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 .
New Grounds of Rejection - Heading
In view of the Appeal Brief filed on 03/10/2026, PROSECUTION IS HEREBY REOPENED. A new ground of rejection is set forth below.
To avoid abandonment of the application, appellant must exercise one of the following two options:
(1) file a reply under 37 CFR 1.111 (if this Office action is non-final) or a reply under 37 CFR 1.113 (if this Office action is final); or,
(2) initiate a new appeal by filing a notice of appeal under 37 CFR 41.31 followed by an appeal brief under 37 CFR 41.37. The previously paid notice of appeal fee and appeal brief fee can be applied to the new appeal. If, however, the appeal fees set forth in 37 CFR 41.20 have been increased since they were previously paid, then appellant must pay the difference between the increased fees and the amount previously paid.
A Supervisory Patent Examiner (SPE) has approved of reopening prosecution by signing below:
/Fadey S. Jabr/Supervisory Patent Examiner, Art Unit 3668
Status of Claims
This Office Action is in response to the application filed on 12/13/2025. Claims 1-9 are presently pending and are presented for examination.
Reply to Remarks
Applicant’s arguments, see Pages 5-9 of the Applicant's Remarks, filed 12/13/2025, 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 Therefore, the rejection has been withdrawn.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.
Claim Rejections - 35 USC § 112
The following is a quotation of 35 U.S.C. 112(b):
(b) CONCLUSION.—The specification shall conclude with one or more claims particularly pointing out and distinctly claiming the subject matter which the inventor or a joint inventor regards as the invention.
The following is a quotation of 35 U.S.C. 112 (pre-AIA ), second paragraph:
The specification shall conclude with one or more claims particularly pointing out and distinctly claiming the subject matter which the applicant regards as his invention.
Claims 1-9 are rejected under 35 U.S.C. 112(b) or 35 U.S.C. 112 (pre-AIA ), second paragraph, as being indefinite for failing to particularly point out and distinctly claim the subject matter which the inventor or a joint inventor (or for applications subject to pre-AIA 35 U.S.C. 112, the applicant), regards as the invention. In claim 1, lines 5-6 recite "the power transmission state", "the connection state", and "the shutoff state". The "the power transmission state", "the connection state", and "the shutoff state" are indefinite because it is unclear whether the power refers to a physical connection being suspended, whether the electrical power is stopped from transmitting, and/or whether power is being transmitted in watts or joules as mechanical power or electrical power. Appropriate correction is required.
Claim 1 recites the limitation "the power transmission state", "the connection state", and "the shutoff state" in lines 5-6. There is insufficient antecedent basis for this limitation in the claim. The introduction of the claim elements at the end of the claim must be written at the beginning of the claim.
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.
Claim 1 is rejected under U.S.C. § 102(a)(1) as being unpatentable over Kagawa, US-5835870-A, hereinafter referred to as Kagawa.
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 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 (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).
Claim Rejections - 35 USC § 103
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 2 is rejected under U.S.C. § 103 as being unpatentable over Kagawa, 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, 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, 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, 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, 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
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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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.
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/F.A.S./Examiner, Art Unit 3668
/Fadey S. Jabr/Supervisory Patent Examiner, Art Unit 3668
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