Office Action 2: Final Rejection (2024-10-31)
Rejection types: 103 - Obviousness

CLAIMS:
AMENDMENTS TO THE CLAIMS

Applicant submits below a complete listing of the current claims, including marked-upclaim(s) with insertions indicated by underlining and deletions indicated by strikeouts and/or double bracketing. This listing of claims replaces all prior versions, and listings, of claims in the application:

Listing of the Claims

1\. (Currently amended) A harging station for electric vehicles,
comprising: a charging unit and at least one air-cooled radiator, the charging unit and the at least one air-cooled radiator being arranged in a box of the charging station, wherein,the box comprises a first box and a second box, a protection level of the first box is higher than a protection level of the second box;
the charging unit is arranged in the first box;
an independent heat dissipation air duct is provided in the second box so that the charging unit dissipates heat through the heat dissipation air duct; and
the charging unit is configured to charge an electrical equipmenti the charging unit comprises at least one power conversion unit, the power conversion unit comprises a plurality of heating elements, and the plurality of heating elements are arranged on a plurality of sides of the air-cooled radiator.
2\. (Currently amended) The charging station for electric vehicles according to claim 1, wherein the first box adopts a sealed design.
3\. (Currently amended) The charging station for electric vehicles according to claim 1, wherein the charging unit further comprises: an alternating current (AC) power access unit\[\[,\]\]anda power distribution unit, wherein,

an input end of the AC power access unit is configured to be an input end of the charging unit for receiving AC power supply;
an output end of the AC power access unit is connected to an AC side of the power conversion unit;
a plurality of direct current (DC) sides of the power conversion unit are respectively connected to a plurality of input ends of the power distribution unit; and
an output end of the power distribution unit is configured to be an output end of the charging unit.
4\. (Currently amended) The harging station for electric vehicles according to claim 3, wherein each of the plurality of heating elements on different sides of the air-cooled radiator is connected by a cable in a sealed wire groove.
5\. (Currently amended) The charging station for electric vehicles according to claim 1, wherein the first box is provided with waterproof terminals at both the input end and the output end of the charging unit.
6\. (Currently amended) The charging station for electric vehicles according to claim 1, wherein the air-cooled radiator comprises at least one heat dissipation plate and a fan;
one side of the heat dissipation plate is arranged in the first box, and the other side of the heat dissipation plate is arranged in the second box; and
the fan is configured to agitate the airflow in the heat dissipation air duct.

7\. (Currently amended) The charging station for electric vehicles according to claim 6, wherein the heat dissipation plate comprises a substrate and a heat exchanger;
the substrate is configured to be a common boundary plate for the first box and the second box;
one side of the heat exchanger is arranged on the substrate in the second box;
the other side of the heat exchanger is provided with a heat dissipation fin.
8\. (Currently amended) The harging station for electric vehicles according to claim 7, wherein the power conversion unit in the charging unit is provided on the substrate; or the power conversion unit in the charging unit sinks inside the heat exchanger.
9\. (Currently amended) The charging station for electric vehicles according to claim 6, wherein the fan is arranged at bottom or top of the heat dissipation plate in the second box.
10\. (Currently amended) The charging station for electric vehicles according to claim 6, wherein two heat dissipation plates are provided, and the two heat dissipation plates are parallel; or a plurality of heat dissipation plates are provided, and each of the plurality of heat dissipation plates forms a polygonal prism structure; and
the heat dissipation air duct is arranged between each of the plurality of heat dissipation plates.
11\. (Currently amended) The charging station for electric vehicles according to claim 3, wherein the AC power access unit and the power distribution unit \[\[is \]\]\-are arranged in any one of the following ways:

the power distribution unit and the AC power access unit are respectively arranged at top and bottom inside of the box;
the power distribution unit and the AC power access unit are both arranged at the top inside of the box;and
the power distribution unit and the AC power access unit are both arranged at the bottom inside of the box.

12\. (Currently amended) The charging station for electric vehicles according to claim 3, wherein the power conversion unit comprises: a rectifier module and n DC/DC converters, where n is an integer greater than 1;
an AC side of the rectifier module is configured to be an input end of the power conversion unit;
a DC side of the rectifier module is connected to input ends of the n DC/DC converters respectively; and
output ends of the n DC/DC converters are respectively configured to be output ends of the power conversion unit.

13\. (Currently amended) The charging station for electric vehicles

according to claim 3, wherein the AC power access unit comprises a switch unit;A, B, and C three-phase inputs of an AC power supply are connected to input ends of the switch unit in a one-to-one correspondence; and
output ends of the switch unit respectively are configured to be the output end of the AC power access unit.
14\. (Currently amended) The charging station for electric vehicles according to claim 13, wherein the switch unit comprises a drive circuit and an AC relay group;
input ends of the AC relay group are connected to the input ends of the switch unit;
output ends of the AC relay group are connected to the output ends of the switch unit; and
the AC relay group is controlled by the drive circuit.
15\. (Currently amended) The charging station for electric vehicles according to claim 14, wherein the AC relay group comprises switch subunits respectively arranged on each phase cable in the AC relay group.
16\. (Currently amended) The charging station for electric vehicles according to claim 14, wherein the switch unit further comprises a circuit breaker, and the circuit breaker is arranged between the input ends of the switch unit and the input ends of the AC relay group.
17\. (Currently amended) The charging station for electric vehicles according to claim 13, wherein the AC power access unit further

comprises a lightning arrester, and the A, B, and C three-phase inputs of the AC power supply are grounded through the lightning arrester.

18\. (Currently amended) The charging station for electric vehicles according to claim 3, wherein the charging unit further comprises a centralized control unit, and the centralized control unit is configured to:
send a first control signal to the AC power access unit to enable the AC power access unit to switch on and off;
send a pulse width modulation (PWM) signal to the power conversion unit to enable the power conversion unit to implement electric energy conversion; and,
send a second control signal to the power distribution unit to enable the power distribution unit to implement distribution of output power.
19\. (Currently amended) The charging station for electric vehicles according to claim 3, wherein the charging unit further comprises a distributed control unit,
the distributed control unit comprises a system controller and multiple sub-controllers; and
each of the sub-controllers is respectively connected to the system controller in communication.
20\. (Currently amended) The charging station for electric vehicles according to claim 1, wherein the charging station further comprises at least one charging gun arranged outside of the box, and the charging unit charges the electrical equipment through the charging gun.
21\. (New) The charging station for electric vehicles according to claim 3, wherein the

AC power access unit and the power distribution unit are arranged in any one of the following ways:one of the power distribution unit and the AC power access unit is located at front end of the power conversion unit and at the top inside of the box, and the other one is located at the bottom inside of the box; and
one of the power distribution unit and the AC power access unit is located at the front end of the power conversion unit and arranged at the bottom inside of the box, and the other one is located at the top inside of the box.
22\. (New) The charging station for electric vehicles according to claim 3, wherein the power distribution unit and the AC power access unit are both located at the front end of the power conversion unit and are respectively located at the top and bottom inside of the box.

OFFICE ACTION:
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 .
Drawings
The drawings were received on 08/27/2024.  These drawings are Acceptable.
Claim Rejections - 35 USC § 103
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
1.	Claims 1 and 20 are rejected under 35 U.S.C. 103 as being unpatentable over Heyne (US 20190255961) in view of Fontana (US 20180272882).
Regarding claim 1, Heyne teaches a charging station for electric vehicles (shown in figure 1 item 1 paragraph [0025] a charging station).
Heyne comprising: a charging unit (shown in figure 1 item 3 defined in paragraph [0024] as power electronics used for charging) and at least one air-cooled radiator, the charging unit and the at least one air-cooled radiator being arranged in a box of the charging station, wherein (paragraph [0027] teaches blowers 12 may be arranged in the upper part of the charging station 10, which blowers provide a circulation of air in a region of the charging station 10 in which the condenser 14 of the cooling system is arranged).
Heyne teaches the box comprises a first box and a second box, a protection level of the first box is higher than a protection level of the second box; the charging unit is arranged in the first box (shown in figure 1 wherein the charging unit item 3 and cooling radiator, interpreted as a coolant reservoir are arranged in a box item 2 of the charging station, item 1).
Heyne teaches wherein an independent heat dissipation air duct is provided in the second box so that the charging unit dissipates heat through the heat dissipation air duct (blowers 12 may be arranged in the upper part of the charging station 10, which blowers provide a circulation of air in a region of the charging station 10 in which the condenser 14 of the cooling system is arranged. The gaseous overheated coolant is cooled in the condenser 14).
Heyne teaches the charging unit is configured to charge an electrical equipment (shown in figure 1 item 3 defined in paragraph [0024] as power electronics used for charging).
Heyne does not explicitly teach the charging unit comprises at least one power conversion unit, the power conversion unit comprises a plurality of heating elements, and the plurality of heating elements are arranged on a plurality of sides of the air-cooled radiator.
Fontana teaches the charging unit comprises at least one power conversion unit, the power conversion unit comprises a plurality of heating elements, and the plurality of heating elements are arranged on a plurality of sides of the air-cooled radiator (shown in figures 4 and 5 defined in paragraph [0032] wherein at least one power conversion unit comprises a plurality of heating elements, the heating elements are interpreted as components of the power converter including MOSFET items 34, controller item 38 and LLC circuit item 24. These components are arranged on a plurality of side of the air-cooled radiator, interpreted as heat sinks item 86. Heat sinks are arranged on the power converting circuit so that the circuit may be cooled down as charge is provided to a device).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne reference charging system of the Fontana system so that the charging system is effectively cooled.
The suggestion/motivation for combination can be found in the Fontana reference in paragraph [0032] wherein the charging station is effectively cooled.
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Heyne Figure 1 shows a charging station item 1, power electronics for charging item 3 and a coolant reservoir item 4.
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Heyne Figure 2
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Fontana figures 4 and 5 show power conversion electronics which include heating elements within its components. The power conversion electronics show heat sinks attached.
Regarding claim 20, Heyne teaches the charging station for electric vehicle according to claim 1, wherein the charging station for electric vehicle further comprises at least one charging gun arranged outside of the box, and the charging unit charges the electrical equipment through the charging gun (figure 1 shows a charging gun, interpreted as a charging connector item 5 for charging a vehicle).
Claims 2 and 5 are rejected under 35 U.S.C. 103 as being unpatentable over Heyne (US 20190255961) in view of Fontana (US 20180272882) as applied to claim 1 and in further view of Waffner (US 20200180457).
Regarding claim 2, Heyne in view of Fontana teaches the charging station for electric vehicle according to claim 1, but does not explicitly teach wherein the first box adopts a sealed design.
Waffner teaches wherein the first box adopts a sealed design (paragraph [0047] teaches wherein the box, interpreted as a charging column 4 and a ground foundation 6 are each formed as a hollow housing. The cable duct 12 is preferably led through the housing of the ground foundation 6 in a waterproof way. The interior of the housing of the ground foundation 6 is sealed against the interior of the housing of the column 4).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne in view of Fonanta references with the power conversion system of the Waffner reference so that the station may be protected from water damage.
The suggestion/motivation for combination can be found in the Waffner reference in paragraph [0047] wherein the housing structure is sealed to prevent moisture from damaging the charging station.
Regarding claim 5, Heyne in view of Fontana teaches the charging station for electric vehicle according to claim 1, but does not explicitly teach wherein the first box is provided with waterproof terminals at both the input end and the output end of the charging unit.
Waffner teaches wherein the first box is provided with waterproof terminals at both the input end and the output end of the charging unit (paragraph [0047] teaches wherein the box, interpreted as a charging column 4 and a ground foundation 6 are each formed as a hollow housing. The cable duct 12 is preferably led through the housing of the ground foundation 6 in a waterproof way. The interior of the housing of the ground foundation 6 is sealed against the interior of the housing of the column 4).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne reference with the power conversion system of the Waffner reference so that the station may be protected from water damage.
The suggestion/motivation for combination can be found in the Waffner reference in paragraph [0047] wherein the housing structure is sealed to prevent moisture from damaging the charging station.
Claims 3,4,6,7,8,9, and 10, are rejected under 35 U.S.C. 103 as being unpatentable over Heyne (US 20190255961) in view of Fontana (US 20180272882) as applied to claim 1 and in further view of Tsukamoto (US 20190308519).
Regarding claim 3, Heyne in view of Fontana teaches the charging station for electric vehicle according to claim 1, wherein the charging unit further comprises: an alternating current (AC) power access unit and a power distribution unit (defined in paragraph [0024] wherein a power conversion unit is taught).
Heyne does not explicitly teach wherein, an input end of the AC power access unit is configured to be an input end of the charging unit for receiving AC power supply; an output end of the AC power access unit is connected to an AC side of the power conversion unit; a plurality of direct current (DC) sides of the power conversion unit are respectively connected to a plurality of input ends of the power distribution unit; and an output end of the power distribution unit is configured to be an output end of the charging unit.
Tsukamoto teaches wherein, an input end of the AC power access unit is configured to be an input end of the charging unit for receiving AC power supply; an output end of the AC power access unit is connected to an AC side of the power conversion unit; a plurality of direct current (DC) sides of the power conversion unit are respectively connected to a plurality of input ends of the power distribution unit; and an output end of the power distribution unit is configured to be an output end of the charging unit (figure 2 shows an AC Power Distribution Unit. Item 500 shows an AC power supply input to a conversion unit item 210 which output a DC current).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne in view of Fontana reference with the power conversion system of the Tsukamoto reference so that the power may be provided to the electric vehicle system safely.
The suggestion/motivation for combination can be found in the Tsukamoto reference in paragraph [0037] wherein the charging system provides a conversion system.
Regarding claim 4, Heyne teaches the charging station for electric vehicle according to claim 3, wherein each of the plurality of heating elements on different sides of the air-cooled radiator is connected by a cable in a sealed wire groove (paragraph [0006] teaches wherein the tank is configured such that as heat-emitting elements, that is to say in particular the electrical and electronic components, transfer their heat to the tank wall).
Regarding claim 6, Hyne teaches the charging station for electric vehicle according to claim 1, wherein the air-cooled radiator comprises at least one heat dissipation plate and a fan; one side of the heat dissipation plate is arranged in the first box, and the other side of the heat dissipation plate is arranged in the second box; and the fan is configured to agitate the airflow in the heat dissipation air duct (paragraph [0027] teaches blowers 12 may be arranged in the upper part of the charging station 10, which blowers provide a circulation of air in a region of the charging station 10 in which the condenser 14 of the cooling system is arranged).
Regarding claim 7, Hyne teaches the charging station for electric vehicle according to claim 6, wherein the heat dissipation plate comprises a substrate and a heat exchanger; the substrate is configured to be a common boundary plate for the first box and the second box; one side of the heat exchanger is arranged on the substrate in the second box; the other side of the heat exchanger is provided with a heat dissipation fin (paragraph [0027] teaches blowers 12 may be arranged in the upper part of the charging station 10, which blowers provide a circulation of air in a region of the charging station 10 in which the condenser 14 of the cooling system is arranged).
Regarding claim 8, Heyne teaches the charging station for electric vehicle according to claim 7, wherein the power conversion unit in the charging unit is provided on the substrate; or the power conversion unit in the charging unit sinks inside the heat exchanger (defined in paragraph [0024] wherein the charging station 1 furthermore includes power electronics 3, which use a necessary voltage conversion and possible current conversion to provide a charging current, by way of which an electric vehicle connected to the charging station 1 via a charging connector 5 is able to be charged. Figure 1 shows wherein the conversion unit, included with the power electronics is connected to the coolant reservoir. Paragraph [0027] teaches wherein the power electronics are thus cooled by way of liquid cooling and heat sinks are attached directly to components of the power electronics. The power electronics may additionally be cooled by way of a cooling plate 15).
Regarding claim 9, Hyne teaches the charging station for electric vehicle according to claim 6, wherein the fan is arranged at bottom or top of the heat dissipation plate in the second box (paragraph [0027] teaches blowers 12 may be arranged in the upper part of the charging station 10, which blowers provide a circulation of air in a region of the charging station 10 in which the condenser 14 of the cooling system is arranged).
Regarding claim 10, Hyne teaches the charging station for electric vehicle according to claim 6, wherein two heat dissipation plates are provided, and the two heat dissipation plates are parallel; or a plurality of heat dissipation plates are provided, and each of the plurality of heat dissipation plates forms a polygonal prism structure; and the heat dissipation air duct is arranged between each of the plurality of heat dissipation plates (Paragraph [0027] teaches wherein the power electronics are thus cooled by way of liquid cooling and heat sinks are attached directly to components of the power electronics. The power electronics may be cooled by way of a cooling plate 15
Claim 11 is rejected under 35 U.S.C. 103 as being unpatentable over Heyne (US 20190255961) in view of Fontana (US 20180272882) in view of Tsukamoto (US 20190308519) as applied to claim 3 and in further view of Christen (US 20170088005).
Regarding claim 11, Heyne teaches the charging station for electric vehicle according to claim 3, wherein a setting mode of the AC power distribution unit (figures 1 and 2 show wherein the electronics may be arranged within the charging station for electric vehicle).
Heyne, Fontana and Tsukamoto but do not explicitly teach the power distribution unit is any one of the following: the power distribution unit and the AC power distribution unit are respectively arranged at top and bottom inside of the box; the power distribution unit and the AC power distribution unit are both arranged at the top or bottom inside of the box.
Christen teaches wherein the power distribution unit is any one of the following: the power distribution unit and the AC power distribution unit are respectively arranged at top and bottom inside of the box; the power distribution unit and the AC power distribution unit are both arranged at the top or bottom inside of the box (shown in figure 2 wherein an AC power distribution port, shown wherein the external power source item 42 inputs power to the controller item 36 of the charging station item 32. A power distribution unit is located also on the bottom and may output power to the vehicle via item 38).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne, Fontana, and Tsukamoto references with the port system of the Christen system so that the vehicle may be easily charged from the station.
The suggestion/motivation for combination can be found in the Christen reference in paragraph [0004] wherein the vehicle may be easily charged.
Claims 12 are rejected under 35 U.S.C. 103 as being unpatentable over in view of over Heyne (US 20190255961) in view of Fontana (US 20180272882) in view of Tsukamoto (US 20190308519) in view of Christen (US 20170088005) as applied to claim 11 and in further view of Gotz (US 20180162229).
Regarding claim 12, Heyne and Fontana and Tsukamoto teaches the charging station for electric vehicle according to claim 3, but does not explicitly teach wherein the power conversion unit comprises: one rectifier module and n DC/DC converters, where n is an integer greater than 1; an AC side of the rectifier module is configured to be as an input end of the power conversion unit; a DC side of the rectifier module is connected to input ends of the n DC/DC converters respectively; and output ends of the n DC/DC converters are respectively configured to be output ends of the power conversion unit.
Gotz teaches wherein the power conversion unit comprises: one rectifier module and n DC/DC converters, where n is an integer greater than 1; an AC side of the rectifier module is configured to be as an input end of the power conversion unit; a DC side of the rectifier module is connected to input ends of the n DC/DC converters respectively; and output ends of the n DC/DC converters are respectively configured to be output ends of the power conversion unit (figure 1 shows rectifier modules item 16 which are connected to DCDC converters item 26. Figures 2a-2b shows rectifier modules item 220 output to DCDC converters item 210).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne, Fontana Tsukamoto reference with the phase charging system of the Gotz reference so that the if the system fails, it is easy to repair.
The suggestion/motivation for combination can be found in the Gotz reference in paragraph [0038] easily repairing the system is taught.
Claims 13-16 are rejected under 35 U.S.C. 103 as being unpatentable over Heyne (US 20190255961) in view of Fontana (US 20180272882) in view of Tsukamoto (US 20190308519) as applied to claim 3 and in further view of Gotz (US 20180162229) and in further view of Asakura (US 20120181990).
Regarding claim 13, Heyne, Fontana and Tsukamoto teaches the charging station for electric vehicle according to claim 12, but does not explicitly teach wherein the switch unit comprises: a drive circuit and an AC relay group; input ends of the AC relay group are connected to the input ends of the switch unit; output ends of the AC relay group are connected to the output ends of the switch unit.
Gotz teaches wherein the switch unit comprises: a drive circuit and an AC relay group; input ends of the AC relay group are connected to the input ends of the switch unit; output ends of the AC relay group are connected to the output ends of the switch unit (shown in figure 2b wherein a relay group is interpreted as switching elements item 222).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne in view of Tsukamoto reference with the phase charging system of the Gotz reference so that the if the system fails, it is easy to repair.
The suggestion/motivation for combination can be found in the Gotz reference in paragraph [0038] easily repairing the system is taught.
Heyne, Fontana,Tsukamoto in view of Gotz do not explicitly teach wherein the AC relay group is controlled by the drive circuit.
Asakura teaches the AC relay group is controlled by the drive circuit (shown in figure 1 wherein relay circuits items 46 and 53 are controlled by a drive circuit, interpreted as control unit item 54).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne, Tsukamoto and Gotz reference with the relay circuit controlled by a controller so that the vehicles may be charged more efficiently
The suggestion/motivation for combination can be found in the Asakura reference in paragraph [0046] the vehicles are charged more efficiently.
Regarding claim 14, Heyne in view of Tsukamoto teaches the charging station for electric vehicle according to claim 13, but does not explicitly teach wherein the AC relay group comprises: switch subunits respectively arranged on each phase cable in the AC relay group.
Gotz teaches wherein the AC relay group comprises: switch subunits respectively arranged on each phase cable in the AC relay group (figures 11a-11b show switch subunits arranged on each phase cable).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne in view of Tsukamoto reference with the phase charging system of the Gotz reference so that the if the system fails, it is easy to repair.
The suggestion/motivation for combination can be found in the Gotz reference in paragraph [0038] easily repairing the system is taught.
Regarding claim 15, Heyne in view of Tsukamoto teaches the charging station for electric vehicle according to claim 14, but does not explicitly teach wherein at least one switch subunit comprises at least one relay.
Gotz teaches wherein at least one switch subunit comprises at least one relay (figures 11a-11b show switch subunits arranged on each phase cable).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne in view of Tsukamoto reference with the phase charging system of the Gotz reference so that the if the system fails, it is easy to repair.
The suggestion/motivation for combination can be found in the Gotz reference in paragraph [0038] easily repairing the system is taught.
Regarding claim 16, Heyne, Tsukamoto in view of Gotz teaches the charging station for electric vehicle according to claim 13, but does not explicitly teach wherein the switch unit further comprises a circuit breaker; the circuit breaker is arranged between the input ends of the switch unit and the input ends of the AC relay group.
Asakura teaches wherein the switch unit further comprises a circuit breaker; the circuit breaker is arranged between the input ends of the switch unit and the input ends of the AC relay group (shown in figure 1 wherein the ground-fault circuit breakers ELB are provided between the power source devices 2 and the charging circuit 4).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne in view of Tsukamoto reference with the phase charging system of the Gotz reference so that the if the system fails, it is easy to repair.
The suggestion/motivation for combination can be found in the Gotz reference in paragraph [0038] easily repairing the system is taught.
Claim 17 is rejected under 35 U.S.C. 103 as being unpatentable over Heyne (US 20190255961) Fontana (US 20180272882) in view of Tsukamoto (US 20190308519) and in further view of Gotz (US 20180162229) and in further view of Asakura (US 20120181990) as applied to claim 13 and in further view of Sugano (US 20160121735).
Regarding claim 17, Heyne, Fontana, Tsukamoto, Gotz and Asakura teaches the charging station for electric vehicle according to claim 13, but does not explicitly teach wherein the AC power distribution unit further comprises a lightning arrester; the A, B, and C three-phase inputs of the AC power supply are grounded through the lightning arrester.
Sugano teaches wherein the AC power distribution unit further comprises a lightning arrester; the A, B, and C three-phase inputs of the AC power supply are grounded through the lightning arrester (defined in paragraph [0072] wherein the charging station with an AC power distribution is grounded with a lightning arrester).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne, Tsukamoto in view of Gotz reference with the lightning arrester of the Sugano reference so that the charging station is protected from lighting damage.
The suggestion/motivation for combination can be found in the Sugano reference in paragraph [0072] wherein the charging station is protected from lightning.
Claim 18 is rejected under 35 U.S.C. 103 as being unpatentable over Heyne (US 20190255961) in view of Fontana in view of Tsukamoto (US 20190308519) as applied to claim 3 and in further view of Asakura (US 20120181990).
Regarding claim 18, Heyne teaches the charging station for electric vehicle according to claim 2, wherein the charging unit further comprises a centralized control unit, (shown in figure 1 item 3 defined in paragraph [0024] wherein power electronics 3 are arranged in the charging station 1, power electronics being understood to mean the combination of all of the electrical and electronic components that are involved in providing energy from the buffer storage device 2 and/or the mains connection in order to charge an electric vehicle).
Heyne in view of Tsukamoto does not explicitly teach and the centralized control unit is configured to: send a first control signal to the AC power distribution unit to enable the AC power distribution unit to switch on and off; send a pulse width modulation (PWM) signal to the power conversion unit to enable the power conversion unit to implement electric energy conversion; and, send a second control signal to the power distribution unit to enable the power distribution unit to implement distribution of output power.
Asakura teaches the centralized control unit is configured to: send a first control signal to the AC power distribution unit to enable the AC power distribution unit to switch on and off; send a pulse width modulation (PWM) signal to the power conversion unit to enable the power conversion unit to implement electric energy conversion; and, send a second control signal to the power distribution unit to enable the power distribution unit to implement distribution of output power (shown in figures 1 and 10 wherein a centralized control unit item 54 and 354 provides control signals to AC power distribution and PWM signals as defined in paragraph [0089]).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne in view of Tsukamoto reference with the phase charging system of the Gotz reference so that the if the system fails, it is easy to repair.
The suggestion/motivation for combination can be found in the Gotz reference in paragraph [0038] easily repairing the system is taught.
Claim 19 is rejected under 35 U.S.C. 103 as being unpatentable over Heyne (US 20190255961)in view of Fontana in view of Tsukamoto (US 20190308519) as applied to claim 3 and in further view of Stocker (US 20180272886)
Regarding claim 19, Heyne in view of Tsukamoto teaches the charging station for electric vehicle according to claim 2, but does not explicitly teach wherein the charging unit further comprises a distributed control unit; the distributed control unit comprises a system controller and multiple sub-controllers; and each of the sub-controllers is respectively connected to the system controller in communication.
Stocker teaches wherein the charging unit further comprises a distributed control unit; the distributed control unit comprises a system controller and multiple sub-controllers; and each of the sub-controllers is respectively connected to the system controller in communication (paragraph [0133] teaches wherein sub controllers are used within the system).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne in view of Tsukamoto reference with the subcontroller system of the Stocker reference so that communication is more efficient with the charging station.
The suggestion/motivation for combination can be found in the Stocker reference in paragraph [0133] wherein subcontrollers provide more efficient charging.
Claims 21 and 22 are rejected under 35 U.S.C. 103 as being unpatentable over Heyne (US 20190255961)in view of Fontana in view of Tsukamoto (US 20190308519) as applied to claim 3  Helnerus (US 20180297473).
Regarding claim 21, Heyne in view of Tsukamoto teaches the charging station for electric vehicle according to claim 3, but does not explicitly teach wherein the AC power access unit and the power distribution unit are arranged in one of the following ways: one of the power distribution unit and the AC power access unit is located at front end of the power conversion unit and at the top inside of the box, and the other is located at the bottom inside of the box; one of the power distribution unit and the AC power distribution unit is located at the front end of the power conversion unit and arranged at the bottom inside of the box, and the other is located at the top inside of the box.
Helnerus teaches wherein the AC power access unit and the power distribution unit are arranged in one of the following ways: one of the power distribution unit and the AC power access unit is located at front end of the power conversion unit and at the top inside of the box, and the other is located at the bottom inside of the box; one of the power distribution unit and the AC power distribution unit is located at the front end of the power conversion unit and arranged at the bottom inside of the box, and the other is located at the top inside of the box (shown in figure 1 wherein an AC power access port, shown wherein the external power source item 6 inputs power to the controller item 10 of the charging station item 22. A power distribution unit is located also on the bottom and may output power to the vehicle via item 30).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne in view of Tsukamoto reference with the port system of the Helnerus system so that the vehicle may be easily charged from the station.
The suggestion/motivation for combination can be found in the Christen reference in paragraph [0004] wherein the vehicle may be easily charged.
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Helnerus figure 1 shows an arrangement of AC Power Access and a power distribution unit
Regarding claim 22, Heyne teaches the charging station for electric vehicle according to claim 3, but does not explicitly teach wherein the power distribution unit and the AC power distribution unit are both located at the front end of the power conversion unit and are respectively located at the top and bottom inside of the box.
Helnerus teaches wherein the power distribution unit and the AC power distribution unit are both located at the front end of the power conversion unit and are respectively located at the top and bottom inside of the box (shown in figure 1 wherein an AC power access port, shown wherein the external power source item 6 inputs power to the controller item 10 of the charging station item 22. A power distribution unit is located also on the bottom and may output power to the vehicle via item 30).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to modify the charging system of the Heyne in view of Tsukamoto reference with the port system of the Helnerus system so that the vehicle may be easily charged from the station.
The suggestion/motivation for combination can be found in the Christen reference in paragraph [0004] wherein the vehicle may be easily charged.
Response to Arguments
Applicant’s arguments, see Arguments/Remarks filed 8/27/2024, with respect to the rejection(s) of claim(s) 1- 20 under Heyne have been fully considered and are persuasive.  Therefore, the rejection has been withdrawn.  However, upon further consideration, a new ground(s) of rejection is made in view of Heyne in view of Fontana, and Helnerus.
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 extension fee 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 date of this final action.
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure.
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APPLICANT REBUTTAL: Application No.: 17/505,923
Docket No.: S2171.70026US00
Reply to Office Action of 05/30/2024
AMENDMENTS TO THE DRAWINGS
The attached replacement sheets (26 Figures, 20 sheets) of drawings includes changes to Figures 8-17 provide for the depiction of features described of the specification as filed.
No new matter has been added.

NEXT OFFICE ACTION: 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 .
Allowable Subject Matter
Allowable Subject Matter
Claims 1 – 22 are allowed.
The following is an examiner’s statement of reasons for allowance: Regarding claim 1, the prior art does not teach or suggest the combination of wherein, inter alia, a charging station for electric vehicles, comprising: a charging unit and at least one air-cooled radiator, the charging unit and the at least one air-cooled radiator being arranged in a box of the charging station, wherein, the box comprises a first box and a second box, a protection level of the first box is higher than a protection level of the second box; the charging unit is arranged in the first box; an independent heat dissipation air duct is provided in the second box so that the charging unit dissipates heat through the heat dissipation air duct; [[and ]] the charging unit is configured to charge an electrical equipment; the second box is provided in the center of the box, or at a position of a central axis of the box; and the charging unit comprises at least one power conversion unit, the power conversion unit comprises a plurality of heating elements, and the plurality of heating elements are arranged on a plurality of sides of the air-cooled radiator.
Regarding claims 2 – 22, the claims are dependent upon claim 1 and are therefore allowable.
Any comments considered necessary by applicant must be submitted no later than the payment of the issue fee and, to avoid processing delays, should preferably accompany the issue fee.  Such submissions should be clearly labeled “Comments on Statement of Reasons for Allowance.”
Response to Arguments
Applicant’s arguments, see Arguments/Remarks, filed 01/23/2025, with respect to claims 1 – 22 have been fully considered and are persuasive.  The rejection of claims 1 - 22 has been withdrawn.
Conclusion

CITED REFERENCE SUMMARIES: Ref US20140347017A1: Claims:
A rapid charging power supply system capable of supplying electric power for rapid charging to each of a first electric moving body equipped with a rapid-charging control means, and a second electric moving body which is not equipped with the rapid-charging control means, wherein the rapid charging power supply system comprises: a stationary rapid charger for controlling electric power supplied from a power source to be DC power having a voltage and a current optimum for rapid charging of an on-vehicle electric storage means equipped in the second electric moving body; a power supply switching means for supplying the DC power from the stationary rapid charger through switching of either a first charging circuit for supplying the DC power to the first electric moving body or a second charging circuit for supplying the DC power to the second electric moving body; a stationary electric storage means connectable with the stationary rapid charger side through the power supply switching means, the stationary electric storage means being charged with the DC power supplied from the stationary rapid charger to the first charging circuit side through the power supply switching means, and being capable of at least storing the DC power to be directly sent to the first electric moving body, except for during the charging of the on-vehicle electric storage means of the second electric moving body; and a power feeding control means provided between the power supply switching means and the stationary electric storage means, for discontinuing power feeding from the stationary rapid charger to the stationary electric storage means during charging of an on-vehicle electric storage means of the first electric moving body with the DC power output from the stationary electric storage means.
a stationary rapid charger for controlling electric power supplied from a power source to be DC power having a voltage and a current optimum for rapid charging of an on-vehicle electric storage means equipped in the second electric moving body;
a power supply switching means for supplying the DC power from the stationary rapid charger through switching of either a first charging circuit for supplying the DC power to the first electric moving body or a second charging circuit for supplying the DC power to the second electric moving body;
a stationary electric storage means connectable with the stationary rapid charger side through the power supply switching means, the stationary electric storage means being charged with the DC power supplied from the stationary rapid charger to the first charging circuit side through the power supply switching means, and being capable of at least storing the DC power to be directly sent to the first electric moving body, except for during the charging of the on-vehicle electric storage means of the second electric moving body; and
a power feeding control means provided between the power supply switching means and the stationary electric storage means, for discontinuing power feeding from the stationary rapid charger to the stationary electric storage means during charging of an on-vehicle electric storage means of the first electric moving body with the DC power output from the stationary electric storage means.
The rapid charging power supply system according to claim 1 , wherein a part of the electric power stored in the stationary electric storage means is usable for rapid charging of the on-vehicle electric storage means of the second electric moving body through the stationary rapid charger.
The rapid charging power supply system according to claim 1 , wherein the stationary electric storage means is connected with an inverter for converting DC power to AC power and supplying the converted AC power to a commercial electric power system.
The rapid charging power supply system according to claim 1 , wherein the stationary rapid charger is capable of supplying DC power in which neither a voltage nor a current is controlled for rapid charging, to the first electric moving body connected to the first charging circuit.
The rapid charging power supply system according to claim 1 , wherein the first electric moving body has a power converter for converting AC power from a commercial AC power supply or a non-contact power feeding means connected to the stationary electric storage means side into DC power, and the rapid-charging control means is connected with an output side of the power converter.
The rapid charging power supply system according to claim 1 , wherein the electric power input to the stationary rapid charger is electric power generated by utilizing renewable energy.
Ref US20180162229A1: [content unavailable]
Ref US20190255961A1: [content unavailable]
Ref US20180272886A1: [content unavailable]
Ref US20200171967A1: Claims:
An electrical storage apparatus for providing electrical energy for a charging process of an electrically driveable motor vehicle, comprising: a storage unit for storing the electrical energy, a cooling assembly for providing cooling power; a cooling circuit which is configured to convey thermal energy from the storage unit to the cooling assembly by a cooling medium; a charging cable coupled to the storage unit, wherein the charging cable is configured for connection to the electrically driveable motor vehicle and has a cooling channel; and a distributor device which is configured to divert a portion of the cooling medium into the cooling channel of the charging cable or to dissipate thermal energy from the cooling channel into the cooling medium via a heat exchanger.
a storage unit for storing the electrical energy,
a cooling assembly for providing cooling power;
a cooling circuit which is configured to convey thermal energy from the storage unit to the cooling assembly by a cooling medium;
a charging cable coupled to the storage unit, wherein the charging cable is configured for connection to the electrically driveable motor vehicle and has a cooling channel; and
a distributor device which is configured to divert a portion of the cooling medium into the cooling channel of the charging cable or to dissipate thermal energy from the cooling channel into the cooling medium via a heat exchanger.
The electrical storage apparatus according to claim 1 , wherein the charging cable has a plug for plugging into a charging socket of the electrically driveable motor vehicle and wherein the cooling channel is coupled to the plug by a heat exchanging device or the cooling channel is led through the plug.
The electrical storage apparatus according to claim 1 , wherein a gas and/or a liquid is the cooling medium.
The electrical storage apparatus according to claim 1 , wherein the charging cable is part of a charging connection device which is structurally separately from a housing of the storage unit and wherein an electrical coupling of the storage unit to the charging cable is provided by a DC/AC converter disposed on the storage unit and an AC/DC converter disposed in the charging connection device.
The electrical storage apparatus according to claim 1 , wherein the charging cable is coupled to the storage unit by a DC bus and a DC/DC converter and wherein the electrical storage apparatus is configured to transmit the electrical energy from the storage unit to the charging cable by direct current.
The electrical storage apparatus according to claim 1 , wherein the distributor device has a connection via which an additional component of the electrical storage apparatus is connected to the cooling assembly.
The electrical storage apparatus according to claim 1 further comprising a common control unit, wherein the common control unit controls the cooling assembly and a power output of the storage unit to the charging cable.
The electrical storage apparatus according to claim 1 , wherein the storage unit and the cooling assembly are configured as an electrical stationary store, wherein the charging cable and an electrical connecting device comprise a retrofit module, and wherein the electrical connecting device electrically connects the charging cable of the retrofit module to the electrical stationary store.
The electrical storage apparatus according to claim 1 , wherein the charging process provides a flow of electrical energy from the electrical storage apparatus to the electrically driveable motor vehicle and/or from the electrically driveable motor vehicle to the electrical storage apparatus.
A retrofit module for an electrical stationary store, comprising: a charging cable and an electrical connecting device to electrically connect the charging cable to the electrical stationary store; and a connection device for a cooling channel of the charging cable, wherein the connection device is configured to couple the cooling channel of the charging cable to a distributor device of a cooling circuit of the electrical stationary store.
a charging cable and an electrical connecting device to electrically connect the charging cable to the electrical stationary store; and
a connection device for a cooling channel of the charging cable, wherein the connection device is configured to couple the cooling channel of the charging cable to a distributor device of a cooling circuit of the electrical stationary store.
A method for operating the electrical storage apparatus according to claim 1 , comprising the acts of: diverting a portion of the cooling medium into the cooling channel of the charging cable by the distributor device; or dissipating thermal energy from the cooling channel into the cooling medium by the distributor device via a heat exchanger.
diverting a portion of the cooling medium into the cooling channel of the charging cable by the distributor device; or
dissipating thermal energy from the cooling channel into the cooling medium by the distributor device via a heat exchanger.
Ref US20190308519A1: Claims:
A vehicle configured to perform plug-in charging for charging a power storage device mounted in the vehicle with electric power supplied through a charging cable from a charging facility external to the vehicle, the vehicle comprising: an inlet to which a connector of the charging cable is connectable; and a controller configured to control a supply current from the charging facility such that the supply current does not exceed a maximum allowable current, the controller being configured to obtain specific information as to whether or not the charging facility is provided with a cooling mechanism for cooling the connector and the inlet, and set the maximum allowable current to be higher when the charging facility is provided with the cooling mechanism than when the charging facility is not provided with the cooling mechanism.
an inlet to which a connector of the charging cable is connectable; and
a controller configured to control a supply current from the charging facility such that the supply current does not exceed a maximum allowable current,
the controller being configured to obtain specific information as to whether or not the charging facility is provided with a cooling mechanism for cooling the connector and the inlet, and set the maximum allowable current to be higher when the charging facility is provided with the cooling mechanism than when the charging facility is not provided with the cooling mechanism.
obtain specific information as to whether or not the charging facility is provided with a cooling mechanism for cooling the connector and the inlet, and
set the maximum allowable current to be higher when the charging facility is provided with the cooling mechanism than when the charging facility is not provided with the cooling mechanism.
The vehicle according to claim 1 , wherein the specific information contains: information for specifying the charging facility; and information as to whether or not the charging facility specified is provided with the cooling mechanism, which are associated with each other.
The vehicle according to claim 1 , further comprising a memory in which the specific information is stored, wherein the controller is configured to refer to the memory to obtain the specific information.
the controller is configured to refer to the memory to obtain the specific information.
The vehicle according to claim 1 , further comprising a communication device configured to communicate with at least one of another vehicle and a server that is provided outside the vehicle, wherein the controller is configured to obtain the specific information through communication using the communication device.
the controller is configured to obtain the specific information through communication using the communication device.
The vehicle according to claim 1 , further comprising a positional information obtaining device configured to obtain positional information about the vehicle, wherein the controller is configured to specify the charging facility by obtaining the positional information about the vehicle that is connected to the charging facility through the charging cable.
the controller is configured to specify the charging facility by obtaining the positional information about the vehicle that is connected to the charging facility through the charging cable.
The vehicle according to claim 1 , wherein the controller is configured to specify the charging facility by obtaining at least one of identification information about the charging facility and information showing a type of the charging facility through communication with the charging facility via the charging cable.
A method of charging a vehicle for performing plug-in charging for a power storage device mounted in the vehicle with electric power supplied through a charging cable from a charging facility external to the vehicle, the vehicle including an inlet to which a connector of the charging cable is connectable, the method of charging a vehicle comprising: obtaining specific information as to whether or not the charging facility is provided with a cooling mechanism configured to cool the connector and the inlet; determining based on the specific information whether the charging facility is provided with the cooling mechanism or not; and setting a maximum allowable value of a current supplied from the charging facility through the charging cable to be higher when the charging facility is provided with the cooling mechanism than when the charging facility is not provided with the cooling mechanism.
the vehicle including an inlet to which a connector of the charging cable is connectable, the method of charging a vehicle comprising:
obtaining specific information as to whether or not the charging facility is provided with a cooling mechanism configured to cool the connector and the inlet;
determining based on the specific information whether the charging facility is provided with the cooling mechanism or not; and
setting a maximum allowable value of a current supplied from the charging facility through the charging cable to be higher when the charging facility is provided with the cooling mechanism than when the charging facility is not provided with the cooling mechanism.
Ref US20130049677A1: Claims:
Energy exchange station for a battery of at least one electric vehicle, comprising: at least one power output for a vehicle; at least one data communication port for communication with an electric vehicle for determining whether a vehicle is able to be charged with an AC voltage and/or a DC voltage; a plurality of power supplies, comprising at least one AC power supply; and at least one DC power supply; a controller, for controlling power supplied from the AC power supply and/or DC power supply to the at least one power output,
at least one power output for a vehicle;
at least one data communication port for communication with an electric vehicle for determining whether a vehicle is able to be charged with an AC voltage and/or a DC voltage;
a plurality of power supplies, comprising at least one AC power supply; and at least one DC power supply;
at least one AC power supply; and
at least one DC power supply;
a controller, for controlling power supplied from the AC power supply and/or DC power supply to the at least one power output,
wherein at least one controllable switch is provided for coupling the at least one power output to any of the power supplies; and wherein the controller is configured for controlling the switch at least based on a determination via the data communication port.
at least one controllable switch is provided for coupling the at least one power output to any of the power supplies;
and wherein the controller is configured for controlling the switch at least based on a determination via the data communication port.
An energy exchange station according to claim 1 , wherein the controller is coupled to at least one data communication port for communication with the electric vehicle.
An energy exchange station according to claim 1 , wherein the at least one data communication port is used to control an onboard charger of vehicles during operation.
An energy exchange station according to claim 1 , wherein the data communication port is configured for communication with a communication system in a vehicle during operation.
An energy exchange station according to claim 1 , wherein the data communication port is configured for communication by: binary signaling, serial data communication, power line communication, PWM signaling, wireless communication, CAN-bus communication, communication over ethernet or communication according to a data communication protocol.
An energy exchange station according to claim 1 , wherein: the port for determining is configured for detecting a presence of an on board battery charger of a vehicle; and wherein the controller is configured to switch the output to an AC power supply when an on board battery charger is detected; and wherein the controller is configured to switch the output to an DC power supply when a direct connection to the battery is determined.
the port for determining is configured for detecting a presence of an on board battery charger of a vehicle; and
wherein the controller is configured to switch the output to an AC power supply when an on board battery charger is detected; and wherein
the controller is configured to switch the output to an DC power supply when a direct connection to the battery is determined.
An energy exchange station according to claim 1 , wherein the controller is configured to switch to the AC power supply after an interval of being switched to the DC power supply, to firstly charge a battery fast on DC power, and to secondly continue charging the battery slower on AC power.
An energy exchange station according to claim 1 , configured to output AC power and DC power simultaneously.
An energy exchange station according to claim 9 , wherein the AC and DC power are delivered to the-a same output, for charging a battery of a vehicle directly with DC power, and via an on board battery charger with AC power indirectly.
An energy exchange station according to claim 1 , wherein the DC power supply comprises: a power converter, for delivering a switched DC power.
a power converter, for delivering a switched DC power.
An energy exchange station according to claim 1 , wherein controlling of the switch is based on external parameters, such as power available at at least one of the power inputs, and/or power required from electric vehicles at further power outputs.
An energy exchange station according to claim 1 , wherein controlling the switch is performed based on input by a data processing device, such as an external decision making facility.
An energy exchange station according to claim 1 , configured to control a charging power of an on-board charger via a data communication connection with a vehicle.
An energy exchange station according to claim 1 , comprising: a connector for connecting a vehicle to the output, the connector
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