modify the reference may often suggest what the inventor has done, but for a different purpose or to solve a different problem. It is not necessary that the prior art suggest the combination to achieve the same advantage or result discovered by applicant, see MPEP 2144 IV. 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 Suzuki, with Matsumoto, 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 ¶4 for details. Therefore, the combination of Suzuki, and Matsumoto is not only possible but common in modern motoring.
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.
Claims 1, and 2 are rejected under U.S.C. § 103 as being unpatentable over Suzuki et al., US-20150353079-A1, in view of Norris et al., US-9098080-B2, hereinafter referred to as Suzuki, and Norris.
As per claim 1
Suzuki discloses [a] work vehicle comprising (vehicle body - Suzuki ¶96):
a steering wheel (steering wheel 11 - Suzuki ¶16);
a steering shaft that supports the steering wheel (steering wheel 11 is joined to a steering shaft 12 - Suzuki ¶16);
a steering motor that enables automatic steering of the steering wheel (steering shaft 12 and the first pinion shaft 18 are joined to be switchable between connection and disconnection via a clutch 19, first turning motor M1 is driven in the connection state of the clutch 19, then motor torque is transmitted to the first pinion shaft 18 via the worm gear 32…the first turning motor M1 is driven and controlled in accordance with the steering manipulation by the driver in the connection state of the clutch 19, whereby desired assist characteristics can be achieved to reduce the load on the driver's manipulation - Suzuki ¶16 & ¶25 – Examiner reasons that the steering motor M1 affects the entire steering column and thus causes the rotation of the steering wheel when the clutch is engaged);
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 (steering shaft 12 and the first pinion shaft 18 are joined to be switchable between connection and disconnection via a clutch 19, first turning motor M1 is driven in the connection state of the clutch 19 - Suzuki ¶16 & ¶25).
Suzuki does not specifically disclose when in automatic traveling including the automatic steering, the switching mechanism is in a connection state, and when in manual steering without automatic steering, the switching mechanism is in a shutoff state such that manual steering is possible.
However, Norris teaches when in automatic traveling including the automatic steering, the switching mechanism is in a connection state, and when in manual steering without automatic steering, the switching mechanism is in a shutoff state such that manual steering is possible (the actuator 214 comprises a motor that is capable of producing sufficient torque to turn the steering shaft 206, which, in turn, turns the wheels 208., electromagnetic clutch 216 is utilized, when the clutch 216 is disengaged, there is a minimal effect on the feel of the steering to a user in manual mode…232 when the clutch 216 is disengaged, autonomous control actuator 214 uses the mechanical advantage (rack and pinion or otherwise) provided by the manual system. Second, the steering wheel 204 turns as the vehicle 102 autonomously operates or operates with an operator in the passenger compartment, EM clutch 216 is unpowered, it is disengaged, and the vehicle 102 steers essentially as if the autonomous system was not there… disengage and/or disengage the EM clutch 216 upon operator intervention, allowing the vehicle to operate in a manual mode by powering off…one electrically actuated clutch - Norris Column 26 Lines 21-23 & Column 26 Lines 35-39 & Column 26 Lines 59-64 & Column 26 Lines 43-57).
Suzuki discloses a vehicle travel control apparatuses and methods to control vehicle travel. Norris teaches systems and methods for switching between autonomous and manual operations of a vehicle.
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 Suzuki, a vehicle travel control apparatuses and methods to control vehicle travel, with systems and methods for switching between autonomous and manual operations of a vehicle, as taught by Norris, with a reasonable expectation of success to allow a user to recover from an accident, such as the vehicle running into a ditch, or perform simple tasks or tasks requiring greater maneuverability, such as putting a vehicle in the garage, without complex programming and to provide tangible benefits in safety, training costs, and operator confidence, see Norris Column 14 Lines 8-28 for details.
As per claim 2
Suzuki further discloses 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 (first pinion shaft 18 includes the input shaft on the clutch side and the output shaft on the pinion gear side, where the output shaft is joined to a first turning motor M1 via a worm gear 32, first turning motor M1 is driven in the connection state of the clutch 19, steering shaft 12 and the pinion shaft 18 are disconnected - Suzuki ¶21 & ¶25 & ¶77).
Clams 3-5, and 9 are rejected under U.S.C. § 103 as being unpatentable over Suzuki, and Norris, as per claim 1, and further in view of Matsumoto et al., US-20020007239-A1, hereinafter referred to as Matsumoto.
As per claim 3
Suzuki 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 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 Fig 4 (S5, S11, S16) + ¶4 & ¶30 & ¶44 & ¶51 & ¶58 & ¶87).
Suzuki discloses a vehicle travel control apparatuses and methods to control vehicle travel. Matsumoto 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 Suzuki, a vehicle travel control apparatuses and methods to control vehicle travel, 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, 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 ¶4 for details.
As per claim 4
Suzuki 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 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 Fig 4 (S5, S11, S16) + ¶4 & ¶30 & ¶44 & ¶51 & ¶58 & ¶87).
Suzuki discloses a vehicle travel control apparatuses and methods to control vehicle travel. Matsumoto 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 Suzuki, a vehicle travel control apparatuses and methods to control vehicle travel, 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, 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 ¶4 for details.
As per claim 5
Suzuki 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 Fig 4 (S5, S11, S16) + ¶4 & ¶30 & ¶44 & ¶51 & ¶58 & ¶87).
Suzuki discloses a vehicle travel control apparatuses and methods to control vehicle travel. Matsumoto 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 Suzuki, a vehicle travel control apparatuses and methods to control vehicle travel, 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, 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 ¶4 for details.
As per claim 9
Suzuki 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 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 Fig 4 (S5, S11, S16) + ¶4 & ¶30 & ¶44 & ¶51 & ¶58 & ¶87).
Suzuki discloses a vehicle travel control apparatuses and methods to control vehicle travel. Matsumoto 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 Suzuki, a vehicle travel control apparatuses and methods to control vehicle travel, 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, 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 ¶4 for details.
Claim 6 is rejected under U.S.C. § 103 as being unpatentable over Suzuki, and Norris, as per claim 1, and further in view of Oyer, US-20100204874-A1, hereinafter referred to as Oyer.
As per claim 6
Suzuki 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).
Suzuki discloses a vehicle travel control apparatuses and methods to control vehicle travel. 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 Suzuki, a vehicle travel control apparatuses and methods to control vehicle travel, 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 Suzuki, and Norris, as per claim 1, and further in view of Ishimi et al., JP-2018117564-A, and Hasegawa, US-20070144283-A1, hereinafter referred to as Ishimi, and Hasegawa.
As per claim 7
Suzuki 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, Ishimi 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 (a gear type transmission device capable of shifting to high and low two stages of a low speed state for working traveling and a high speed state for traveling traveling – Ishimi Page 6 Lines 17-19).
Suzuki discloses a vehicle travel control apparatuses and methods to control vehicle travel. Ishimi teaches an automatic work traveling control for automatically moving the vehicle body in a plurality of work traveling routes.
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 Suzuki, a vehicle travel control apparatuses and methods to control vehicle travel, with an automatic work traveling control for automatically moving the vehicle body in a plurality of work traveling routes, as taught by Ishimi, with a reasonable expectation of success to efficiently perform the auxiliary work without any difficulty, and to more reliably improve work efficiency and fuel consumption, see Ishimi Page 2 Line 44, and Page 3 Lines 39-40 for details.
Suzuki 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, Hasegawa 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 (high speed stage (where the high-speed clutch is engaged and the low-speed clutch is disengaged – Hasegawa ¶173 – Examiner reasons that here the speed change device, the high speed clutch, with its high speed stage is engaged and consequently the switching mechanism, a low speed clutch in this case, is disengaged or in the shutoff state).
Suzuki discloses a vehicle travel control apparatuses and methods to control vehicle travel. Hasegawa teaches a power transmission apparatus applicable to working vehicles, e.g., trucks.
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 Suzuki, a vehicle travel control apparatuses and methods to control vehicle travel, with a power transmission apparatus applicable to working vehicles, e.g., trucks, as taught by Hasegawa, with a reasonable expectation of success to prevent a reduction a power transmission efficiency, reduction of torque, or stalling the prime mover at worst, see Hasegawa ¶5 for details.
Claim 8 is rejected under U.S.C. § 103 as being unpatentable over Suzuki, and Norris, as per claim 1, and further in view of Dean et al., US-20100132600-A1, hereinafter referred to as Dean.
As per claim 8
Suzuki 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 Suzuki reference).
Suzuki discloses a vehicle travel control apparatuses and methods to control vehicle travel. 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 Suzuki, a vehicle travel control apparatuses and methods to control vehicle travel, 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 stability control in Suzuki.
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.
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, Fadey S. Jabr can be reached on 571-272-1516. 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.
/F.A.S./Examiner, Art Unit 3668
/Fadey S. Jabr/Supervisory Patent Examiner, Art Unit 3668
Prosecution Insights