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The 35 USC sec. 112b rejection is withdrawn.
The applicant states that the 103 rejection is not proper since the references do not change the specific processing based on the speed of the leaning vehicle. Adaptive cruise control is well known in the art.
The primary reference to Zhou discloses a first vehicle and a second vehicle and a LIDAR sensor to measure the distance between the vehicles. When one vehicle slows the second vehicle can detect this and then slow as well. When one vehicle increases then the second vehicle can detect a faster rate of speed and then also increase the speed.
Zhou also extends to motorcycles that are a leaning vehicle. The lane change module 225 may be further configured to determine when an object has come between the follower vehicle 100 and the leader vehicle 100. For example, as described above, the follower vehicle 100 maintains a following distance between the follower vehicle 100 and the leader vehicle 100. At some point in time, an object such as a motorcycle may have entered the space between the follower vehicle 100 and the leading vehicle 100. In such cases, when the lane change module 225 of the follower vehicle 100 learns that the leader vehicle 100 wants to change lanes, the lane change module 225 may determine if there is a motorcycle between the follower vehicle 100 and the leader vehicle 100. If there is, the lane change module 225 of the follower vehicle 100 may either wait until the motorcycle has moved, or may stop following the leader vehicle 100 and the operator of the follower vehicle 100 may retake control of the follower vehicle 100. If the motorcycle moves, the leader vehicle 100 and the follower vehicle 100 may change lanes as described above.
Therefore the contention that the second following vehicle can detect that a motorcycle is located between the vehicles and then can determine to leave the platooning group and change changes does appear to disclose or suggest “…changing a processing based on a speed of a leaning vehicle”. See paragraph 42-44.
The applicant also contends that one of ordinary skill would not combine the references with success however the reference does provide motorcycles and platoon of vehicle and this communication protocol would be able to be combined with success to improve the gain of the antenna. Newly cited art are provided by a new reference.
Claim Rejections - 35 USC § 102
In the event the determination of the status of the application as subject to AIA 35 U.S.C. 102 and 103 (or as subject to pre-AIA 35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action:
A person shall be entitled to a patent unless –
(a)(1) the claimed invention was patented, described in a printed publication, or in public use, on sale, or otherwise available to the public before the effective filing date of the claimed invention.
(a)(2) the claimed invention was described in a patent issued under section 151, or in an application for patent published or deemed published under section 122(b), in which the patent or application, as the case may be, names another inventor and was effectively filed before the effective filing date of the claimed invention.
Claims 13-15 are rejected under 35 USC sec 102(a)(2) as being anticipated by Japanese Patent Application Pub. No.:JP 2021 066365 to IGARI assigned to Robert Bosch that was filed in 2019 (hereinafter “IGARI”) that published on 4-30-2021 and names another and is more than one year prior to the instant effective filing date of 6-30-2022. This reference names different inventors. A disclosure made 1 year or less before the EFD is not prior art if it was made by the inventor, joint inventor, or by someone who obtained the subject matter directly or indirectly from the inventor.
In regard to claim 1 and 12, IGARI discloses ‘...1. (Currently Amended) A controller (20) that controls a behavior of a
leaning vehicle (1 ), the controller configured to comprising:
execute speed control in which a speed of the
leaning vehicle (1) is controlled based on positional relation information between the leaning
vehicle (1) and a target vehicle; and ( see claims 1-13 and the abstract where the motor cycle can provide a distance that is an adaptive cruise control based on the motor cycle and a second vehicle)
execute specifying processing in which the target
vehicle is specified based on a detection result by a surrounding environment sensor (14) mounted to the leaning vehicle (1), wherein
(see )
“...the controller (20) changes the specifying processing (see specification that recites The forward monitoring sensor 41 monitors the front of the motorcycle 100 and detects various information in front of the motorcycle 100. Specifically, the front monitoring sensor 41 detects a vehicle in front, which is a vehicle located in front of the motorcycle 100, the distance from the motorcycle 100 to the vehicle in front, and the relative relationship between the motorcycle 100 and the vehicle in front. Detect speed. The detection result by the forward monitoring sensor 41 is used in the adaptive cruise control described later. The forward monitoring sensor 41 may detect other physical quantities that can be substantially converted into the distance from the motorcycle 100 to the vehicle in front. Further, the forward monitoring sensor 41 may detect another physical quantity that can be substantially converted into the relative speed between the motorcycle 100 and the vehicle in front.
Here, the vehicle in front is not only the vehicle closest to the motorcycle 100 on the same lane as the traveling lane of the motorcycle 100, but also the vehicle in front of the motorcycle 100 or adjacent to the traveling lane of the motorcycle 100. It may include a vehicle or the like traveling on a lane. For example, when a plurality of vehicles are present in front of the motorcycle 100, the front monitoring sensor 41 determines the distance from the motorcycle 100 and the motorcycle 100 based on the predicted path of the motorcycle 100, the behavior of the plurality of vehicles, and the like. Select the vehicle in front that is the target of detection of the relative speed with.
As the forward monitoring sensor 41, for example, a camera that images the front of the motorcycle 100 and a radar that can detect the distance from the motorcycle 100 to the object in front of the motorcycle 100 are used. Specifically, by detecting the vehicle in front using the image captured by the camera and using the detection result of the vehicle in front and the detection result of the radar, the distance from the motorcycle 100 to the vehicle in front and the motor The relative speed between the cycle 100 and the vehicle in front can be detected. The front monitoring sensor 41 is provided, for example, on the front portion of the body 1.
The configuration of the forward monitoring sensor 41 is not limited to the above example. For example, the detection of the distance from the motorcycle 100 to the vehicle in front by the front monitoring sensor 41 and the relative speed between the motorcycle 100 and the vehicle in front may be realized by a stereo camera.
The front wheel rotation speed sensor 42 detects the rotation speed of the front wheel 3 and outputs the detection result. The front wheel rotation speed sensor 42 may detect another physical quantity that can be substantially converted into the rotation speed of the front wheel 3. The front wheel rotation speed sensor 42 is provided on the front wheel 3.
The rear wheel rotation speed sensor 43 detects the rotation speed of the rear wheels 4 and outputs the detection result. The rear wheel rotation speed sensor 43 may detect another physical quantity that can be substantially converted into the rotation speed of the rear wheel 4. The rear wheel rotation speed sensor 43 is provided on the rear wheel 4. )
“...processing changed based on speed information on the leaning vehicle (1 ).” ( see specification that recites The forward monitoring sensor 41 monitors the front of the motorcycle 100 and detects various information in front of the motorcycle 100. Specifically, the front monitoring sensor 41 detects a vehicle in front, which is a vehicle located in front of the motorcycle 100, the distance from the motorcycle 100 to the vehicle in front, and the relative relationship between the motorcycle 100 and the vehicle in front. Detect speed. The detection result by the forward monitoring sensor 41 is used in the adaptive cruise control described later. The forward monitoring sensor 41 may detect other physical quantities that can be substantially converted into the distance from the motorcycle 100 to the vehicle in front. Further, the forward monitoring sensor 41 may detect another physical quantity that can be substantially converted into the relative speed between the motorcycle 100 and the vehicle in front.
Here, the vehicle in front is not only the vehicle closest to the motorcycle 100 on the same lane as the traveling lane of the motorcycle 100, but also the vehicle in front of the motorcycle 100 or adjacent to the traveling lane of the motorcycle 100. It may include a vehicle or the like traveling on a lane. For example, when a plurality of vehicles are present in front of the motorcycle 100, the front monitoring sensor 41 determines the distance from the motorcycle 100 and the motorcycle 100 based on the predicted path of the motorcycle 100, the behavior of the plurality of vehicles, and the like. Select the vehicle in front that is the target of detection of the relative speed with.
As the forward monitoring sensor 41, for example, a camera that images the front of the motorcycle 100 and a radar that can detect the distance from the motorcycle 100 to the object in front of the motorcycle 100 are used. Specifically, by detecting the vehicle in front using the image captured by the camera and using the detection result of the vehicle in front and the detection result of the radar, the distance from the motorcycle 100 to the vehicle in front and the motor The relative speed between the cycle 100 and the vehicle in front can be detected. The front monitoring sensor 41 is provided, for example, on the front portion of the body 1.
The configuration of the forward monitoring sensor 41 is not limited to the above example. For example, the detection of the distance from the motorcycle 100 to the vehicle in front by the front monitoring sensor 41 and the relative speed between the motorcycle 100 and the vehicle in front may be realized by a stereo camera.
The front wheel rotation speed sensor 42 detects the rotation speed of the front wheel 3 and outputs the detection result. The front wheel rotation speed sensor 42 may detect another physical quantity that can be substantially converted into the rotation speed of the front wheel 3. The front wheel rotation speed sensor 42 is provided on the front wheel 3.
The rear wheel rotation speed sensor 43 detects the rotation speed of the rear wheels 4 and outputs the detection result. The rear wheel rotation speed sensor 43 may detect another physical quantity that can be substantially converted into the rotation speed of the rear wheel 4. The rear wheel rotation speed sensor 43 is provided on the rear wheel 4.)
Igari discloses “…13. (New) The controller according to claim 7, wherein the controller (20) determines the
expected traveling locus (40) based on a lean angle of the leaning vehicle (1) and an operating
steering angle of the handle (4).” (see specification that recites that the user can repeatedly turn off the adaptive cruise control to leave the locus by repeating the leaning using the handle; see specification that recites When a sensor for detecting the lean angle of the motorcycle 100 (for example, an inertial measurement unit (IMU)) is mounted on the motorcycle 100, even if the lean angle is used as an index of the lateral behavior of the motorcycle 100. Good. For example, the condition that the lean angle of the motorcycle 100 exceeds the reference angle by the reference number of times or more per unit time may be used as the execution condition of the switching notification. The reference angle and the reference number of times are set to values that can appropriately determine whether or not the rider tends not to want the inter-vehicle distance maintenance control to be performed.
In the above description, various examples of the execution conditions of the switching notification have been described, but the conditions used as the execution conditions may be one or a plurality. For example, when a plurality of conditions are used as execution conditions, the control unit 62 may cause the display device 80 to execute the switching notification when any of the plurality of conditions is satisfied.
If YES is determined in step S513, in step S515, the control unit 62 causes the display device 80 to execute a notification (that is, a switching notification) that recommends the rider to switch to the auto cruise control.
The switching notification in step S515 may be any one that recommends the rider to switch to auto cruise control, and various notifications may be used as the switching notification.
The display device 80 may execute, for example, an operation of making the rider recognize the auto cruise control as a switching notification. Specifically, the display device 80 displays an image that makes the rider recognize the auto cruise control. When a sound output device is used as the notification device, the sound output device outputs a sound that makes the rider recognize the auto cruise control as a switching notification.
The action of making the rider recognize the auto-cruise control may be an action of making the rider recognize a message notifying or reminding the rider of the existence of the auto-cruise control. The message may broadly include letters, figures or symbols having a particular meaning or a combination thereof. For example, the display device 80 may display an object such as a character meaning auto cruise control. Further, for example, the display device 80 may display an object such as a figure related to the auto cruise control. Further, for example, when a sound output device is used as a notification device, the sound output device outputs a sound meaning or reminiscent of auto cruise control.
Further, the operation of making the rider recognize the auto cruise control may be an operation of making the rider recognize the standby of the setting operation of the switching by the rider (that is, the switching from the adaptive cruise control to the auto cruise control). The standby means an image that accepts an operation (that is, a setting operation) for setting the cruise control executed in the cruise control mode to the auto cruise control. For example, the display device 80 displays an image including an object such as a button that accepts the setting operation of the auto cruise control and a character indicating that the setting operation can be performed using the object as the standby. The standby may be an image that does not directly indicate that the auto cruise control setting operation is accepted (for example, an image in which only the button that accepts the auto cruise control setting operation is displayed).
It should be noted that the action of making the rider recognize the auto cruise control may include an action of making the rider not directly recognize the information related to the auto cruise control (that is, not clearly recognizing it) but indirectly. .. For example, the display device 80 may display an object described as being displayed when the appropriateness of the auto cruise control is high in the instruction manual as a switching notification. Further, for example, when a sound output device is used as a notification device, the sound output device outputs a pattern of sound as a switching notification, which is explained in the instruction manual when the appropriateness of auto cruise control is high. It may be output.
When the operation of making the rider recognize the auto cruise control is executed by the notification device, the mode of notification may be changed according to the appropriateness of the auto cruise control. As a result, switching to auto-cruise control can be appropriately promoted according to the appropriateness of auto-cruise control. The appropriateness of the auto cruise control can be specified, for example, by using various parameters used in the execution condition of the switching notification in step S513 described above.)
Igari discloses “…14. (New) The controller according to claim 7, wherein the controller (20) determines, as the detection range (50) used in the specifying processing, a range having a predetermined width (D 1) in which the expected traveling locus ( 40) is positioned at a center of the range. (see specification that recites that the forward sensor can be a stereo camera that can detect the motorcycle ahead to follow and also the second and third motorcycles in the adjacent lanes to the left and the right with the instant motorcycle position in the center and providing a safe distance to all; The forward monitoring sensor 41 monitors the front of the motorcycle 100 and detects various information in front of the motorcycle 100. Specifically, the front monitoring sensor 41 detects a vehicle in front, which is a vehicle located in front of the motorcycle 100, the distance from the motorcycle 100 to the vehicle in front, and the relative relationship between the motorcycle 100 and the vehicle in front. Detect speed. The detection result by the forward monitoring sensor 41 is used in the adaptive cruise control described later. The forward monitoring sensor 41 may detect other physical quantities that can be substantially converted into the distance from the motorcycle 100 to the vehicle in front. Further, the forward monitoring sensor 41 may detect another physical quantity that can be substantially converted into the relative speed between the motorcycle 100 and the vehicle in front.
Here, the vehicle in front is not only the vehicle closest to the motorcycle 100 on the same lane as the traveling lane of the motorcycle 100, but also the vehicle in front of the motorcycle 100 or adjacent to the traveling lane of the motorcycle 100. It may include a vehicle or the like traveling on a lane. For example, when a plurality of vehicles are present in front of the motorcycle 100, the front monitoring sensor 41 determines the distance from the motorcycle 100 and the motorcycle 100 based on the predicted path of the motorcycle 100, the behavior of the plurality of vehicles, and the like. Select the vehicle in front that is the target of detection of the relative speed with.
As the forward monitoring sensor 41, for example, a camera that images the front of the motorcycle 100 and a radar that can detect the distance from the motorcycle 100 to the object in front of the motorcycle 100 are used. Specifically, by detecting the vehicle in front using the image captured by the camera and using the detection result of the vehicle in front and the detection result of the radar, the distance from the motorcycle 100 to the vehicle in front and the motor The relative speed between the cycle 100 and the vehicle in front can be detected. The front monitoring sensor 41 is provided, for example, on the front portion of the body 1.
The configuration of the forward monitoring sensor 41 is not limited to the above example. For example, the detection of the distance from the motorcycle 100 to the vehicle in front by the front monitoring sensor 41 and the relative speed between the motorcycle 100 and the vehicle in front may be realized by a stereo camera.
The front wheel rotation speed sensor 42 detects the rotation speed of the front wheel 3 and outputs the detection result. The front wheel rotation speed sensor 42 may detect another physical quantity that can be substantially converted into the rotation speed of the front wheel 3. The front wheel rotation speed sensor 42 is provided on the front wheel 3.
The rear wheel rotation speed sensor 43 detects the rotation speed of the rear wheels 4 and outputs the detection result. The rear wheel rotation speed sensor 43 may detect another physical quantity that can be substantially converted into the rotation speed of the rear wheel 4. The rear wheel rotation speed sensor 43 is provided on the rear wheel 4.)
Igari discloses “…15. (New) The controller according to claim 10, wherein the controller (20) determines that
the speed information is information indicating that the leaning vehicle (1) is in the change
process to the low-speed traveling when the leaning vehicle (1) is traveling at a speed higher than
a reference speed and the deceleration of the leaning vehicle (1) is larger than a reference
deceleration”. (See specification where the user can set the adaptive cruise control and the motorcycle can provide an increase in speed past a limit or decelerate if the vehicle ahead is slowing to match the speed and the distance automatically and then lean successively to turn it off and leave the so called locus; The control unit 62 controls the acceleration / deceleration of the motorcycle 100 according to the set traveling mode. Specifically, when the traveling mode is set to the normal traveling mode, the control unit 62 controls the acceleration / deceleration of the motorcycle 100 according to the acceleration / deceleration operation by the rider. On the other hand, when the traveling mode is set to the cruise control mode, the control unit 62 executes cruise control and automatically controls the acceleration / deceleration of the motorcycle 100 without the acceleration / deceleration operation by the rider. In cruise control, the magnitude of acceleration / deceleration of the motorcycle 100 is limited to an upper limit value or less that does not excessively impair the comfort of the rider.
For example, in the normal traveling mode, the braking control unit 62b of the control unit 62 controls the operation of each component of the hydraulic pressure control unit 50 so that a braking force is generated on the wheels in response to the brake operation of the rider, as described above. To do. On the other hand, in the cruise control mode, the braking control unit 62b of the control unit 62 opens the filling valve 31, closes the loosening valve 32, closes the first valve 35, and opens the second valve 36. In that state, by driving the pump 34, the hydraulic pressure of the brake fluid of the wheel cylinder 24 is increased to automatically generate a braking force on the wheels. Further, the braking control unit 62b automatically controls the braking force generated on the wheels by adjusting the hydraulic pressure of the brake fluid of the wheel cylinder 24 by controlling the opening degree of the first valve 35, for example.
The control unit 62 may switch the traveling mode to the normal traveling mode when a specific operation (for example, a brake operation) is performed by the rider while the traveling mode is set to the cruise control mode.
Here, when the traveling mode is set to the cruise control mode, the control unit 62 switches between the adaptive cruise control and the auto cruise control by the rider (for example, an operation using the cruise control changeover switch 74). It can be switched and executed accordingly. When adaptive cruise control is selected by the switching operation, the control unit 62 executes adaptive cruise control in the cruise control mode. On the other hand, when the auto cruise control is selected by the switching operation, the control unit 62 executes the auto cruise control in the cruise control mode.
In adaptive cruise control, vehicle speed maintenance control and inter-vehicle distance maintenance control are performed. Specifically, when a vehicle in front is detected, inter-vehicle distance maintenance control is performed. As a result, the acceleration / deceleration of the motorcycle 100 is controlled so that the inter-vehicle distance between the motorcycle 100 and the vehicle in front approaches the set distance. The set distance is set to a value that can ensure the safety of the rider as the inter-vehicle distance between the motorcycle 100 and the vehicle in front. On the other hand, when the vehicle in front is not detected, the vehicle speed maintenance control is performed in the same manner as the auto cruise control. As a result, the acceleration / deceleration of the motorcycle 100 is controlled so that the speed of the motorcycle 100 becomes the set speed. The set speed can be adjusted by the rider within a range between the preset lower limit value and upper limit value. Even when the vehicle in front is detected, the control unit 62 determines the acceleration / deceleration of the motorcycle 100, for example, when the target acceleration / deceleration based on the set speed is smaller than the target acceleration / deceleration based on the set distance. The target acceleration / deceleration may be controlled based on the set speed.
In the inter-vehicle distance maintenance control, the control unit 62 sets the motorcycle 100 and the front vehicle based on the comparison result between the inter-vehicle distance between the motorcycle 100 and the preceding vehicle and the set distance and the relative speed between the motorcycle 100 and the preceding vehicle. The target acceleration / deceleration is determined so that the distance between the vehicle and the running vehicle approaches the set distance, and the acceleration / deceleration of the motorcycle 100 is controlled to the target acceleration / deceleration. For example, when the distance between the motorcycle 100 and the vehicle in front is longer than the set distance, the control unit 62 targets acceleration / deceleration according to the difference between the distance between the motorcycle 100 and the vehicle in front and the set distance. To determine as. On the other hand, when the distance between the motorcycle 100 and the vehicle in front is shorter than the set distance, the control unit 62 targets the deceleration according to the difference between the distance between the motorcycle 100 and the vehicle in front and the set distance. Determined as speed.
In auto-cruise control, vehicle speed maintenance control is performed without inter-vehicle distance maintenance control. As a result, the acceleration / deceleration of the motorcycle 100 is controlled so that the speed of the motorcycle 100 becomes the set speed. The set speed can be adjusted by the rider within a range between the preset lower limit value and upper limit value. Here, if the set speed is excessively high, it may be difficult for the front monitoring sensor 41 to properly detect the vehicle in front. Therefore, the upper limit of the set speed of the adaptive cruise control that needs to detect the preceding vehicle is set to a size that can appropriately detect the preceding vehicle. On the other hand, unlike adaptive cruise control, auto cruise control does not require detection of the vehicle in front. Therefore, the upper limit of the set speed of the auto cruise control is larger than the upper limit of the set speed of the adaptive cruise control.
As described above, in the adaptive cruise control, the collision with the vehicle in front can be suppressed by the inter-vehicle distance maintenance control. On the other hand, when overtaking a vehicle in front in a situation where the traffic volume is light, smooth overtaking may be hindered by performing inter-vehicle distance maintenance control. In addition, the vehicle speed is limited because the upper limit of the set speed is smaller than that of the auto cruise control. Therefore, the appropriateness of auto cruise control may be higher than that of adaptive cruise control. In such a case, unnecessarily executing adaptive cruise control that can automatically cause deceleration by inter-vehicle distance maintenance control may be a factor that impairs driving comfort.
Here, in the control device 60, the control unit 62 notifies the rider of recommending the switch from the adaptive cruise control to the auto cruise control at a predetermined timing during the execution of the adaptive cruise control (for example, the display device 80). ) To execute. Thereby, it is possible to improve the comfort of the motorcycle 100. The details of the process related to the switching to the auto cruise control performed by the control unit 62 will be described later.
<Operation of control device>
The operation of the control device 60 according to the embodiment of the present invention will be described with reference to FIG.
FIG. 5 is a flowchart showing an example of a flow of processing related to switching to auto cruise control performed by the control device 60. Specifically, the control flow shown in FIG. 5 is performed during the execution of adaptive cruise control in the cruise control mode. Step S510 and step S590 in FIG. 5 correspond to the start and end of the control flow shown in FIG. 5, respectively.
When the control flow shown in FIG. 5 is started, in step S511, the control unit 62 determines whether or not the switching operation to the auto cruise control has been performed. When it is determined that the switching operation to the auto cruise control has been performed (step S511 / YES), the process proceeds to step S519. On the other hand, if it is determined that the switching operation to the auto cruise control has not been performed (step S511 / NO), the process proceeds to step S513.)
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, Claim 1, and 9-12 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of United States Patent Application Pub. No.: US20200286387A1 to Zhou that was filed in 2022 and in view of United States Patent Application Pub. No.: US20230078812A1 to Tao and in view of Japanese Patent Pub. No.: JP2007088689A to Kondou.
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In regard to claim 1 and 12, Zhou discloses ‘...1. (Currently Amended) A controller (20) that controls a behavior of a
leaning vehicle (1 ), the controller configured to comprising:
execute speed control in which a speed of the
leaning vehicle (1) is controlled based on positional relation information between the leaning
vehicle (1) and a target vehicle; and (see FIG. 3 and where there is a leading vehicle and a following vehicle and where the second vehicle is going to follow the first vehicle and there is a communication link between the first and the second vehicle and then the second vehicle will use 1. The sensor data and 2. The vehicle status data to copy the motion of the first vehicle by the second vehicle to follow the vehicle and see paragraph 42 where the second vehicle can learn about the first vehicle and then there is a first vehicle lane change and then the second vehicle will copy and change lanes after the motorcycle between the two vehicles moves out of the way and see paragraph 55 where the second vehicle can learn about 1. The position of the first vehicle and 2. The speed of the first vehicle and then match these values to follow)
execute specifying processing in which the target
vehicle is specified based on a detection result by a surrounding environment sensor (14) mounted to the leaning vehicle (1), wherein
(see paragraph 62 where the second vehicle and the first vehicle can include a LIDAR sensor)
The primary reference is silent as to but TAO teaches “...the controller (20) changes the specifying processing (see paragraph 90-99 and claims 1-5 where the learning vehicle can learn about the entire vehicle platoon based on the mass of the platoon and the speed of the platoon and the delay in a parametric model and change operation based on the speed, the mass and the delay parameters)”.
It would have been obvious to one of ordinary skill in the art at the time of the effective filing date to combine the teachings of TAO with the disclosure of ZHOU that the vehicle can provide a learning function based on the platoon having a total mass and a total speed and spacing to determine the platoon parameters overall and to modulate the speed of the individual platoon members and also the speed of the members and also the total platoon as a whole based on the mass and delay parameters.
The primary reference is silent but JP2007088689A to Kondou teaches “...processing changed based on speed information on the leaning vehicle (1 ).” (Next, another embodiment of the present invention will be described with reference to FIG. In the above embodiment, an antenna having a strong directivity in the forward direction is used as the front antenna 3F, and an antenna having a strong directivity in the backward direction is used as the rear antenna 3R. For this reason, when each vehicle travels in a straight line, it is possible to improve the reachability of packets. However, when the vehicle enters a curve, the position of the vehicle ahead is shifted diagonally forward and out of the communicable area, or the position of the vehicle behind is shifted diagonally backward and out of the communicable area, which causes packet communication to fail. It may happen that it ends. In order to cope with such a situation, in this embodiment, as the front antenna 3F and the rear antenna 3R, an antenna capable of selecting the directivity pattern shown in FIG. 7A or the directivity pattern shown in FIG. 7B. Is used. And the control part 20 of the radio | wireless communication apparatus 2 between vehicles monitors the output signal of the yaw rate sensor which detects the speed (yaw rate) in which the vehicle 5 rotates rightward or leftward toward the advancing direction. When it is determined that the vehicle 5 is not rotating and the vehicle 5 is traveling straight from the output signal of the yaw rate sensor, the control unit 20 displays the directivity patterns of the front antenna 3F and the rear antenna 3R as shown in FIG. As shown in FIG. 3, the vehicle 5 has a strong pattern in the front-rear direction. When it is determined that the vehicle is rotating and the vehicle 5 is traveling in a curve from the output signal of the yaw rate sensor, the control unit 20 displays the directivity patterns of the front antenna 3F and the rear antenna 3R. As shown in FIG. 7B, a directivity pattern having an appropriate transmission capability and reception sensitivity is obtained over a wide azimuth angle range. When it is determined from the output signal of the yaw rate sensor that the vehicle 5 has returned to the straight traveling state, the control unit 20 changes the directivity patterns of the front antenna 3F and the rear antenna 3R to the directivity patterns shown in FIG. return.According to the present embodiment, as described above, the directivity of the antenna is switched depending on whether the vehicle travels in a straight line or in a curve, so that it is possible to improve the reachability of the packet during the straight line travel and the packet communication during the curve travel with a small control burden. Error reduction can be realized.)
It would have been obvious to one of ordinary skill in the art at the time of the effective filing date to combine the teachings of KONDOU with the disclosure of ZHOU that has a leaning vehicle and that can share data with the platoon and change a directivity of the antenna based on the speed of the vehicle and the vehicle turning into a curve to increase the gain of the antenna and to provide a higher gain and increase the gain and provide the directivity.
Claim 2 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of United States Patent Application Pub. No.: US20200286387A1 to Zhou that was filed in 2022 and in view of United States Patent Application Pub. No.: US20230078812A1 to Tao and Kondou and in view of European Patent Pub. No.: EP3995387A1 to Ohtaka.
Ohtaka teaches “...2. (Currently Amended) The controller according to claim 1, wherein the surrounding environment sensor (14) rotates integrally with a handle (4) of the leaning vehicle (1 )”. (see abstract)
It would have been obvious to one of ordinary skill in the art at the time of the effective filing date to combine the teachings of OHTAKA with the disclosure of ZHOU that has a leaning vehicle can include a sensor on the handle. This can provide a line of sight to the next vehicle that is interrupted for scanning purposes. See Fig. 1-3 and paragraph 1-14.
Claim 3 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of United States Patent Application Pub. No.: US20200286387A1 to Zhou that was filed in 2022 and Kondou and in view of United States Patent Application Pub. No.: US20230078812A1 to Tao.
Tao teaches “...3. (Currently Amended) The controller according to claim 1 [[or 2]],
wherein the specifying section (23)controller (20) determines propriety of changing the target vehicle in accordance with the speed information”. (see paragraph 90-99 and claims 1-5 where the learning vehicle can learn about the entire vehicle platoon based on the mass of the platoon and the speed of the platoon and the delay in a parametric model and change operation based on the speed, the mass and the delay parameters)
It would have been obvious to one of ordinary skill in the art at the time of the effective filing date to combine the teachings of TAO with the disclosure of ZHOU that the vehicle can provide a learning function based on the platoon having a total mass and a total speed and spacing to determine the platoon parameters overall and to modulate the speed of the individual platoon members and also the speed of the members and also the total platoon as a whole based on the mass and delay parameters.
Claim 4 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of United States Patent Application Pub. No.: US20200286387A1 to Zhou that was filed in 2022 and in view of United States Patent Application Pub. No.: US20230078812A1 to Tao and Kondou and in further in view of United States Patent Application Pub. No.: US 2014/0210646 A1 to Subramanya et al. that was filed on 12-30-13 (hereinafter “Subramanya”).
Zhou discloses a leaning vehicle but is silent as to and Subramanya teaches “...4. (Currently Amended) The controller according to claim 3, wherein the controller (20) forbids changing the target vehicle when the speed
information is information indicating that the leaning vehicle (1) performs low-speed traveling in which the leaning vehicle (1) travels at a speed lower than a reference speed or information indicating that the leaning vehicle (1) is in a change process to the low-speed traveling. (See paragraph 180 where a vehicle can be detected as parked via a sensor; and 121-129 where the spaces may be indicated as occupied; see claim 11 where the traffic may be rerouted). (see paragraph 44 and 93 where the vehicles may communicate data via a platoon) (see paragraph 102-106 where a danger trigger is provided and may be shared)
It would have been obvious to one of ordinary skill in the art at the time of the effective filing date to combine the teachings of Subramanya with the disclosure of ZHOU that has a leaning vehicle and to provide a detection device that can detect if the space is occupied and then reroute the autonomous platoon vehicles to other areas to ensure that the vehicles all find parking with a minimal amount of travel together with intersection management. This avoids a bottleneck and provides a traffic management of autonomous platoon vehicles. See abstract and paragraphs 44-50 of Subramanya et al. and claim 11.
Claims 5-7 are rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of United States Patent Application Pub. No.: US20200286387A1 to Zhou that was filed in 2022 and in view of United States Patent Application Pub. No.: US20230078812A1 to Tao and Kondou and in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019.
Chery teaches “...5. (Currently Amended) The controller according to claim 1 [[or 2]],
wherein the )controller (20) changes a detection range (50) of the
surrounding environment sensor (14) that is used in the specifying processing, based on the speed information”. (see camera computer and cpu Optionally, the camera may have a storage module for storing image or video data occupying a small memory. Alternatively, the temperature of the memory module needs to be greater than the range of ambient temperature variation. In one example, the storage temperature range of the camera is minus 40 degrees celsius to 90 degrees celsius.
Optionally, a clock frequency of a Central Processing Unit (CPU) of the camera needs to be fast to ensure that the acquired video image frame is transmitted and called. In one example, the core number of the CPU main frequency of the camera is at least 4, and the single core speed of the CPU main frequency is required to be greater than or equal to 2.2 GHz.) (see abstract and claims 1-2 where the live action navigation function can be combined from 1. Live action navigation video and 2. The real time navigation data and with a camera mounted on the vehicle) (See detailed description at paragraph 1-4 where the vehicle-mounted navigation is carried out by utilizing a positioning system to cooperate with an electronic map, and can accurately and conveniently tell a driver of a vehicle to prompt a driving route of the vehicle. Optionally, the vehicle navigation realizes Positioning of the acquired vehicle in the map by means of Global Positioning System (GPS) Positioning or network Positioning, acquires the traffic conditions around the vehicle from the Positioning server, and finally displays the position Positioning of the vehicle and the traffic conditions around the vehicle together in an interactive interface interacting with the user. Optionally, the vehicle-mounted navigation system may acquire the positioning data of the user in the other terminal device by connecting with the other terminal device, for example, the vehicle-mounted navigation system may be connected with a mobile phone to acquire the positioning data of the vehicle in the mobile phone. And the data is embodied in an interactive interface to implement navigation functions.) (see FIG. 3 where the video camera and processor can detect that there is a road block ahead of the target vehicle and then there is an object at risk with colliding with the target vehicle; Optionally, when the real-time navigation data includes target roadblock data, displaying a roadblock identifier in the live-action navigation video according to the target roadblock data and the navigation image frame, where the roadblock identifier is used to indicate a target roadblock existing around the target vehicle. Optionally, the target barricade indicates an object that is at risk of colliding with the target vehicle.) (see claim 1 where the live action video is combined with the real time navigation data and displayed on the display in Fig. 3-4)
It would have been obvious to one of ordinary skill in the art at the time of the effective filing date to combine the teachings of CHERY with the disclosure of ZHOU that the vehicle can include video data, and real time navigation data to provide a collision risk information. This can provide a live action video data that can provide a first parameter and a second real time navigation data to provide a large view and a small view so the vehicles can accurately perceive the collision risk with different perspectives.
Chery teaches “...6. (Currently Amended) The controller according to claim 5, wherein the controller (20) expands the detection range (50) when the speed
information is information indicating that the leaning vehicle (1) performs low-speed traveling in which the leaning vehicle (1) travels at a speed lower than a reference speed or information
indicating that the leaning vehicle (1) is in a change process to the low-speed traveling more than
that when the speed information is not the information indicating that the leaning vehicle (1)
performs the low-speed traveling or indicating that the leaning vehicle (1) is in the change process to the low-speed traveling”. (see camera computer and cpu Optionally, the camera may have a storage module for storing image or video data occupying a small memory. Alternatively, the temperature of the memory module needs to be greater than the range of ambient temperature variation. In one example, the storage temperature range of the camera is minus 40 degrees celsius to 90 degrees celsius.
Optionally, a clock frequency of a Central Processing Unit (CPU) of the camera needs to be fast to ensure that the acquired video image frame is transmitted and called. In one example, the core number of the CPU main frequency of the camera is at least 4, and the single core speed of the CPU main frequency is required to be greater than or equal to 2.2 GHz.) (see abstract and claims 1-2 where the live action navigation function can be combined from 1. Live action navigation video and 2. The real time navigation data and with a camera mounted on the vehicle) (See detailed description at paragraph 1-4 where the vehicle-mounted navigation is carried out by utilizing a positioning system to cooperate with an electronic map, and can accurately and conveniently tell a driver of a vehicle to prompt a driving route of the vehicle. Optionally, the vehicle navigation realizes Positioning of the acquired vehicle in the map by means of Global Positioning System (GPS) Positioning or network Positioning, acquires the traffic conditions around the vehicle from the Positioning server, and finally displays the position Positioning of the vehicle and the traffic conditions around the vehicle together in an interactive interface interacting with the user. Optionally, the vehicle-mounted navigation system may acquire the positioning data of the user in the other terminal device by connecting with the other terminal device, for example, the vehicle-mounted navigation system may be connected with a mobile phone to acquire the positioning data of the vehicle in the mobile phone. And the data is embodied in an interactive interface to implement navigation functions.) (see FIG. 3 where the video camera and processor can detect that there is a road block ahead of the target vehicle and then there is an object at risk with colliding with the target vehicle; Optionally, when the real-time navigation data includes target roadblock data, displaying a roadblock identifier in the live-action navigation video according to the target roadblock data and the navigation image frame, where the roadblock identifier is used to indicate a target roadblock existing around the target vehicle. Optionally, the target barricade indicates an object that is at risk of colliding with the target vehicle.) (see claim 1 where the live action video is combined with the real time navigation data and displayed on the display in Fig. 3-4)
It would have been obvious to one of ordinary skill in the art at the time of the effective filing date to combine the teachings of CHERY with the disclosure of ZHOU that the vehicle can include video data, and real time navigation data to provide a collision risk information. This can provide a live action video data that can provide a first parameter and a second real time navigation data to provide a large view and a small view so the vehicles can accurate perceive the collision risk with different perspectives.
Chery teaches “..7. (Currently Amended) The controller according to claim 1 [[or 2]],
Wherein a detection range (50) of the surrounding environment sensor (14) that is used in the specifying processing is determined based on an expected traveling locus ( 40) of the leaning
vehicle (1), and the specifying section (23)controller (20) changes the expected traveling locus ( 40) based on the speed information. (see camera computer and cpu Optionally, the camera may have a storage module for storing image or video data occupying a small memory. Alternatively, the temperature of the memory module needs to be greater than the range of ambient temperature variation. In one example, the storage temperature range of the camera is minus 40 degrees celsius to 90 degrees celsius.
Optionally, a clock frequency of a Central Processing Unit (CPU) of the camera needs to be fast to ensure that the acquired video image frame is transmitted and called. In one example, the core number of the CPU main frequency of the camera is at least 4, and the single core speed of the CPU main frequency is required to be greater than or equal to 2.2 GHz.) (see abstract and claims 1-2 where the live action navigation function can be combined from 1. Live action navigation video and 2. The real time navigation data and with a camera mounted on the vehicle) (See detailed description at paragraph 1-4 where the vehicle-mounted navigation is carried out by utilizing a positioning system to cooperate with an electronic map, and can accurately and conveniently tell a driver of a vehicle to prompt a driving route of the vehicle. Optionally, the vehicle navigation realizes Positioning of the acquired vehicle in the map by means of Global Positioning System (GPS) Positioning or network Positioning, acquires the traffic conditions around the vehicle from the Positioning server, and finally displays the position Positioning of the vehicle and the traffic conditions around the vehicle together in an interactive interface interacting with the user. Optionally, the vehicle-mounted navigation system may acquire the positioning data of the user in the other terminal device by connecting with the other terminal device, for example, the vehicle-mounted navigation system may be connected with a mobile phone to acquire the positioning data of the vehicle in the mobile phone. And the data is embodied in an interactive interface to implement navigation functions.) (see FIG. 3 where the video camera and processor can detect that there is a road block ahead of the target vehicle and then there is an object at risk with colliding with the target vehicle; Optionally, when the real-time navigation data includes target roadblock data, displaying a roadblock identifier in the live-action navigation video according to the target roadblock data and the navigation image frame, where the roadblock identifier is used to indicate a target roadblock existing around the target vehicle. Optionally, the target barricade indicates an object that is at risk of colliding with the target vehicle.) (see claim 1 where the live action video is combined with the real time navigation data and displayed on the display in Fig. 3-4)
It would have been obvious to one of ordinary skill in the art at the time of the effective filing date to combine the teachings of CHERY with the disclosure of ZHOU that the vehicle can include video data, and real time navigation data to provide a collision risk information. This can provide a live action video data that can provide a first parameter and a second real time navigation data to provide a large view and a small view so the vehicles can accurate perceive the collision risk with different perspectives.
The claim recites “using” which has limited patentable weight as this is an apparatus claim.
Claim 8 is rejected under 35 U.S.C. sec. 103 as being unpatentable as obvious in view of United States Patent Application Pub. No.: US20200286387A1 to Zhou that was filed in 2022 and in view of United States Patent Application Pub. No.: US20230078812A1 to Tao and Kondou and in view of Chinese Patent Pub. No.: CN111024115A to Chery Automobile that was filed in 2019 and in view of U.S. Reissued Patent No.: RE 46,672E to Hall that was filed in 2006 (hereinafter “Hall”).
Zhou is silent but Hall teaches “...8. (Currently Amended) The controller according to claim 7, wherein the specifying section (23)controller (20) suppresses a variation in the expected traveling locus (40)
in a vehicle width direction of the leaning vehicle (1) when the speed information is information
indicating that the leaning vehicle (1) performs low-speed traveling in which the leaning vehicle
(1) travels at a speed lower than a reference speed or information indicating that the leaning
vehicle (1) is in a change process to the low-speed traveling. (See Col. 3. lines 10-55 where the emitter can provide an increased spin rate of 1,200 RPM for 2.56 million time of flight distance points per second; see col. 5, lines 11 to 56; see col. 7, lines 1-45 where 32 emitters are used) (see Fig. 3 where the first pulse can be a short range and low intensity while the second scan angle can include a second pulse with a much longer range and intensity and a third scan angle can include a third even higher range and intensity than the first and second’ Sampled data can further include waveforms (i.e. intensity profiles). The circuitry 115 can further include an intensity waveform recording device and/or a peak intensity recording device. Any of the devices discussed herein, or other devices known to be commonly combined with a time-of-flight measurement device or certain application, can be combined into a single device (or circuit) or multiple devices (or circuits) with the embodiments incorporating fiber lasers. One embodiment of the waveform recording device may be considered similar to an oscilloscope along with a digital sampling device. The waveform recording device can include circuitry 115 that receives samples from the receiver 110 and records waveform information for real-time analysis and/or post-processing. The intensity recording device can also include circuitry 115 that receives samples from the receiver 110 and records intensity information for real-time analysis and/or post-processing.)
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It would have been obvious for one of ordinary skill in the art at the time the invention was made to combine the teachings of Hall with the disclosure of ZHOU since Hall teaches that a LIDAR device can rotate at an increased RPM to provide more lidar pulses and 2.56 million points per second. This can increase the pulses to create a point cloud data model that is accurate. See Col. 3, lines 10-55 of Hall.
Zhou discloses “...9. (Currently Amended) The controller according to claim 1 [[or 2]], wherein the speed information is information indicating a speed of the leaning vehicle (1)”. (see FIG. 3 and where there is a leading vehicle and a following vehicle and where the second vehicle is going to follow the first vehicle and there is a communication link between the first and the second vehicle and then the second vehicle will use 1. The sensor data and 2. The vehicle status data to copy the motion of the first vehicle by the second vehicle to follow the vehicle and see paragraph 42 where the second vehicle can learn about the first vehicle and then there is a first vehicle lane change and then the second vehicle will copy and change lanes after the motorcycle between the two vehicles moves out of the way and see paragraph 55 where the second vehicle can learn about 1. The position of the first vehicle and 2. The speed of the first vehicle and then match these values to follow)
See motivation statement above.
Zhou discloses “..10. (Currently Amended) The controller according to claim 1 [[or 2]],
wherein the speed information is information indicating a deceleration of the leaning vehicle (1). (see FIG. 3 and where there is a leading vehicle and a following vehicle and where the second vehicle is going to follow the first vehicle and there is a communication link between the first and the second vehicle and then the second vehicle will use 1. The sensor data and 2. The vehicle status data to copy the motion of the first vehicle by the second vehicle to follow the vehicle and see paragraph 42 where the second vehicle can learn about the first vehicle and then there is a first vehicle lane change and then the second vehicle will copy and change lanes after the motorcycle between the two vehicles moves out of the way and see paragraph 55 where the second vehicle can learn about 1. The position of the first vehicle and 2. The speed of the first vehicle and then match these values to follow)
See motivation statement above.
Zho discloses “...11. (Currently Amended) The controller according to claim 1 [[or 2]], wherein the speed information is information related to a brake operation by a rider of the leaning vehicle (1). (see FIG. 3 and where there is a leading vehicle and a following vehicle and where the second vehicle is going to follow the first vehicle and there is a communication link between the first and the second vehicle and then the second vehicle will use 1. The sensor data and 2. The vehicle status data to copy the motion of the first vehicle by the second vehicle to follow the vehicle and see paragraph 42 where the second vehicle can learn about the first vehicle and then there is a first vehicle lane change and then the second vehicle will copy and change lanes after the motorcycle between the two vehicles moves out of the way and see paragraph 55 where the second vehicle can learn about 1. The position of the first vehicle and 2. The speed of the first vehicle and then match these values to follow)
See motivation statement above.
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.
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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/JEAN PAUL CASS/Primary Examiner, Art Unit 3666
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