Patent Application 18771673 - DEVICES SYSTEMS AND METHODS FOR AUTOMOTIVE SEATS

Title: DEVICES, SYSTEMS, AND METHODS FOR AUTOMOTIVE SEATS AND AUTOMOTIVE SEAT ARRANGEMENTS

Application Information

Invention Title: DEVICES, SYSTEMS, AND METHODS FOR AUTOMOTIVE SEATS AND AUTOMOTIVE SEAT ARRANGEMENTS
Application Number: 18771673
Submission Date: 2025-04-10T00:00:00.000Z
Effective Filing Date: 2024-07-12T00:00:00.000Z
Filing Date: 2024-07-12T00:00:00.000Z
Examiner Employee Number: 94578
Art Unit: 3668
Tech Center: 3600

Rejection Summary

102 Rejections: 0
103 Rejections: 5

Cited Patents

No patents were cited in this rejection.

Office Action Text

DETAILED ACTION
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 .
Status of Claims
Claims 1-20 of U.S. Application No. 18/771673 filed on 01/24/2025 have been examined.
Office Action is in response to the Applicant's amendments and remarks filed01/24/2025. Claims 1-2, 4, 7, 12, 16, & 18 are presently amended. Claims 1-20 are presently pending and are presented for examination.
Response to Arguments
In regards to the previous rejection under 35 U.S.C. § 103: Applicant argues that the prior art does not disclose the limitations “receive, via the center seat occupancy sensor, center seat occupancy data comprising information relating to a weight of a passenger occupying the center seat assembly; modifying a force used by the center seat actuator, the first side seat actuator, or the second side seat actuator based on occupancy data”. Applicant further argues on page. 10 of the Remarks, “For these elements, the Office Action relies on Lindsay. See Office Action at 37. Lindsay discloses using sensors to provide data to the vehicle computing device related to the number of passengers. Lindsay at [0017]. Additionally, Lindsay discloses, based on the data received from the sensors, "the vehicle computing device 120 may cause the movable seats 112 a, 112 b ( e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers.'' See Lindsay para. [0024]. However, Lindsay fails to teach, disclose, or suggest at least modifying a force used by the one or more center seat actuators, one or more first side seat actuators, or one or more second side seat actuators at least in part based on occupancy data." (Emphasis added).”. Examiner respectfully disagrees. Applicant is reminded claims must be given their broadest reasonable interpretation. Lindsay was utilized to teach the idea of detecting an occupant on the seat when entering the vehicle through a pressure sensor that detects the weight of the rider (see at least Lindsay, para. [0017]). Further the claims requires to modify a force of any seat actuator based on the occupancy data, therefore once the rider is detected on the seat, no force is utilized on the rider to move the seat. Further, on the seats that do not contain an occupant or rider, they are controlled to use a force to fold or stow away the seat (see at least Lindsay, para. [0024]). The citations in Lindsay disclose the limitations recited since in one seat no force is used to move the seat in view of detecting the occupant, and the seats where no occupant is detected they are folded or stowed. This shows there is a modifying of force that the actuators based on occupancy data. In view of the arguments above, the 103 rejection is maintained.
Applicant’s arguments with respect to the independent claim 1 have been considered but are moot because the new ground of rejection does not rely on any reference applied in the prior rejection of record for any teaching or matter specifically challenged in the argument. A new grounds of rejection is made in view of US 2011/0285186A1 (“Demmelmeier”).

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.

This application currently names joint inventors. In considering patentability of the claims the examiner presumes that the subject matter of the various claims was commonly owned as of the effective filing date of the claimed invention(s) absent any evidence to the contrary. Applicant is advised of the obligation under 37 CFR 1.56 to point out the inventor and effective filing dates of each claim that was not commonly owned as of the effective filing date of the later invention in order for the examiner to consider the applicability of 35 U.S.C. 102(b)(2)(C) for any potential 35 U.S.C. 102(a)(2) prior art against the later invention.
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(s) 1-6 is/are rejected under 35 U.S.C. 103 as being unpatentable over US 2018/0134180A1 (“Ajisaka”), in view of US 2018/0326871A1 (“Jackson”), in view of US 2017/0313208A1 (“Lindsay”), in view of US 2011/0285186A1 (“Demmelmeier”).
As per claim 1 Ajisaka discloses
An automotive seat system for a vehicle comprising (see at least Ajisaka, para. [0025]: A driving seat 14 is provided at the vehicle rear of the steering wheel 12.):
a center seat assembly (see at least Ajisaka, Fig. 1 & para. [0025]: A driving seat 14 is provided at the vehicle rear of the steering wheel 12.);
one or more center seat actuators functionally coupled to the center seat assembly to move the center seat assembly in one or more directions (see at least Ajisaka, para. [0025]: Thus, the driving seat 14 is capable of not just sliding movements in the front-and-rear direction but also swiveling movements and sliding movements in the left-and-right direction. The seat moving mechanism includes seat control actuators, which are not shown in the drawings.);
one or more side seat assemblies each comprising (see at least Ajisaka, para. [0027]: Second row seats 16L and 16R are provided to the rear of the driving seat 14. Two of the second row seats 16L and 16R are provided, separated between left and right.):
a back portion (see at least Ajisaka, Fig. 1 & para. [0027]: Second row seats 16L and 16R are provided to the rear of the driving seat 14. Two of the second row seats 16L and 16R are provided, separated between left and right.); and
one or more processors (see at least Ajisaka, para. [0028]: The vehicle 10 includes a verification (Electronic Control Unit) ECU 20, which serves as a detection unit, the seat control ECU 30, which serves as a seat control unit, and the door control ECU40, which serves as a door control unit.); and
memory in communication with the one or more processors and storing instructions that, when executed by the one or more processors, are configured to cause the system to (see at least Ajisaka, para. [0028]: The vehicle 10 includes a verification (Electronic Control Unit) ECU 20, which serves as a detection unit, the seat control ECU 30, which serves as a seat control unit, and the door control ECU40, which serves as a door control unit.):
transmit a third signal to the one or more center seat actuators to move the center seat assembly from a driving position to an access position in front of the one or more side seat assemblies (see at least Ajisaka, para. [0044]: A procedure of moving the driving seat 14 from the state shown in FIG. 1 to the receiving state shown in FIG. 4 is not particularly limited. For example, from the state shown in FIG. 1, the driving seat 14 may be swivelled into the state shown in FIG. 2 and then laterally slid into the state shown in FIG. 4, or may be put into the state shown in FIG. 3 and then into the state shown in FIG. 4. As a further example, the driving seat 14 may be put into the state shown in FIG. 4 from the state shown in FIG. 1 by being laterally slid and swivelled at the same time (being swivelled while sliding laterally).).
However Ajisaka does not explicitly disclose
a center seat assembly comprising a center seat occupancy sensor;
a cushion portion attached to the back portion at a hinge and moveable via a first cushion actuator,
one or more side seat actuators functionally coupled to the one or more side seat assemblies to move the side seat assemblies in one or more directions;
receive, via the center seat occupancy sensor, center seat occupancy data comprising information relating to a weight of a passenger occupying the center seat assembly;
adjust a force outputted by the one or more center seat actuators based at least in part on the center seat occupancy data;
transmit a first signal to the first cushion actuator to move the cushion portion of at least one of the one or more side seat assemblies from an open position to a stowed position;
transmit a second signal to the one or more side seat actuators to move at least one of the one or more side seat assemblies rearwardly,
transmit a third signal to the one or more seat actuators to move the seat assembly from a driving position to an access position using the adjusted force.
Jackson teaches
a cushion portion attached to the back portion at a hinge and moveable via a first cushion actuator (see at least Jackson, para. [0055]: When the backrest 102 is in the position 102(b) in which it has been folded forward approximately 45 degrees from a normal upright position indicated by the reference numeral 102(a),the latches holding the seat pedestal 115 to the floor 10 are released so as to permit forward and rearward sliding movement of the seat pedestal 115 and the associated seat 105 relative to the floor10 and a slide latch (not shown) associated with the slide mechanism are released allowing relative movement between the slide arms 127, 128.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of a cushion portion attached to the back portion at a hinge and moveable via a first cushion actuator of Jackson, with a reasonable expectation of success, in order to provide a seat that is of lighter weight and so is easier to handle (see at least Jackson, para. [0003]).
Lindsay teaches
a center seat assembly comprising a center seat occupancy sensor (see at least Lindsay, para. [0017]: The sensors 106a-106d may additionally provide data and/or a signal to the vehicle computing device 120 related to the number of passengers. In some embodiments, the vehicle 100 may include weight sensors or other sensors in the seats.),
one or more side seat actuators functionally coupled to the one or more side seat assemblies to move the side seat assemblies in one or more directions (see at least Lindsay, para. [0016]: Specifically, the vehicle interior 110 may include a rail configuration and/or other systems for moving one or more of the movable seats 112a-112e as described herein. Specifically, embodiments described herein are configured such that the movable seats 112a-112e may be moved, such as forward, backward, laterally (left and/or right) spun, folded, and stowed in a trunk or other area. As a result, some embodiments may include motors, rails, and/or other mechanisms for automatically moving the movable seats 112a-112e as described herein. While some embodiments may automatically move the movable seats 112a-112e, some embodiments may be configured for manual motorized movement and/or manual non-motorized movement of the movable seats 112a-112e.);
receive, via the center seat occupancy sensor, center seat occupancy data comprising information relating to a weight of a passenger occupying the center seat assembly (see at least Lindsay, para. [0017]: The sensors 106a-106d may additionally provide data and/or a signal to the vehicle computing device 120 related to the number of passengers. In some embodiments, the vehicle 100 may include weight sensors or other sensors in the seats.);
adjust a force outputted by the one or more center seat actuators based at least in part on the center seat occupancy data (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event. [Examiner Note: Since there is a detection of occupants, the force is modified to not be used or not be in a stowed position. The seats with no occupancy data indicates they are empty and a force is modified to switch to a stowed or folded position.]);
transmit a first signal to the first cushion actuator to move the cushion portion of at least one of the one or more side seat assemblies from an open position to a stowed position (see at least Lindsay, para. [0026]: As an example the passenger may manually determine a location for one or more of the movable seats 112a-112e via selection of the options 342a-342e. Also included is a stow option 344. In response to the passenger directing one or more of the options 342a-342e to the stow option 344, the vehicle computing device120 will cause the vehicle 100 to automatically stow the selected movable seat 112a-112e in a predetermined location. The predetermined location may depend on the particular movable seat 112a-112e and/or the position of that movable seat 112a-112e when being stowed.);
transmit a second signal to the one or more side seat actuators to move at least one of the one or more side seat assemblies rearwardly (see at least Lindsay, para. [0026]: As an example the passenger may manually determine a location for one or more of the movable seats 112a-112e via selection of the options 342a-342e. Also included is a stow option 344. In response to the passenger directing one or more of the options 342a-342e to the stow option 344, the vehicle computing device120 will cause the vehicle 100 to automatically stow the selected movable seat 112a-112e in a predetermined location. The predetermined location may depend on the particular movable seat 112a-112e and/or the position of that movable seat 112a-112e when being stowed.),
transmit a third signal to the one or more center seat actuators to move the center seat assembly from a driving position to an access position using the adjusted force (see at least Lindsay, para. [0020]: Accordingly, the vehicle 100 may cause the movable seat 112a to move to the center of the vehicle 100. Depending on the particular embodiment, the movable seat 112a may be positioned facing in the direction of movement, while other embodiments may utilize a different seat orientation. Additionally, the other movable seats 112b-112e may be moved to a position that does not interfere with the passenger. As illustrated, some embodiments may be configured to fold and stow the other movable seats 112b-112e (such as in a front trunk and/or back trunk). [Examiner Note: Since there is a detection of occupants, the force is modified to not be used or not be in a stowed position. The seats with no occupancy data indicates they are empty and a force is modified to switch to a stowed or folded position.]).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of a center seat assembly comprising a center seat occupancy sensor, one or more side seat actuators functionally coupled to the one or more side seat assemblies to move the side seat assemblies in one or more directions, receive, via the center seat occupancy sensor, center seat occupancy data comprising information relating to a weight of a passenger occupying the center seat assembly, transmit a first signal to the first cushion actuator to move the cushion portion of at least one of the one or more side seat assemblies from an open position to a stowed position, transmit a second signal to the one or more side seat actuators to move at least one of the one or more side seat assemblies rearwardly, transmit a third signal to the one or more center seat actuators to move the center seat assembly from a driving position to an access position using the force, of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).
Demmelmeier teaches
adjust a force outputted by the one or more seat actuators based at least in part on the seat occupancy data (see at least Demmelmeier, para. [0023]: This information is primarily determined according to various embodiments on the basis of the current which is necessary for the electrical adjustment of the seat or of the seat part. In order to adjust the seat or a seat part by a predefined adjustment travel or adjustment angle, electric current is fed to the adjustment drive, or the electric motor, of the seat. This current drives the adjustment drive and moves the seat into the predefined adjustment position. The current which is necessary in this context depends mainly on the load to be moved and on the weight of the seat together with the vehicle occupant located on the seat. Since the weight of the seat does not change per se, the current depends primarily on the weight of the vehicle occupant located on the seat. In the case of a seat which is operated by means of the direct current electric motor, the current which is necessary to move a heavy vehicle occupant or an adult is greater than the current which is necessary to move a relatively lightweight vehicle occupant or a child, for the same adjustment time period. The current can therefore be considered to be a vehicle-occupant-specific feature. At least, it is possible to derive the vehicle occupant's weight from the current.);
transmit a signal to the one or more seat actuators to move the seat assembly from a driving position to an access position using the adjusted force (see at least Demmelmeier, para. [0023]: This information is primarily determined according to various embodiments on the basis of the current which is necessary for the electrical adjustment of the seat or of the seat part. In order to adjust the seat or a seat part by a predefined adjustment travel or adjustment angle, electric current is fed to the adjustment drive, or the electric motor, of the seat. This current drives the adjustment drive and moves the seat into the predefined adjustment position. The current which is necessary in this context depends mainly on the load to be moved and on the weight of the seat together with the vehicle occupant located on the seat. Since the weight of the seat does not change per se, the current depends primarily on the weight of the vehicle occupant located on the seat. In the case of a seat which is operated by means of the direct current electric motor, the current which is necessary to move a heavy vehicle occupant or an adult is greater than the current which is necessary to move a relatively lightweight vehicle occupant or a child, for the same adjustment time period. The current can therefore be considered to be a vehicle-occupant-specific feature. At least, it is possible to derive the vehicle occupant's weight from the current.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of one or adjust a force outputted by the one or more seat actuators based at least in part on the seat occupancy data, transmit a signal to the one or more seat actuators to move the seat assembly from a driving position to an access position using the adjusted force of Demmelmeier, with a reasonable expectation of success, in order derive the vehicle occupant's weight from the current (see at least Demmelmeier, para. [0023]).

As per claim 2 Ajisaka does not explicitly disclose
further comprising instructions that, when executed by the one or more processors, are further configured to cause the system to:
determine an occupancy of the center seat assembly using the center seat occupancy sensor;
determine an occupancy of at least one of the one or more side seat assemblies using the one or more side seat occupancy sensors;
responsive to determining that the center seat assembly is occupied and determining that one of the one or more side seat assemblies are unoccupied, cause movement of the center seat assembly by transmitting the first signal, the second signal, and the third signal; and
responsive to determining that the center seat assembly is unoccupied or determining that one of the one or more side seat assemblies are occupied, cause the center seat assembly to remain stationary.
Lindsay teaches
further comprising instructions that, when executed by the one or more processors, are further configured to cause the system to (see at least Lindsay, para. [0017]: The sensors 106a-106d may additionally provide data and/or a signal to the vehicle computing device 120 related to the number of passengers. In some embodiments, the vehicle 100 may include weight sensors or other sensors in the seats.):
determine an occupancy of the center seat assembly using the center seat occupancy sensor (see at least Lindsay, para. [0017]: The sensors 106a-106d may additionally provide data and/or a signal to the vehicle computing device 120 related to the number of passengers. In some embodiments, the vehicle 100 may include weight sensors or other sensors in the seats.);
determine an occupancy of at least one of the one or more side seat assemblies using one or more side seat occupancy sensors (see at least Lindsay, para. [0018]: Regardless, the arrangement logic 144b may cause the vehicle 100 to determine a desired arrangement of the movable seats 112a-112e based on the number of passengers, as well as an external triggering event.);
responsive to determining that the center seat assembly is occupied and determining that one of the one or more side seat assemblies are unoccupied, cause movement of the center seat assembly by transmitting the first signal, the second signal, and the third signal (see at least Lindsay, para. [0020]: Accordingly, the vehicle 100 may cause the movable seat 112a to move to the center of the vehicle 100. Depending on the particular embodiment, the movable seat 112a may be positioned facing in the direction of movement, while other embodiments may utilize a different seat orientation. Additionally, the other movable seats 112b-112e may be moved to a position that does not interfere with the passenger. As illustrated, some embodiments may be configured to fold and stow the other movable seats 112b-112e (such as in a front trunk and/or back trunk).); and
responsive to determining that the center seat assembly is unoccupied or determining that one of the one or more side seat assemblies are occupied, cause the center seat assembly to remain stationary (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching further comprising instructions that, when executed by the one or more processors, are further configured to cause the system to: determine an occupancy of the center seat assembly using the center seat occupancy sensor; determine an occupancy of at least one of the one or more side seat assemblies using the one or more side seat occupancy sensors; responsive to determining that the center seat assembly is occupied and determining that one of the one or more side seat assemblies are unoccupied, cause movement of the center seat assembly by transmitting the first signal, the second signal, and the third signal; and responsive to determining that the center seat assembly is unoccupied or determining that one of the one or more side seat assemblies are occupied, cause the center seat assembly to remain stationary of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).

As per claim 3 Ajisaka does not explicitly disclose
further comprising instructions that, when executed by the one or more processors, are configured to cause the system to:
continuously monitor the occupancy of at least one of the one or more side seat assemblies using the side seat occupancy sensors in real-time to detect whether one of the one or more side seat assemblies become unoccupied; and
responsive to detecting that one of the one or more side seat assemblies become unoccupied, cause movement of the center seat assembly by transmitting the first signal, the second signal, and the third signal.
Lindsay teaches
further comprising instructions that, when executed by the one or more processors, are configured to cause the system to:
continuously monitor the occupancy of at least one of the one or more side seat assemblies using the side seat occupancy sensors in real-time to detect whether one of the one or more side seat assemblies become unoccupied (see at least Lindsay, para. [0035]: As illustrated in block 480, a first number of passengers that are entering the vehicle 100 may be determined. As discussed above, the number of passengers may be determined according to any of a plurality of different mechanisms and may change at one or more stops of the vehicle 100. In block 482, a first arrangement of the movable seats 112a-112e may be determined. Based on the number of passengers, preference data for each of the passengers, and/or other information, a default arrangement may be established and the movable seats 112a-112e maybe arranged accordingly. In block 484, an external triggering event may be determined. The external triggering event may include a user preference, an impending collision, and/or other external triggering event that would cause a desire to move at least one of the movable seats 112a-112e. In block 486,the movable seats 112a-112e may be rearranged to a second arrangement, according to a predetermined response to the external triggering event.); and
responsive to detecting that one of the one or more side seat assemblies become unoccupied, cause movement of the center seat assembly by transmitting the first signal, the second signal, and the third signal (see at least Lindsay, para. [0020]: Accordingly, the vehicle 100 may cause the movable seat 112a to move to the center of the vehicle 100. Depending on the particular embodiment, the movable seat 112a may be positioned facing in the direction of movement, while other embodiments may utilize a different seat orientation. Additionally, the other movable seats 112b-112e may be moved to a position that does not interfere with the passenger. As illustrated, some embodiments may be configured to fold and stow the other movable seats 112b-112e (such as in a front trunk and/or back trunk).).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of continuously monitor the occupancy of at least one of the one or more side seat assemblies using the side seat occupancy sensors in real-time to detect whether one of the one or more side seat assemblies become unoccupied; and responsive to detecting that one of the one or more side seat assemblies become unoccupied, cause movement of the center seat assembly by transmitting the first signal, the second signal, and the third signal of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).

As per claim 4 Ajisaka discloses
further comprising instructions that, when executed by the one or more processors, are configured to cause the system to: receive at least one initiation signal configured to initiate a center seat assembly movement process indicating at least a direction of desired movement of the center seat assembly (see at least Ajisaka, para. [0059]: For example, the receiving control may be started at the moment the electronic key 80 enters the detection area 50 whereas the door opening control may be started when a switch provided at a door handle is operated in the state in which the electronic key 80 has been detected in the detection area 50. With this configuration, the movement of the driving seat 14 by the receiving control is started before the start of door opening. Thus, it is easy to put the driving seat 14 into the receiving state before the door is opened up. Accordingly, movements of the driving seat 14 may be slower movements that give a sense of luxury. Moreover, unnecessary opening of the door may be prevented.).
However Ajisaka does not explicitly disclose
modifying the third signal to the one or more center seat actuators based on the occupancy data, the modified third signal changing a force to move the center seat assembly from the driving position to the access position.
Lindsay teaches
modifying the third signal to the one or more center seat actuators based on the occupancy data, the modified third signal changing a force to move the center seat assembly from the driving position to the access position (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching modifying the third signal to the one or more center seat actuators based on the occupancy data, the modified third signal changing a force to move the center seat assembly from the driving position to the access position of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).

As per claim 5 Ajisaka discloses
further comprising instructions that, when executed by the one or more processors, are configured to cause the system to:
receive one or more return initiation signals (see at least Ajisaka, para. [0025]: During driving, the driving seat 14 is set in a state in which the driving seat 14 is positioned to be oriented forward at the vehicle width direction central portion (which may below be referred to as “the driving state”). In other situations, movements and states of the driving seat 14 are controlled as required.);
transmit a fourth signal to the one or more center seat actuators to move the center seat assembly from the access position to the driving position (see at least Ajisaka, para. [0008]: In the vehicle of the first aspect, the seat moving mechanism that is provided is configured to move the driving seat on which the driver is to sit between the driving state and the receiving state. The meaning of the term “driving state” includes the state in which the driving seat is positioned at the center in the vehicle width direction and is facing a vehicle front. & para. [0025]: During driving, the driving seat 14 is set in a state in which the driving seat 14 is positioned to be oriented forward at the vehicle width direction central portion (which may below be referred to as “the driving state”). In other situations, movements and states of the driving seat 14 are controlled as required.).
However Ajisaka does not explicitly disclose
transmit a fifth signal to the one or more side seat actuators to move at least one of the one or more side seat assemblies forward; and
transmit a sixth signal to the first cushion actuator to move the cushion portion of at least one of the one or more side seat assemblies from the stowed position to the open position.
Lindsay teaches
transmit a fifth signal to the one or more side seat actuators to move at least one of the one or more side seat assemblies forward (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event.); and
transmit a sixth signal to the first cushion actuator to move the cushion portion of at least one of the one or more side seat assemblies from the stowed position to the open position (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of transmit a fifth signal to the one or more side seat actuators to move at least one of the one or more side seat assemblies forward; and transmit a sixth signal to the first cushion actuator to move the cushion portion of at least one of the one or more side seat assemblies from the stowed position to the open positionof Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).

As per claim 6 Ajisaka discloses
wherein: the one or more return initiation signals are received responsive to a signal generated from a key fob, a mobile device associated with a user, a dedicated button, a first selection on a first graphical user interface on an instrument cluster, a second selection on a second graphical user interface on a vehicle multimedia screen, or combinations thereof (see at least Ajisaka, para. [0031]: An electronic key 80, which serves as a portable device, receives the request signals and transmits response signals including a key identifier. On the basis of the response signals from the electronic key 80 received by the right antenna 22R or the left antenna 22L, the verification ECU 20detects the presence of the electronic key 80 in the left side detection area 50L or the right side detection area 50R. & para. [0052]).

Claim(s) 7-9 is/are rejected under 35 U.S.C. 103 as being unpatentable over Ajisaka, in view of Jackson, in view of Lindsay, in view of Demmelmeier, in view of US 2020/0171983A1 (“Dry”).
As per claim 7 Ajisaka does not explicitly disclose
further comprising:
a rail system configured to direct movement of the center seat assembly, the rail system comprising a track on a floor of the vehicle, wherein:
wherein the center seat assembly further comprises:
one or more guides attached to a base plate of the center seat assembly and configured to be guided by the track; and
one or more rollers attached to the base plate of the center seat assembly and configured to provide support to a front of the base plate; and
a first center seat actuator of the one or more center seat actuators is connected to a floor of the vehicle via a first rotating joint, and actuation of the first center seat actuator moves the center seat assembly along the track.
Lindsay teaches
further comprising:
a rail system configured to direct movement of the center seat assembly, the rail system comprising a rail on a floor of the vehicle (see at least Lindsay, para. [0016]: Specifically, the vehicle interior 110 may include a rail configuration and/or other systems for moving one or more of the movable seats 112a-112e as described herein. Specifically, embodiments described herein are configured such that the movable seats 112a-112e may be moved, such as forward, backward, laterally (left and/or right) spun, folded, and stowed in a trunk or other area. As a result, some embodiments may include motors, rails, and/or other mechanisms for automatically moving the movable seats 112a-112e as described herein.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of a rail system configured to direct movement of the center seat assembly, the rail system comprising a rail on a floor of the vehicle of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).
Dry teaches
a rail system configured to direct movement of the seat assembly, the rail system comprising a track on a floor of the vehicle (see at least Dry, para. [0044]: Referring now to FIG. 2, the junction 48 where the lateral rails 28, the longitudinal rails 36, and the circular rail 44 interact with one another is shown…In the depicted example, the lateral rails 28 and the longitudinal rails 36 are arranged with an angular orientation relative to one another of about ninety degrees (90°) and a spacing between individual tracks 84 of the lateral rails 28 and the longitudinal rails 36 is maintained at about equivalent distances.),
wherein: the seat assembly further comprises:
one or more guides attached to a base plate of the seat assembly and configured to be guided by the track (see at least Dry, para. [0041]: The seating assemblies 56 are coupled to the network of rails24. In various examples, the seating assemblies 56 are coupled to the network of rails 24 by a plurality of anchors 68. The anchors 68 can be positioned to permit actuation along the lateral rails 28, the longitudinal rails 36, and the circular rail 44. In some examples, the plurality of anchors 68 are positioned to permit actuation along the lateral rails 28, the longitudinal rails 36, and the circular rail 44without adjusting a longitudinal position or a lateral position of the plurality of anchors 68 relative to one another.); and
one or more rollers attached to the base plate of the center seat assembly and configured to provide support to a front of the base plate (see at least Dry, para. [0041: The seating assemblies 56 are coupled to the network of rails24. In various examples, the seating assemblies 56 are coupled to the network of rails 24 by a plurality of anchors 68. The anchors 68 can be positioned to permit actuation along the lateral rails 28, the longitudinal rails 36, and the circular rail 44. In some examples, the plurality of anchors 68 are positioned to permit actuation along the lateral rails 28, the longitudinal rails 36, and the circular rail 44without adjusting a longitudinal position or a lateral position of the plurality of anchors 68 relative to one another…While the anchors 68 may be fixed relative to one another, that does not exclude the ability of the anchors to move within the network of rails 24 and/or be provided with components that are movable (e.g., rollers, wheels, locking pins, etc.), as will be discussed in more detail herein.); and
a first seat actuator of the one or more seat actuators is connected to a floor of the vehicle via a first rotating joint, and actuation of the first seat actuator moves seat assembly along the track (see at least Dry, para. [0045]: The active anchors 104 are provided with power and data connections that can communicate with controllers and onboard computer modules to convey various information about the seating assembly 56 (e.g., lateral position, longitudinal position, rotational position, occupancy status, comfort settings or preferences, various safety statuses, etc.) as well as provide power to various powered components that can be provided on the seating assemblies 56(e.g., heating and ventilating of the seat assembly 56, seat adjustment motors, safety features, safety sensors, entertainment features, etc.). The power and data connections to the seating assemblies 56can be facilitated by a power connector 112 and a data connector 116, respectively, that are provided on one or more of the active anchors 104. & para. [0047]: The actuation of the locking pin 152 can be accomplished by a hand-actuated control or a motorized control. For example, a pin actuation assembly 164 can include an actuation head 168 and an actuation arm 172. In use, an actuation coupler 176 can be activated by a user, a computer, or a controller to initiate vertical motion of the actuation head 168, which in turn transmits the vertical motion to the actuation arm 172, which can affect the desired vertical actuation (raising or lowering) of the locking pin 152. In one example, the actuation arm 172 can initiate vertical actuation or motion of the support structure 144 to which the active anchors 104 are coupled which can result in a corresponding raising or lowering of the locking pin 152 and/or the anchor 68. In some examples, raising and lowering of the anchor 68 and the locking pin 152 can be accomplished by separate assemblies.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of a rail system configured to direct movement of the seat assembly, the rail system comprising a track on a floor of the vehicle, wherein the seat assembly further comprises: one or more guides attached to a base plate of the seat assembly and configured to be guided by the track, one or more rollers attached to the base plate of the center seat assembly and configured to provide support to a front of the base plate, a first seat actuator of the one or more seat actuators is connected to a floor of the vehicle via a first rotating joint, and actuation of the first seat actuator moves seat assembly along the track of Dry, with a reasonable expectation of success, in order for reconfigurable seating assemblies in vehicles that are capable of translation to various locations within a cabin of the vehicle (see at least Dry, para. [0002]).

As per claim 8 Ajisaka does not explicitly disclose
wherein: the track is at least partially in a configuration of an arc spanning proximate a width of the vehicle, the first center seat actuator is connected to a sliding member via a second rotating joint, and
the sliding member is connected to the base plate of the center seat assembly along a central axis.
Lindsay teaches
further comprising:
a center seat assembly (see at least Lindsay, para. [0016]: Specifically, the vehicle interior 110 may include a rail configuration and/or other systems for moving one or more of the movable seats 112a-112e as described herein. Specifically, embodiments described herein are configured such that the movable seats 112a-112e may be moved, such as forward, backward, laterally (left and/or right) spun, folded, and stowed in a trunk or other area. As a result, some embodiments may include motors, rails, and/or other mechanisms for automatically moving the movable seats 112a-112e as described herein.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching a center seat assembly of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).
Dry teaches
wherein: the track is at least partially in a configuration of an arc spanning proximate a width of the vehicle, the first seat actuator is connected to a sliding member via a second rotating joint (see at least Dry, Fig. 1 & para. [0043]: In a first example, transitioning one of the seating assemblies 56 from a front-facing position (e.g., the seating assembly 56 in the front driver's side location) to a rear-facing position (e.g., the seating assembly 56in the front passenger's side location) can be accomplished by actuating the seating assembly 56laterally along the lateral rail 28 toward the circular rail 44. Next, the seating assembly 56 can be halted at the junction 48 that contains the circular rail 44. At the junction 48 that has the circular rail 44,the circular rail 44 bisects the lateral rails 28 and the longitudinal rails 36.), and
the sliding member is connected to the base plate of the seat assembly along a central axis (see at least Dry, para. [0043]: Next, the seating assembly 56 can be halted at the junction 48 that contains the circular rail 44. At the junction 48 that has the circular rail 44,the circular rail 44 bisects the lateral rails 28 and the longitudinal rails 36. Accordingly, when the anchors 68 are properly positioned at the junction 48 having the circular rail 44, the anchors 68 maybe transitioned from the lateral rail 28 to either the longitudinal rail 36 or the circular rail 44 with equal ease by actuating the seating assembly 56 either toward or along the longitudinal rail 36 or rotating the seating assembly 56 about a vertical axis defined by a center point of the circular rail 44. Once the seating assembly 56 has been transitioned to the circular rail 44, the seating assembly 56 can be rotated to the desired orientation about the vertical axis defined by the center point of the circular rail44.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of wherein: the track is at least partially in a configuration of an arc spanning proximate a width of the vehicle, the first seat actuator is connected to a sliding member via a second rotating joint, the sliding member is connected to the base plate of the seat assembly along a central axis, of Dry, with a reasonable expectation of success, in order for reconfigurable seating assemblies in vehicles that are capable of translation to various locations within a cabin of the vehicle (see at least Dry, para. [0002]).

As per claim 9 Ajisaka discloses
wherein: the first center seat actuator comprises three positions such that a first actuator position corresponds to a left access position, a second actuator position corresponds to the driving position, and a third actuator position corresponds to a right access position (see at least Ajisaka, para. [0025]: During driving, the driving seat 14 is set in a state in which the driving seat 14 is positioned to be oriented forward at the vehicle width direction central portion (which may below be referred to as “the driving state”). In other situations, movements and states of the driving seat 14 are controlled as required. & para. [0041]: The meaning of the term “receiving control” as used herein includes control to put the driving seat 14 into a receiving state. In specific terms, receiving control involves controlling the seat moving mechanism so as to move the driving seat 14 into a receiving state toward the door of the left door18L and the right door 18R that is at the side at which the electronic key 80 is present. The meaning of the term “receiving state” includes states that satisfy at least one of the following conditions: the driving seat 14 being positioned closer to the one door of the pair of doors 18L and 18R than in the driving state; and the driving seat 14 being oriented further toward the one door of the pair of doors18L and 18R than in the driving state.).
However Ajisaka does not explicitly disclose
the second rotating joint is off set from an axis of the sliding member.
Dry teaches
the second rotating joint is off set from an axis of the sliding member (see at least Dry, para. [0046-0047]: For example, the anchors 68 may be provided with a plurality of flanges 148 that bracket the support structures 144 such that the anchor 68 rotatably engages with the support structure 144 while also being retained to the support structure 144…Additionally or alternatively, according to various examples, the pin actuation assembly 164 may be responsible for a rotation of the anchors68 about the vertical axis. For example, the actuation head 168 may be rotated ninety degrees (90°)about the vertical axis to affect a corresponding ninety-degree (90°) rotation of the anchor 68, thereby adjusting the orientation of the rollers 128 to engage and be aligned with a perpendicularly oriented portion of the network of rails 24. Additionally, the rotation of the anchor 68 about the vertical axis can be utilized in engaging and disengaging the seating assemblies 56 from the network of rails 24. For example, the rollers 128 can be rotated about the vertical axis to be coaxially aligned with a slot 180 in an upper portion of the individual tracks 84 (see FIG. 4).).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of the second rotating joint is off set from an axis of the sliding member of Dry, with a reasonable expectation of success, in order for reconfigurable seating assemblies in vehicles that are capable of translation to various locations within a cabin of the vehicle (see at least Dry, para. [0002]).

Claim(s) 10-11 is/are rejected under 35 U.S.C. 103 as being unpatentable over Ajisaka, in view of Jackson, in view of Lindsay, in view of Demmelmeier, in view of Dry, in view of US 2008/0303305A1 (“Day”), in view of US 2010/0052390A1 (“Dagcioglu”).
As per claim 10 Ajisaka does not explicitly disclose
further comprising:
a docking system configured to lock the center seat assembly in place comprising:
a first locking actuator connected to the base plate of the center seat assembly;
a first axle in selective communication with the first locking actuator;
one or more first hooks attached to the first axle; and
one or more first latches in the floor of the vehicle, and
wherein the first locking actuator is configured to rotate the first axle causing the one or more first hooks to selectively engage with the one or more first latches.
Day teaches
further comprising:
a docking system configured to lock the seat assembly in place comprising (see at least Day, para. [0012]: The track 34 includes a lower rail 36 fixedly secured to the retractable floor 32. The track 34 also includes an upper rail 40 fixedly secured to the seat cushion 12. The upper rail 40 is slidably coupled to the lower rail 36 and allows selective generally horizontal adjustment of the seat assembly 10 along the upper surfaces 22, 38 of the floor 16 and retractable floor 32.):
a first locking actuator connected to the base plate of the seat assembly (see at least Day, para. [0016]: A latch mechanism 70 is coupled to the floor 16 for locking the seat assembly 10 in the use position. Illustratively, a lock pin 72 is movable to a locked position engaged through a receiver 74 on the retractable floor 32. The pin 72 may be actuated between locked and unlocked positions either manually or with a powered actuator. Alternatively, the latch mechanism may be supported on the retractable floor, such that the pin lockingly engages a receiver on the floor.);
a first axle in selective communication with the first locking actuator (see at least Day, para. [0016]: latch mechanism 70 is coupled to the floor 16 for locking the seat assembly 10 in the use position. Illustratively, a lock pin 72 is movable to a locked position engaged through a receiver 74 on the retractable floor 32. The pin 72 may be actuated between locked and unlocked positions either manually or with a powered actuator. Alternatively, the latch mechanism may be supported on the retractable floor, such that the pin lockingly engages a receiver on the floor. Alternatively, the latch mechanism may be actuated to automatically lock and unlock in response to movement of the seat back between the use position and folded position, respectively.);
one or more first hooks attached to the first axle (see at least Day, para. [0016]: latch mechanism 70 is coupled to the floor 16 for locking the seat assembly 10 in the use position. Illustratively, a lock pin 72 is movable to a locked position engaged through a receiver 74 on the retractable floor 32. The pin 72 may be actuated between locked and unlocked positions either manually or with a powered actuator. Alternatively, the latch mechanism may be supported on the retractable floor, such that the pin lockingly engages a receiver on the floor. Alternatively, the latch mechanism may be actuated to automatically lock and unlock in response to movement of the seat back between the use position and folded position, respectively.); and
one or more first latches in the floor of the vehicle (see at least Day, para. [0016]: For example, a bowden cable may be used to translate the pivotal movement of the seat back into displacement of the lock pin. It should also be appreciated that other types of latch mechanisms may be used. For example, a pivoting hook may be used instead of the illustrated pin for cinching and latching onto a closed loop receiver or pin-like striker.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of a docking system configured to lock the seat assembly in place comprising, a first locking actuator connected to the base plate of the center seat assembly; a first axle in selective communication with the first locking actuator; one or more first hooks attached to the first axle; and one or more first latches in the floor of the vehicle, and of Day, with a reasonable expectation of success, in order for an improved seat assembly that allows generally horizontal adjustment along the floor of the vehicle and is substantially vertically displaceable to a stowed position disposed in a storage space below the floor without pivoting or flipping (see at least Day, para. [0003]).
Dagcioglu teaches
wherein the first locking actuator is configured to rotate the first axle causing the one or more first hooks to selectively engage with the one or more first latches (see at least Dagcioglu, para. [0072]: Engagement member 153 is a generally rigid member that is coupled to shaft 148 and that rotates along with shaft 148. Engagement member 153 is configured to engage or contact a portion of track latch 136 as shaft 148 rotates to move track latch 136 from an engaged position to a disengaged position.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of wherein the first locking actuator is configured to rotate the first axle causing the one or more first hooks to selectively engage with the one or more first latches of Dagcioglu, with a reasonable expectation of success, in order for to facilitate storage and access to the interior of the vehicle in which the seating is located (see at least Dagcioglu, para. [0002]).

As per claim 11 Ajisaka does not explicitly disclose
wherein the docking system further comprises:
a second locking actuator attached to the floor of the vehicle;
one or more pins in selective communication with the second locking actuator; and
one or more pin receptors at mounted to a bottom of the base plate of the center seat assembly, and wherein the second locking actuator is configured to cause the one or more pins to move within one or more pin receptors.
Dry teaches
wherein the docking system further comprises: a second locking actuator attached to the floor of the vehicle (see at least Dry, para. [0047]: The locking pin 152 can be actuated between a raised position (unlocked) to a lowered position (locked). The actuation of the locking pin 152 can be accomplished by a hand-actuated control or a motorized control. For example, a pin actuation assembly 164 can include an actuation head 168 and an actuation arm 172.);
one or more pins in selective communication with the second locking actuator (see at least Dry, para. [0047]: The locking pin 152 can be actuated between a raised position (unlocked) to a lowered position (locked). The actuation of the locking pin 152 can be accomplished by a hand-actuated control or a motorized control. For example, a pin actuation assembly 164 can include an actuation head 168 and an actuation arm 172…Additionally or alternatively, according to various examples, the pin actuation assembly 164 may be responsible for a rotation of the anchors68 about the vertical axis. For example, the actuation head 168 may be rotated ninety degrees (90°)about the vertical axis to affect a corresponding ninety-degree (90°) rotation of the anchor 68, thereby adjusting the orientation of the rollers 128 to engage and be aligned with a perpendicularly oriented portion of the network of rails 24. Additionally, the rotation of the anchor 68 about the vertical axis can be utilized in engaging and disengaging the seating assemblies 56 from the network of rails 24.); and
one or more pin receptors at mounted to a bottom of the base plate of the center seat assembly, and wherein the second locking actuator is configured to cause the one or more pins to move within one or more pin receptors (see at least Dry, para. [0047]: The locking pin 152 can be actuated between a raised position (unlocked) to a lowered position (locked). The actuation of the locking pin 152 can be accomplished by a hand-actuated control or a motorized control. For example, a pin actuation assembly 164 can include an actuation head 168 and an actuation arm 172…Additionally or alternatively, according to various examples, the pin actuation assembly 164 may be responsible for a rotation of the anchors68 about the vertical axis. For example, the actuation head 168 may be rotated ninety degrees (90°)about the vertical axis to affect a corresponding ninety-degree (90°) rotation of the anchor 68, thereby adjusting the orientation of the rollers 128 to engage and be aligned with a perpendicularly oriented portion of the network of rails 24. Additionally, the rotation of the anchor 68 about the vertical axis can be utilized in engaging and disengaging the seating assemblies 56 from the network of rails 24.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of wherein the docking system further comprises: a second locking actuator attached to the floor of the vehicle; one or more pins in selective communication with the second locking actuator; and one or more pin receptors at mounted to a bottom of the base plate of the center seat assembly, and wherein the second locking actuator is configured to cause the one or more pins to move within one or more pin receptors, of Dry, with a reasonable expectation of success, in order for reconfigurable seating assemblies in vehicles that are capable of translation to various locations within a cabin of the vehicle (see at least Dry, para. [0002]).

Claim(s) 12-16, & 18-19 is/are rejected under 35 U.S.C. 103 as being unpatentable over Ajisaka, in view of Lindsay.
As per claim 12 Ajisaka discloses
A method for moving an automotive seat comprising (see at least Ajisaka, para. [0025]: A driving seat 14 is provided at the vehicle rear of the steering wheel 12.):
receiving a first request to move a center seat assembly from a driving position to an access position (see at least Ajisaka, para. [0044]: A procedure of moving the driving seat 14 from the state shown in FIG. 1 to the receiving state shown in FIG. 4 is not particularly limited. For example, from the state shown in FIG. 1, the driving seat 14 may be swivelled into the state shown in FIG. 2 and then laterally slid into the state shown in FIG. 4, or may be put into the state shown in FIG. 3 and then into the state shown in FIG. 4. As a further example, the driving seat 14 may be put into the state shown in FIG. 4 from the state shown in FIG. 1 by being laterally slid and swivelled at the same time (being swivelled while sliding laterally).),
the center seat assembly functionally coupled to one or more center seat actuators configured to move the center seat assembly in one or more directions (see at least Ajisaka, para. [0025]: Thus, the driving seat 14 is capable of not just sliding movements in the front-and-rear direction but also swivelling movements and sliding movements in the left-and-right direction. The seat moving mechanism includes seat control actuators, which are not shown in the drawings.);
directing the center seat actuator to move the center seat assembly from a driving position to an access position in front of the side seat assembly (see at least Ajisaka, para. [0044]: A procedure of moving the driving seat 14 from the state shown in FIG. 1 to the receiving state shown in FIG. 4 is not particularly limited. For example, from the state shown in FIG. 1, the driving seat 14 may be swivelled into the state shown in FIG. 2 and then laterally slid into the state shown in FIG. 4, or may be put into the state shown in FIG. 3 and then into the state shown in FIG. 4. As a further example, the driving seat 14 may be put into the state shown in FIG. 4 from the state shown in FIG. 1 by being laterally slid and swivelled at the same time (being swivelled while sliding laterally).).
However Ajisaka does not explicitly disclose
receiving occupancy data from at least one seat occupancy sensor, wherein the occupancy data includes information relating to a weight of a passenger in the center seat assembly or the side seat assembly ; and
modifying a force used by the center seat actuator, the first side seat actuator, or the second side seat actuator based on occupancy data;
directing a first side seat actuator to fold a lower portion of a side seat assembly from an occupant position to a stowed position;
directing a second side seat actuator to move the side seat assembly rearward.
Lindsay teaches
receiving occupancy data from at least one seat occupancy sensor, wherein the occupancy data includes information relating to a weight of a passenger in the center seat assembly or the side seat assembly (see at least Lindsay, para. [0017]: The sensors 106a-106d may additionally provide data and/or a signal to the vehicle computing device 120 related to the number of passengers. In some embodiments, the vehicle 100 may include weight sensors or other sensors in the seats.); and
modifying a force used by the center seat actuator, the first side seat actuator, or the second side seat actuator based on occupancy data (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event. [Examiner Note: Since there is a detection of occupants, the force is modified to not be used or not be in a stowed position. The seats with no occupancy data indicates they are empty and a force is modified to switch to a stowed or folded position.);
directing a first side seat actuator to fold a lower portion of a side seat assembly from an occupant position to a stowed position (see at least Lindsay, para. [0026]: As an example the passenger may manually determine a location for one or more of the movable seats 112a-112e via selection of the options 342a-342e. Also included is a stow option 344. In response to the passenger directing one or more of the options 342a-342e to the stow option 344, the vehicle computing device120 will cause the vehicle 100 to automatically stow the selected movable seat 112a-112e in a predetermined location. The predetermined location may depend on the particular movable seat 112a-112e and/or the position of that movable seat 112a-112e when being stowed.);
directing a second side seat actuator to move the side seat assembly rearward (see at least Lindsay, para. [0026]: As an example the passenger may manually determine a location for one or more of the movable seats 112a-112e via selection of the options 342a-342e. Also included is a stow option 344. In response to the passenger directing one or more of the options 342a-342e to the stow option 344, the vehicle computing device120 will cause the vehicle 100 to automatically stow the selected movable seat 112a-112e in a predetermined location. The predetermined location may depend on the particular movable seat 112a-112e and/or the position of that movable seat 112a-112e when being stowed.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of receiving occupancy data from at least one seat occupancy sensor, wherein the occupancy data includes information relating to a weight of a passenger in the center seat assembly or the side seat assembly; and modifying a force used by the center seat actuator, the first side seat actuator, or the second side seat actuator based on occupancy data directing a first side seat actuator to fold a lower portion of a side seat assembly from an occupant position to a stowed position; directing a second side seat actuator to move the side seat assembly rearward of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).

As per claim 13 Ajisaka discloses
further comprising: receiving a second request to move the center seat assembly from the access position to a driving position (see at least Ajisaka, para. [0008]: In the vehicle of the first aspect, the seat moving mechanism that is provided is configured to move the driving seat on which the driver is to sit between the driving state and the receiving state. The meaning of the term “driving state” includes the state in which the driving seat is positioned at the center in the vehicle width direction and is facing a vehicle front. & para. [0025]: During driving, the driving seat 14 is set in a state in which the driving seat 14 is positioned to be oriented forward at the vehicle width direction central portion (which may below be referred to as “the driving state”). In other situations, movements and states of the driving seat 14 are controlled as required.);
directing the center seat actuator to move the center seat assembly from the access position to the driving position (see at least Ajisaka, para. [0008]: In the vehicle of the first aspect, the seat moving mechanism that is provided is configured to move the driving seat on which the driver is to sit between the driving state and the receiving state. The meaning of the term “driving state” includes the state in which the driving seat is positioned at the center in the vehicle width direction and is facing a vehicle front. & para. [0025]: During driving, the driving seat 14 is set in a state in which the driving seat 14 is positioned to be oriented forward at the vehicle width direction central portion (which may below be referred to as “the driving state”). In other situations, movements and states of the driving seat 14 are controlled as required.).
However Ajisaka does not explicitly disclose
directing the second side seat actuator to move the side seat assembly forward; and
directing the first side seat actuator to unfold the lower portion of the side seat assembly from the stowed position to the occupant position.
Lindsay teaches
directing the second side seat actuator to move the side seat assembly forward (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event.); and
directing the first side seat actuator to unfold the lower portion of the side seat assembly from the stowed position to the occupant position (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of directing the second side seat actuator to move the side seat assembly forward; and directing the first side seat actuator to unfold the lower portion of the side seat assembly from the stowed position to the occupant position of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).

As per claim 14 Ajisaka discloses
wherein: the first request is received responsive to a signal generated from shutting off a vehicle, placing the vehicle in a stationary gear, opening a door of the vehicle, a key fob, a mobile device associated with a user, pushing a dedicated button, a first selection on a first graphical user interface on an instrument cluster, a second selection on a second graphical user interface on a vehicle multimedia screen, or combinations thereof (see at least Ajisaka, para. [0031]: An electronic key 80, which serves as a portable device, receives the request signals and transmits response signals including a key identifier. On the basis of the response signals from the electronic key 80 received by the right antenna 22R or the left antenna 22L, the verification ECU 20detects the presence of the electronic key 80 in the left side detection area 50L or the right side detection area 50R. & para. [0052]), and
the second request is received responsive to a signal generated from opening a door of the vehicle, a key fob, a mobile device associated with a user, a dedicated button, a first selection on a first graphical user interface on an instrument cluster, a second selection on a second graphical user interface on a vehicle multimedia screen, or combinations thereof (see at least Ajisaka, para. [0031]: An electronic key 80, which serves as a portable device, receives the request signals and transmits response signals including a key identifier. On the basis of the response signals from the electronic key 80 received by the right antenna 22R or the left antenna 22L, the verification ECU 20detects the presence of the electronic key 80 in the left side detection area 50L or the right side detection area 50R. & para. [0052]).

As per claim 15 Ajisaka discloses
wherein: the first request and the second request indicate a direction of desired movement of the center seat assembly (see at least Ajisaka, para. [0031]: An electronic key 80, which serves as a portable device, receives the request signals and transmits response signals including a key identifier. On the basis of the response signals from the electronic key 80 received by the right antenna 22R or the left antenna 22L, the verification ECU 20detects the presence of the electronic key 80 in the left side detection area 50L or the right side detection area 50R. & para. [0052]).

As per claim 16 Ajisaka does not explicitly disclose
wherein the at least one occupancy sensor is one or more of a pressure, thermal sensor, motion sensor, location sensor, or combinations thereof.
Lindsay teaches
wherein the at least one occupancy sensor is one or more of a pressure, thermal sensor, motion sensor, location sensor, or combinations thereof (see at least Lindsay, para. [0017]: The sensors 106a-106d may additionally provide data and/or a signal to the vehicle computing device 120 related to the number of passengers. In some embodiments, the vehicle 100 may include weight sensors or other sensors in the seats.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of wherein the at least one occupancy sensor is one or more of a pressure, thermal sensor, motion sensor, location sensor, or combinations thereof of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).

As per claim 18 Ajisaka discloses
A seat movement method for a vehicle comprising (see at least Ajisaka, para. [0025]: Thus, the driving seat 14 is capable of not just sliding movements in the front-and-rear direction but also swivelling movements and sliding movements in the left-and-right direction. The seat moving mechanism includes seat control actuators, which are not shown in the drawings.):
undocking a center seat assembly (see at least Ajisaka, para. [0044]: A procedure of moving the driving seat 14 from the state shown in FIG. 1 to the receiving state shown in FIG. 4 is not particularly limited. For example, from the state shown in FIG. 1, the driving seat 14 may be swivelled into the state shown in FIG. 2 and then laterally slid into the state shown in FIG. 4, or may be put into the state shown in FIG. 3 and then into the state shown in FIG. 4. As a further example, the driving seat 14 may be put into the state shown in FIG. 4 from the state shown in FIG. 1 by being laterally slid and swivelled at the same time (being swivelled while sliding laterally).); and
moving the center seat assembly along one or more rails substantially perpendicular to a direction of motion of the vehicle from a driving position to an access position in front of the side seat assembly (see at least Ajisaka, para. [0044]: A procedure of moving the driving seat 14 from the state shown in FIG. 1 to the receiving state shown in FIG. 4 is not particularly limited. For example, from the state shown in FIG. 1, the driving seat 14 may be swivelled into the state shown in FIG. 2 and then laterally slid into the state shown in FIG. 4, or may be put into the state shown in FIG. 3 and then into the state shown in FIG. 4. As a further example, the driving seat 14 may be put into the state shown in FIG. 4 from the state shown in FIG. 1 by being laterally slid and swivelled at the same time (being swivelled while sliding laterally).).
However Ajisaka does not explicitly disclose
receiving occupancy data from at least one seat occupancy sensor;
modifying a force used by the one or more actuators to move one or more seat assemblies at least in part on the occupancy data;
folding a lower portion of a side seat assembly from an open position to a stowed position;
moving the side seat assembly rearward along one or more side seat rails.
Lindsay teaches
receiving occupancy data from at least one seat occupancy sensor (see at least Lindsay, para. [0017]: The sensors 106a-106d may additionally provide data and/or a signal to the vehicle computing device 120 related to the number of passengers. In some embodiments, the vehicle 100 may include weight sensors or other sensors in the seats.);
modifying a force used by the one or more actuators to move one or more seat assemblies at least in part on the occupancy data (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event. [Examiner Note: Since there is a detection of occupants, the force is modified to not be used or not be in a stowed position. The seats with no occupancy data indicates they are empty and a force is modified to switch to a stowed or folded position.);
folding a lower portion of a side seat assembly from an open position to a stowed position (see at least Lindsay, para. [0026]: As an example the passenger may manually determine a location for one or more of the movable seats 112a-112e via selection of the options 342a-342e. Also included is a stow option 344. In response to the passenger directing one or more of the options 342a-342e to the stow option 344, the vehicle computing device120 will cause the vehicle 100 to automatically stow the selected movable seat 112a-112e in a predetermined location. The predetermined location may depend on the particular movable seat 112a-112e and/or the position of that movable seat 112a-112e when being stowed.);
moving the side seat assembly rearward along one or more side seat rails (see at least Lindsay, para. [0026]: As an example the passenger may manually determine a location for one or more of the movable seats 112a-112e via selection of the options 342a-342e. Also included is a stow option 344. In response to the passenger directing one or more of the options 342a-342e to the stow option 344, the vehicle computing device120 will cause the vehicle 100 to automatically stow the selected movable seat 112a-112e in a predetermined location. The predetermined location may depend on the particular movable seat 112a-112e and/or the position of that movable seat 112a-112e when being stowed.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of receiving occupancy data from at least one seat occupancy sensor; modifying a force used by the one or more actuators to move one or more seat assemblies at least in part on the occupancy data, folding a lower portion of a side seat assembly from an open position to a stowed position, moving the side seat assembly rearward along one or more side seat rails of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).

As per claim 19 Ajisaka does not explicitly disclose
wherein:
the one or more rails is configured to angle the center seat assembly toward an outside of the vehicle in the access position.
Lindsay teaches
wherein: the one or more rails is configured to angle the center seat assembly toward an outside of the vehicle in the access position (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of wherein: the one or more rails is configured to angle the center seat assembly toward an outside of the vehicle in the access position of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).

Claim(s) 17 & 20 is/are rejected under 35 U.S.C. 103 as being unpatentable over Ajisaka, in view of Lindsay, in view of Dry.
As per claim 17 Ajisaka does not explicitly disclose
further comprising: directing one or more docking actuators to unlock the center seat assembly; and
directing the one or more docking actuators to lock the center seat assembly into place.
Dry teaches
further comprising: directing one or more docking actuators to unlock the center seat assembly (see at least Dry, para. [0047]: The locking pin 152 can be actuated between a raised position (unlocked) to a lowered position (locked). The actuation of the locking pin 152 can be accomplished by a hand-actuated control or a motorized control. For example, a pin actuation assembly 164 can include an actuation head 168 and an actuation arm 172…Additionally or alternatively, according to various examples, the pin actuation assembly 164 may be responsible for a rotation of the anchors68 about the vertical axis. For example, the actuation head 168 may be rotated ninety degrees (90°)about the vertical axis to affect a corresponding ninety-degree (90°) rotation of the anchor 68, thereby adjusting the orientation of the rollers 128 to engage and be aligned with a perpendicularly oriented portion of the network of rails 24. Additionally, the rotation of the anchor 68 about the vertical axis can be utilized in engaging and disengaging the seating assemblies 56 from the network of rails 24.); and
directing the one or more docking actuators to lock the center seat assembly into place (see at least Dry, para. [0047]: The locking pin 152 can be actuated between a raised position (unlocked) to a lowered position (locked). The actuation of the locking pin 152 can be accomplished by a hand-actuated control or a motorized control. For example, a pin actuation assembly 164 can include an actuation head 168 and an actuation arm 172…Additionally or alternatively, according to various examples, the pin actuation assembly 164 may be responsible for a rotation of the anchors68 about the vertical axis. For example, the actuation head 168 may be rotated ninety degrees (90°)about the vertical axis to affect a corresponding ninety-degree (90°) rotation of the anchor 68, thereby adjusting the orientation of the rollers 128 to engage and be aligned with a perpendicularly oriented portion of the network of rails 24. Additionally, the rotation of the anchor 68 about the vertical axis can be utilized in engaging and disengaging the seating assemblies 56 from the network of rails 24.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of further comprising: directing one or more docking actuators to unlock the center seat assembly; and directing the one or more docking actuators to lock the center seat assembly into place of Dry, with a reasonable expectation of success, in order for reconfigurable seating assemblies in vehicles that are capable of translation to various locations within a cabin of the vehicle (see at least Dry, para. [0002]).

As per claim 20 Ajisaka does not explicitly disclose
further comprising:
moving the center seat assembly along the one or more rails from the access position to the driving position;
docking the center seat assembly;
moving the side seat assembly forward along the one or more side seat rails; and
unfolding the lower portion of the side seat assembly from the stowed position to the open position.
Lindsay teaches
further comprising:
moving the center seat assembly along the one or more rails from the access position to the driving position (see at least Lindsay, para. [0015-0016]: As illustrated, the movable seats 112a-112e are arranged in a traditional arrangement for a passenger vehicle. Specifically, the movable seats 112a and 112b are arranged such that a driver and a first passenger may sit in the “front seat,” with the movable seats 112c, 112d, and 112e being in the “back seat.” While in many current passenger vehicles, the seats are adjustable (and sometimes removable), many current solutions are not movable such that that the seats may be rearranged, as described herein…Specifically, the vehicle interior 110 may include a rail configuration and/or other systems for moving one or more of the movable seats 112a-112e as described herein.);
moving the side seat assembly forward along the one or more side seat rails (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event.); and
unfolding the lower portion of the side seat assembly from the stowed position to the open position (see at least Lindsay, para. [0024]: Accordingly, in FIG. 2B, the vehicle computing device 120 has determined that two passengers will enter the vehicle 100. Accordingly, the vehicle computing device 120 may cause the movable seats 112a, 112b (e.g., a first movable seat and a second movable seat) to move to a predetermined default arrangement for that number of passengers. The other movable seats 112c-112e may be folded and/or stowed in a position that does not interfere with the passengers. Additionally, the movable seats 112a, 112b may be moved to accommodate passenger viewing preferences, collision preparation, and/or to prepare for other external triggering event.).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of moving the center seat assembly along the one or more rails from the access position to the driving position, moving the side seat assembly forward along the one or more side seat rails; and unfolding the lower portion of the side seat assembly from the stowed position to the open position of Lindsay, with a reasonable expectation of success, in order for the passenger may move their seat to the center (or other area) of the vehicle to optimize performance, create more leg room, lie down, etc. (see at least Lindsay, para. [0013]).
Dry teaches
docking the seat assembly (see at least Dry, para. [0047]: The locking pin 152 can be actuated between a raised position (unlocked) to a lowered position (locked). The actuation of the locking pin 152 can be accomplished by a hand-actuated control or a motorized control. For example, a pin actuation assembly 164 can include an actuation head 168 and an actuation ar172…).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Ajisaka to incorporate the teaching of docking the seat assembly of Dry, with a reasonable expectation of success, in order for reconfigurable seating assemblies in vehicles that are capable of translation to various locations within a cabin of the vehicle (see at least Dry, para. [0002]).
Conclusion
Applicant's amendment necessitated the new ground(s) of rejection presented in this Office action. Accordingly, THIS ACTION IS MADE FINAL. See MPEP § 706.07(a). Applicant is reminded of the extension of time policy as set forth in 37 CFR 1.136(a).
A shortened statutory period for reply to this final action is set to expire THREE MONTHS from the mailing date of this action. In the event a first reply is filed within TWO MONTHS of the mailing date of this final action and the advisory action is not mailed until after the end of the THREE-MONTH shortened statutory period, then the shortened statutory period will expire on the date the advisory action is mailed, and any nonprovisional extension fee (37 CFR 1.17(a)) pursuant to 37 CFR 1.136(a) will be calculated from the mailing date of the advisory action. In no event, however, will the statutory period for reply expire later than SIX MONTHS from the mailing date of this final action.
Any inquiry concerning this communication or earlier communications from the examiner should be directed to MOHAMED ABDO ALGEHAIM whose telephone number is (571)272-3628. The examiner can normally be reached Monday-Friday 8-5PM EST.
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, Fadey Jabr can be reached on 571-272-1516. 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.

/MOHAMED ABDO ALGEHAIM/Primary Examiner, Art Unit 3668

Patent Application 18771673 - DEVICES SYSTEMS AND METHODS FOR AUTOMOTIVE SEATS - Rejection

Patent Application 18771673 - DEVICES SYSTEMS AND METHODS FOR AUTOMOTIVE SEATS

Application Information

Rejection Summary

Cited Patents

Office Action Text

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