DETAILED ACTION
Claim Rejections - 35 USC § 102
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.
Claim 1 is rejected under 35 U.S.C. 102(a)(1) as being anticipated by Tione (US Pub No 2020/0031330).
In regard to claim 1, Tione discloses a braking control system for a vehicle system (see the Abstract: “electronic control system of emergency and service braking”), comprising:
a first control circuit configured for operable connection to the vehicle system (Paragraph 0088: ““Electric emergency loop”, for example, indicates an electric circuit which is able to detect an emergency braking need condition and consequently generate a signal 604 indicating an emergency braking demand.”; also see Fig 7), wherein the first control circuit is further configured to:
responsive to receiving an emergency braking request signal indicative of a request for the application of an emergency braking force having an emergency braking force target value (Paragraph 0104: “In the presence of the control signal of a braking pressure 607 coming from the three-input higher-pressure selection submodule 606, the decision submodule 702 transmits the equivalent torque demand to the traction system”), control an electrodynamic braking system of the vehicle system for the generation of an emergency electrodynamic braking force through the electrodynamic braking system (Paragraph 0105: “emergency brake module 501 generates a braking torque by demanding electrodynamic braking torque”);
receive an electrodynamic braking force signal indicative of an electrodynamic braking force value applied by the electrodynamic braking system (Paragraph 0104: “measures the actual response thereof through the torque sensor means 705”); and
responsive to when the electrodynamic braking force signal indicates an electrodynamic braking force value less than the emergency braking force target value (Paragraph 0104: “if the resulting value is less than the required value”), control activation of a pneumatic braking system of the vehicle system to generate an additional pneumatic braking force configured to compensate for the difference in braking force between the emergency braking force target value and the electrodynamic braking force value indicated by the electrodynamic braking force signal (Paragraph 0104: “immediately provides for compensating the missing quantity by demanding it to the pressure control submodule 505 and the submodule of the electro-pneumatic actuator 506”).
Also see Paragraph 0105: “In other words, the emergency brake module 501 generates a braking torque by demanding electrodynamic braking torque, monitoring continuously the electrodynamic braking torque by means of said torque sensor means 705, and compensates for a possible partial or total lack of electrodynamic braking torque through the production of pneumatic braking torque.”.
Allowable Subject Matter
Claims 2-10 are objected to as being dependent upon a rejected base claim, but appear they would be allowable if rewritten in independent form including all of the limitations of the base claim and any intervening claims.
In regard to claim 2 (from which claim 3 depends), Examiner notes, especially, the limitations:
“further comprising a second control circuit configured for operable connection to the vehicle system, wherein the second control circuit is configured to control deactivation of the electrodynamic braking system from emergency braking, responsive to: when the second control circuit determines that there is a failure of the electrodynamic braking system; and/or when the second control circuit determines that there is a failure of an electrical power system connected to the electrodynamic braking system”.
In regard to claim 4 (from which claims 5-8 depend), Examiner notes, especially, the limitations:
“wherein the first control circuit is configured to control the electrodynamic braking system for the generation of the emergency electrodynamic braking force through the electrodynamic braking system, responsive to receiving the emergency braking request signal, by switching a connection device of the vehicle system from a second condition, configured to prevent the flow of electrical energy between an electrical power system of the vehicle system and the electrodynamic braking system, to a first condition configured to enable the flow of the electrical energy between the electrical power system and the electrodynamic braking system”.
In regard to claim 9, Examiner notes, especially, the limitations:
“wherein the first control circuit is further configured to: during the application of the emergency electrodynamic braking force by the electrodynamic braking system, determine a vehicle deceleration value; responsive to when the determined vehicle deceleration value is less than a target vehicle deceleration value, control deactivation of the electrodynamic braking system from emergency braking; and activate the pneumatic braking system for the generation of an emergency pneumatic braking force having a value equal to or greater than the emergency braking force target value”.
In regard to claim 10, Examiner notes, especially, the limitations:
“wherein the first control circuit is configured to transmit to the electrodynamic braking system a requested emergency electrodynamic braking force signal whose value is indicative of the emergency electrodynamic braking force value to be applied by the electrodynamic braking system; wherein the value of the requested emergency electrodynamic braking force signal is determined by the first control circuit, according to the emergency braking force target value and/or a maximum electrodynamic braking force value applicable by the electrodynamic braking system; and wherein the maximum applicable electrodynamic braking force value is determined according to a braking characteristic of the electrodynamic braking system that relates a vehicle travel speed and the maximum electrodynamic braking force value applicable by the electrodynamic braking system”.
Claims 11-20 appear to contain allowable subject matter.
In regard to claim 11 (from which claims 12-17 depend), Examiner notes, especially, the limitations:
“A braking control system for a vehicle system, comprising:
a first control circuit and a second control circuit both configured for operable connection to the vehicle system, wherein the second control circuit is further configured to:
receive an emergency braking request signal indicative of a request for the application of an emergency braking force having an emergency braking force target value;
receive an electrodynamic braking force signal indicative of an electrodynamic braking force value applied by an electrodynamic braking system of the vehicle system;
determine an additional pneumatic braking force value necessary to compensate for a difference between the emergency braking force target value and the applied electrodynamic braking force value indicated by the electrodynamic braking force signal; and
transmit to the first control circuit an additional pneumatic braking force signal indicative of the determined additional pneumatic braking force value;
and wherein the first control circuit is further configured to:
responsive to receiving the emergency braking request signal indicative of the request for the application of the emergency braking force having the emergency braking force target value, control the electrodynamic braking system for the generation of an emergency electrodynamic braking force through the electrodynamic braking system;
receive the additional pneumatic braking force signal from the second control circuit; and
control a pneumatic braking system of the vehicle system to generate a pneumatic braking force having the additional pneumatic braking force value indicated by the additional pneumatic braking force signal.”
In regard to claim 18 (from which claims 19 and 20 depend), Examiner notes, especially, the limitations:
“A braking control system for a vehicle system, comprising: a first control circuit configured for operable connection to the vehicle system, wherein the first control circuit is further configured to:
responsive to when the first control circuit receives an emergency braking request signal indicative of a request for the application of an emergency braking force having an emergency braking force target value, switch a connection device of the vehicle system into a first condition configured to enable the flow of electrical energy between an electrical power system and an electrodynamic braking system of the vehicle system, for the generation of an electrodynamic emergency braking force through the electrodynamic braking system;
during the application of the emergency electrodynamic braking force by the electrodynamic braking system, determine a vehicle deceleration value;
responsive to the determined vehicle deceleration value being less than a vehicle deceleration target value, switch the connection device into a second condition configured to prevent the flow of electrical energy between the electrical power system and the electrodynamic braking system; and
activate a pneumatic braking system of the vehicle system for the generation of an emergency pneumatic braking force having a value equal to or greater than the emergency braking force target value.”.
Conclusion
Any inquiry concerning this communication or earlier communications from the examiner should be directed to JACOB M AMICK whose telephone number is (571)272-5790. The examiner can normally be reached Core Hours 10-6 M-F (First Fridays Off).
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, Lindsay Low can be reached at (571) 272-1196. 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.
/JACOB M AMICK/Primary Examiner, Art Unit 3747