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 .
Claim Rejections - 35 USC § 112
The following is a quotation of 35 U.S.C. 112(b):
(b) CONCLUSION.—The specification shall conclude with one or more claims particularly pointing out and distinctly claiming the subject matter which the inventor or a joint inventor regards as the invention.
The following is a quotation of 35 U.S.C. 112 (pre-AIA ), second paragraph:
The specification shall conclude with one or more claims particularly pointing out and distinctly claiming the subject matter which the applicant regards as his invention.
Claims 1-12 are rejected under 35 U.S.C. 112(b) or 35 U.S.C. 112 (pre-AIA ), second paragraph, as being indefinite for failing to particularly point out and distinctly claim the subject matter which the inventor or a joint inventor (or for applications subject to pre-AIA 35 U.S.C. 112, the applicant), regards as the invention. Claim 1 requires that the processor executes specifying processing. This is where a target vehicle is specified. This is based on a detection result from a sensor on the motorcycle. Then the claim recites that the specifying processing is changed based on the speed of the motorcycle. In paragraph 40, this can be that the section that specifies merely detects the obstacle ahead. This also can change based on the motorcycle leaning or the target moving away or closer to the first vehicle with the sensor. The claim is vague and indefinite “processing data” is always changing as the computer device provides a run through of the code. This occurs when the motorcycle is moving, or leaning or the vehicle ahead is closer or further. It is not understood what processing parameters are changing or being enhanced. The claim is vague and indefinite. The phrase specify means to clearly identify. The clear identification then is changed. This always is happening with the program code as it moves from line to line.
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.
PNG
media_image1.png
710
508
media_image1.png
Greyscale
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.)
PNG
media_image2.png
732
530
media_image2.png
Greyscale
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.
Any inquiry concerning this communication or earlier communications from the examiner should be directed to JEAN PAUL CASS whose telephone number is (571)270-1934. The examiner can normally be reached Monday to Friday 7 am to 7 pm; Saturday 10 am to 12 noon.
Examiner interviews are available via telephone, in-person, and video conferencing using a USPTO supplied web-based collaboration tool. To schedule an interview, applicant is encouraged to use the USPTO Automated Interview Request (AIR) at http://www.uspto.gov/interviewpractice.
If attempts to reach the examiner by telephone are unsuccessful, the examiner’s supervisor, Scott A. Browne can be reached at 571-270-0151. The fax phone number for the organization where this application or proceeding is assigned is 571-273-8300.
Information regarding the status of published or unpublished applications may be obtained from Patent Center. Unpublished application information in Patent Center is available to registered users. To file and manage patent submissions in Patent Center, visit: https://patentcenter.uspto.gov. Visit https://www.uspto.gov/patents/apply/patent-center for more information about Patent Center and https://www.uspto.gov/patents/docx for information about filing in DOCX format. For additional questions, contact the Electronic Business Center (EBC) at 866-217-9197 (toll-free). If you would like assistance from a USPTO Customer Service Representative, call 800-786-9199 (IN USA OR CANADA) or 571-272-1000.
/JEAN PAUL CASS/Primary Examiner, Art Unit 3666
Prosecution Insights