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 .
Priority
1. Acknowledgement is made of applicant’s claim for priority based on application filed in Republic of Korea on 03/04/2025.
Objection
Claims 13, 15-17 and 20 are objected to being dependent on the rejected independent claims.
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.
Claim(s) 1-12, 14,18-19 are rejected under 35 U.S.C. 103 as being unpatentable over Hitzinger (US 11,285,988) and further in view of Lubischer et al (U.S. 10,577,009).
18. As per claims 1, 18 Hitzinger disclosed an operating method of a driving operation apparatus for a vehicle, the operating method comprising:
a first pop-up stage, wherein in response to a signal generated for transition from an autonomous driving mode to a manual driving mode, an operation of a first motor causes a display portion to rotate in a first direction relative to a fixed housing and open an operation system insertion portion of the fixed housing [Still referring to FIGS. 3A-3B and additionally to FIGS. 4A-4B, the driver input devices are reconfigurable, for example, according to whether the passenger vehicle 100 is being operated in a manual drive mode or an autonomous drive mode. In one configuration shown in FIGS. 3A-3B (e.g., manual control or in-use configuration), the driver input devices are at inward positions relative to the passenger compartment 312 and otherwise configured to be physically interfaced with (e.g., physically engaged or physically manipulated) by the user to receive the driver inputs] (col. 5, lines 61-67 & col. 6, lines 1-3);
a second pop-up stage, wherein following a completion of the first pop-up stage, a second motor operates, and in response to an operation of the second motor, right and left driving operation systems positioned within the operation system insertion portion rotate outward to full extent of rotation, which causes the driving operation systems to pop up [In another configuration shown in FIGS. 4A-4B, the driver input devices are at outward positions relative the passenger compartment 312. In the outward positions, the driver input devices are configured to not be physically interfaced with by the user, to otherwise not receive driver inputs, and/or to be hidden or visually disguised] (col. 6, lines 3-9), and the pop-up ends with a distance between the right and left driving operation systems becoming wider than a right-left width of the display portion [In one example, the steering input device 232 is a steering bar having opposing grips 232a (e.g., on left and right sides) that may be grasped or otherwise physically engaged by hands of the user. The steering input device 232 is mechanically coupled to the vehicle body 110 (directly or indirectly, such as to the forward body structure 314), and is configured to be rotated relative thereto by the user to receive the driver steering input. In the manual control configuration (see FIGS. 3A-3B), the steering input device 232 is in an extended position (e.g., the inward position) generally between a forward portion of the passenger vehicle 100, such as the front fascia 328] (col. 6, lines 10-21);
a third pop-up stage, wherein following a completion of the second pop-up stage, the first motor operates, and in response to the operation of the first motor, the display portion, rotated in the first direction, rotates in a second direction relative to the fixed housing and closes the operation system insertion portion of the fixed housing [As illustrated in FIGS. 3A-3B, the movable fascia component 328a moves upward (e.g., upward translation) from the closed position to the open position with a movement mechanism. As shown in FIG. 3A, the movement mechanism includes a linear actuator 336 (e.g., a lead screw mechanism rotated by an electric motor), which cause the movable fascia component 328a to translate up and down between the open and closed positions] (col. 6, lines 56-63); and
a fourth pop-up stage, wherein following a completion of the third pop-up stage, the second motor operates, and in response to the operation of the second motor (col. 8, lines 55-64).
However, Hitzinger did not explicitly disclose the right and left driving operation systems, popped up by rotating to the full extent of rotation, rotate in an opposite direction to narrow the distance between the driving operation systems, and a position adjustment to a position for the manual driving mode is completed.
In the same field of endeavor Lubischer disclosed in the illustrated embodiment, steering column assembly 14 further includes a steering column adjustment assembly 30, a decoupling assembly 32, a torque interface assembly 34, one or more sensors 36, and extension detection device 48. Adjustment assembly 30 is configured to move steering column assembly 14 for driver comfort (e.g., telescope or rake adjustment) and to move assembly 14 between the retracted position 20 and the driving position 22. Adjustment assembly 30 may include one or more mechanical/electrical mechanisms such as a motor. Adjustment assembly 30 may also include a retraction mechanism that enables a driver to mechanically, electronically, or manually return steering wheel 18 from the retracted position 20 to the driving position 22 (col.3, lines 28-41).
It would have been obvious to one having ordinary skill in the art before the effective filing was made to have incorporated in the illustrated embodiment, steering column assembly 14 further includes a steering column adjustment assembly 30, a decoupling assembly 32, a torque interface assembly 34, one or more sensors 36, and extension detection device 48. Adjustment assembly 30 is configured to move steering column assembly 14 for driver comfort (e.g., telescope or rake adjustment) and to move assembly 14 between the retracted position 20 and the driving position 22. Adjustment assembly 30 may include one or more mechanical/electrical mechanisms such as a motor. Adjustment assembly 30 may also include a retraction mechanism that enables a driver to mechanically, electronically, or manually return steering wheel 18 from the retracted position 20 to the driving position 22 as taught by Lubischer in the method and system of Hitzinger to provide a compact automated, interference between the autonomous and manual driving configurations.
2. As per claim 19 Hitzinger-Lubischer disclosed wherein following a completion of the fourth pop-up stage, the operation of the second motor allows for further adjustment of the distance between the driving operation systems, either in a direction of widening or narrowing (Lubischer, col. 3, lines 28-41). Claim 19 has the same motivation as claim 1.
3. As per claim 2 Hitzinger-Lubischer disclosed further comprising: a housing insertion portion disposed in a center portion of the rotation housing, wherein the fixed housing is inserted into the housing insertion portion and coupled with the center shaft (Hitzinger, col. 5, lines 61-67 & col. 6, lines 1-3).
4. As per claim 3 Hitzinger-Lubischer disclosed wherein the rotation housing includes rotation grooves that allow a rotation of the driving operation systems and are connected to the housing insertion portion on right and left sides of the housing insertion portion, and wherein the rotation grooves are formed at a position spaced in a first direction or in a second direction from the center shaft (Hitzinger, col. 6, lines 10-21).
5. As per claim 4 Hitzinger-Lubischer disclosed wherein the fixed housing includes an operation system insertion portion into which the driving operation systems are inserted in the autonomous driving mode, and wherein connection grooves are formed on the right and left sides of the operation system insertion portion to connect the operation system insertion portion with the rotation grooves (Hitzinger, col. 6, lines 10-21).
6. As per claim 5 Hitzinger-Lubischer disclosed wherein the display portion is configured to rotate vertically relative to the fixed housing, and in response to the display portion rotating in the first direction, the operation system insertion portion is opened, and in response to the display portion rotating in the second direction, the operation system insertion portion is closed by the display portion (Hitzinger, col. 6, lines 56-63).
7. As per claim 6 Hitzinger-Lubischer disclosed further comprising: a first motor fixed to the fixed housing and connected to the display portion to enable power transmission, wherein in response to an operation of the first motor, the display portion rotates vertically relative to the fixed housing (Lubischer, col. 8, lines 1-16). Claim 6 has the same motivation as claim 1.
8. As per claim 7 Hitzinger-Lubischer disclosed further comprising: a second motor fixed to the rotation housing and connected to an end portion of the driving operation systems to enable power transmission, wherein in response to an operation of the second motor, the driving operation systems rotate to be hidden or popped up (Lubischer, col. 8, lines 26-43). Claim 7 has the same motivation as claim 1.
9. As per claim 8 Hitzinger-Lubischer disclosed wherein each driving operation system includes: a body portion at an end, which is positioned within the rotation housing and coupled with the second motor; a handle portion at an opposite end portion that the driver grips with a hand to perform the steering operation by rotating the rotation housing clockwise or counterclockwise; and a connection portion connecting the body portion and the handle portion, wherein the handle portion is configured to protrude toward the driver in the pop- up operation (Hitzinger, col. 1, lines 64-67 & col. 2, lines 1-3).
10. As per claim 9 Hitzinger-Lubischer disclosed wherein each driving operation system further includes an acceleration operation system and a braking operation system, which are positioned between the handle portion and the connection portion and are driven in response to the driver's operation (Hitzinger, col. 8, lines 6-27).
11. As per claim 10 Hitzinger-Lubischer disclosed further comprising: a first solenoid fixed to the rotation housing and having a first rod that moves back and forth during operation thereof, wherein each driving operation system is formed with a first stopper groove into which the first rod is inserted, wherein the first rod moves forward and is inserted into the first stopper groove in a state where the driving operation systems are popped up, and wherein in response to an insertion of the first rod into the first stopper groove, a position of the driving operation systems is fixed in the popped-up state, thus restricting rotation (Lubischer, col. 6, lines 23-31). Claim 10 has the same motivation as claim 1.
12. As per claim 11 Hitzinger-Lubischer disclosed wherein the first stopper groove includes a first groove, a second groove, and a third groove, disposed to extend along a rotation direction of the driving operation systems, wherein the first groove is positioned in a center, and the second groove and the third groove are positioned to left and right sides of the first groove, and the left and right sides of the first groove are partially overlapped with a side of the second groove and a side of the third groove, respectively (Hitzinger, col. 6, lines 3-9).
12. As per claim 12 Hitzinger-Lubischer disclosed wherein in response to the insertion of the first rod into the first groove, the popped-up right and left driving operation systems have the connection portion protruding perpendicularly from a surface of the display portion, and the right and left handle portions are spaced by a first distance, in response to an insertion of the first rod into the second groove, the popped-up right and left driving operation systems have the connection portion protruding at an acute angle from the surface of the display portion (Hitzinger, Paragraph. 9-20), and the right and left handle portions are spaced by a second distance, narrower than the first distance, and in response to an insertion of the first rod into the third groove, the popped-up right and left driving operation systems have the connection portion protruding at an obtuse angle from the surface of the display portion, and the right and left handle portions are spaced by a third distance, wider than the first distance (Hitzinger, col. 7, lines 32-49).
13. As per claim 14 Hitzinger-Lubischer disclosed wherein the driving operation systems are disposed side by side on the right and left as viewed from the driver's side in a hidden state, and the connection portion and the handle portion are configured to form an L-shape, and wherein the operation system insertion portion and the connection groove, which are formed in the fixed housing to allow an insertion of the right and left driving operation systems, are configured to connect in a T-shape as viewed from the driver's side (Hitzinger, col. 8, lines 35-54).
Conclusion
14. Any inquiry concerning this communication or earlier communication from the
examiner should be directed to Adnan Mirza whose telephone number is (571)-272-3885.
15. The examiner can normally be reached on Monday to Friday during normal
business hours. If attempts to reach the examiner by telephone are unsuccessful, the
examiner’s supervisor, Faris Almatrahi can be reached on (313)-446-4821.
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/ADNAN M MIRZA/Primary Examiner, Art Unit 3667
Prosecution Insights