DETAILED ACTION
Notice of Pre-AIA or AIA Status
1. The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Priority
2. Acknowledgment is made of applicant's claim for foreign priority based on an application filed in Japan on 03/21/2022. It is noted, however, that applicant has not filed a certified copy of the JP2022-044793 application as required by 37 CFR 1.55.
Claim Objections
3. Claims 1 and 2 objected to because of the following informalities:
a. The phrase “such that number of facility types” in claim 1 should be “such that a number of facility types.”
b. The phrase “and number of facility types” in claim 1 should be “and a number of facility types.”
c. The phrase “increase number of facility types” in claim 2 should be “increase a number of facility types.”
d. The phrase “maintain number of facility types” in claim 2 should be “maintain a number of facility types.”
Appropriate correction is required.
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.
4. Claim 3 is rejected under pre-35 U.S.C. 102(a)(1) as being unpatentable over Hiramatsu et al. (US 20090146912A1).
Regarding claim 3, Hiramatsu teaches a vehicle display system (see [0031]-[0034] in general of on-vehicle display system with display control device and displays on front and rear of a vehicle.) comprising:
display regions including
a driver-assistant-seat display region being adjacent to a driver assistant seat of the vehicle (see [0033] and Fig. 2 where there is a front-seat input device and front-seat display in between driver seat and passenger seat, i.e. driver assistant seat.), and
a back-seat display region being adjacent to a back seat of the vehicle (see [0033] and Fig. 2 where there is a rear-seat input and rear-seat display is disposed between two rear seats, or back seats.);
a display controller configured to control respective displayed contents of the display regions (see Fig. 1 and [0031] where control section includes a central processing unit (CPU) to control front and rear seat display and image source.);
synchronization switches, each of which is configured to be switched at a time where a synchronization instruction is provided by an occupant of a vehicle (see [0037] and Fig. 5 where both front and rear seat input devices have to-be-operated permission switches that permits front seat input device to control rear seat image source and vice versa and the seat input devices also have display/control object selection buttons, i.e. synchronization switches to allow either front or rear seat input devices to control image sources and allow one to view image of another as shown in Fig. 7 and [0041].), the synchronization switches including
an assistant synchronization switch configured to be switched by an occupant sitting on the driver assistant seat (see [0037] and Fig. 5 where front seat input device has a display/control object selection button that allows for front seat display to toggle between synchronizing with rear image source or not, i.e. synchronization switch operable by occupant sitting on a driver assistant seat.), and
a back synchronization switch configured to be switched by an occupant sitting on the back seat (see [0037] and Fig. 5 where rear seat input device has a display/control object selection button that allows for rear seat display to toggle between synchronizing with rear image source or not, i.e. synchronization switch operable by occupant sitting on a back seat.); and
a switching controller configured to execute switching between a synchronous mode and an asynchronous mode (see [0037] and Fig. 5 where both front and rear seat input devices have to-be-operated permission switches that permits front seat input device to control rear seat image source and vice versa and the seat input devices also have display/control object selection buttons, i.e. synchronization switches to allow either front or rear seat input devices to control image sources and allow one to view image of another as shown in Fig. 7 and [0041].),
the synchronous mode being a mode in which the respective displayed contents of the display regions are synchronized (see Figs 7-9 and [0041] where when display/control object selection button is operated, front seat display is changed to display image from rear seat image source, which is synchronized image of rear seat image on both front and rear seat displays.),
the asynchronous mode being a mode in which the respective displayed contents of the display regions are not synchronized (see Fig. 6 and [0040] where display/control object selection button is set to different commands of “Front” and “Rear” and causes each front and rear seat displays to display different images, i.e. asynchronous mode where display regions are nor synchronized.),
execute switching to the synchronous mode while continuing to show a predetermined image in a synchronization source that is one of the display regions by maintaining a display setting of the synchronization source (see Fig. 7 and [0041] where display/control object selection button is used to change “Front” to “Rear” for front input device, which then changes front seat display to display rear seat image that was also displayed to rear seat display, thereby rear seat display with rear seat image continues to show its image while being synchronized to the front seat display.),
execute the switching to the synchronous mode in response to switching one of the synchronization switches (Fig. 7 and [0041] where display/control object selection button is used to change “Front” to “Rear” for front input device, which then changes front seat display to display rear seat image that was also displayed to rear seat display, i.e. synchronous mode active when synchronization switch is used.), and
set one of the display regions as the synchronization source being associated with one of the synchronization switches based on executing the switching to the synchronous mode by the one of the synchronization switches being switched (see Fig. 7 and [0041] where display/control object selection button is used to change “Front” to “Rear” for front input device, which then changes front seat display to display rear seat image that was also displayed to rear seat display, thereby rear seat display with rear seat image continues to show its image while being synchronized to the front seat display.).
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.
5. Claim 2 is rejected under pre-35 U.S.C. 103 as being unpatentable over Rush et al. (US 20200218487A1) in view of Jiyama et al. (US 20150211878A1).
Regarding claim 2, Rush teaches a vehicle display system comprising:
display regions including
a driver display region provided for a driver of a vehicle and capable of displaying a map (see [0073] and Fig. 8 where system includes a control display that is placed within a driving wheel of a vehicle for use for a driver. Note also from Figs 8-9 and [0073] where cost-to-cost virtual display has a virtual display section in front of the driver and passenger that displays application including map application as shown in [0042] and Fig. 1.), and
a passenger display region provided for a passenger of the vehicle and capable of displaying a map (see [0073]-[0074] and Fig. 8 where there is a control display is operable by a passenger and includes a map application capable of displaying a map. Note also in Fig. 1 and [0042] where map is displayed on passenger side of cost-to-cost virtual display and is indicated to be displayed on other area as well, i.e. capable of displaying a map on a passenger display region and passenger controlled display.);
a display controller configured to control respective displayed contents of the display regions (see Figs 8-9, [0072] and [0087] where both driver and passenger control display has a multi-display controller connected with a display manager to create and control of different virtual displays, including display regions, and control what is being displayed.); and
a switching controller configured to execute switching between a synchronous mode and an asynchronous mode in a case where a displayed content of one of the display regions is set to a preset displayed content (see [0096], [0114] and Fig. 15C where control display devices have a casting mode that when an application is to be launched, a confirmation message is displayed to allow a user to accept or reject application to be launched in casting mode, i.e. switching between synchronous and asynchronous mode. Note also [0075], [0082], [0084] and [0096] where display controller and display manager control enables or disables split-screen mode, which when displayed applications of two different display regions matches each other even though source control displays are from different devices, it would merge two display regions in synchronization to the source control displays or when split-screen is enabled, the display regions will match source control displays.),
the synchronous mode being a mode in which the respective displayed contents of the display regions are synchronized (see [0114] and Fig. 15C where in a casting mode, a control display shows a confirmation message allowing a driver and/or passenger to accept or reject casting to a dashboard screen where accepting will cause same contents to be shown.),
the asynchronous mode being a mode in which the respective displayed contents of the display regions are not synchronized (see [0096], [0114] and Fig. 15C there is a casting mode that when an application is to be launched, a confirmation message is displayed to allow a user to accept or reject application to be launched in casting mode, i.e. switching between synchronous and asynchronous mode. Note also [0072] and Figs 8-9 where each virtual displays can have its own display settings that corresponds to each respective control display, which controls the virtual displays even while not casting the same images onto the virtual displays, i.e. having different displayed contents in various displays.), and
execute switching to the synchronous mode while continuing to show a predetermined image in a synchronization source that is one of the display regions by maintaining a display setting of the synchronization source (see [0096] and [0114] where accepting a casting mode will cause contents of a control display be casted on to a dashboard screen, i.e. continuing to show predetermined image of control display to display regions; see further [0082]-[0084] where a control display A will have an infotainment application, including a map application, displayed on a virtual display B and where control display B will have the same application displayed on virtual display C will cause a combining of display and the infotainment information launched maintain its progress state, i.e. continuing to show a predetermined image in a synchronization source. Note also [0075], [0082], [0084] and [0096] where display controller and display manager control enables or disables split-screen mode, which when displayed applications of two different display regions matches each other even though source control displays are from different devices, it would merge two display regions in synchronization to the source control displays or when split-screen is enabled, the display regions will match source control displays.).
Rush does not teach: increase a number of facility types shown on the map displayed in the passenger display region and maintain a number of facility types shown on the map displayed in the driver display region in response to executing switching to the asynchronous mode.
However, Jiyama teaches a heads-up display, i.e. driver display region, and a central navigation apparatus, i.e. passenger display region, where the two displays are not synchronized such that the navigation apparatus has a bird’s-eye map, traffic congestion information, destination information, SA/PA image, facility information images, and expressway facility images while the heads-up display is missing parts including facility information and expressway facility image, and therefore a different number of facility types (see Fig. 4 and [0084]-[0088]).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the application to modify the display casting system of Rush by incorporating teaching of Jiyama such that the displays include an asynchronous mode, which when switched from Rush’s synchronous mode, which mirrors the simplified display as in the heads-up display of Jiyama, to the asynchronous mode, increases the facility information shown in the navigation apparatus on the central or passenger display region, thereby increasing the number of facility types.
The motivation to incorporate asynchronous displays of a heads-up display and a navigation apparatus where the heads-up display have less facility types than that of the navigation apparatus is that, as indicated by Jiyama, this would allow for safe driving through having less information that is relevant to a driver (see [0008]-[0010]).
6. Claim 1 is rejected under pre-35 U.S.C. 103 as being unpatentable over Rush in view of Lee et al. (US 12236156B2) in further view of Jiyama.
Regarding claim 1, Rush teaches a vehicle display system comprising (see [0041]-[0047], [0072]-[0074] and Figs 1 and 8-9 multiple displays and controls thereof.):
display regions including
a driver display region provided for a driver of the vehicle and capable of displaying a map (see [0073] and Fig. 8-9 where system includes a control display that is placed within a driving wheel of a vehicle for use for a driver. Coast-to-coast virtual display has a virtual display section in front of the driver and passenger that displays application including map application as shown in [0042] and Fig. 1.), and
a passenger display region provided for a passenger of the vehicle and capable of displaying a map (see [0073]-[0074] and Fig. 8 where there is a control display is operable by a passenger and includes a map application capable of displaying a map. Note also in Fig. 1 and [0042] where map is displayed on passenger side of cost-to-cost virtual display and is indicated to be displayed on other area as well, i.e. capable of displaying a map on a passenger display region and passenger controlled display.);
a display controller configured to control respective displayed contents of the display regions (see Figs 8-9, [0072] and [0087] where both driver and passenger control display has a multi-display controller connected with a display manager to create and control of different virtual displays, including display regions, and control what is being displayed.);
a switching controller configured to execute switching between a synchronous mode and an asynchronous mode (see [0096], [0114] and Fig. 15C there is a casting mode that when an application is to be launched, a confirmation message is displayed to allow a user to accept or reject application to be launched in casting mode, i.e. switching between synchronous and asynchronous mode. Note also [0075], [0082], [0084] and [0096] where display controller and display manager control enables or disables split-screen mode, which when displayed applications of two different display regions matches each other even though source control displays are from different devices, it would merge two display regions in synchronization to the source control displays or when split-screen is enabled, the display regions will match source control displays.), and
execute switching to the synchronous mode while continuing to show a predetermined image in a synchronization source that is one of the display regions by maintaining a display setting of the synchronization source (see [0096] and [0114] where accepting a casting mode will cause contents of a control display be casted on to a dashboard screen, i.e. continuing to show predetermined image of control display to display regions; see further [0082]-[0084] where a control display A will have an infotainment application, including a map application, displayed on a virtual display B and where control display B will have the same application displayed on virtual display C will cause a combining of display and the infotainment information launched maintain its progress state, i.e. continuing to show a predetermined image in a synchronization source. Note also [0075], [0082], [0084] and [0096] where display controller and display manager control enables or disables split-screen mode, which when displayed applications of two different display regions matches each other even though source control displays are from different devices, it would merge two display regions in synchronization to the source control displays or when split-screen is enabled, the display regions will match source control displays.); and
a synchronization switch configured to be switched based on a synchronization instruction provided by an occupant of a vehicle (see [0114] and Fig. 15C where in a casting mode, a control display shows a confirmation message allowing a driver or passenger to accept or reject casting to a dashboard screen where accepting will cause same contents to be shown, i.e. a synchronization switch based on instruction of a user.), wherein:
the switching controller is configured to execute the switching to the synchronous mode in response to switching of the synchronization switch (see [0114] and Fig. 15C where in a casting mode, a control display shows a confirmation message allowing a driver or passenger to accept or reject casting to a dashboard screen where accepting will cause same contents to be shown.).
Rush does not teach: the synchronous mode being a mode in which the respective displayed contents of the display regions are synchronized such that a number of facility types shown on the map displayed in the driver display region and a number of facility types shown on the map displayed in the passenger display region are synchronized,
the asynchronous mode being a mode in which the respective displayed contents of the display regions are not synchronized such that the driver display region is capable of displaying a simplified map showing fewer facility types than the map displayed in the passenger display region.
However, Lee shows a first display in front of driver seat and a second display at center of driver and passenger seats in front are configured to display same images in a synchronized state (Fig. 9B and [col 18 lns 52-64]). Also note from Fig. 9B and [col 8 lns 49 thru col 9 lns 3] that displays are capable of showing navigation map and from the figure and from the indicated paragraphs that both driver and passenger displays are in synchronization and both are shown to display a map. Synchronized and displayed map information that shows the same images necessarily includes displaying the same number of feature types.
Further, Jiyama teaches a heads-up display, i.e. driver display region, and a central navigation apparatus, i.e. passenger display region, where the two displays are not synchronized such that the navigation apparatus has a bird’s-eye map, traffic congestion information, destination information, SA/PA image, facility information images, and expressway facility images while the heads-up display is missing parts including facility information and expressway facility image, and therefore a different number of facility types (see Fig. 4 and [0084]-[0088]).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the application to modify the display casting system of Rush by incorporating teaching of Lee and Jiyama such that displays include alternative operations where during a synchronous mode, all displays are displaying the same information which necessarily includes the same number of facility types, and in an asynchronous mode where the central or the passenger display region has more facility information than a driver display region and therefore necessarily a different number of facility types.
The motivation to incorporate a synchronized mode displaying the same information, i.e. number of facility types, shown on different display regions through instance copying during screen sharing is that, as indicated by Lee, this would allow for rapidly and accurately displaying of objects and speed up screen sharing process (see [col 1 lns 48-58]).
The motivation to incorporate an asynchronous mode asynchronously displaying simplified mode and more detailed mode between multiple displays as indicated by Jiyama, this would allow for safe driving through having fewer information that is relevant to a driver (see [0008]-[0010]).
Conclusion
7. The prior art made of record and not relied upon is considered pertinent to applicant's disclosure.
a. Oguchi (US 20080052627A1), on vehicle display that has two sections of driver and passenger sides where driver display is limited in having menu icon and button that gives selection of icons such as traffic information.
b. Tajima et al. (US 20220316902A1), have two displays of one in front of driver and another at the center of front area where display in front of the driver shows more immediate area of map and center display shows wider view that includes more route information and intersections.
c. Nagashima et al. (US 20090315913A1), have two displays that displays different or same scale of images. One zoomed in and another zoomed out or both zoomed in or zoomed out.
d. Scott (“How to Use Navigation in Your BMW IDrive 7 / Use Your GPS in Your BMW.” www.youtube.com/watch?v=YipL68YezqM), shows different map views of central display with more facility types and cluster, driver, display region having less information.
e. Staff (“BMW’s All Digital Cockpit and IDrive 7.0 Detailed - BimmerFile.” www.bimmerfile.com/2018/09/30/bmws-new-digital-cockpit-detailed/), indicates that Info Display shows orientation map and relevant situational information while Control Display has parking map that shows parking options. Note that images show very detailed Control Display as opposed to simplified Info Display.
f. Smeyers (“2021 McLaren Artura - Ultimate Guide.” www.supercars.net/blog/mclaren-arturo-guide/), specifically indicates that Digital Instrument Cluster have a simplified map displayed alongside a full map on a Central Infotainment Screen.
8. Any inquiry concerning this communication or earlier communications from the examiner should be directed to HYANG AHN whose telephone number is (571)272-4162. The examiner can normally be reached M-F 9-5.
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/H.A./Examiner, Art Unit 3661
/MATTHIAS S WEISFELD/Examiner, Art Unit 3661