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 the Applicant’s arguments
The previous rejection is withdrawn. Applicant’s amendments are entered. Applicant’s remarks are also entered into the record. A new search was made necessitated by the applicant’s amendments.
A new reference was found. A new rejection is made herein.
Applicant’s arguments are now moot in view of the new rejection of the claims.
Claim 1 is amended to recite and the primary reference is silent but Shenzhen teaches “….an active cooling device configured to remove heat from a heat source of the battery
charging connector when the battery charging connector is on the holder, and dissipate the removed heat into the ambient air.,_
wherein the heat source is a power contact of the battery charging connector, that is in contact with the power contact of the socket on the vehicle-side during charging the battery of the vehicle, (See claim 1 that provides an electric high power charging that gets very hot and the charging plug and socket includes a shell and terminals and a cable with a parallel arrangement of the liquid cooling pipe to exchange heat with the other tube chamber that includes a conductor element that gets very hot)
wherein the vehicle charging station comprises a liquid-cooled rod configured to be plugged into the power contact, and
wherein the active cooling device is a pump connected to the liquid-cooled rod and configured to provide the liquid flow to and from the rod”. (see claims 1-10 where the second chamber that provides a liquid cooling flow that is parallel with the first conductor; In this embodiment, during operation, the cooling liquid flows into the second channel 632 through the second flow port 633, then flows through the liquid cooling tube 42, then flows into the first channel 221, and flows into the first channel of the other terminal 2 through the fluid channel 511. The channel 221 flows into the second channel 632 of the other tail connector 6 through the liquid cooling tube 42 , and flows out through the second communication port 633 , which constitutes a cycle. By circulating the coolant through the tail connector 6, the tail connector 6 can be cooled, so that the cooling effect of the charging socket is better, and secondly, it is more convenient and convenient to connect the cable and the cooling pipe through the tail connector 6. fast. Preferably, a second threaded area 634 is provided on the outer surface of the third connecting portion 63 away from the end of the second connecting portion 62 , one end of the second lock nut 7 is threadedly engaged with the second threaded area 634 , and one end is pressed against the liquid cooling tube 42 . At the tail end, the second lock nut 7 is used to compress and connect the tail connector 6 and the liquid cooling tube 42, which not only facilitates installation and disassembly, but also prevents the tail connector 6 and the liquid cooling tube 42 from falling off after long-term use.)
It would have been obvious for one of ordinary skill in the art before the effective filing date with a reasonable expectation of success to combine the teachings of KOHLER with the disclosure of SHENZHEN since SHENZHEN teaches that a charging plug that connects to charge a vehicle can include two channels or a first channel for a conductor and a second channel where it includes a liquid cooling tube in the second channel to perform a heat exchange to pull the heat from the conductor to the second coolant and this can provide a cooling of the high temperature plug. See paragraph 1-15 and claims 1-10.
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.
Claim 1 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of German Patent Pub. No.: DE102015101140B4 to FUHRER and in view of Chinese Patent Pub. No.: CN 207664267 U to Shenzhen Woer that was filed in 2017.
FUHRER discloses “...1. A vehicle charging station, comprising:
a holder configured to hold a battery charging connector; and
a cooling device configured to remove heat from a heat source of the battery charging
connector when the battery charging connector is on the holder, and dissipate the removed heat into ambient air.” (see abstract and claims 1-5)
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Claim 1 is amended to recite and the primary reference is silent but Shenzhen teaches “….an active cooling device configured to remove heat from a heat source of the battery
charging connector when the battery charging connector is on the holder, and dissipate the removed heat into the ambient air.,_
wherein the heat source is a power contact of the battery charging connector, that is in contact with the power contact of the socket on the vehicle-side during charging the battery of the vehicle, (See claim 1 that provides an electric high power charging that gets very hot and the charging plug and socket includes a shell and terminals and a cable with a parallel arrangement of the liquid cooling pipe to exchange heat with the other tube chamber that includes a conductor element that gets very hot)
wherein the vehicle charging station comprises a liquid-cooled rod configured to be plugged into the power contact, and
wherein the active cooling device is a pump connected to the liquid-cooled rod and configured to provide the liquid flow to and from the rod”. (see claims 1-10 where the second chamber that provides a liquid cooling flow that is parallel with the first conductor; In this embodiment, during operation, the cooling liquid flows into the second channel 632 through the second flow port 633, then flows through the liquid cooling tube 42, then flows into the first channel 221, and flows into the first channel of the other terminal 2 through the fluid channel 511. The channel 221 flows into the second channel 632 of the other tail connector 6 through the liquid cooling tube 42 , and flows out through the second communication port 633 , which constitutes a cycle. By circulating the coolant through the tail connector 6, the tail connector 6 can be cooled, so that the cooling effect of the charging socket is better, and secondly, it is more convenient and convenient to connect the cable and the cooling pipe through the tail connector 6. fast. Preferably, a second threaded area 634 is provided on the outer surface of the third connecting portion 63 away from the end of the second connecting portion 62 , one end of the second lock nut 7 is threadedly engaged with the second threaded area 634 , and one end is pressed against the liquid cooling tube 42 . At the tail end, the second lock nut 7 is used to compress and connect the tail connector 6 and the liquid cooling tube 42, which not only facilitates installation and disassembly, but also prevents the tail connector 6 and the liquid cooling tube 42 from falling off after long-term use.)
It would have been obvious for one of ordinary skill in the art before the effective filing date with a reasonable expectation of success to combine the teachings of KOHLER with the disclosure of SHENZHEN since SHENZHEN teaches that a charging plug that connects to charge a vehicle can include two channels or a first channel for a conductor and a second channel where it includes a liquid cooling tube in the second channel to perform a heat exchange to pull the heat from the conductor to the second coolant and this can provide a cooling of the high temperature plug. See paragraph 1-15 and claims 1-10.
Claims 8-9 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of German Patent Pub. No.: DE102015101140B4 to FUHRER and in view of European Patent Pub. No.: EP 3 257 701 A1 to KOHLER and in view of Chinese Patent Pub. No.: CN 207664267 U to Shenzhen Woer that was filed in 2017.
Fuhrer discloses “...8. The vehicle charging station according to claim 1, wherein the vehicle charging station further comprises a temperature sensor and a control circuit, and wherein the
control circuit is configured to control the active cooling device in dependence on the temperature measured by the temperature sensor” (In the GB 2489988 A is the use of a temperature sensor on a charging plug described. The present invention has for its object to provide a charging station for delivering electrical energy to an energy receiver, by means of the short-term energy receiver, in particular batteries of electric vehicles, are rechargeable.)
It would have been obvious for one of ordinary skill in the art before the effective filing date with a reasonable expectation of success to combine the teachings of KOHLER with the disclosure of FUHRER since KOHLER teaches that an electrically connected thermoelectric device to provide cooling to the charging plug via an active device. See claims 1-3.
The primary reference is silent but KOEHLER teaches “..9. The vehicle charging station according to claim 1, wherein the vehicle charging station further comprises a clock and a control circuit, wherein the control circuit is configured to activate or de-activate the active cooling device in dependence on pre-defined
times using the clock”. (see specification as paragraph 1-10 and The invention relates to a charging device for an energy storage device of an electrically driven vehicle, comprising a charging plug for transmitting an electrical charge to the energy storage device of the motor vehicle, a charging line for connecting the charging plug to a power grid, and a charging station with a docking station for receiving the charging plug when not in use and for connecting the charging line to the power grid, with a cooling device for cooling the charging plug being arranged in the docking station.
The charging device can be a charging station for an electrically powered vehicle. The energy storage can be a battery, in particular a traction battery. By arranging the cooling device in the charging station, the charging plug can be cooled to a predetermined temperature or maintained at a predetermined temperature in the docking station during a rest phase before charging a vehicle. In this way the charging plug can be switched to one predetermined desired low temperature, for example less than or equal to 10 ° C, can be preconditioned. A pre-cooled charging plug can therefore be used to charge a motor vehicle. After charging is complete, the plug can be put back into the docking station to cool down. The cooling device can be designed and/or selected in such a way that it corresponds to the frequency of use of the charging device. The period of time between driving away and the subsequent vehicle driving up can be used to cool the charging plug and should be sufficient to cool the charging plug to a predetermined desired temperature. If, for example, the charging process is interrupted due to the charging plug overheating at high ambient temperatures, the charging plug can be cooled briefly in the docking station.)
It would have been obvious for one of ordinary skill in the art before the effective filing date with a reasonable expectation of success to combine the teachings of KOHLER with the disclosure of FUHRER since KOHLER teaches that an electrically connected thermoelectric device to provide cooling to the charging plug via an active device. See claims 1-3.
Claim 10 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of German Patent Pub. No.: DE102015101140B4 to FUHRER and in view of European Patent Pub. No.: EP 3 257 701 A1 to KOHLER and in view of Chinese Patent Pub. No.: CN 207664267 U to Shenzhen Woer that was filed in 2017.
Kohler discloses “...10. The vehicle charging station according to claim 5, wherein the vehicle charging station further comprises a mechanical temperature switch to activate or and/or deactivated the active cooling device”. (The charging device can be a charging station for an electrically powered vehicle. The energy storage can be a battery, in particular a traction battery. By arranging the cooling device in the charging station, the charging plug can be cooled to a predetermined temperature or maintained at a predetermined temperature in the docking station during a rest phase before charging a vehicle. In this way the charging plug can be switched to one predetermined desired low temperature, for example less than or equal to 10 ° C, can be preconditioned. A pre-cooled charging plug can therefore be used to charge a motor vehicle. After charging is complete, the plug can be put back into the docking station to cool down. The cooling device can be designed and/or selected in such a way that it corresponds to the frequency of use of the charging device. The period of time between driving away and the subsequent vehicle driving up can be used to cool the charging plug and should be sufficient to cool the charging plug to a predetermined desired temperature. If, for example, the charging process is interrupted due to the charging plug overheating at high ambient temperatures, the charging plug can be cooled briefly in the docking station.)
It would have been obvious for one of ordinary skill in the art before the effective filing date with a reasonable expectation of success to combine the teachings of KOHLER with the disclosure of FUHRER since KOHLER teaches that an electrically connected thermoelectric device to provide cooling to the charging plug via an active device. See claims 1-3.
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 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.
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If attempts to reach the examiner by telephone are unsuccessful, the examiner’s supervisor, Scott A. Browne can be reached at 571-270-0151. The fax phone number for the organization where this application or proceeding is assigned is 571-273-8300.
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/JEAN PAUL CASS/Primary Examiner, Art Unit 3666
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