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 § 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.
Claim(s) 1-15 is/are rejected under 35 U.S.C. 102a1 as being anticipated by Gundlach et al. (US 20130082137).
Gundlach discloses all of the limitations in the claims below:
1. A differential-speed target precise docking and recovery system, comprising: a braking and guiding system (cable management device 416, shuttle cable management 418) configured to reduce target energy, and the braking and guiding system comprising a braking device (cable management device 416 418 420 with shock absorber as well as rail 404 and arm 402) and a docking device (capture cables /trapeze 410 420 422) connected to the braking device; a docking arm (articulating crane 402, 404) configured to drive the docking device to dock with a target (UAV 408); a control system (para 70) configured to acquire state/states information of the docking arm and the target and to control an operation of the docking arm (para 70); and an impact load isolation means configured to: release or optimize a force applied on the docking arm during a docking or braking process of the target, and transfer or transmit a load from the target imposed on the docking arm to the braking and guiding system. (impact isolation means shock absorber, spring damper, Para 73-74, para 13)
2. The system according to claim 1, wherein: the braking and guiding system is further configured to impose constraints on a motion of the target (rail plus shuttle constrain captured motion, Fig. 4c and 6c).
3. The system according to claim 1, wherein: a free end of the docking arm is provided with a retaining member (vehicle hook assembly 428, 602); the docking device is connected to the braking device via a first cable (410 through pullies 414); the impact load isolation means is configured to: enable the docking arm to drive the docking device to dock with the target through the retaining member (hook arm engages cable, cable slides along arm into retainer para 49 and 86 Figs. 6a-b); and enable the retaining member to maintain a fixed connection between the docking device 410/422 and the docking arm 402, 404 before the docking device docks with the target (retaining the cable in the hook during capture); and release the docking device from the retaining member 428, 602 after the docking device docks with the target, allowing the load from the target imposed on the docking arm to be transferred to the braking device (416).
4. The system according to claim 1, wherein: the impact load isolation means comprises a load isolation device (416, 418 impact isolation means shock absorber, spring damper, Para 73-74, para 13) between a servo drive device (disclosed as winch or pay out reel in device) and a driven portion of the docking arm (fully articulated arm 402 see fig 4b); the load isolation device is configured to: maintain a sufficient high-dynamic and high-precision motion capability of the docking arm before the docking device docks with the target to ensure reliable docking between the docking device and the target (Para 73-74); and release a torque transmission between the servo drive device and the driven portion after the docking device docks with the target, allowing the load from the target imposed on the docking arm to be transmitted to the braking device (para 73-74, elements 418 and 416 and cable member 420, 410/422).
5. The system according to claim 4, wherein: the docking device 410 is disposed at a free end of the docking arm (clearly shown in Fig. 4B), and a fixed end of the docking arm is disposed on the braking device (Clearly shown in Fig. 4b).
6. The system according to claim 1, wherein: the braking device comprises at least one of a telescopic mechanism (arm 402), a mobile platform, and a winch (para 73-74).
7. The system according to claim 6, wherein: the telescopic mechanism is provided with a first drive device configured to control a telescopic state of the telescopic mechanism (control to control 402 – para 69).
8. The system according to claim 6, wherein: a fixed end of the telescopic mechanism is disposed on a carrier at a fixed pitch angle (clearly shown in Fig. 7).
9. The system according to claim 6, wherein: a fixed end of the telescopic mechanism is connected to a carrier through a revolute joint (at 302a), and the telescopic mechanism is provided with a second drive device configured to adjust an angle between the telescopic mechanism and the carrier (clearly shown in Fig. 3a-3e).
10. The system according to claim 9, wherein: the second drive device comprises: a limiter disposed between the telescopic mechanism and the carrier, or a rotating mechanism disposed on the revolute joint (302a - clearly understood from Fig. 3a-3e para 68-69).
11. The system according to claim 6, wherein: a movable end of the telescopic mechanism is provided with a cable adjuster, the first cable is connected to the movable end of the telescopic mechanism by the cable adjuster; and the cable adjuster is configured to adjust an extension length of the first cable or a running speed of the first cable (boom 302a-c and cable adjustment means disclosed in para 73-75).
12. The system according to claim 6, wherein: the braking device comprises a telescopic mechanism (arm segments para 69), a winch (disclosed in para 73-74), and a second cable 420; a first end of the second cable is connected to the winch, and a second end is connected to a movable end of the telescopic mechanism (Fig. 4b).
13. The system according to claim 1, wherein: the braking device and/or the guiding arm is rotatable about their respective axes or a common axis (disclosed in para 14 and 69).
14. The system according to claim 1, wherein: the braking device and/or the guiding arm is translatable in a horizontal direction (shuttle para 67 and 76 translating along rail).
15 The rejections of claim 1 and dependents above are applied mutatis mutandis to the limitations of claim 15.
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure are related to aircraft capture devices with arms, and attenuating or braking means.
Any inquiry concerning this communication or earlier communications from the examiner should be directed to JUSTIN M BENEDIK whose telephone number is (571)270-7824. The examiner can normally be reached 7:00-3:00.
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If attempts to reach the examiner by telephone are unsuccessful, the examiner’s supervisor, Joshua Huson can be reached at 571-270-5301. The fax phone number for the organization where this application or proceeding is assigned is 571-273-8300.
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/JUSTIN M. BENEDIK/
Primary Examiner
Art Unit 3642
/JUSTIN M BENEDIK/Primary Examiner, Art Unit 3642