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 .
This is the first office action in response to the above identified patent application filed on 05/17/2025. Claims 1-4 are currently pending and being examined.
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.
Claims 1-4 are rejected under 35 U.S.C. 102a1 as being anticipated by Baig et al. (US 2020/0031480).
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In regards to Independent Claim 1, and with particular reference to Figures 1 and 2 shown immediately above, Baig discloses a propulsion system for a vehicle (abstract states power system for an aircraft/vehicle), comprising:
at least one generator (110 when operated in the generator mode; par. 10, 38);
at least one ultracapacitor 104 coupled to the at least one generator 110;
at least one battery 106 coupled to the at least one generator 110;
at least one compressor (compressor 44/52 coupled to the engine shaft 40; the engine shaft connected to the generator, ultracapacitor and battery as shown in figure 2; par. 38 states the engine shaft 112 in figure 2 can be the inner shat 40 or the outer shaft 50 in figure 1) coupled to the at least one generator 110, the at least one ultracapacitor 104 and the at least one battery 106; and
at least one propulsive element 42 coupled to the compressor (compressor 44/52 connected to the fan 42 via the shaft 40 and the gearbox 48).
Regarding dependent Claim 2, Baig discloses wherein the at least one propulsive element comprises a propeller (engine fan 42 generates thrust that propels the aircraft, thus a propeller; par. 3).
Regarding dependent Claim 3, Baig discloses wherein the at least one ultracapacitor supplies power for a predetermined period of time and then recharges from the at least one generator (par. 10 teaches the ultracapacitor provides power to the electric motors for whatever predetermined period of time, then the generator recharges the ultracapacitor).
Regarding dependent Claim 4, Baig discloses wherein the vehicle comprises at least one wing (par. 3 teaches the propulsion engines are mounted in or under the wings of the vehicle/aircraft) and the at least one propulsive element (propeller 42 is part of the propulsion engines and mounted to the wings; par. 3) is coupled to the at least one wing.
Claims 1, 2 and 4 are rejected under 35 U.S.C. 102a1 as being anticipated by Saiz (US 2012/0280091).
In regards to Independent Claim 1, and with particular reference to Figures 45-49, Saiz discloses a propulsion system for a vehicle (abstract states propulsion system for an aircraft/vehicle), comprising:
at least one generator (78a-c; par. 133);
at least one ultracapacitor (83; par. 133) coupled to the at least one generator;
at least one battery (81; par. 133) coupled to the at least one generator;
at least one compressor (compressor of micro-turbine 60; par. 127) coupled to the at least one generator 78a-c, the at least one ultracapacitor 83 and the at least one battery 81; and
at least one propulsive element (rotors 3 and/or 54) coupled to the compressor (rotors 54 are coupled to the micro-turbine 60 which comprises a compressor section; figure 48, par. 127).
Regarding dependent Claim 2, Saiz discloses wherein the at least one propulsive element comprises a propeller (3 and/or 54; refer to figure 48, 49).
Regarding dependent Claim 4, Saiz discloses wherein the vehicle comprises at least one wing 48 and the at least one propulsive element (rotors 3 and/or 54 are connected to the aircraft wing; figures 48, 49; par. 133) is coupled to the at least one wing.
Claim Rejections - 35 USC § 103
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.
Claim 3 is rejected under 35 U.S.C. 103 as being unpatentable over Saiz in view of Berry (US 2014/0103158).
Saiz teaches the invention as claimed and as disclosed above including the ultracapacitor (83; par. 133).
Saiz fails to explicitly disclose wherein the at least one ultracapacitor supplies power for a predetermined period of time and then recharges from the at least one generator.
Berry is in the field of aircraft propulsions systems and teaches wherein the at least one ultracapacitor supplies power for a predetermined period of time and then recharges from the at least one generator (During daylight hours, the aircraft uses a regenerative drive to store power in the ultracapacitors, which are then utilized to power the aircraft at night, pars 14, 28, 84).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have utilized the ultracapacitor of Saiz to supply power for a predetermined period of time and then recharge from the at least one generator, as taught by Berry, in order to provide an onboard mechanism for providing power to the ultracapacitors (pars. 14, 28, 84 in Berry.
Contact Information
Any inquiry concerning this communication or earlier communications from the examiner should be directed to WILLIAM H RODRIGUEZ whose telephone number is (571)272-4831. The examiner can normally be reached Mon-Fri 8:30-6:30.
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If attempts to reach the examiner by telephone are unsuccessful, the examiner’s supervisor, Phutthiwat Wongwian can be reached at 571-270-5426. The fax phone number for the organization where this application or proceeding is assigned is 571-273-8300.
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/William H Rodriguez/Primary Examiner, Art Unit 3741
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