Office Action 7: Non-Final Rejection (2024-06-14)
Rejection types: 103 - Obviousness

CLAIMS:
LISTING OF CLAIMS

This listing of claims will replace all prior versions, and listings, of claims in the application:

1\. (Currently Amended) A method for fueling and using an aircraft, wherein the method comprises:conditioning a fuel tank, wherein the fuel tank comprises a chamber between an inner wall and an outer wall of the fuel tank, wherein the chamber includes at least one layer of reflective foil within an insulative material, and clean dry gas is pumped into the chamber to aid in insulating a liquid gas fuel;
storing, using the fuel tank comprising the chamber between the inner wall and the outer wall of the fuel tank,the liquified gas fuel, wherein the chamber is configured to insulate the liquid gas fuel by prevention of condensation of humidity within the fuel tank of the aircraft;
fueling, using a fuel line, the aircraft, wherein fueling further comprises:
filling the fuel tank with the liquified gas fuel to a desired level, wherein the desired level comprises fuel for a plurality of flights plus reserves, wherein a sensor connected to the fuel tank detects at least abnormal phenomena related insulation of the fuel tank, wherein the sensor is configured to:detect humidity within the fuel tank; and convert the detected at least abnormal phenomena into a signal that is then transmitted to a computing device; and removing, using the computing device, the fuel line as function of the desired level in the aircraft; and
preparing the fuel tank for flight as a function of the desired level; and flying, using the aircraft, a plurality of flights using the liquid gas fuel.

2\. (Original) The method of claim 1, wherein the aircraft comprises a blended wing body aircraft.

3\. (Original) The method of claim 1, wherein the fuel tank is configured to have a multi- lobe geometry and comprises an insulation material with a thermal conductivity less than 0.10 W/m-K.

4\. (Original) The method of claim 3, wherein the fuel tank comprises a septum.

5\. (Previously Presented) The method of claim 3, wherein the multi-lobe geometry provides tension for each fuel tank of the multi-lobe geometry.

6\. (Previously Presented) The method of claim 1, wherein the fuel tank is prepared as a function of a fill datum.

7\. (Original) The method of claim 1, further comprising venting, using a vent line, the fuel tank, wherein the vent line is in fluid connection to the fuel tank.

8\. (Original) The method of claim 7, wherein the vent line is configured to capture gaseous hydrogen from the fuel tank.

9\. (Original) The method of claim 7, wherein the vent line is configured to release pressure from the fuel tank.

10\. (Original) The method of claim 7, wherein the vent line includes a pressure regulator.

11\. (Original) The method of claim 7, wherein the vent line is insulated to prevent the accumulation of frozen gases.

12\. (Original) The method of claim 7, wherein the vent line includes an inner wall and an outer wall wherein a void resides in between.

13\. (Original) The method of claim 7, wherein the vent line further comprises a heat exchanger.

14\. (Original) The method of claim 7, wherein the preparing the fuel tank for flight further includes detaching the vent line from the fuel tank as a function of the desired level.

15\. (Original) The method of claim 1, wherein the preparing of the fuel tank for flight further includes detaching the fuel line from the fuel tank as a function of the desired level.

16\. (Original) The method of claim 1, wherein the plurality of flights are further configured to:commence at a first refueling station; and
terminate at a second refueling station.

17\. (Previously Presented) The method of claim 1, wherein no fueling occurs between the flights of the plurality of flights.

18\. (Canceled)

19\. (Canceled)

20\. (Original) The method of claim 1, wherein the liquified gas fuel is comprised of liquid hydrogen.
Boston, MA 02116

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 .
Response to Arguments
Applicant’s arguments with respect to claim(s) 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.
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.
The text of those sections of Title 35, U.S. Code not included in this action can be found in a prior Office action.
Claims 1, 6, 15, 17 are rejected under 35 U.S.C. 103 as being unpatentable over US 20090090724 A1Childress; James J. et al. in view of US 20220136656 A1 Clarke; John-Paul et al., US 20130197791 A1 Struzik; Anthony, US 20110042520 A1 Glaser; Daniel et al. and further in view of US 20230294836 A1 Paget; Darren et al.
1.	Regarding claim 1 Childress teaches, A method for fueling and using an aircraft, wherein the method comprises: conditioning a fuel tank, wherein the fuel tank comprises a chamber between an inner wall (fig. 1, element 16) and an outer wall (fig. 1, element 14) of the fuel tank,
Childress fails to teach, wherein the chamber includes at least one layer of reflective foil within an insulative material
However, Clarke teaches, wherein the chamber includes at least one layer of reflective foil within an insulative material (para 0068 superinsulation and foil),
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Childress with the insulation material taught by Clarke in order for “the likelihood of an explosion occurring as the result of the impact of a ballistic projectile with the fuel tank is further reduced.” (para 0024)”.
Childress further teaches, and clean dry gas is pumped into the chamber to aid in insulating a liquid gas fuel (para 0024);  storing using the fuel tank  (para 0024-0025, valve allows for storing of nitrogen) comprising the chamber  between the inner wall and the outer wall of the fuel tank (fig. 1, element 10), the liquified gas fuel, wherein the chamber is configured to insulate a liquid gas fuel by prevention of condensation of humidity within the fuel tank of the aircraft; ; fueling, using a fuel line (fig. 1, element 20), the aircraft,
Childress fails to teach, wherein fueling further comprises: filling the fuel tank with the liquified gas fuel to a desired level, wherein the desired level comprises fuel for a plurality of flights plus reserves, wherein a sensor connected to the fuel tank detects at least abnormal phenomena related insulation of the fuel tank, wherein the sensor is configured to: detect humidity within the fuel tank; and convert the detected at least abnormal phenomena into a signal that is then transmitted to a computing device; and removing, using the computing device, the fuel line as function of the desired level in the aircraft; and
preparing the fuel tank for flight as a function of the desired level; and flying, using the aircraft, a plurality of flights using the liquid gas fuel.
However Struzik teaches, wherein fueling further comprises: filling the fuel tank with liquified gas fuel to a desired level, wherein the desired level comprises fuel for a plurality of flights plus reserves (Struzik, fig. 5c tankering, para 0022 including reserve fuel)
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Childress with the fueling optimization taught by in order to reduce “fuel cost across a multi-stop route.” (Struzik, para 0015).
Paget teaches, wherein a sensor connected to the fuel tank detects at least abnormal phenomena related to the fuel tank (para 0026-0027 sensor, wherein leak is equal to abnormal phenomena), wherein the sensor is configured to: detect humidity within the fuel tank (para 0026); and convert the detected at least abnormal phenomena into a signal that is then transmitted to a computing device (para 0027 and para 0039 control unit);
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Childress with the sensor taught by Paget, In order to prevent the negative effects of leaks (para 0005).
Glaser teaches, and removing, using the computing device (para 0030 control device is used at end of refueling operation and line detached), the fuel line as function of the desired level in the aircraft (claim 17, disconnecting in response to predetermined parameter); and preparing the fuel tank for flight as a function of the desired level fill datum; and flying , using the aircraft, a plurality of flights using the liquid gas fuel (it is well know that aircraft fly, and have a plurality of flights).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Childress with the removing the fuel line as a function of fuel level taught by Glaser in order to optimize fueling times (Para 0011).
2.	Regarding claim 6, Childress as modified teaches, the method of claim 1, Glasser teaches, wherein the fuel tank is prepared as a function of a fill datum (claim 17, disconnecting in response to predetermined parameter).
3.	Regarding claim 15 Childress as modified teaches, the method of claim 1, Glaser teaches, wherein the preparing of the fuel tank for flight further includes detaching the fuel line from the fuel tank as a function of the desired level (claim 17, disconnecting in response to predetermined parameter).
4.	Regarding claim 17 Childress as modified teaches, the method of claim 1, but does not teach, wherein no fueling occurs between the flights of the plurality of flights.
Examiner takes official notice it is well known to fill tanks to desired level and that the amount of fuel for more than one flight plus reserves.
Claim(s) 2 is rejected under 35 U.S.C. 103 as being unpatentable over Childress, Struzik, Glaser and Paget as applied to claims above, and further in view of US 7281682 B2 D'Auvergne; Hector A.
5.	Regarding claim 2 Childress as modified teaches, the method of claim 1, but fails to teach wherein the aircraft comprises a blended wing body aircraft.
However, D’Auvergne teaches, wherein the aircraft comprises a blended wing body aircraft (fig. 1, element 28).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Childress with the blended wing body taught by D'Auvergne in order to form a large surface area (col. 2, limes 25-27).
Claim(s) 3 and 5 are rejected under 35 U.S.C. 103 as being unpatentable over Childress, Struzik, Glaser and Paget as applied to claims above, in view of US 6123295 A Wexler; Mark Harry et al, US 20150344143 A1 Epstein; Michael Jay et al. and further in view of NPL “What is Aerogel-” by Nick Connor (hereinafter known as Conner).
6.	Regarding claim 3 Childress as modified teaches, the method of claim 1, but fails to teach, wherein the fuel tank is configured to have a multi-lobe geometry,
However, Wexler teaches, wherein the fuel tank is configured to have a multi-lobe geometry (fig. 4).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the multi-lobe fuel tank taught by Wexler in order to “optimize the amount of fuel” (col. 1, lines 18-19).
Epstein teaches, and comprises an insulation material (para 0043 “Vacuum insulation or optionally low thermal conductivity insulation material such as aerogels.”) but does not teach the value of thermal conductivity,
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Childress with the thermal insulation taught by Epstein with a reasonable expectation of success “in order to thermally insulate the tank to reduce heat flow across the tank walls”.
However, Connor teaches, with a thermal conductivity less than 0.10 W/m-K  (first paragraph, aerogel thermal conductivity of  0.013 W/m∙K). The motivation would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the low thermal conductivity because it reduces thermal conductivity.
7.	Regarding claim 5, Childress as modified teaches, the method of claim 3, Wexler teaches, wherein the multi-lobe geometry provides tension for each fuel tank of the multi-lobe geometry (Cols. 2-3 lines 60-6 where hoop tension is provided).
Claim 4 is rejected under 35 U.S.C. 103 as being unpatentable over Childress, Struzik, Glaser, Paget, Wexler and Epstein, Conner as applied to claims above, and further in view of US 6422514 B1 Clark; William James et al.
8.	Regarding claim 4, Childress as modified teaches, The method of claim 3, but fails to teach, wherein the fuel tank comprises a septum.
However Clark teaches, wherein the fuel tank comprises a septum  (fig4, element 202, 204, 206).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Childress with the septum taught by Clark in order for providing support of the chambers of the tank within the interior of the aerospace vehicle (Clark col 3, lines 43-67).
Claims 7-11, 13, 14, 16 and 20 are rejected under 35 U.S.C. 103 as being unpatentable over Childress, Struzik, Glaser, Paget, and Epstein.
9.	Regarding claim 7, Childress as modified teaches, the method of claim 1, Epstein teaches, further comprising venting, using a vent line (fig. 3, element 41), the fuel tank (fig. 3, element 22), wherein the vent line is in fluid connection to the fuel tank (fig. 3).
10.	Regarding claim 8, Childress as modified teaches, the method of claim 7, Epstein teaches, wherein the vent line is configured to capture gaseous hydrogen from the fuel tank (para 0068 capture gases).
11.	Regarding claim 9, Childress as modified teaches, the method of claim 7, Epstein teaches, wherein the vent line is configured to release pressure from the fuel tank (para 0058 “maintains the tank at a desired pressure”).
12.	Regarding claim 10, Childress as modified teaches, the method of claim 7, Epstein teaches, wherein the vent line includes a pressure regulator (fig. 3, element 39 valve equal to regulator).
13.	Regarding claim 11, Childress as modified teaches, the method of claim 1, Epstein teaches, wherein the vent line is insulated to prevent the accumulation of frozen gases (para 0062 wing LNG, tank, and structural elements insulated).
14.	Regarding claim 13, Childress as modified teaches, the method of claim 7, Epstein teaches, wherein the vent line further comprises a heat exchanger (para 0005, 0084 catalytic converter equal to heat exchanger).
15.	Regarding claim 14, Childress as modified teaches, the method of claim 7, Epstein teaches, wherein the preparing the fuel tank for flight further includes detaching the vent line from the fuel tank as a function of the desired level (claim 17, disconnecting in response to predetermined parameter).
16.	Regarding claim 16, Childress as modified teaches, the method of claim 1, Epstein teaches, wherein the plurality of flights are further configured to: commence at a first refueling station; and terminate at a second refueling station (Examiner takes official notice it is well known an aircraft to takeoff and land at a fueling station).
17.	Regarding claim 20 Childress as modified teaches, the method of claim 1, Epstein teaches, wherein the liquified gas fuel is comprised of liquid hydrogen (abstract).
Claim(s) 12 is rejected under 35 U.S.C. 103 as being unpatentable over Childress, Struzik, Glaser, Paget and Epstein as applied to claims above, and further in view of US 20120119032 A1 Benassi; Eric et al.
18.	Regarding claim 12 Childress as modified, the method of claim 7, but fails to teach, wherein the vent line includes an inner wall and an outer wall wherein a void resides in between.
However, Benassi teaches, wherein the vent line includes an inner wall (fig. 1, element 16) and an outer wall (see annotated fig. 1 outer wall) wherein a void (see annotated fig. 1 void) resides in between.
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It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Childress with the hose walls taught by Benassi, “in order to ensure that, in the event of failure of the first hose, the second wall hose contains any leakage.” (para 0002).
Conclusion

APPLICANT REBUTTAL: REMARKS
Claims 1–17 and 20 are pending, with claim 1 being independent. Claims 1 and 11 are amended. Claims 18–19 were previously canceled. No new claims are added in this paper.
In taking the foregoing actions, Applicant respectfully submits Applicant is not necessarily conceding in this application that these claims, as originally presented, are not patentable over the references cited by the U.S. Patent and Trademark Office (USPTO), as pertinent ones of the present claim amendments and cancellations are only for facilitating expeditious prosecution. Applicant respectfully reserves the right to pursue the cancelled claims and/or other claims in one or more continuing applications.
Applicant-Initiated Interview Summary
A video conference interview regarding the instant matter was conducted on June 24, 2024, between Examiner Cindi M Curry and Applicant’s Shixiong Wang, 79880. Patentability under 35 U.S.C. § 103 was discussed. Applicant thanks the Examiner for her time and consideration in conducting the interview. No agreement was reached. However, the Examiner stated specifying a liquid check valve may move prosecution forward.
Rejection of claims under 35 U.S.C. § 103
Childress/Clarke/Struzik/Glaser/Paget
Claims 1, 6, 15, and 17 stand rejected under 35 U.S.C. § 103 as allegedly unpatentable over US Patent Publ. No. 20090090724 A1 to Childress et al. (hereinafter “Childress”) in view of US Patent Publ. No. 20220136656 A1 to Clarke et al. (hereinafter “Clarke”), in further view of US Patent Publ. No. 20130197791 to Struzik (hereinafter “Struzik”), in further view of US Patent Publ. No. 20110042520 A1 to Glaser et al. (hereinafter “Glaser”), in further view of US Patent Publ. No. 20230294836 A1 to Paget et al. (hereinafter “Paget”). Office Action, p. 2. Applicant respectfully traverses the rejection.
Claim 1 as amended currently recites:
A method for fueling and using an aircraft, wherein the method comprises:
conditioning a fuel tank, wherein the fuel tank comprises a chamber between an inner wall and an outer wall of the fuel tank, wherein the chamber includes at least one layer of reflective foil within an insulative material, and clean dry gas is pumped into the chamber to aid in insulating a liquid gas fuel;
venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank;
storing, using the fuel tank comprising the chamber between the inner wall and the outer wall of the fuel tank, the liquified gas fuel, wherein the chamber is configured to insulate the liquid gas fuel by prevention of condensation of humidity within the fuel tank of the aircraft;
fueling, using a fuel line, the aircraft, wherein fueling further comprises:
filling the fuel tank with the liquified gas fuel to a desired level, wherein the desired level comprises fuel for a plurality of flights plus reserves, wherein a sensor connected to the fuel tank detects at least abnormal phenomena related insulation of the fuel tank, wherein the sensor is configured to:
detect humidity within the fuel tank; and
convert the detected at least abnormal phenomena into a signal that is then transmitted to a computing device; and
removing, using the computing device, the fuel line as function of the desired level in the aircraft; and
preparing the fuel tank for flight as a function of the desired level; and
flying, using the aircraft, a plurality of flights using the liquid gas fuel.
The Office Action alleges that Childress teaches “clean dry gas is pumped into the chamber to aid in insulating a liquid gas fuel” at paragraph [0024] of Childress stating in part “A pressurized gas may be introduced via the inlet into the bladder.” However, the above-quoted language does not disclose “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” The Office has not asserted that Childress teaches, suggests, or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Accordingly, Applicant submits that Claim 1 as amended is patentably distinguishable over Childress.
Clarke does not cure the deficiencies of Childress. The Office has not asserted that Clarke teaches, suggests or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” As such, Applicant respectfully submits that Clarke does not teach, suggest or motivate “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Accordingly, Applicant submits that Claim 1 as amended is patentably distinguishable over Childress and Clarke, alone or in combination, for at least the reasons discussed above.
Struzik does not cure the deficiencies of Childress and Clarke. The Office has not asserted that Struzik teaches, suggests or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” As such, Applicant respectfully submits that Struzik does not teach, suggest or motivate “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Accordingly, Applicant submits that Claim 1 as amended is patentably distinguishable over Childress, Clarke, and Struzik, alone or in combination, for at least the reasons discussed above.
Glaser does not cure the deficiencies of Childress, Clarke, and Struzik. The Office has not asserted that Glaser teaches, suggests or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” As such, Applicant respectfully submits that Glaser does not teach, suggest or motivate “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Accordingly, Applicant submits that Claim 1 as amended is patentably distinguishable over Childress, Clarke, Struzik, and Glaser, alone or in combination, for at least the reasons discussed above.
Paget does not cure the deficiencies of Childress, Clarke, Struzik, and Glaser. The Office has not asserted that Paget teaches, suggests or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” As such, Applicant respectfully submits that Paget does not teach, suggest or motivate “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Accordingly, Applicant submits that Claim 1 as amended is patentably distinguishable over Childress, Clarke, Struzik, Glaser, and Paget, alone or in combination, for at least the reasons discussed above.
Claims 6, 15, and 17 depend, directly or indirectly, on Claim 1. As noted above, Claim 1 as amended is patentably distinguishable over, Childress, Clarke, Struzik, Glaser, and Paget, alone or in combination, for at least the reasons discussed above. Accordingly, Applicant submits that claims 6, 15, and 17 are patentably distinguishable over Childress, Clarke, Struzik, Glaser, and Paget, alone or in combination, for at least the reasons discussed above.
Childress/Struzik/Glaser/Paget/D’Auvergne
Claim 2 stands rejected under 35 U.S.C. § 103 as allegedly unpatentable over Childress, in view of Struzik, in further view of Glaser, in further view of Paget, in further view of US Patent No. 7281682 B2 to D’Auvergne (hereinafter “D’Auvergne”). Applicant respectfully traverses the rejection.
Claim 2 depends, directly or indirectly, from Claim 1. As noted above, Claim 1 is patentably distinguishable over Childress, Struzik, Glaser, and Paget, alone or in combination, for at least the reasons discussed above. Accordingly, Applicant respectfully submits that Claim 2 is patentably distinguishable over Childress, Struzik, Glaser, and Paget, alone or in combination, for at least the reasons discussed above.
D'Auvergne fails to cure the deficiencies of Childress, Struzik, Glaser, and Paget. The Office has not asserted that D’Auvergne teaches, suggests, or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Applicant respectfully submits that D’Auvergne does not teach, suggest, or motivate “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” As such, Applicant submits that Claim 2 is patentably distinguishable over Childress, Struzik, Glaser, Paget, and D’Auvergne, alone or in combination, for at least the reasons discussed above.
Childress/Struzik/Glaser/Paget/Wexler/Epstein/Conner
Claims 3 and 5 stand rejected under 35 U.S.C. § 103 as allegedly unpatentable over Childress, in view of Struzik, in further view of Glaser, in further view of Paget, in further view of US Patent No. 6123295 A to Wexler et al. (hereinafter “Wexler”), in further view of US Patent Publ. No. 20150344143 to Epstein et al. (hereinafter “Epstein”), in further view of the NPL titled “What is Aerogel” by Nick Conner (hereinafter “Conner”). Applicant respectfully traverses the rejection.
Claims 3 and 5 depend, directly or indirectly, from Claim 1. As noted above, Claim 1 is patentably distinguishable over Childress, Struzik, Glaser, and Paget, alone or in combination, for at least the reasons discussed above. Accordingly, Applicant respectfully submits that Claims 3 and 5 are patentably distinguishable over Childress, Struzik, Glaser, and Paget, alone or in combination, for at least the reasons discussed above.
Wexler fails to cure the deficiencies of Childress, Struzik, Glaser, and Paget. The Office has not asserted that Wexler teaches, suggests, or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Applicant respectfully submits that Wexler does not teach, suggest, or motivate “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” As such, Applicant submits that Claims 3 and 5 are patentably distinguishable over Childress, Struzik, Glaser, Paget, and Wexler, alone or in combination, for at least the reasons discussed above.
Epstein fails to cure the deficiencies of Childress, Struzik, Glaser, Paget, and Wexler. The Office has not asserted that Epstein teaches, suggests, or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Applicant respectfully submits that Epstein does not teach, suggest, or motivate “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” As such, Applicant submits that Claims 3 and 5 are patentably distinguishable over Childress, Struzik, Glaser, Paget, Wexler, and Epstein, alone or in combination, for at least the reasons discussed above.
Conner fails to cure the deficiencies of Childress, Struzik, Glaser, Paget, Wexler, and Epstein. The Office has not asserted that Conner teaches, suggests, or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Applicant respectfully submits that Conner does not teach, suggest, or motivate “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” As such, Applicant submits that Claims 3 and 5 are patentably distinguishable over Childress, Struzik, Glaser, Paget, Wexler, Epstein, and Conner, alone or in combination, for at least the reasons discussed above.
Childress/Struzik/Glaser/Paget/Wexler/Epstein/Conner/Clark
Claim 4 stands rejected under 35 U.S.C. § 103 as allegedly unpatentable over Childress, in view of Struzik, in further view of Glaser, in further view of Paget, in further view of Wexler, in further view of Epstein, in further view of Conner, and in further view of US Patent No. 6422514 B1 to Clark et al. (hereinafter “Clark”). Applicant respectfully traverses the rejection.
Claim 4 depends, directly or indirectly, from Claim 1. As noted above, Claim 1 is patentably distinguishable over Childress, Struzik, Glaser, Paget, Wexler, Epstein, and Conner, alone or in combination, for at least the reasons discussed above. Accordingly, Applicant respectfully submits that Claim 4 is patentably distinguishable over Childress, Struzik, Glaser, Paget, Wexler, Epstein, and Conner, alone or in combination, for at least the reasons discussed above.
Clark fails to cure the deficiencies of Childress, Struzik, Glaser, Paget, Wexler, Epstein, and Conner. The Office has not asserted that Clark teaches, suggests, or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Applicant respectfully submits that Clark does not teach, suggest, or motivate “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” As such, Applicant submits that Claim 4 is patentably distinguishable over Childress, Struzik, Glaser, Paget, Wexler, Epstein, Conner, and Clark alone or in combination, for at least the reasons discussed above.
Childress/Struzik/Glaser/Paget/Epstein
Claims 7-11, 13, 14, 16, and 20 stand rejected under 35 U.S.C. § 103 as allegedly unpatentable over Childress, in view of Struzik, in further view of Glaser, in further view of Paget, in further view of Epstein. Applicant respectfully traverses the rejection.
Claims 7-11, 13, 14, 16, and 20 depend, directly or indirectly, from Claim 1. As noted above, Claim 1 is patentably distinguishable over Childress, Struzik, Glaser, Paget, and Epstein, alone or in combination, for at least the reasons discussed above. Accordingly, Applicant respectfully submits that Claims 7-11, 13, 14, 16, and 20 are patentably distinguishable over Childress, Struzik, Glaser, Paget, and Epstein, alone or in combination, for at least the reasons discussed above.
Childress/Struzik/Glaser/Paget/Epstein/Benassi
Claim 12 stands rejected under 35 U.S.C. § 103 as allegedly unpatentable over Childress, in view of Struzik, in further view of Glaser, in further view of Paget, in further view of Epstein, and in further view of US Patent Publ. No. 20120119032 A1 to Benassi et al. (hereinafter “Benassi”). Applicant respectfully traverses the rejection.
Claim 12 depends, directly or indirectly, from Claim 1. As noted above, Claim 1 is patentably distinguishable over Childress, Struzik, Glaser, Paget, and Epstein, alone or in combination, for at least the reasons discussed above. Accordingly, Applicant respectfully submits that Claim 12 is patentably distinguishable over Childress, Struzik, Glaser, Paget, and Epstein, alone or in combination, for at least the reasons discussed above.
Benassi fails to cure the deficiencies of Childress, Struzik, Glaser, Paget, and Epstein. The Office has not asserted that Benassi teaches, suggests, or motivates “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” Applicant respectfully submits that Benassi does not teach, suggest, or motivate “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank.” As such, Applicant submits that Claim 12 is patentably distinguishable over Childress, Struzik, Glaser, Paget, Epstein, and Benassi, alone or in combination, for at least the reasons discussed above.
Conclusion

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 .
Response to Arguments
Applicant’s arguments, see page 2 bottom 2 paragraphs., filed 11/13/2024, with respect to claim 1 have been fully considered and are persuasive.  The rejection of 06/14/2024 has been withdrawn.
Allowable Subject Matter
Claims 1-17 and 20 allowed.
The following is an examiner’s statement of reasons for allowance: US 20090090724 A1Childress; James J. et al. teaches a method for fueling an aircraft  comprising conditioning a fuel tank using dry gas insulator, US 20130197791 A1 Struzik; Anthony teaches the fuel tank containing liquid fuel. They or any combination of prior art fail to teach a method of fueling containing the above and “venting the liquid gas fuel from the chamber, wherein a direction of fuel flow is regulated by a liquid check valve to prevent back flow of the vented liquid gas fuel to the fuel tank”. It would have not been obvious to one of ordinary skill in the art to add the above without the benefit of the present disclosure.
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.”
Conclusion

CITED REFERENCE SUMMARIES: Ref US20220136656A1: Claims:
A storage system comprising: a storage tank configured to store fuel at a cryogenic temperature, wherein the storage tank has a plurality of layers comprising: a first layer that forms a pressure vessel for containing the fuel at the cryogenic temperature and at a pressurized state; a second layer comprising insulation for the first layer; a third layer comprising an outer shell configured to maintain a rigidity of the storage tank; and a plurality of retention strap assemblies interconnecting the first layer and the third layer and allowing for movement of the first layer relative to the third layer due to contraction and expansion of the first layer, each retention strap assembly comprising a strap member configured to pivot and maintain a constant length and tension as the pressure vessel expands and contract relative to the outer shell wherein the storage tank is configured to store liquid hydrogen at the cryogenic temperature for a period of time up to approximately 80 hours without venting.
a storage tank configured to store fuel at a cryogenic temperature, wherein the storage tank has a plurality of layers comprising: a first layer that forms a pressure vessel for containing the fuel at the cryogenic temperature and at a pressurized state; a second layer comprising insulation for the first layer; a third layer comprising an outer shell configured to maintain a rigidity of the storage tank; and
a first layer that forms a pressure vessel for containing the fuel at the cryogenic temperature and at a pressurized state;
a second layer comprising insulation for the first layer;
a third layer comprising an outer shell configured to maintain a rigidity of the storage tank; and
a plurality of retention strap assemblies interconnecting the first layer and the third layer and allowing for movement of the first layer relative to the third layer due to contraction and expansion of the first layer, each retention strap assembly comprising a strap member configured to pivot and maintain a constant length and tension as the pressure vessel expands and contract relative to the outer shell
wherein the storage tank is configured to store liquid hydrogen at the cryogenic temperature for a period of time up to approximately 80 hours without venting.
The storage system of claim 1 wherein each of the retention strap assemblies comprise a first anchor portion coupled to the first layer, a second anchor portion coupled to the third layer, and the strap member extends between and interconnecting the first and second anchor portions.
The storage system of claim 2 wherein the first or the second anchor portion being adjustable to control tension in the strap member.
The storage system of claim 3 wherein the first or the second anchor portion comprises a translatable carriage coupled to the strap member, wherein the translatable carriage is movable relative to the first and third layers.
The storage system of claim 1 wherein the retention strap assemblies provide thermal breaks between the pressure vessel and the outer shell.
The storage system of claim 1 , further comprising a vapor barrier layer positioned between the first and third layers.
The storage system of claim 1 wherein the storage tank comprises opposing first and second end portions sealably connected to a body portion, and a tie rod interconnecting the first and second end portions, wherein the tie rod is configured to alleviate and redistribute structural loads in the pressure vessel.
The storage system of claim 1 further comprising a line connection body connected to the outer shell, a first fuel line external of the outer shell and connected to the line connection body, and a second fuel line at least partially within the pressure vessel and in fluid communication with the first fuel outlet line through the fuel line connection body, and an expansion member connected to the line connection body and to a proximal end of the second fuel outlet line, wherein the expansion member is configured to expand and contract upon movement of the pressure vessel relative to the outer shell.
The storage system of claim 8 , wherein the expansion member is a bellows positioned between the pressure vessel and the outer shell.
The storage system of claim 8 wherein the first and second fuel lines are fuel outlet lines configured to convey hydrogen in a gaseous state from a headspace within the pressure vessel.
The storage system of claim 8 , wherein the first and second fuel lines are fuel outlet lines configured to convey fuel out of the pressure vessel, and further comprising an external fuel fill line external of the outer shell and connected to the line connection body, and an internal fuel fill line at least partially within the pressure vessel and in fluid communication with the external fuel fill line through the fuel line connection body, and a second expansion member connected to the line connection body and to a proximal end of the internal fuel fill line, wherein the second expansion member is configured to expand and contract upon movement of the pressure vessel relative to the outer shell.
The storage system of claim 1 wherein second layer comprises multilayered, spacered insulation.
The storage system of claim 1 wherein the first layer is spaced apart from the third layer by a volume and a vacuum is draw in the volume.
The storage system of claim 1 , further comprising a heating coil positioned on the pressure vessel to heat the pressure vessel.
A hydrogen fuel storage system comprising: a storage tank configured to store hydrogen fuel, wherein the storage tank comprises an internal pressure vessel configured to contain the hydrogen fuel in at least a liquid phase and at a pressurized state; an outer shell space radially apart from the pressure vessel to form a volume between the outer shell and the pressure vessel, wherein the volume is maintained at a vacuum, and insulation in the volume and configured to block thermal transfer across the volume between the pressure vessel and the outer shell; a plurality of retention members in the volume and supporting the pressure vessel in the volume and spaced apart from the outer shell, wherein the retention members are configured to allow for movement of the pressure vessel relative to the outer shell due to thermal contraction and expansion of the pressure vessel while maintaining constant tension within the retention members as the pressure vessel expands and contracts relative to the outer shell; and a line connection body connected to the outer shell and positioned in or adjacent to the volume between the outer shell and the pressure vessel, an external fuel line exterior of the outer shell, a fuel pickup line at least partially within the pressure vessel and in fluid communication with the external fuel outlet line through the line connection body, and an expansion bellows connected to the line connection body and to a proximal end of the fuel pickup line, wherein the expansion bellows is configured to expand and contract upon the thermal contraction and expansion of the pressure vessel relative to the outer shell.
a storage tank configured to store hydrogen fuel, wherein the storage tank comprises an internal pressure vessel configured to contain the hydrogen fuel in at least a liquid phase and at a pressurized state; an outer shell space radially apart from the pressure vessel to form a volume between the outer shell and the pressure vessel, wherein the volume is maintained at a vacuum, and insulation in the volume and configured to block thermal transfer across the volume between the pressure vessel and the outer shell; a plurality of retention members in the volume and supporting the pressure vessel in the volume and spaced apart from the outer shell, wherein the retention members are configured to allow for movement of the pressure vessel relative to the outer shell due to thermal contraction and expansion of the pressure vessel while maintaining constant tension within the retention members as the pressure vessel expands and contracts relative to the outer shell; and a line connection body connected to the outer shell and positioned in or adjacent to the volume between the outer shell and the pressure vessel, an external fuel line exterior of the outer shell, a fuel pickup line at least partially within the pressure vessel and in fluid communication with the external fuel outlet line through the line connection body, and an expansion bellows connected to the line connection body and to a proximal end of the fuel pickup line, wherein the expansion bellows is configured to expand and contract upon the thermal contraction and expansion of the pressure vessel relative to the outer shell.
a plurality of retention members in the volume and supporting the pressure vessel in the volume and spaced apart from the outer shell, wherein the retention members are configured to allow for movement of the pressure vessel relative to the outer shell due to thermal contraction and expansion of the pressure vessel while maintaining constant tension within the retention members as the pressure vessel expands and contracts relative to the outer shell; and
a line connection body connected to the outer shell and positioned in or adjacent to the volume between the outer shell and the pressure vessel, an external fuel line exterior of the outer shell, a fuel pickup line at least partially within the pressure vessel and in fluid communication with the external fuel outlet line through the line connection body, and an expansion bellows connected to the line connection body and to a proximal end of the fuel pickup line, wherein the expansion bellows is configured to expand and contract upon the thermal contraction and expansion of the pressure vessel relative to the outer shell.
The hydrogen fuel storage system of claim 15 , wherein the fuel pickup line has a distal end within the pressure vessel in a headspace above the liquid hydrogen and configured to draw gaseous hydrogen from the headspace through the fuel pickup line to the external fuel line through the expansion bellows and the line connection body.
The hydrogen fuel storage system of claim 15 , further comprising an external hydrogen fill line exterior of the outer shell and configured to carry hydrogen fuel to the pressure vessel, a fuel fill line at least partially within the pressure vessel and in fluid communication with the external hydrogen fill line through the line connection body, and a second expansion bellows connected to the line connection body and to a second proximal end of the fuel fill line, wherein the second expansion bellows is configured to expand and contract upon the thermal contraction and expansion of the pressure vessel relative to the outer shell.
The hydrogen fuel storage system of claim 15 wherein the storage tank is configured to store liquid hydrogen at the cryogenic temperature in the range of approximately 15-30 Kelvin and a period of time up to approximately 80 hours without venting.
The hydrogen fuel storage system of claim 15 wherein the insulation comprises multilayer insulation having alternating spacered sheets to minimize heat transfers due to thermal radiation.
The hydrogen fuel storage system of claim 15 further comprising a heater coil attached to the exterior of the pressure vessel and configured to provide heat to the hydrogen in the pressure vessel.
The hydrogen fuel storage system of claim 15 wherein the retention members are retention strap assemblies supporting the pressure vessel apart from the outer shell, each of the retention strap assemblies comprises a first anchor portion coupled to the pressure vessel, a second anchor portion coupled to the outer shell, and a strap member extending between and interconnecting the first and second anchor portions, wherein the strap member is configured to maintain a constant length and to pivot relative to the first or second anchor portion as the pressure vessel expands or contract.
The hydrogen fuel storage system of claim 21 wherein the first or second anchor portions comprises a translatable carriage coupled to the strap member, wherein the translatable carriage is movable relative to the pressure vessel and the outer shell.
A hydrogen fuel storage system comprising: a storage tank configured to store hydrogen fuel, wherein the storage tank comprises an internal pressure vessel configured to contain the hydrogen fuel in at least a liquid phase and at a pressurized state; an outer shell spaced radially apart from the pressure vessel to form a volume between the outer shell and the pressure vessel, wherein the volume is maintained at a vacuum, and wherein the outer shell and/or the pressure vessel provide a vapor barrier that blocks transmission of hydrogen gas through the storage tank; and a line connection body connected to the outer shell and positioned in or adjacent to the volume between the outer shell and the pressure vessel, an external fuel line exterior of the outer shell, a fuel pickup line at least partially within the pressure vessel and in fluid communication with the external fuel outlet line through the line connection body, and an expansion bellows connected to the line connection body and to a proximal end of the fuel pickup line, wherein the expansion bellows is configured to expand and contract upon the thermal contraction and expansion of the pressure vessel relative to the outer shell.
a storage tank configured to store hydrogen fuel, wherein the storage tank comprises an internal pressure vessel configured to contain the hydrogen fuel in at least a liquid phase and at a pressurized state; an outer shell spaced radially apart from the pressure vessel to form a volume between the outer shell and the pressure vessel, wherein the volume is maintained at a vacuum, and wherein the outer shell and/or the pressure vessel provide a vapor barrier that blocks transmission of hydrogen gas through the storage tank; and a line connection body connected to the outer shell and positioned in or adjacent to the volume between the outer shell and the pressure vessel, an external fuel line exterior of the outer shell, a fuel pickup line at least partially within the pressure vessel and in fluid communication with the external fuel outlet line through the line connection body, and an expansion bellows connected to the line connection body and to a proximal end of the fuel pickup line, wherein the expansion bellows is configured to expand and contract upon the thermal contraction and expansion of the pressure vessel relative to the outer shell.
The hydrogen fuel storage system of claim 23 , wherein the fuel pickup line has a distal end within the pressure vessel in a headspace above the liquid hydrogen and configured to draw gaseous hydrogen from the headspace through the fuel pickup line to the external fuel line through the expansion bellows and the line connection body.
The hydrogen fuel storage system of claim 23 , further comprising an external hydrogen fill line exterior of the outer shell and configured to carry hydrogen fuel to the pressure vessel, a fuel fill line at least partially within the pressure vessel and in fluid communication with the external hydrogen fill line through the line connection body, and a second expansion bellows connected to the line connection body and to a second proximal end of the fuel fill line, wherein the second expansion bellows is configured to expand and contract upon the thermal contraction and expansion of the pressure vessel relative to the outer shell.
The hydrogen fuel storage system of claim 23 wherein the retention members are retention strap assemblies supporting the pressure vessel apart from the outer shell, each of the retention strap assemblies comprises a first anchor portion coupled to the pressure vessel, a second anchor portion coupled to the outer shell, and a strap member extending between and interconnecting the first and second anchor portions.
The hydrogen fuel storage system of claim 26 wherein the first or second anchor portions comprises a translatable carriage coupled to the strap member, wherein the translatable carriage is movable relative to the pressure vessel and the outer shell.
The hydrogen fuel storage system of claim 23 further comprising insulation in the volume between the pressure vessel and the outer shell, wherein the multilayer insulation comprises alternating spacered sheets to minimize heat transfers due to thermal radiation.
Ref US20090090724: Claims:
1. A fuel tank assembly comprising:
a bladder defined between an exterior bladder wall and an interior bladder wall, wherein the interior bladder wall defines a volume for storing fuel, and wherein the exterior bladder wall is at least more rigid than the interior bladder wall; and an inlet opening into the bladder defined between the exterior and interior bladder walls in order to permit a pressurized gas to be introduced within the bladder.
2. A fuel tank assembly according to claim 1 further comprising a plurality of connectors between the exterior and interior bladder walls in order to at least partially limit expansion of the bladder.
3. A fuel tank assembly according to claim 1 wherein the interior bladder wall is comprised of an elastomeric or a composite material.
4. A fuel tank assembly according to claim 1 wherein the exterior bladder wall is comprised of a composite or metallic material.
5. A fuel tank assembly according to claim 1 wherein the interior bladder wall is comprised of rubber and the exterior bladder wall is comprised of a composite material configured to generate fuzz if the exterior bladder wall is punctured.
6. A fuel tank assembly according to claim 1 further comprising a valve through the interior bladder wall into the volume for storing fuel to permit at least some pressurized gas to enter the volume.
7. A fuel tank assembly comprising:
a fuel tank; an expandable bladder wall disposed within and connected to the fuel tank to thereby define a bladder bounded by the fuel tank and the bladder wall, the bladder configured to transition from a deflated configuration in which the bladder wall is proximate the fuel tank to an expanded configuration in which the bladder wall is spaced from the fuel tank; and an inlet opening into the bladder in order to permit a pressurized gas to be introduced within the bladder.
8. A fuel tank assembly according to claim 7 further comprising a plurality of connectors between the fuel tank and the expandable bladder wall in order to at least partially limit expansion of the bladder.
9. A fuel tank assembly according to claim 7 wherein the interior bladder wall is comprised of an elastomeric or a composite material.
10. A fuel tank assembly according to claim 9 wherein the interior bladder wall is comprised of rubber and the fuel tank is comprised of a composite material configured to generate fuzz if the fuel tank is punctured.
11. A fuel tank assembly according to claim 7 wherein the fuel tank comprises a portion of an aircraft fuselage.
12. A fuel tank assembly according to claim 7 wherein the fuel tank comprises an upper portion that is separable from other portions of the fuel tank to permit the expandable bladder wall to be inserted into the fuel tank.
13. A fuel tank assembly according to claim 12 wherein the upper portion is comprised of a different material than the other portions of the fuel tank.
14. A fuel tank assembly according to claim 7 further comprising a valve through the bladder wall to permit at least some pressurized gas to enter the fuel.
15. A method comprising:
providing a fuel tank having an expandable bladder wall disposed within and connected to the fuel tank to thereby define a bladder bounded by the fuel tank and the bladder wall; and introducing a pressurized gas into the bladder to cause the bladder to transition from a deflated configuration in which th
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