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 .
DETAILED ACTION
Claim Rejections - 35 USC § 102
In the event the determination of the status of the application as subject to AIA 35 U.S.C. 102 and 103 (or as subject to pre-AIA 35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis 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.
(a)(1) the claimed invention was patented, described in a printed publication, or in public use, on sale or otherwise available to the public before the effective filing date of the claimed invention.
Claims 1-21 are rejected under 35 U.S.C. 102(a)(1) as being anticipated by Trombley US 20180029592.
10
1.is rejected using the same rejections as made to claim 13.
2. (Cancelled)
3. is rejected using the same rejections as made to claim 14.
4. is rejected using the same rejections as made to claim 15.
5. is rejected using the same rejections as made to claim 16.
6. is rejected using the same rejections as made to claim 17.
7. is rejected using the same rejections as made to claim 18.
8. is rejected using the same rejections as made to claim 19.
9. (Original) The vehicle system of claim 8, wherein the one or more parameters of the vehicle includes at least one of a steering angle received from a steering angle sensor in the vehicle and a brake signal received from a braking sensor in the vehicle. Para 13; a steering wheel angle sensor, a pedal position sensor, etc. The sensors 120 can output data to the processor 110 via the vehicle 100 network or bus, e.g., data relating to vehicle speed, acceleration, position, system and/or component status, etc.
10. (Original) The vehicle system of claim 8, wherein the non-driver data includes data associated with another vehicle in front of the vehicle. para 24; The collision avoidance system 105 determines threat levels for each of the target vehicles 140 based on the paths 145.
11. is rejected using the same rejections as made to claim 20.
12. (Original) A vehicle including the vehicle system of claim 1 configured to control evasive steering of the vehicle. Fig.2 #165
13. A method for controlling evasive steering in a vehicle including an avoid evasive steering (AES) module for applying a steering torque to a steering wheel in response to a detected threat Infront of the vehicle, the method comprising: Fig.2 #165 and Fig. 13
receiving data from one or more cameras mounted on an exterior of the vehicle while the vehicle is moving; Fig. 120 sensors, Para 13; sensors 120 could include cameras, motion detectors, etc., i.e., sensors to provide data for evaluating location of the target vehicle, projecting a path of the target vehicle, etc.
detecting a first threat is present in front of the vehicle based on the received data; Para 13; to provide data for evaluating location of the target vehicle, projecting a path of the target vehicle, etc.
determining a path of the vehicle for an AES maneuver to avoid the first threat in front of the vehicle; Fig.3 140 avoiding 110. Para 22; the first target vehicle 140a may be referred to as a “path target” 140 relatives to the host vehicle 100.
generating a threat region of interest lateral to the vehicle along the path of the vehicle for the AES maneuver; Fig.3 treat region 100
determining whether a second threat is present in the threat region of interest; and Fig.3 second treat 140a
in response to determining that the second threat is present in the threat region of interest, generating and transmitting a first control signal to the AES module to prevent the AES module from activating and initiating control of the vehicle; and Para 22-24; The sensors 120 detect the target vehicles 140a, 140b and output signals representing the detected target vehicles 140 to the processor 110. Para 25; The collision avoidance system 105, and. specifically the processor 110, is programmed to actuate the vehicle subsystems 125 to selectively allow or prevent the steering maneuver 130 based on the threat levels of the target vehicles 140.
in response to determining that the second threat is not present in the threat region of interest generating and transmitting second centroclinal to the AES module to initiate control of the vehicle to apply the steering torque to the steering wheel according to the AES maneuver. Para 24; The collision avoidance system 105 determines threat levels for each of the target vehicles 140 based on the paths 145 and the steering maneuver 130. That is, the processor 110 is programmed to use the data collected by the sensors 120 and the previously determined paths 145 and the steering maneuver 130 to determine a threat level for each target vehicle 140. Para 26; The collision avoidance system 105, and. specifically the processor 110, is programmed to actuate the vehicle subsystems 125 to selectively allow or prevent the steering maneuver 130 based on the threat levels of the target vehicles 140.
14. (Original) The method of claim 13, wherein the threat region of interest is an irregular polygonal shape defined by a boundary corresponding to a geometry of a road in which the vehicle is moving on. Fig.3. 135a
15. (Original) The method of claim 14, further comprising constructing vertices of the boundary based on one or more of a width of a road lane, a trajectory of the vehicle, an area associated with the first threat in front of the vehicle, and a width associated with the vehicle. Fig. 3#135a lain boundary and trajectory of vehicle traveling in a direction. Para 23-25; The target paths 145a, 145b of the target vehicles 140a, 140b show that the target vehicle 140b is in the original lane 135b of the host vehicle 100 and that the target vehicle 140a is in an adjacent lane 135a and is moving into the path of the steering maneuver 130.A similar approach may apply if the target vehicle 140b is moving in the same direction as the host vehicle 100.
16. (Original) The method of claim 13, wherein determining whether the second threat is present in the threat region of interest includes:
identifying, based on data received from one or more sensors, the second threat lateral to the vehicle as the vehicle is moving; and Fig. 3 100 first treat, 140a second treat using sensors 120.
projecting a vector to determine whether the second threat is present in the threat region of interest. Para 24; The processor 110 may consider a host vehicle 100 position, speed, direction of travel, ability to steer, a target vehicle 140 position, speed, direction of travel, ability to steer, etc., in developing the threat level for each target vehicle 140. [It is noted that a vector is a position, speed, and direction]
17. (Original) The method of claim 13, further comprising determining kinematic information associated with the second threat and tracking the second threat based on the kinematic information. Para 24; The threat level for a target vehicle 140 indicates a probability of a collision between the target vehicle 140 and the host vehicle 100. The processor 110 may consider a host vehicle 100 position [based on the position of the second treat], speed, direction of travel, ability to steer, a target vehicle 140 position, speed, direction of travel, ability to steer, etc., in developing the threat level for each target vehicle 140. [It is noted that Kinematic in physics describe the motion of objects with constant acceleration, relating displacement, initial velocity, final velocity, acceleration, and time. As taught in para 24 of the prior art]
18.(Original) The method of claim 17, wherein tracking the second threat includes tracking the second threat based on one or more previous values of the kinematic information. para 24; With the threat level, the processor 110 may be programmed to determine how likely it is that the target vehicle 140 and the host vehicle 100 will collide during [tracking must take place if it is during the steering maneuver as both vehicles move and change their location] the steering maneuver, and whether either of the target vehicle 140 and the host vehicle 100 can avoid the collision.
19. (Original) The method of claim 13, wherein:
the method further comprises receiving vehicle data associated with one or more parameters of the vehicle while the vehicle is moving, the vehicle data indicative of an intent of a driver controlling the vehicle, and 24; The collision avoidance system 105 determines threat levels for each of the target vehicles 140 based on the paths 145 and the steering maneuver [driver intent of controlling the vehicle] 130. That is, the processor 110 is programmed to use the data collected by the sensors 120 and the previously determined paths 145 and the steering maneuver 130 to determine a threat level for each target vehicle 140.
receiving non-driver data indicative of environment parameters in front of the vehicle while the vehicle is moving; and para 24; The collision avoidance system 105 determines threat levels for each of the target vehicles 140 based on the paths 145.
detecting whether the first threat is present in front of the vehicle includes detecting whether the first threat is present in front of the vehicle based on the vehicle data and the non-driver data. para 24; The collision avoidance system 105 determines threat levels for each of the target vehicles 140 based on the paths 145.
20. (Original) The method of claim 19, wherein:
the method further comprises determining a confidence value of the driver based on the vehicle data, determining a threat value based on the non-driver data, and calculating a score based on the confidence value and the threat value; and 25; The threat level may be represented as a value between 0 and 1, with numbers closer to 1 indicating a higher probability of a collision.
detecting whether the first threat is present in front of the vehicle includes detecting whether the first threat is present in front of the vehicle based on the score and a threshold. 25; the threat level may be a ratio of a required deceleration to stop the target vehicle 140 prior to reaching the path defined by the steering maneuver 130 (i.e., a “zero-range” deceleration) to a predetermined maximum deceleration of the target 140. Thus, if the first target vehicle 140a has a zero-range deceleration higher than that of the second target vehicle 140b the threat level of the first target vehicle 140a.
21. (New) The vehicle system of claim 3, wherein the control module is configured to: determine kinematic information associated with the second threat and 24; The collision avoidance system 105 determines threat levels for each [first, second … nth] of the target vehicles 140 based on the paths 145 and the steering maneuver 130.
track the second threat based on the kinematic information; and 24; The processor 110 may consider a host vehicle 100 position, speed, direction of travel [all kinematic information], ability to steer, a target vehicle 140 position, speed, direction of travel, ability to steer, etc., in developing the threat level for each target vehicle 140. With the threat level, the processor 110 may be programmed to determine how likely it is that the target vehicle 140 and the host vehicle 100 will collide during [during must track all vehicles] the steering maneuver, and whether either of the target vehicle 140 and the host vehicle 100 can avoid the collision.
track the second threat based on one or more previous values of the kinematic information. 24; the processor 110 is programmed to use the data collected by the sensors 120 and the previously determined paths 145 and the steering maneuver 130 to determine a threat level for each target vehicle 140.
Citation of Pertinent Prior Art
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure. Trombley US 20180029590; Xiao 20180141544; Lee US 9,299,453
Conclusion
THIS ACTION IS MADE FINAL. 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.
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/SIHAR A KARWAN/Examiner, Art Unit 3664
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