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 amendments
This Office Action is in response to the amended file, filed on 10/14/2025. Claims 1, 16, 17 are amended, claim 14, 15 is cancelled. Claims 1-13, 16-17 are presently pending and are presented for examination.
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.
Claims 1-13, 16-17 are rejected under35 U.S.C.103 as being unpatentable over Gustafsson et al (U.S. Pub. NO. 2003/0172728), and in view Sekizawa et al. (U.S. Pub. NO. 20200254830).
With regard to claim 1, Gustafsson discloses an apparatus for detecting decreased pressure, comprising: (The reference discloses pressure decrease detection apparatus.) (Gustafsson, Abstract)
A speed acquisition unit that is configured to acquire rotation speeds of a plurality of tires mounted to a vehicle from rotation speed signals indicating the rotation speeds of the plurality of tires; (The reference discloses The estimation of model parameter values is calculated dependent on the input of parameter signals indicative of lateral vehicle dynamics preferably in the shape of an angular velocity signal from one or a plurality of wheels, this embodiment comprises or utilizes a wheel speed sensor 101, 102, 103, 104 detecting the angular velocity for each wheel, signal from each wheel speed sensor is individually pre-processed by sensor signal pre-processing means 111, 112, 113, 114. The patent discloses wheel sensors that acquire rotation speeds from multiple tires and preprocessing units that condition these signals directly corresponding to the claimed speed acquisition unit.) (Gustafsson, [019], [073-074])
A first index calculation unit that is configured to calculate a first decreased pressure index as an index for comparing the rotation speeds of the plurality of tires based on the rotation speeds; (The reference discloses wheel radii analysis means 146 or wheel radius offset estimation means 148 which calculates comparison indices based on relative wheel speed differences. The patent describes analysis mean that compare rotation speeds of multiple tires to generate pressure indication values which functions as firs index for tire pressure detection based on relative speed comparisons.) (Gustafsson, [075])
A second index calculation unit that is configured to calculate a second decreased pressure index as an index different from the first decreased pressure index and as an index that changes when at least one tire among the plurality of tires has a decreased pressure; (The reference discloses filtered by an adaptive or recursive filtering means 121, 122, 123, 124 adapted for a frequency model estimation and frequency analysis is then carried out in frequency analysis means 131, 132, 133, 134. This is a different method of indexing tire pressure from first index thus is equivalent to a second decreased pressure index as an index different from the first decreased pressure index.) (Gustafsson, [074])
And a decreased pressure detection unit that is configured to determine that at least one tire among the plurality of tires has a decreased pressure when both of the first decreased pressure index and the second decreased pressure index indicate that the at least one tire has a decreased pressure and generate a signal; (The reference discloses a first logical unit calculated tire pressure signal second logical unit receives inputs from both wheel radii analysis and frequency analysis indicating pressure loss. These take both pressure estimates and only declare a tire problem when both methods agree thus being equivalent to both of the first decreased pressure index and the second decreased pressure index indicate that the at least one tire has a decreased pressure.) (Gustafsson, [074-075])
However, Gustafsson does not teach And the decreased pressure alert unit, that is configured to receive the signal from the decreased pressure detection unit, generates a decreased pressure alert on a display or via a speaker to notify a driver of the vehicle that the decreased pressure detection unit detects the decreased pressure of the at least one tire, so that the driver has the pressure of the at least one tire adjusted after the decreased pressure alert has been generated.
Sekizawa teaches And the decreased pressure alert unit, that is configured to receive the signal from the decreased pressure detection unit, generates a decreased pressure alert on a display or via a speaker to notify a driver of the vehicle that the decreased pressure detection unit detects the decreased pressure of the at least one tire, so that the driver has the pressure of the at least one tire adjusted after the decreased pressure alert has been generated; (The reference discloses a sensing unit for the tires air pressure and the display 4 is informed of the decrease in the tire air pressure of one of the four wheels 5 a to 5 d, or the tire air pressures of the respective four wheels 5 a to 5 d. an alarm lamp or a display installed in an instrument panel of the vehicle the display 4 is used as an alert unit for alerting the driver in the present embodiment. A device for audibly alerting, such as a speaker, may be used as the alert unit. (Sekizawa, [50-52])
It would have been obvious for one of ordinary skill in the art before the effective filing date of the claimed invention to have modified detecting decreased pressure of tire disclosed by Gustafsson to include the And the decreased pressure alert unit, that is configured to receive the signal from the decreased pressure detection unit, generates a decreased pressure alert on a display or via a speaker to notify a driver of the vehicle that the decreased pressure detection unit detects the decreased pressure of the at least one tire, so that the driver has the pressure of the at least one tire adjusted after the decreased pressure alert has been generated of Sekizawa. One of ordinary skill in the art would have been motivated to make this modification to bridge the gap between an internal diagnostic function and a practical, user-facing safety feature, thereby producing a complete and useful tire pressure monitoring system (TPMS). Gustafsson provides an effective, redundant method for detecting low tire pressure through the calculation of two different indices, but the apparatus lacks the final, critical step of notifying the driver. Sekizawa, in turn, teaches the standard application of an alert unit—such as a display or speaker—to inform the driver of the detected pressure decrease (Sekizawa, [50-52]). The motivation for combining these elements is rooted in basic product design principles and the fundamental need for safety: a detection system that does not communicate its findings to the user serves no practical purpose. A person of ordinary skill in the art, aiming to develop a commercially viable and safety-compliant TPMS, would naturally combine Gustafsson's robust detection logic with the standard, well-known alerting mechanisms disclosed in Sekizawa. This combination transforms an internal diagnostic tool into a functional safety device, allowing the driver to be notified and perform necessary maintenance, which is an obvious and predictable step towards a complete system as suggested by Sekizawa at [50-52].
With regard to claim 2, Gustafsson-Sekizawa discloses all of the limitations of claim 1. Additionally, Gustafsson discloses wherein the first decreased pressure index is an index that converges to a first value as the rotation speeds of the respective plurality of tires become closer to a mean value of the rotation speeds of the plurality of tires, (The reference discloses wheel radius offset calculations based on the wheel radii analysis system. When all tires have normal pressure their rotation speeds are similar to each other meaning they’re all close to average (mean) speed. When this happens the wheel radius offset calculations approach zero this is the first value that the system converges to.) (Gustafsson, FIG. 2, [075])
And diverges from the first value as a rotation speed of the at least one tire diverges from the mean value. (The reference discloses that when one tire loses pressure it becomes smaller and has to spin faster to keep up with the care. This makes that tires rotation speed different from the others it diverges from the mean when this happens, the wheel radius offset value increases (diverges from zero). Explains an indicator of whether either one of the left or right wheels has an abnormal pressure. The wheel radius offset value increases as one wheels radius and thus rotation speed deviates from the others due to pressure loss the system specifically detects when either one of the left or the right wheels has an abnormal pressure by measuring how much the individual wheels diverge from the group.) (Gustafsson, [024-025])
With regard to claim 3, Gustafsson-Sekizawa discloses all of the limitations of claim 1. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index calculated based on the rotation speed signals. (The reference discloses frequency analysis means 131, 132, 133, 134 preform frequency model estimation using adaptive filtering directly on wheel speed signals. An angular velocity signal 1 or ω is received from each wheel and vibration analysis is carried out using an adaptively estimated model of the frequency spectrum of the vibrations.) (Gustafsson, [066-067], [074])
With regard to claim 4, Gustafsson-Sekizawa discloses all of the limitations of claim 2. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index calculated based on the rotation speed signals. (The reference discloses the wheel radius analysis convergence behavior with the frequency analysis calculation from the rotation speed signals both are described.) (Gustafsson, [066-067], [074-075], FIG. 2)
With regard to claim 5, Gustafsson-Sekizawa discloses all of the limitations of claim 3. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index that converges to a second value as frequency characteristics of rotation speed signals of coaxial tires among the plurality of tires become closer to one another, and diverges from the second value as the frequency characteristics of the rotation speed signals of the coaxial tires diverge from one another. (The reference discloses frequency analysis comparing left and right wheels, another input signal to the wheel radii analysis is taken from a yaw rate gyro and combined with a similar computation of the relative difference in wheel radii of the left and right wheels. The frequency analysis means 131-134 analyze vibration between coaxial wheel and the system preforms comparative analysis of resonance between the wheel pairs.) (Gustafsson, [068], [074])
With regard to claim 6, Gustafsson-Sekizawa discloses all of the limitations of claim 4. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index that converges to a second value as frequency characteristics of rotation speed signals of coaxial tires among the plurality of tires become closer to one another, and diverges from the second value as the frequency characteristics of the rotation speed signals of the coaxial tires diverge from one another. (The reference discloses frequency analysis comparing left and right wheels, another input signal to the wheel radii analysis is taken from a yaw rate gyro and combined with a similar computation of the relative difference in wheel radii of the left and right wheels. The frequency analysis means 131-134 analyze vibration between coaxial wheel and the system preforms comparative analysis of resonance between the wheel pairs.) (Gustafsson, [068], [074])
With regard to claim 7, Gustafsson-Sekizawa discloses all of the limitations of claim 5. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index for comparing a ratio of an integration value of a gain in a second frequency band with respect to an integration value of a gain in a first frequency band in a frequency spectrum of the rotation speed signal between the coaxial left and right wheel tires. (The reference discloses exemplifying energy spectrum in the frequency domain for an angular velocity signal of a car, wherein the low frequency interval 1001 and the high frequency interval 1002 are indicated. The low frequency component is substantially due to the fact that the side of the wheel is elastic, and consequently a vibration may occur if the corresponding frequencies are excited. This frequency is highly dependent on the tire type, since different tire types have different elasticity. The high frequency substantially originates in the tire tread. This describes two distinct frequency bands and their analysis.) (Gustafsson, [100], [101])
With regard to claim 8, Gustafsson-Sekizawa discloses all of the limitations of claim 6. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index for comparing a ratio of an integration value of a gain in a second frequency band with respect to an integration value of a gain in a first frequency band in a frequency spectrum of the rotation speed signal between the coaxial left and right wheel tires. (The reference discloses exemplifying energy spectrum in the frequency domain for an angular velocity signal of a car, wherein the low frequency interval 1001 and the high frequency interval 1002 are indicated. The low frequency component is substantially due to the fact that the side of the wheel is elastic, and consequently a vibration may occur if the corresponding frequencies are excited. This frequency is highly dependent on the tire type, since different tire types have different elasticity. The high frequency substantially originates in the tire tread. This describes two distinct frequency bands and their analysis.) (Gustafsson, [100], [101])
With regard to claim 9, Gustafsson-Sekizawa discloses all of the limitations of claim 5. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index for comparing torsional resonance frequencies of the plurality of tires between the coaxial left and right wheel tires. (The reference discloses the poles in G(q) is a complex conjugate and the angle α between the poles and the real numbers axis correspond to the resonance frequency. When the tire air pressure decreases, the dependent parameter a 1 decrease and as a consequence also the resonance frequency decreases.) (Gustafsson, [137], [139])
With regard to claim 10, Gustafsson-Sekizawa discloses all of the limitations of claim 6. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index for comparing torsional resonance frequencies of the plurality of tires between the coaxial left and right wheel tires. (The reference discloses the poles in G(q) is a complex conjugate and the angle α between the poles and the real numbers axis correspond to the resonance frequency. When the tire air pressure decreases, the dependent parameter a 1 decrease and as a consequence also the resonance frequency decreases.) (Gustafsson, [137], [139])
With regard to claim 11, Gustafsson-Sekizawa discloses all of the limitations of claim 1. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index for comparing regression coefficients between left and right of the vehicle, and the regression coefficient indicates a relationship between a comparison value for comparing a rotation speed of a driving wheel tire with a rotation speed of a following wheel tire among the rotation speeds and a value indicating a driving force of the vehicle. (The reference discloses regression parameters (slip slope, offset) are estimated per wheel left/right comparison requires comparing those parameters.) (Gustafsson, [075], [224])
With regard to claim 12, Gustafsson-Sekizawa discloses all of the limitations of claim 2. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index for comparing regression coefficients between left and right of the vehicle, and the regression coefficient indicates a relationship between a comparison value for comparing a rotation speed of a driving wheel tire with a rotation speed of a following wheel tire among the rotation speeds and a value indicating a driving force of the vehicle. (The reference discloses regression parameters (slip slope, offset) are estimated per wheel left/right comparison requires comparing those parameters.) (Gustafsson, [075], [224])
With regard to claim 13, Gustafsson-Sekizawa discloses all of the limitations of claim 3. Additionally, Gustafsson discloses wherein the second decreased pressure index is an index for comparing regression coefficients between left and right of the vehicle, and the regression coefficient indicates a relationship between a comparison value for comparing a rotation speed of a driving wheel tire with a rotation speed of a following wheel tire among the rotation speeds and a value indicating a driving force of the vehicle. (The reference discloses regression parameters (slip slope, offset) are estimated per wheel left/right comparison requires comparing those parameters.) (Gustafsson, [075], [224])
With regard to claim 16, Gustafsson discloses A method for detecting decreased pressure of tire executed by one or a plurality of computers, comprising: (The reference discloses a method for detecting tire pressure.) (Gustafsson, Abstract)
Acquiring rotation speeds of a plurality of tires mounted to a vehicle from rotation speed signals indicating the rotation speeds of the plurality of tires; (The reference discloses The estimation of model parameter values is calculated dependent on the input of parameter signals indicative of lateral vehicle dynamics preferably in the shape of an angular velocity signal from one or a plurality of wheels, this embodiment comprises or utilizes a wheel speed sensor 101, 102, 103, 104 detecting the angular velocity for each wheel, signal from each wheel speed sensor is individually pre-processed by sensor signal pre-processing means 111, 112, 113, 114. The patent discloses wheel sensors that acquire rotation speeds from multiple tires and preprocessing units that condition these signals directly corresponding to the claimed speed acquisition unit.) (Gustafsson, [019], [073-074])
Calculating a first decreased pressure index as an index for comparing the rotation speeds of the plurality of tires based on the rotation speeds; (The reference discloses calculating wheel radii analysis as a comparative index on rotation speeds, the relative difference in wheel radii of the front and rear wheels for the left and the right wheel pair, respectively, which gives an indicator of whether either one of the left or the right wheels has an abnormal pressure. Preferably, the relative differences in wheel radii are computed from a friction model and a wheel radii analysis means devised to calculate the wheel radii and a second tire pressure calculation means producing a second tire pressure estimate.) (Gustafsson, [024], [068])
Calculating a second decreased pressure index as an index different from the first decreased pressure index and as an index that changes when at least one tire among the plurality of tires has a decreased pressure; (The reference discloses frequency analysis as distinct second method that changes tire pressure, a first tire pressure estimate is calculated based on a first model of vibration phenomena, and a vibration analysis is carried out using an adaptively estimated model of the frequency spectrum of the vibrations and the frequency based tire pressure estimation is combined with a second tire pressure estimate based on a second model) (Gustafsson, [066])
And determining that at least one tire among the plurality of tires has a decreased pressure when both of the first decreased pressure index and the second decreased pressure index indicate that the at least one tire has a decreased pressure. (The reference discloses evaluation means combining multiple pressure estimates for final determination, the first tire pressure estimates as well as the second tire pressure estimates and possibly also the wheel radii computations are then received in an evaluation means devised to evaluate the input signal and to calculate a resulting tire pressure estimate.) (Gustafsson, [070])
However, Gustafsson does not teach And causing a decreased pressure alert unit to generate a decreased pressure alert on a display or via a speaker to notify a driver of the vehicle that the at least one tire has the decreased pressure, so that the driver has the pressure of the at least one tire adjusted after the decreased pressure alert has been generated.
Sekizawa teaches And causing a decreased pressure alert unit to generate a decreased pressure alert on a display or via a speaker to notify a driver of the vehicle that the at least one tire has the decreased pressure, so that the driver has the pressure of the at least one tire adjusted after the decreased pressure alert has been generated; (The reference discloses a sensing unit for the tires air pressure and the display 4 is informed of the decrease in the tire air pressure of one of the four wheels 5 a to 5 d, or the tire air pressures of the respective four wheels 5 a to 5 d. an alarm lamp or a display installed in an instrument panel of the vehicle the display 4 is used as an alert unit for alerting the driver in the present embodiment. A device for audibly alerting, such as a speaker, may be used as the alert unit. (Sekizawa, [50-52])
It would have been obvious for one of ordinary skill in the art before the effective filing date of the claimed invention to have modified detecting decreased pressure of tire disclosed by Gustafsson to include the And causing a decreased pressure alert unit to generate a decreased pressure alert on a display or via a speaker to notify a driver of the vehicle that the at least one tire has the decreased pressure, so that the driver has the pressure of the at least one tire adjusted after the decreased pressure alert has been generated of Sekizawa. One of ordinary skill in the art would have been motivated to make this modification to bridge the gap between an internal diagnostic function and a practical, user-facing safety feature, thereby producing a complete and useful tire pressure monitoring system (TPMS). Gustafsson provides an effective, redundant method for detecting low tire pressure through the calculation of two different indices, but the apparatus lacks the final, critical step of notifying the driver. Sekizawa, in turn, teaches the standard application of an alert unit—such as a display or speaker—to inform the driver of the detected pressure decrease (Sekizawa, [50-52]). The motivation for combining these elements is rooted in basic product design principles and the fundamental need for safety: a detection system that does not communicate its findings to the user serves no practical purpose. A person of ordinary skill in the art, aiming to develop a commercially viable and safety-compliant TPMS, would naturally combine Gustafsson's robust detection logic with the standard, well-known alerting mechanisms disclosed in Sekizawa. This combination transforms an internal diagnostic tool into a functional safety device, allowing the driver to be notified and perform necessary maintenance, which is an obvious and predictable step towards a complete system as suggested by Sekizawa at [50-52].
With regard to claim 17, Gustafsson discloses A non-transitory computer-readable medium storing a program for detecting decreased pressure that causes one or a plurality of computers to execute: (The reference discloses a non-transitory computer-readable medium storing a program) (Gustafsson, Abstract)
Acquiring rotation speeds of a plurality of tires mounted to a vehicle from rotation speed signals indicating the rotation speeds of the plurality of tires; (The reference discloses The estimation of model parameter values is calculated dependent on the input of parameter signals indicative of lateral vehicle dynamics preferably in the shape of an angular velocity signal from one or a plurality of wheels, this embodiment comprises or utilizes a wheel speed sensor 101, 102, 103, 104 detecting the angular velocity for each wheel, signal from each wheel speed sensor is individually pre-processed by sensor signal pre-processing means 111, 112, 113, 114. The patent discloses wheel sensors that acquire rotation speeds from multiple tires and preprocessing units that condition these signals directly corresponding to the claimed speed acquisition unit.) (Gustafsson, [019], [073-074])
Calculating a first decreased pressure index as an index for comparing the rotation speeds of the plurality of tires based on the rotation speeds; (The reference discloses calculating wheel radii analysis as a comparative index on rotation speeds, the relative difference in wheel radii of the front and rear wheels for the left and the right wheel pair, respectively, which gives an indicator of whether either one of the left or the right wheels has an abnormal pressure. Preferably, the relative differences in wheel radii are computed from a friction model and a wheel radii analysis means devised to calculate the wheel radii and a second tire pressure calculation means producing a second tire pressure estimate.) (Gustafsson, [024], [068])
Calculating a second decreased pressure index as an index different from the first decreased pressure index and as an index that changes when at least one tire among the plurality of tires has a decreased pressure; (The reference discloses frequency analysis as distinct second method that changes tire pressure, a first tire pressure estimate is calculated based on a first model of vibration phenomena, and a vibration analysis is carried out using an adaptively estimated model of the frequency spectrum of the vibrations and the frequency based tire pressure estimation is combined with a second tire pressure estimate based on a second model) (Gustafsson, [066])
And determining that at least one tire among the plurality of tires has a decreased pressure when both of the first decreased pressure index and the second decreased pressure index indicate that the at least one tire has a decreased pressure. (The reference discloses evaluation means combining multiple pressure estimates for final determination, the first tire pressure estimates as well as the second tire pressure estimates and possibly also the wheel radii computations are then received in an evaluation means devised to evaluate the input signal and to calculate a resulting tire pressure estimate.) (Gustafsson, [070])
However, Gustafsson does not teach And causing a decreased pressure alert unit to generate a decreased pressure alert on a display or via a speaker to notify a driver of the vehicle that the at least one tire has the decreased pressure, so that the driver has the pressure of the at least one tire adjusted after the decreased pressure alert has been generated.
Sekizawa teaches And causing a decreased pressure alert unit to generate a decreased pressure alert on a display or via a speaker to notify a driver of the vehicle that the at least one tire has the decreased pressure, so that the driver has the pressure of the at least one tire adjusted after the decreased pressure alert has been generated; (The reference discloses a sensing unit for the tires air pressure and the display 4 is informed of the decrease in the tire air pressure of one of the four wheels 5 a to 5 d, or the tire air pressures of the respective four wheels 5 a to 5 d. an alarm lamp or a display installed in an instrument panel of the vehicle the display 4 is used as an alert unit for alerting the driver in the present embodiment. A device for audibly alerting, such as a speaker, may be used as the alert unit. (Sekizawa, [50-52])
It would have been obvious for one of ordinary skill in the art before the effective filing date of the claimed invention to have modified detecting decreased pressure of tire disclosed by Gustafsson to include the And causing a decreased pressure alert unit to generate a decreased pressure alert on a display or via a speaker to notify a driver of the vehicle that the at least one tire has the decreased pressure, so that the driver has the pressure of the at least one tire adjusted after the decreased pressure alert has been generated of Sekizawa. One of ordinary skill in the art would have been motivated to make this modification to bridge the gap between an internal diagnostic function and a practical, user-facing safety feature, thereby producing a complete and useful tire pressure monitoring system (TPMS). Gustafsson provides an effective, redundant method for detecting low tire pressure through the calculation of two different indices, but the apparatus lacks the final, critical step of notifying the driver. Sekizawa, in turn, teaches the standard application of an alert unit—such as a display or speaker—to inform the driver of the detected pressure decrease (Sekizawa, [50-52]). The motivation for combining these elements is rooted in basic product design principles and the fundamental need for safety: a detection system that does not communicate its findings to the user serves no practical purpose. A person of ordinary skill in the art, aiming to develop a commercially viable and safety-compliant TPMS, would naturally combine Gustafsson's robust detection logic with the standard, well-known alerting mechanisms disclosed in Sekizawa. This combination transforms an internal diagnostic tool into a functional safety device, allowing the driver to be notified and perform necessary maintenance, which is an obvious and predictable step towards a complete system as suggested by Sekizawa at [50-52].
Pertinent Prior Art
The following prior art are considered to be pertinent to applicant’s invention, but not replied upon for claim analysis conducted above:
Tominaga; Motonori (US 5982279 A) discloses a Tire Air Pressure Detecting Device
Oshiro; Yuji (US 20120304754 A1) discloses a SYSTEM, METHOD, AND PROGRAM FOR DETECTING DEFLATED TIRES
Singh; Kanwar Bharat (US 20220063357 A1) discloses a TIRE PRESSURE MONITORING SYSTEM
YANASE; Minao (US 20160131547 A1) discloses a TIRE PRESSURE DECREASE DETECTION APPARATUS, METHOD, AND PROGRAM
Kitano, Masashi (US 20050113992 A1) discloses a Method For Detecting Decompression Of Tires And Device Thereof, And Program For Judging Decompression Of Tires
Response to arguments
Applicant's arguments filed 10/14/2025 have been fully considered but they are not persuasive, for claims 1-13, 16-17.
Applicant's amendments overcome the 35 U.S.C. §101 rejections of claims 1-13, 16-17
Applicant's amendments overcome the 35 U.S.C. §102 rejections of claims 1-13, 16-17
Applicant's amendments do not overcome the 35 U.S.C. §103 rejections of claims 1-13, 16-17
(A) Applicant argues… Claim 1-17 are rejected under 35 U.S.C. §101, because the claimed invention is directed to an abstract idea without significantly more. This rejection is respectfully traversed. As disclosed in the specification and the drawings (e.g., Fig. 3 and paragraphs [0040] and [0041] of the instant specification), the claimed invention is configured to give a driver of a car an alert on a display or via a speaker to notify the driver that the decreased pressure of a tire(s) of the car is detected by the decreased pressure detection unit, so that the driver has the pressure of the tire(s) adjusted after the decreased pressure alert has been generated. The claims (e.g., claims 1, 16 and 17) are amended to further clarify the features of the present invention. Thus, it is respectfully submitted that upon entry of the current amendments to the claims, the 101 rejection is overcome. Withdrawal of this rejection is respectfully requested.
As to (A), Examiner agrees and thus no further action is needed.
(B) Applicant argues… It is respectfully submitted that the claimed invention is neither anticipated by nor obvious over the cited reference, as explained below. In Gustafsson US '728, a wheel angular velocity (o) is input into a wheel radii analysis means 146 and a wheel radius offset estimation means 148 (e.g., see Fig. 2). However, Gustafsson US'728 merely discloses at the paragraph [0075] that "Similarly, there may also be provided wheel radii analysis means 146 or wheel radius offset estimation means 148 adding information for improved estimation of the tire pressures." Thus, Gustafsson US'728 neither discloses nor suggests that the wheel radii analysis means 146 or the wheel radius offset estimation means 148 calculates "a first decreased pressure index as an index for comparing the rotation speeds of the plurality of tires based on the rotation speeds" (of claims 1, 16 and 17 of the present application). Gustafsson US'728 merely discloses or teaches that a tire's (decreased) pressure is determined/detected by analyzing the tire's wheel angular velocity (o), etc., without comparing the tire's properties/status to the other tires, whereas in the present invention, a tire's (decreased) pressure is determined/detected by comparing properties/status of a plurality of the tires to each other. Thus, Gustafsson US '728 fails to disclose or suggest the claimed features of the present invention. Accordingly, there is no proper rationale and/or reasonable expectation of success based on Gustafsson US '728, by which one skilled in the art could arrive at the present invention as claimed, since the cited reference fails to disclose or suggest each of the instantly claimed features, as explained above. Thus, it is submitted that the present invention is neither anticipated by nor obvious over Gustafsson US '728, even in view of common knowledge in the art. Based on the foregoing considerations, Applicant respectfully requests that the Examiner withdraw the rejections.
As to (B), Examiner respectfully disagrees, the examiner appreciates the applicant’s position that the specific text "a first decreased pressure index as an index for comparing the rotation speeds of the plurality of tires based on the rotation speeds" does not appear verbatim in Gustafsson US '728. However, the Examiner maintains that the claimed functionality and underlying principle are indeed taught and suggested by the reference. The core of the applicant's argument is a distinction between analyzing an individual tire's properties in isolation versus analyzing a tire's properties in comparison to other tires on the same vehicle. The Examiner posits that Gustafsson utilizes a comparative method that inherently relies on the principles of lateral vehicle dynamics and relative wheel speeds. As established previously (and explained in simple terms in the preceding communication), the estimation of model parameter values indicative of lateral vehicle dynamics is calculated dependently on the input of an angular velocity signal from one or a plurality of wheels (Gustafsson, [019], [073-074]). The patent specifically discloses using wheel speed sensors to acquire rotation speeds of multiple tires. The reference then explicitly teaches "wheel radii analysis means 146 or wheel radius offset estimation means 148" (Gustafsson, [075]). In the context of a Tire Pressure Monitoring System (TPMS) that uses wheel speeds, the fundamental physical principle exploited is that an underinflated tire has a slightly smaller effective rolling radius than a correctly inflated one. This smaller radius causes the underinflated wheel to rotate faster than the others during normal driving, especially when compared to the average speed or the speed of the corresponding wheel on the other side of the vehicle. Therefore, the "wheel radii analysis means" necessarily involves comparing the rotation speeds of the plurality of tires to detect the relative difference caused by pressure loss. The patent describes analysis means that compare rotation speeds of multiple tires to generate pressure indication values (Gustafsson, [075]), which functions as the equivalent of the "first index" in the current application. The output of this analysis is a value indicative of a pressure decrease, derived from relative speed differences—a direct functional equivalent to the claimed "first decreased pressure index." The Applicant’s assertion that Gustafsson merely analyzes a tire's status "without comparing the tire's properties/status to the other tires" is factually incorrect regarding how such systems function and how Gustafsson describes them. The system inherently relies on the physical fact that all tires should ideally have the same rolling radius, and any deviation (detected as a relative speed difference) indicates an anomaly. Furthermore, Gustafsson leverages a second, different method (frequency analysis means 131, 132, 133, 134) in parallel (Gustafsson, [074]) and combines the results from both methods in a logical unit (Gustafsson, [074-075])—precisely as outlined in the Examiner's initial rejection regarding the second index calculation unit and the decreased pressure detection unit. Therefore, the Examiner maintains that Gustafsson discloses all elements of the independent claims 1, 16, and 17, and the rejection based on anticipation and obviousness stands. Regarding the lack of an explicit driver alert unit (the final element related to Sekizawa), the Examiner reiterates that the combination of Gustafsson's robust detection logic with the standard, well-known alerting mechanisms disclosed in Sekizawa (e.g., a display or speaker to notify the driver) would have been obvious to one of ordinary skill in the art seeking to create a practical, user-facing safety-compliant TPMS. A detection system that does not communicate its findings is incomplete from a product design standpoint. Based on the foregoing considerations, the rejections are maintained.
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 ALI BAKKAR whose telephone number is (571)272-4321. The examiner can normally be reached on Monday-Friday: 7:00 am to 3:30 pm EST.
If attempts to reach the examiner by telephone are unsuccessful, the examiner's supervisor, Hitesh Patel can be reached on (571) 270-5442.
Information regarding the status of an application may be obtained from the Patent Application Information Retrieval (PAIR) system. Status information for published applications may be obtained from either Private PAIR or Public PAIR. Status information for unpublished applications is available through Private PAIR only. For more information about the PAIR system, see http://pair-direct.uspto.gov. Should you have questions on access to the Private PAIR system, contact the Electronic Business Center (EBC) at 866-217-9197 (toll-free). If you would like assistance from a USPTO Customer Service Representative or access to the automated information system, call 800-786-9199 (IN USA OR CANADA) or 571-272-1000.
/ALI J BAKKAR/Examiner, Art Unit 3667
/Hitesh Patel/Supervisory Patent Examiner, Art Unit 3667
12/3/25