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 applicant’s arguments
The amendments are entered. The rejection is withdrawn.
A new rejection is made herein.
PNG
media_image1.png
862
584
media_image1.png
Greyscale
Claim 1 is amended to recite and Wailai teaches “...a walk in switch provided at an upper end of the vehicle seat... (Further, in step S11, the load-bearing member controller can determine whether the automatic adjustment function of the seat leg rest is in an on state; since different passengers may have different usage requirements, when passengers do not want to use this function At this time, the passenger can disable this function in the HMI or other mobile terminal of the vehicle, so that the load-bearing member control system can provide different operations according to the passenger's use requirements, thereby effectively improving the passenger's use experience. Specifically, with this function turned off, the carrier member controller is able to maintain the seat leg rest in the current position. At the same time, when this function is turned on, the load-bearing member controller needs to further acquire other states of the vehicle, so as to fully understand the operational needs of the passengers. It should be noted that the carrier member controller can detect the opening and closing state of the vehicle door through an infrared sensor disposed on the vehicle door. Of course, technicians can also detect the opening and closing state of the vehicle door in other ways.)
.wherein the condition for disembarking the passenger is based on a minimum slide position and a minimum rotation angle of the vehicle seat at which the passenger gets out of the vehicle....( Further, in step S12, the load-bearing member controller can obtain the opening and closing state of the vehicle door; it can be understood that if the passenger opens the vehicle door, it means that the passenger has a need to get off the vehicle; at the same time, if the passenger does not open the vehicle door, It means that the passengers definitely do not need to get off the bus. Therefore, in step S13, the carrier member controller needs to perform different operation steps according to whether the vehicle door is opened. Specifically, if the vehicle door is opened, it means that the passenger has a need to get off the vehicle; at this time, step S14 is executed: the bearing member controller controls the seat leg support to return to the initial position, so that the passenger can get off the vehicle, thereby effectively solving the problem. The seat leg rest of the existing car does not have an automatic adjustment function, which easily causes inconvenience to passengers getting on and off the vehicle, thereby maximizing the passenger experience. However, if the vehicle door is not opened, it means that the passenger does not need to get off the vehicle. At this time, step S15 is performed: the carrier member controller controls the seat leg rest to maintain the current position, thereby effectively saving operation steps. It should be noted that the vehicle doors described in this embodiment are all vehicle doors adjacent to the vehicle seat leg rests.)
and a fourth determination step of determining whether a duration time of the signal exceeds a filtering time when the result of the third determination step indicates that the condition for disembarking of the passenger is satisfied... wherein when the result in the fourth determination step indicates that the duration time exceeds the filtering time, the seat controller determines that an intention of the passenger to stop the walk in operation is properly applied by the signal and stops the walk in operation of the vehicle seat”.
(see FIG. 3 to FIG. 4 where if an accident has occurred then the adjustment of the seat is not provided as the passenger injured and it is maintained in place while the vehicle is just parked then the disembarking can be provided; Next, refer to FIG. 3 , which is a flow chart of the steps of the second embodiment of the method for controlling a bearing member for a vehicle of the present invention. As shown in FIG. 3 , the second embodiment of the bearing member control method specifically includes the following steps:
S21: Obtain the collision situation of the vehicle;
S22: determine whether the vehicle has not collided; if not, execute step S23; if yes, execute step S24;
S23: keep the seat leg support at the current position;
S24: Obtain other states of the vehicle.
Further, in step S21, the bearing member controller can acquire the collision situation of the vehicle. If the vehicle collides, it means that the passenger's leg is very likely to have been injured, and if the seat leg rest is put down rashly at this time, it is likely to cause secondary injury to the passenger; at the same time, if the vehicle does not If a collision occurs, the load-bearing member controller needs to further acquire other states of the vehicle, so as to effectively judge the passenger's operational needs. It should be noted that the load-bearing member controller can detect whether the vehicle collides with the vehicle radar. Of course, the technician can also set a method for detecting whether the vehicle collides according to the actual product.
Specifically, in step S22, the load-bearing member controller can perform different operation steps according to the collision situation of the vehicle; further, if the vehicle is collided, at this time, the legs of the passengers are likely to have suffered If the seat leg support is rashly returned to the initial position, it is likely to cause secondary injury to the passenger's leg. Therefore, step S23 is executed, that is, the load-bearing member controller controls the seat leg support to maintain the current position. , in order to effectively avoid secondary injury to the passenger's legs, so as to protect the safety of passengers to the greatest extent. At the same time, if the vehicle is not collided, the load-bearing member controller needs to further acquire other states of the vehicle in order to effectively determine the passenger's operational needs. state, so that the carrier member controller can further determine the passenger's operational needs according to other states of the vehicle.
Next, refer to FIG. 4 , which is a flow chart of the steps of the third embodiment of the method for controlling a bearing member for a vehicle of the present invention. As shown in FIG. 4 , the third embodiment of the bearing member control method specifically includes the following steps:
S31: determine whether the automatic adjustment function of the seat leg rest is in an on state; if so, go to step S32; if not, go to step S37;
S32: Obtain the start-stop status of the vehicle;
S33: determine whether the vehicle is in a stationary state; if so, go to step S34; if not, go to step S37;
S34: Prompt the passenger whether to return the seat leg support to the initial position, and obtain the passenger's choice;
S35: Determine whether the user wants to put the seat leg back to the initial position; if yes, go to step S36; if not, go to step S37;
S36: return the seat leg support to the initial position;
S37: Keep the seat leg rest at the current position.)
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of HOZUMI with the teachings of WEILAI with a reasonable expectation of success since WEILAI teaches that a seat can be moved back when parked and the recline feature is retracted and the door can be opened and the seat pulled back to get off the vehicle. However in a car accident the seat retraction and the reclined area being retracted may cause an injury and can be stopped when an accident via radar is detected.
Claim Rejections - 35 USC § 103
In the event the determination of the status of the application as subject to AIA 35 U.S.C. 102 and 103 (or as subject to pre-AIA 35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
The factual inquiries for establishing a background for determining obviousness under 35 U.S.C. 103 are summarized as follows:
1. Determining the scope and contents of the prior art.
2. Ascertaining the differences between the prior art and the claims at issue.
3. Resolving the level of ordinary skill in the pertinent art.
4. Considering objective evidence present in the application indicating obviousness or nonobviousness.
This application currently names joint inventors. In considering patentability of the claims the examiner presumes that the subject matter of the various claims was commonly owned as of the effective filing date of the claimed invention(s) absent any evidence to the contrary. Applicant is advised of the obligation under 37 CFR 1.56 to point out the inventor and effective filing dates of each claim that was not commonly owned as of the effective filing date of the later invention in order for the examiner to consider the applicability of 35 U.S.C. 102(b)(2)(C) for any potential 35 U.S.C. 102(a)(2) prior art against the later invention.
As best understood by the office, Claims 1, 3-10 and 12 rejected under 35 U.S.C. sec. 103 as being anticipated by Japanese Patent Pub. No.: JP 2015-058811 A to Hozumi et al. and assigned to Aisin that was filed in 2014 (US20160229313A1) and in view of Japanese Patent Pub. No.: JP2009202666A to Kaneda filed in 2008 and in view of Korean Patent Pub. No.: KR20200075385A filed in 2018 and in view of Japanese Patent Pub. NO.: JP2004210159A to Fukuhara filed in 2003 and in view of Chinese Patent Pub. No.: CN108312930B to Weilai filed in 2017.
PNG
media_image2.png
716
952
media_image2.png
Greyscale
In regard to claim 1, and 9, HOZUMI discloses “...[Claim 1] A method of controlling a walk-in operation of a vehicle seat, the method comprising:
a first determination step of determining whether a signal of a walk-in switch is generated during [[a]] the walk-in operation of [[a]] the vehicle seat; (see paragraph 22-25 where the seat can be on a slide mechanism and the sensor can detect a driving state and slide the seat cushion 2 in the front rear direction and can tilt the inclination of the vehicle and slide back and tilt back)
PNG
media_image3.png
816
1026
media_image3.png
Greyscale
(see paragraph 22-25 where the seat can be on a slide mechanism and the sensor can detect a driving state and slide the seat cushion 2 in the front rear direction or the rear direction and can tilt the inclination of the vehicle and slide back and tilt back or alternatively can tilt the seat forward or place the seat in a deployed or housed state and also can detect a lever)(see FIG. 3 where the processor can detect that a walk in operation is provided and then detect 1. To slide 2. To tilt 3. To adjust the leg and cushion and seat black 23-32 and to trigger elements 24-42 for a seat cushion and seat back and leg rest and store all of these times in the memory 52)”.
Kaneda teaches “...a second determination step of determining the number of times the signal is generated when a result in the first determination step indicates that the signal of the walk- in switch is generated; and” (see first embodiment where the signal of the motor after repeated use can be determined as being changed and the lifter pulse from the lifter sensor 21 has changed ; In step 5 (S5) following step 4, the controller 10 refers to the output of the lifter sensor 21 and determines whether or not the lifter pulse has changed. If an affirmative determination is made in step 5, that is, if the lifter pulse has a constant value and there is no change, the process proceeds to step 6 (S6). On the other hand, if a negative determination is made in step 5, that is, if the lifter pulse is periodically changing, the processing after step 6 is skipped and the processing proceeds to step 8 (S8).
In step 6, the controller 10 stops driving the lifter motor 13.
In step 7 (S7), the controller 10 determines whether or not the slide motor 11 has stopped driving. If the determination in step 7 is affirmative, that is, if the slide motor 11 has already stopped driving, the processing after step 8 is skipped and the routine is exited. On the other hand, if a negative determination is made in step 7, that is, if the slide motor 11 is still driven, the process proceeds to step 8.
In step 8, the controller 10 refers to the output of the slide sensor 19 and determines whether or not the slide pulse has changed. If an affirmative determination is made in step 8, that is, if the slide pulse has a constant value and there is no change, the process proceeds to step 9 (S9). On the other hand, if a negative determination is made in step 8, that is, if the slide pulse changes periodically, the process returns to step 5.
In step 9, the controller 10 stops driving the slide motor 11.
In step 10 (S10), the controller 10 determines whether or not the lifter motor 13 has stopped driving. If the determination in step 10 is affirmative, that is, if the lifter motor 13 has already stopped driving, this routine is exited. On the other hand, if a negative determination is made in step 10, that is, if the slide motor 11 is still driven, the process returns to step 5.
As described above, in the vehicle seat device of the present embodiment, it is determined whether the seat back of the seat is tilted forward in the vehicle and an operation instruction is made by the user (steps 1 and 2). And when an affirmative determination is made in this determination, that is, when the seat back is tilted in the vehicle front direction and the seat S is moved to the walk-in state, the seat S is moved in the vehicle front direction by the slide motor 11, and The lifter motor 13 moves the seat S downward in the vehicle.
According to such a configuration, when changing to the walk-in state, the seat cushion and the seat back are moved downward while moving forward as the integrated seat S. Thereby, since the position of the uppermost part of the sheet | seat S also becomes relatively low, interference with the sun visor 30 can be suppressed. Further, it is conceivable to suppress interference between the seat and the sun visor 30 by moving the headrest up and down with respect to the seat back. However, according to the present embodiment, the entire seat moves as a series of operations. Compared with the movement of the headrest that is not related to the movement, the occupant's uncomfortable feeling can be reduced. )
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of HOZUMI with the teachings of KANEDA with a reasonable expectation of success since KANEDA teaches that a walk in switch can be determined to be one with the forward switch for the seat. A slide pulse from a lifter sensor 21 can be determined as being changed or if it has a constant value. This can provide an indication that the device is used too many times and is worn out. Then a motor can be stopped driving. See FIG. 3.
PNG
media_image4.png
874
558
media_image4.png
Greyscale
HOUZIMI discloses “...a third determination step of determining whether a position to which the vehicle seat slides forward and a recliner angle of a seatback satisfy a condition for disembarking of a passenger(see paragraph 22-25 where the seat can be on a slide mechanism and the sensor can detect a driving state and slide the seat cushion 2 in the front rear direction or the rear direction and can tilt the inclination of the vehicle and slide back and tilt back or alternatively can tilt the seat forward or place the seat in a deployed or housed state and also can detect a lever)(see FIG. 4 where the seat can also be in a housed state)” (see paragraph 22-25 where the seat can be on a slide mechanism and the sensor can detect a driving state and slide the seat cushion 2 in the front rear direction or the rear direction and can tilt the inclination of the vehicle and slide back and tilt back or alternatively can tilt the seat forward or place the seat in a deployed or housed state and also can detect a lever)
Korean Patent Pub. No.: ‘385 teaches “...when a result in the second determination step indicates that the signal of the walk-in switch is generated once, (see summary where the walk in operation and the tilt up and down and fold of the walk in operation is determined to be correct by the controller 190 and the angle sensor; In the method of controlling a vehicle seat according to an embodiment of the present invention, the operation of the corresponding seat is performed by a reclining forward operation that protrudes the corresponding seat in a forward direction, a rear reclining operation of flipping the corresponding seat backward, and an inclination angle of the corresponding seat The tilt-up operation to increase, the tilt-down operation to lower the forward inclination angle of the sheet, the walk-in operation to slide the entire sheet forward, the un-walk-in operation to slide the sheet backward, And a folding operation of completely folding the seat back into a cushion and an unfolding operation of folding the seat back of the seat from the cushion.
In the control method of a car seat according to an embodiment of the present invention, the step of determining whether the operation of the corresponding seat is correct by using the angle information received from the angle detection sensor of the seat is determined by the controller 180. Characterized by determining whether the operation is correct.)
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of HOZUMI with the teachings of the 385 publication with a reasonable expectation of success since the 385 publication teaches that an input pattern of the vehicle seat can be provide and then classified. Then an abnormality in the actual input pattern can be determined based on the ideal classified pattern. Then an unwalk operation can be provided to remove the abnormality.
Fukuhara teaches “...wherein when a result in the third determination step indicates that the condition for disembarking of the passenger is not satisfied,
the walk-in operation of the vehicle seat is continuously performed under a control of a seat controller, and until the walk-in operation is completed”. (see paragraph 19-23 where if there is an abnormal condition, then the seat is reversed and moved back and then it detects an abnormality again and if removed then it can again detect the posture and position, attitude and angle and then move it to the correct position, see paragraph 15-16)”.
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of HOZUMI with the teachings of FUKUHARA with a reasonable expectation of success since FUKUHARA teaches that a walk in switch can be determined and an attitude, position and rotation angle can be determined to be within the correct ranges. The seat can then be determined to be in the correct position. See abstract and claims 1-3.
PNG
media_image5.png
872
650
media_image5.png
Greyscale
PNG
media_image1.png
862
584
media_image1.png
Greyscale
Claim 1 is amended to recite and Wailai teaches “...a walk in switch provided at an upper end of the vehicle seat... (Further, in step S11, the load-bearing member controller can determine whether the automatic adjustment function of the seat leg rest is in an on state; since different passengers may have different usage requirements, when passengers do not want to use this function At this time, the passenger can disable this function in the HMI or other mobile terminal of the vehicle, so that the load-bearing member control system can provide different operations according to the passenger's use requirements, thereby effectively improving the passenger's use experience. Specifically, with this function turned off, the carrier member controller is able to maintain the seat leg rest in the current position. At the same time, when this function is turned on, the load-bearing member controller needs to further acquire other states of the vehicle, so as to fully understand the operational needs of the passengers. It should be noted that the carrier member controller can detect the opening and closing state of the vehicle door through an infrared sensor disposed on the vehicle door. Of course, technicians can also detect the opening and closing state of the vehicle door in other ways.)
.wherein the condition for disembarking the passenger is based on a minimum slide position and a minimum rotation angle of the vehicle seat at which the passenger gets out of the vehicle....( Further, in step S12, the load-bearing member controller can obtain the opening and closing state of the vehicle door; it can be understood that if the passenger opens the vehicle door, it means that the passenger has a need to get off the vehicle; at the same time, if the passenger does not open the vehicle door, It means that the passengers definitely do not need to get off the bus. Therefore, in step S13, the carrier member controller needs to perform different operation steps according to whether the vehicle door is opened. Specifically, if the vehicle door is opened, it means that the passenger has a need to get off the vehicle; at this time, step S14 is executed: the bearing member controller controls the seat leg support to return to the initial position, so that the passenger can get off the vehicle, thereby effectively solving the problem. The seat leg rest of the existing car does not have an automatic adjustment function, which easily causes inconvenience to passengers getting on and off the vehicle, thereby maximizing the passenger experience. However, if the vehicle door is not opened, it means that the passenger does not need to get off the vehicle. At this time, step S15 is performed: the carrier member controller controls the seat leg rest to maintain the current position, thereby effectively saving operation steps. It should be noted that the vehicle doors described in this embodiment are all vehicle doors adjacent to the vehicle seat leg rests.)
and a fourth determination step of determining whether a duration time of the signal exceeds a filtering time when the result of the third determination step indicates that the condition for disembarking of the passenger is satisfied... wherein when the result in the fourth determination step indicates that the duration time exceeds the filtering time, the seat controller determines that an intention of the passenger to stop the walk in operation is properly applied by the signal and stops the walk in operation of the vehicle seat”.
(see FIG. 3 to FIG. 4 where if an accident has occurred then the adjustment of the seat is not provided as the passenger injured and it is maintained in place while the vehicle is just parked then the disembarking can be provided; Next, refer to FIG. 3 , which is a flow chart of the steps of the second embodiment of the method for controlling a bearing member for a vehicle of the present invention. As shown in FIG. 3 , the second embodiment of the bearing member control method specifically includes the following steps:
S21: Obtain the collision situation of the vehicle;
S22: determine whether the vehicle has not collided; if not, execute step S23; if yes, execute step S24;
S23: keep the seat leg support at the current position;
S24: Obtain other states of the vehicle.
Further, in step S21, the bearing member controller can acquire the collision situation of the vehicle. If the vehicle collides, it means that the passenger's leg is very likely to have been injured, and if the seat leg rest is put down rashly at this time, it is likely to cause secondary injury to the passenger; at the same time, if the vehicle does not If a collision occurs, the load-bearing member controller needs to further acquire other states of the vehicle, so as to effectively judge the passenger's operational needs. It should be noted that the load-bearing member controller can detect whether the vehicle collides with the vehicle radar. Of course, the technician can also set a method for detecting whether the vehicle collides according to the actual product.
Specifically, in step S22, the load-bearing member controller can perform different operation steps according to the collision situation of the vehicle; further, if the vehicle is collided, at this time, the legs of the passengers are likely to have suffered If the seat leg support is rashly returned to the initial position, it is likely to cause secondary injury to the passenger's leg. Therefore, step S23 is executed, that is, the load-bearing member controller controls the seat leg support to maintain the current position. , in order to effectively avoid secondary injury to the passenger's legs, so as to protect the safety of passengers to the greatest extent. At the same time, if the vehicle is not collided, the load-bearing member controller needs to further acquire other states of the vehicle in order to effectively determine the passenger's operational needs. state, so that the carrier member controller can further determine the passenger's operational needs according to other states of the vehicle.
Next, refer to FIG. 4 , which is a flow chart of the steps of the third embodiment of the method for controlling a bearing member for a vehicle of the present invention. As shown in FIG. 4 , the third embodiment of the bearing member control method specifically includes the following steps:
S31: determine whether the automatic adjustment function of the seat leg rest is in an on state; if so, go to step S32; if not, go to step S37;
S32: Obtain the start-stop status of the vehicle;
S33: determine whether the vehicle is in a stationary state; if so, go to step S34; if not, go to step S37;
S34: Prompt the passenger whether to return the seat leg support to the initial position, and obtain the passenger's choice;
S35: Determine whether the user wants to put the seat leg back to the initial position; if yes, go to step S36; if not, go to step S37;
S36: return the seat leg support to the initial position;
S37: Keep the seat leg rest at the current position.)
It would have been obvious for one of ordinary skill in the art before the effective filing date of the present disclosure to combine the disclosure of HOZUMI with the teachings of WEILAI with a reasonable expectation of success since WEILAI teaches that a seat can be moved back when parked and the recline feature is retracted and the door can be opened and the seat pulled back to get off the vehicle. However in a car accident the seat retraction and the reclined area being retracted may cause an injury and can be stopped when an accident via radar is detected.
Hozumi discloses “... [Claim 3] The method of claim 1, wherein when the result in the fourth determination step indicates that the signal generation duration time (s) does not exceed the filtering time, the walk-in operation of the vehicle seat is continuously performed under the control of the seat controller, and unitl the walk-in operation is completed. (see paragraph 44, 37-45 where the walk in state can be detected and the user can turn the switch to the off state to prevent the walk in state from occurring as this was not intended and the leg is provided to the deployed state once again; see paragraph 22-25 where the seat can be on a slide mechanism and the sensor can detect a driving state and slide the seat cushion 2 in the front rear direction or the rear direction and can tilt the inclination of the vehicle and slide back and tilt back or alternatively can tilt the seat forward or place the seat in a deployed position)
Hozumi discloses “...[Claim 4] The method of claim 1, wherein when the result in the first determination
step indicates that the signal of the walk-in switch is not generated, the walk-in operation of the vehicle seat is continuously performed under the control of the seat controller, and unitl the walk-in operation is completed. (see paragraph 44-53 and 23-39 where the walk in state can be generated and then stopped by the user and then manually hit again to deploy the seat and paragraph 37-45 where the walk in state can be detected and the user can turn the switch to the off state to prevent the walk in state from occurring as this was not intended and the leg is provided to the deployed state once again; see paragraph 22-25 where the seat can be on a slide mechanism and the sensor can detect a driving state and slide the seat cushion 2 in the front rear direction or the rear direction and can tilt the inclination of the vehicle and slide back and tilt back or alternatively can tilt the seat forward or place the seat in a deployed position)
Hozumi discloses “... [Claim 5] The method of claim 1, wherein when the result in the second determination step indicates that the signal of the walk-in switch is generated two or more times, the seat controller is configured to stop the walk-in operation of the seat. (see paragraph 44-55 and 22-39 where the sensor can indicate that the user is present, and the sensor can detect the driving state and slide the seat cushion and then user can manually stop the inclination and movement of the seat)
Hozumi discloses “... [Claim 6] The method of claim 1, further comprising: a fifth determination step of determining whether the signal of the walk-in switch is generated during a walk-in return operation after the walk-in operation is completed; a sixth determination step of determining the number of times the signal is generated when a result in the fifth determination step indicates that the signal of the walk-in 15 switch is generated; and a seventh determination step of determining whether a duration time (s) exceeds a filtering time when the determination result in the sixth determination step indicates that the signal of the walk-in switch is generated once, wherein when the determination result in the seventh determination step indicates that the 20 duration time of the signal exceeds the filtering time, and the seat controller is configured to stop the walk-in operation of the vehicle seat”. (see paragraph 22-39 where the sensor can indicate that the user is present, and the sensor can detect the driving state and slide the seat cushion and then user can manually stop the inclination and movement of the seat)
Hozumi discloses “...[Claim 7] The method of claim 6, wherein when the result in the seventh 25 determination step indicates that the duration time (s) does not exceed the filtering time, the walk-in return operation of the vehicle seat is continuously performed under the control of the seat controller, until the walk-in return operation is completed. (see paragraph 22-39 where the sensor can indicate that the user is present, and the sensor can detect the driving state and slide the seat cushion and then user can manually stop the inclination and movement of the seat)
Hozumi discloses “...[Claim 8] The method of claim 6, wherein when the result in the sixth determination 30 step indicates that the signal of the walk-in switch is generated two or more times, the seat controller is configured to stop the walk-in return operation of the seat. (see paragraph 22-39 where the sensor can indicate that the user is present, and the sensor can detect the driving state, and can detect a number of motor stops and slide the seat cushion and then user can manually stop the inclination and movement of the seat)
Hozumi discloses “...[Claim 10] The method of claim 9, wherein when the signal of the walk-in switch is generated once during the walk-in operation or the walk-in return operation of the vehicle seat and a duration time of the signal of the walk-in switch, does not exceed the signal filtering time, the seat controller is configured to perform control to continuously perform the walk-in operation or the walk-in return operation until the walk-in operation or the walk-in return operation is completed. (see paragraph 37-45 where the walk in state can be detected and the user can turn the switch to the off state to prevent the walk in state from occurring as this was not intended and the leg is provided to the deployed state once again; see paragraph 22-25 where the seat can be on a slide mechanism and the sensor can detect a driving state and slide the seat cushion 2 in the front rear direction or the rear direction and can tilt the inclination of the vehicle and slide back and tilt back or alternatively can tilt the seat forward or place the seat in a deployed or housed state and also can detect a lever)
Hozumi discloses “...[Claim 11] The method of claim 9, wherein when the signal of the walk-in switch is generated 25 once during the walk-in operation or the walk-in return operation of the vehicle seat and a duration time of the signal of the walk-in switch, exceeds the filtering time, and the seat controller is configured to perform control to stop the walk-in operation or the walk-in return operation. (see paragraph 22-39 where the sensor can indicate that the user is present, and the sensor can detect the driving state and slide the seat cushion and then user can manually stop the inclination and movement of the seat)
Hozumi discloses “...[Claim 12] The method of claim 9, wherein when the signal of the walk-in switch is generated two or more times within a predetermined time during the walk-in operation or the walk-in return operation of the vehicle seat, the seat controller is configured to stop the walk-in operation or the walk-in return operation. (see paragraph 22-39 where the sensor can indicate that the user is present, and the sensor can detect the driving state and slide the seat cushion and then user can manually stop the inclination and movement of the seat)”.
Any inquiry concerning this communication or earlier communications from the examiner should be directed to JEAN PAUL CASS whose telephone number is (571)270-1934. The examiner can normally be reached Monday to Friday 7 am to 7 pm; Saturday 10 am to 12 noon.
Examiner interviews are available via telephone, in-person, and video conferencing using a USPTO supplied web-based collaboration tool. To schedule an interview, applicant is encouraged to use the USPTO Automated Interview Request (AIR) at http://www.uspto.gov/interviewpractice.
If attempts to reach the examiner by telephone are unsuccessful, the examiner’s supervisor, Scott A. Browne can be reached on 571-270-0151. The fax phone number for the organization where this application or proceeding is assigned is 571-273-8300.
Information regarding the status of published or unpublished applications may be obtained from Patent Center. Unpublished application information in Patent Center is available to registered users. To file and manage patent submissions in Patent Center, visit: https://patentcenter.uspto.gov. Visit https://www.uspto.gov/patents/apply/patent-center for more information about Patent Center and https://www.uspto.gov/patents/docx for information about filing in DOCX format. For additional questions, contact the Electronic Business Center (EBC) at 866-217-9197 (toll-free). If you would like assistance from a USPTO Customer Service Representative, call 800-786-9199 (IN USA OR CANADA) or 571-272-1000.
/JEAN PAUL CASS/Primary Examiner, Art Unit 3666