Office Action 1: Non-Final Rejection (2024-11-20)
Rejection types: 102 - Lack of Novelty, 103 - Obviousness

CLAIMS:
CLAIMS
1\. A method of controlling an aircraft, comprising: receiving first sensor data indicating at least one attribute of high voltage wiring of the aircraft; receiving a state of operation of the aircraft; determining a proximity of a temperature of the high voltage wiring to a temperature limit based on the first sensor data and the state of operation of the aircraft; and controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit based on the determined proximity.
2\. The method of claim 1, wherein the at least one attribute comprises at least one of: a temperature of the high voltage wiring, a wing ambient temperature, or a current through the high voltage wiring.
3\. The method of claim 1, wherein the at least one attribute comprises a temperature of high voltage wiring received from a temperature sensor on the high voltage wiring, and wherein the high voltage wiring is configured to provide power to at least one of: an electric propulsion unit or a battery pack.
4\. The method of claim 1, wherein the at least one attribute comprises a wing ambient temperature and a current through the high voltage wiring.
5\. The method of claim 1, wherein the state of operation comprises at least one of a flight phase or an emergency condition status.
6\. The method of claim 5, wherein the state of operation comprises an emergency condition status indicating whether a battery back is providing backup power.
7\. The method of claim 1, wherein the state of operation comprises a flight phase comprising at least one of: hover, takeoff, or forward flight.
8\. The method of claim 1, wherein the state of operation is based on at least one of: airspeed measurements, altitude measurements, ground speed measurements, propeller tilt angle measurements, or GPS measurements.
9\. The method of claim 1, wherein the state of operation comprises at least two upcoming flight phases; and wherein determining the proximity to the temperature limit comprises considering an impact of the at least two upcoming flight phases on the high voltage wiring temperature.
10\. The method of claim 1, wherein the proximity to the temperature limit is determined based on at least one of a model or a lookup table.
11\. The method of claim 1, wherein the proximity to the temperature limit is based on a proximity to a curve proportional to (current of the high voltage wiring)^2 \* (a temperature of the high voltage wiring).
12\. The method of claim 1, wherein the proximity to the temperature limit is determined based on a model or lookup table, and wherein inputs to the model or lookup table comprise: a temperature of the high voltage wiring, a current through the high voltage wiring, and a flight phase of the aircraft.
13\. The method of claim 1, wherein the proximity to the temperature limit is a time until the high voltage wiring temperature reaches the temperature limit.
14\. The method of claim 1, wherein determining the proximity to the temperature limit and controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit is performed more than once while the aircraft is in flight.
15\. The method of claim 1, wherein controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit comprises controlling a plurality of electric propulsion units according to a priority scheme.
16\. The method of claim 1, wherein the high voltage wiring is configured to provide power to a first electric propulsion unit; and wherein controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit comprises reducing a thrust provided by the first electric propulsion unit in comparison to a second electric propulsion unit as the determined proximity to the temperature limit increases.
17\. The method of claim 1, wherein controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit comprises de-rating a battery state of a battery pack associated with the high voltage wiring and controlling the at least one electric propulsion unit based on the de-rated battery state.
18\. The method of claim 17, wherein the de-rated battery state is a de-rated state of power of the battery pack associated with the high voltage wiring.
19\. The method of claim 1, wherein wherein receiving first sensor data comprises receiving first sensor data for each of a plurality of high voltage wiring sections associated with a plurality of battery packs; wherein determining the proximity to the temperature limit comprises determining a proximity of each high voltage wiring section to a respective temperature limit; and wherein controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit comprises: adjusting a battery state of each of the plurality of battery packs based on the proximity of its respective high voltage wiring section to the respective temperature limit, and allocating power across a plurality of electric propulsion units based on the adjusted battery pack states.
20\. The method of claim 19, further comprising: wherein each of the plurality of high voltage wiring sections comprises high voltage wiring feeding an electric propulsion unit.
21\. The method of claim 1, wherein controlling the at least one electric propulsion unit of the aircraft comprises managing the power draw of the at least one electric propulsion unit to prevent the electric propulsion unit from exceeding the temperature limit based on the determined proximity.
22\. The method of claim 1, wherein controlling the at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit comprises managing the power draw of each of a plurality of electric propulsion units of the aircraft to prevent each electric propulsion unit from exceeding the temperature limit based on the determined proximity, while maintaining stability of the aircraft.
23\. A system for controlling an aircraft comprising at least one processor configured to execute instructions to cause the system to: receive first sensor data indicating at least one attribute of high voltage wiring of the aircraft; receive a state of operation of the aircraft; determine a proximity of a temperature of the high voltage wiring to a temperature limit based on the first sensor data and the state of operation of the aircraft; and control at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit based on the determined proximity.
24\. A computer-readable storage medium storing instructions which, when executed by at least one processor, cause the at least one processor to: receive first sensor data indicating at least one attribute of high voltage wiring of the aircraft; receive a state of operation of the aircraft; determine a proximity of a temperature of the high voltage wiring to a temperature limit based on the first sensor data and the state of operation of the aircraft; and control at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit based on the determined proximity.
25\. An aircraft comprising: a first sensor; at least one electric propulsion unit; high voltage wiring; at least one processor configured to execute instructions to cause the system to: receive sensor data from the first sensor indicating at least one attribute of the high voltage wiring; receive a state of operation of the aircraft; determine a proximity of a temperature of the high voltage wiring to a temperature limit based on the first sensor data and the state of operation of the aircraft; and control the at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit based on the determined proximity.

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 .
Claim Objections
Claim 19 is objected to because of the following informalities: At the first sentence the word “wherein” is repeated. It appears a typographical error. Appropriate correction is required.
Claim Rejections - 35 USC § 102
In the event the determination of the status of the application as subject to AIA  35 U.S.C. 102 and 103 (or as subject to pre-AIA  35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA  to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action:
A person shall be entitled to a patent unless –
(a)(1) the claimed invention was patented, described in a printed publication, or in public use, on sale, or otherwise available to the public before the effective filing date of the claimed invention.
(a)(2) the claimed invention was described in a patent issued under section 151, or in an application for patent published or deemed published under section 122(b), in which the patent or application, as the case may be, names another inventor and was effectively filed before the effective filing date of the claimed invention.
Claims 1-10 & 12-25 are rejected under 35 U.S.C. 102(a)1 and 102(a)2 as being anticipated by ANDERSON et al., Pub. No.: US 20200225684 A1.
Regarding claims 1 & 23-25, ANDERSON et al. discloses a method of /a system for  controlling an aircraft & an aircraft  ([0271] Illustrated in FIG. 15F is a control system 1575 for the aerial vehicle),
(claim 24) A computer-readable storage medium storing instructions which, when executed by at least one processor ([0498] “one or more computer-readable programs or code embodied on or in one or more non-transitory mediums.”) , cause the at least one processor to:
(claim 25) at least one electric propulsion unit, high voltage wiring ([0085] FIG. 2 “ The spooler 20 provides the HV power over the microfilament tether to the aerial vehicle 10 for use for energy intensive operations such as radar sensing and propulsion during flight operations.”); at least one processor configured to execute instructions ([0159] “operation is controlled by a processor executing stored software included with the spooler apparatus.) to cause the system to / comprising:
receiving first sensor data indicating at least one attribute of high voltage wiring of the aircraft ([0271] The tether is used to deliver high voltage DC power to the vehicle control system and also provide AC communications to and from the vehicle. The tether is linked to a triplexer circuit 1576 which routes the high voltage DC signal to the DCDC converter 1577 which regulates power to the payload 1578, … The triplexer also routes data from the vehicle to the control station including sensor data, payload data and telemetry from the aerial vehicle to the control station.”);
receiving a state of operation of the aircraft ( [0296] The LEDs 2146 are for user indication of system status. AC Good LED indicates status of AC power and HV primed/armed LED indicates if the HV is armed and ready to be enabled. The HV Good LED indicates the status of the HV power bus and the fault LED indicates if there is a fault during the operation of the system.” & [0339] “Four areas are used to support a selected mission: vehicle control algorithm, vehicle state estimation algorithm, tether selection, and user feedback.”).
determining a proximity of a temperature of the high voltage wiring to a temperature limit based on the first sensor data and the state of operation of the aircraft ([0175] “In experimental tests, continuous current was passed through filament and two blowers powered, and filament was allowed to reach steady-state temperature. “ & [0177] Initial findings after several tests suggest that maximum filament temperature did not rise more than ?77? C., 53? C. above ambient. The lowest temperature corresponds to the thermocouple closest to the perforated inner wall, while the highest temperature occurs in the thermocouple near the outer edge of the filament stack. Despite the outer thermocouple having a more direct path for heat exit into ambient air, the heated air from the inside of the filament stack tends to warm the outer region, so the highest temperatures are seen towards the outer wall of the filament.” & [0178] At 1.7 A continuous current, the temperature rise appears to be within maximum allowable parameters; tests were also performed at 1.3 A and 1.5 A continuous current to get a sense of temperature rise during more “normal” power utilization. The PARC flies in 60? C. ambient temperature, including solar loading and with heat ingress into the spool from the electronics below the aluminum baseplate. Therefore, filament temperature rise above ambient should not exceed 60? C. At 1.3 A current, observed temperature increases fall below a 65? C. max. Further, the air vehicle is likely to be airborne by the time these steady-state maximums are observed, leading to less filament on the spool and decreased temperature maximums. Based on the experiments, the cooling appeared to be adequate in the flat spool design as shown in the HiPer spooler 1300.); and
controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit based on the determined proximity ([0192] “The motor assembly 1364 further includes a BLDC motor in communication with a spindle encoder, and temperature sensor.” & [0214] “the bifurcated ducting layout 3700 further includes a temperature sensor within the portable housing to monitor air temperature, and a servo configured to control the bifurcated air flow by adjusting the relative portions of a first portion and a second portion of the bifurcated air flow based on a monitored air temperature.” & [0293] “Thermistor connections 2108 performs temperature sensing of important components within the electronics housing.” & [0305] A further temperature sensor 2240 is used for internal temperature sensing of electronic or mechanical components that require monitoring to ensure reliable operation such as heat sinks, MOSFETs, motors, cold plates, ambient air temperature etc.” & [0306] Sensor ICs or circuits 2242, 2244 are used to sense voltage and current of low voltage power buses within the system to ensure reliable operation.”).
Regarding claims 2-4, ANDERSON et al. discloses the method of claim 1,
(claim 2) wherein the at least one attribute comprises at least one of: a temperature of the high voltage wiring, a wing ambient temperature, or a current through the high voltage wiring (([0175] “continuous current was passed through filament and two blowers powered, and filament was allowed to reach steady-state temperature.” & [0177] Initial findings after several tests suggest that maximum filament temperature did not rise more than ?77? C., 53? C. above ambient. The lowest temperature corresponds to the thermocouple closest to the perforated inner wall, while the highest temperature occurs in the thermocouple near the outer edge of the filament stack. Despite the outer thermocouple having a more direct path for heat exit into ambient air, the heated air from the inside of the filament stack tends to warm the outer region, so the highest temperatures are seen towards the outer wall of the filament. & [0178] At 1.7 A continuous current, the temperature rise appears to be within maximum allowable parameters; tests were also performed at 1.3 A and 1.5 A continuous current to get a sense of temperature rise during more “normal” power utilization. The PARC flies in 60? C. ambient temperature, including solar loading and with heat ingress into the spool from the electronics below the aluminum baseplate. Therefore, filament temperature rise above ambient should not exceed 60? C. At 1.3 A current, observed temperature increases fall below a 65? C. max. Further, the air vehicle is likely to be airborne by the time these steady-state maximums are observed, leading to less filament on the spool and decreased temperature maximums. Based on the experiments, the cooling appeared to be adequate in the flat spool design as shown in the HiPer spooler 1300. [0309] A temperature sensor 2340 is used for internal temperature sensing of electronic or mechanical components that require monitoring to ensure reliable operation such as heat sinks, MOSFETs, motors, cold plates, ambient air temperature etc.. .),
(claim 3) wherein the at least one attribute comprises a temperature of high voltage wiring received from a temperature sensor on the high voltage wiring, and wherein the high voltage wiring is configured to provide power to at least one of: an electric propulsion unit or a battery pack
(claim 4) wherein the at least one attribute comprises a wing ambient temperature and a current through the high voltage wiring ([0088] “FIG. 3B, in one embodiment, the aerial vehicle 10 may include one or more batteries in a battery pack assembly 314 For example, the battery pack assembly 314 may include one LiPo battery pack that provides power to the aerial vehicle 10 during a pre-launch set-up process and that may serve as auxiliary (reserve) power enabling the aerial vehicle to land in the event of power loss/interruption in the power being supplied via the micro-filament. The battery pack assembly 314 may include an integral power leads/connector and battery charger leads/connector. A second battery pack on the aerial vehicle may serve as a spare battery pack.” & [0192] The microcontroller 1360 is further in communication with a motor assembly 1364. In an exemplary embodiment, the motor assembly 1364 includes a Maxon 411967, a spindle and a brake. The motor assembly 1364 further includes a BLDC motor in communication with a spindle encoder, and temperature sensor. In an exemplary embodiment, the brake is a 3-20-4501G-10-EG, the BLDC motor is a Maxon 323772, the spindle encoder is a AS5040, and the encoder is a Maxon 4 11964.).),
Regarding claims 5-7, ANDERSON et al. discloses the method of claim 1,
(claim 5) wherein the state of operation comprises at least one of a flight phase or an emergency condition status ([0096] “during flight operations” & [0241] “depending upon the UAV's flight mode. For example, a wide beam array (with no reflectors) may be used for gusty or on the move landings. A main high power beam may be used for high altitude operation using collimated reflectors. Less optical power may be used at a low altitude such as when the UAV is landing. During gusty conditions, pitch/yaw extremes can cause jitter with narrow (10 degree) optics and so divergence is increased to +/?20 degrees. In an embodiment, optical power from the emitter arrays can be programmed by a user depending on flight modes, conditions and the performance required.” &  [0337]  “selecting planned maximum flight altitude 3532” … &  “combinations of parameters that are preselected to automate selection of different flight modes.),
(claim 6) wherein the state of operation comprises an emergency condition status indicating whether a battery back is providing backup power ([0127] 6. Perform “ESTOP” test procedure to ensure that it is operating properly. Depress button and confirm that the system has powered down. If successful re-set the “ESTOP” button and power the system back up (step 4, above). If the “ESTOP” test fails, the aerial vehicle 10 should not be launched.” & [0273] The unmanned aerial vehicle may use power mediating strategies. The unmanned aerial vehicle may use a back-up battery to power the vehicle in the event of DC power loss, for safe landing. The unmanned aerial vehicle may use back-up battery power to initiate the start-up sequence prior to vehicle launch, in advance of power flow from a ground source. The unmanned aerial vehicle may use a ground-based power source to supply the vehicle, its payload(s) and associated electronics while in flight, without drawing upon battery resources.”).),
(claim 7) wherein the state of operation comprises a flight phase comprising at least one of: hover, takeoff, or forward flight ([0120] “The operator then uses the sloping lines to identify the corresponding pressure (aka density) altitude. The result for this test instance is 3,000 feet, and is shown in the lower half of FIG. 11. Once the result of 3,000 feet DA is determined, that entry is located on the appropriate flight envelope chart. ... wind conditions for takeoff and landing should also be accounted for when determining mission commencement.” & [0197] “The data may be used by the system for precision takeoff and/or landing.” & [0205] “The tension control is used to keep the tether under correct tension during takeoff, landing, and flight of the UAV.” & [0234] “a UAV must follow a moving vehicle, boat, or towed landing platform, the signals from the emitter arrays in the mobile landing platform will allow for precision takeoff/landing using a local X-Y position reference frame and altitude/orientation computation. & [0339] The aerial vehicle can be used in a static hover to provide persistent surveillance, or in the OTM mode where the aerial vehicle tracks the vehicle-mounted ground station.” & [0340] “for a static hover mission”).
Regarding claim 8, ANDERSON et al. discloses the method of claim 1, wherein the state of operation is based on at least one of: airspeed measurements, altitude measurements, ground speed measurements, propeller tilt angle measurements, or GPS measurements ([0110], [0113]-[0115] “predicted wind velocities”  & [0119]-[0120] “preflight atmospheric determination process”, “identify the corresponding pressure (aka density) altitude” & [0343] “achieve sufficient speed to keep within a specified horizontal distance” & [0458] “The observation module or sensor 2626 detects the new position and orientation” , “The IMU can provide the updated sensor data or a processor receiving data” & [0459] “The at least one sensor includes one or more of a radar sensor 2652, an inertial measurement unit (IMU) sensor 2654, a GPS sensor 2656, a Lidar sensor 2658, a pressure sensor 2660, a gyroscope sensor 2662, and an accelerometer sensor 2664. The data collected from the IMU sensor 2654 enables the control system 2650 to track the UAV's position, i.e., using, for example, dead reckoning, or to adjust for wind. The pressure sensor 2660 measures atmospheric pressure. Data provided by the pressure sensor 2660 enabling the control system 2650 to adjust other parameters (i.e., rotor speed, tilting angle, etc.) based on the atmospheric pressure. The gyroscope sensor 2662 measures the angular rotational velocity, and assists with orientation and stability in navigation. The accelerometer sensor 2664 measures linear acceleration of movement. … reliable distance measurement. ... The GPS sensor 2656 provides accurate position and velocity information. Data provided by the GPS sensor 2656 is used by the control system 2560 to compute updated location and velocity information. The Lidar sensor 2658, which measures distance to a target by illuminating that target with a laser light, provide detection of objects, reliable distance measurement, collision avoidance and driver assistance. Data provided by the Lidar sensor 2658 is used by the control system 2560 to compute updated rotor speed to avoid collisions.).
Regarding claim 9, ANDERSON et al. discloses the method of claim 1, wherein the state of operation comprises at least two upcoming flight phases; and wherein determining the proximity to the temperature limit comprises considering an impact of the at least two upcoming flight phases on the high voltage wiring temperature ([0241] “depending upon the UAV's flight mode. … on the move landings. … high altitude operation … low altitude such as when the UAV is landing. … depending on flight modes” & [0342] “impact the maximum altitude and forward speed” & [0494] “UAV to operate in a tethered flight mode” &  [0490] “During a landing phase of flight” & [0340] “static hover mission” &.).
Regarding claim 10, ANDERSON et al. discloses the method of claim 1, wherein the proximity to the temperature limit is determined based on at least one of a model or a lookup table ( [0321] “operational model” &  [0336] “a look-up table can be used to store designated parameter combinations suitable for desired payload and flight operations.” &  [0340] “the UAV may include a look-up table based on the payload weight, vehicle geometry, flight altitude, etc., to provide settings and configurations to support the selected mission.” & [0341] “The estimation algorithms use a vehicle dynamics model to propagate the estimated vehicle position between sensor measurement updates. Having an accurate vehicle dynamics model improves the state estimate, which in turn improves the ability of the aerial vehicle to track the commanded position. Different dynamics model presets may be used to represent the static and OTM vehicle dynamics. For example, the vehicle state estimation algorithm may include a look-up table based on the payload weight, vehicle geometry, flight altitude, etc., to provide settings and configurations to support the selected mission.).
Regarding claim 12, ANDERSON et al. discloses the method of claim 1, wherein the proximity to the temperature limit is determined based on a model or lookup table (see claim 10 disclosure), and wherein inputs to the model or lookup table comprise: a temperature of the high voltage wiring, a current through the high voltage wiring (see claims 2-4 disclosure), and a flight phase of the aircraft (see claims 5-7 disclosure).
Regarding claim 13, ANDERSON et al. discloses the method of claim 1, wherein the proximity to the temperature limit is a time until the high voltage wiring temperature reaches the temperature limit ([0398] “the filament 1970 temperature is limited to a predefined desired maximum when drawing typical operational amperage. For example, on some embodiments, if the current exceeds a predefined threshold (e.g., 2.5 A) for a predefined amount of time (e.g., three seconds) then the base station turns off the high voltage.”).
Regarding claim 14, ANDERSON et al. discloses the method of claim 1, wherein determining the proximity to the temperature limit and controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit is performed more than once while the aircraft is in flight ([0120] “the operator locates the temperature point on the bottom axis of FIG. 8, and follow it up to the horizontal line representing 1,000 feet in FIG. 11. The operator then uses the sloping lines to identify the corresponding pressure (aka density) altitude. … the analysis may also be programmatically performed by the OCU 50 and a result presented to the operator following the operator providing initial input parameters. It should also be appreciated that wind conditions for takeoff and landing should also be accounted for when determining mission commencement.” & [0175] In experimental tests, continuous current was passed through filament and two blowers powered, and filament was allowed to reach steady-state temperature. & [[0177] Initial findings after several tests suggest that maximum filament temperature did not rise more than ?77? C., 53? C. above ambient.” & [0178] At 1.7 A continuous current, the temperature rise appears to be within maximum allowable parameters; tests were also performed at 1.3 A and 1.5 A continuous current to get a sense of temperature rise during more “normal” power utilization…the air vehicle is likely to be airborne by the time these steady-state maximums are observed, leading to less filament on the spool and decreased temperature maximums.”).
Regarding claim 15, ANDERSON et al. discloses the method of claim 1, wherein controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit comprises controlling a plurality of electric propulsion units according to a priority scheme ([0085] “The spooler 20 provides the HV power over the microfilament tether to the aerial vehicle 10 for use for energy intensive operations such as radar sensing and propulsion during flight operations.” & [0376] “one or more on-board data sensors may communicate with the microprocessor 1830, as shown in FIG. 18.” …  The microprocessor 1830 may continuously receive data from the gyroscope 1844 and may compute and direct any correction to one or more of the electric motor controllers.”).
Regarding claim 16, ANDERSON et al. discloses the method of claim 1,
wherein the high voltage wiring is configured to provide power to a first electric propulsion unit (see claims 3-4 disclosure); and
wherein controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit comprises reducing a thrust provided by the first electric propulsion unit in comparison to a second electric propulsion unit as the determined proximity to the temperature limit increases ([0449] The control system 2600 includes a first controller module 2618, a second controller module 2620, an angular speed to voltage mapping function 2622, a plant 2624 (i.e., the multi-rotor helicopter), and an observation module 2626. The control signal 2616, which is specified in the inertial frame of reference is provided to the first controller 2618 which processes the control signal 2616 to determine a differential thrust force vector, custom-character and a differential moment vector, custom-character, each specified in the frame of reference of the multi-rotor helicopter (i.e., the x,y,z coordinate system). In some examples, differential vectors can be viewed as a scaling of a desired thrust vector.” & [0460] “Conventional multi-rotor helicopters may have to tilt their frames into the wind and adjust the thrust generated by their thrusters to counter the horizontal force of the wind, thereby avoiding displacement. …The multi-rotor helicopter must then further tilt into the wind and further adjust the thrust generated by its thrusters to counter the increased wind force.” & [0461] “the control system described above causes the multi-rotor helicopter 2710 to vector its net thrust such that a force vector custom-character is applied to the multi-rotor helicopter 2710.” & [0462] To maintain its horizontal orientation ? in the inertial frame of reference, the control system described above causes the multi-rotor helicopter 2710 to maintain the magnitude of its moment vector custom-character at or around zero. In doing so, any rotation about the center of mass of the multi-rotor helicopter 2710 is prevented as the multi-rotor helicopter 2710 vectors its thrust to oppose the wind.).
Regarding claim 17-18, ANDERSON et al. discloses the method of claim 1,
(claim 17) wherein controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit comprises de-rating a battery state of a battery pack associated with the high voltage wiring and controlling the at least one electric propulsion unit based on the de-rated battery state,
(claim 18) wherein the de-rated battery state is a de-rated state of power of the battery pack associated with the high voltage wiring;
( [0298] The power switch 2144 for the system is used to apply or remove AC power. An AC breaker 2142 is used to protect from over current events. This may or may not contain the power switch (2144). A rugged AC power input connector 2140 is rated for the full power and environmental range of the ground station. & [0367] During this time, the charger 1706 may or may not charge the battery 1702 depending on the control and state of the system. In some examples, battery recharging occurs externally to the Y-Board. For example, battery recharging occurs when a dedicated battery processor on the power distribution board detects low battery state. The charger initiates when it senses that Y-Bus can provide voltage higher than 22 V. The maximum battery voltage is 21V.” & See also [0088]-[0091], [0271]-[0280] & [0360]-[0370], “the aerial vehicle 10 may include one or more batteries in a battery pack assembly 314 For example, the battery pack assembly 314 may include one LiPo battery pack that provides power to the aerial vehicle 10 during a pre-launch set-up process and that may serve as auxiliary (reserve) power enabling the aerial vehicle to land in the event of power loss/interruption in the power being supplied via the micro-filament. ... A second battery pack on the aerial vehicle may serve as a spare battery pack.” & [0089] “Under certain circumstances involving a sudden loss of high voltage power during operation, … if the aerial vehicle 10 is operating above a pre-specified height threshold. … if the loss of power occurs while the aerial vehicle 10 is above an altitude of 31 meters/102 feet.” & [0090] “The aerial vehicle 10 may also include an on/off switch 304 that turns power to the aerial vehicle body on/off and activates a battery balancing function.” & [0091] “The system may include power management features”.).
Regarding claim 19, ANDERSON et al. discloses the method of claim 1,
whereinaerial vehicle may include a radio communications module within the module bay for configuring the unmanned aerial vehicle to receive radio communications. In still other embodiments, the unmanned aerial vehicle may include a multi-use module that includes one or more of the tethered configuration module, the battery power configuration module, the sensor module, the radio communications module, and the electronics module.);
wherein determining the proximity to the temperature limit comprises determining a proximity of each high voltage wiring section to a respective temperature limit (see claim 14 disclosure); and
wherein controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit comprises: adjusting a battery state of each of the plurality of battery packs based on the proximity of its respective high voltage wiring section to the respective temperature limit, and allocating power across a plurality of electric propulsion units based on the adjusted battery pack states (([0088] “FIG. 3B, in one embodiment, the aerial vehicle 10 may include one or more batteries in a battery pack assembly 314 For example, the battery pack assembly 314 may include one LiPo battery pack that provides power to the aerial vehicle 10 during a pre-launch set-up process and that may serve as auxiliary (reserve) power enabling the aerial vehicle to land in the event of power loss/interruption in the power being supplied via the micro-filament. The battery pack assembly 314 may include an integral power leads/connector and battery charger leads/connector. A second battery pack on the aerial vehicle may serve as a spare battery pack.” & [0317] At 2502, the method includes operating a computing device to interface with base station system to adjust program viable operating parameters of the base station and/or an air vehicle. At 2504, the method includes transmitting adjusted parameter values to a base station processor connected to a controller chip. … At 2510, the method includes further adjusting base station and/or air vehicle operation in response to system sensor data.).
Regarding claim 20, ANDERSON et al. discloses the method of claim 19, further comprising: wherein each of the plurality of high voltage wiring sections comprises high voltage wiring feeding an electric propulsion unit ([0469] “the tethered configuration module supplies power information to the user via established vehicle health monitoring strategies, such that continuous feed of power from the ground is properly reported, and any battery life-related behaviors (like land on low power) are precluded.).
Regarding claim 21, ANDERSON et al. discloses the method of claim 1,
(claim 21) wherein controlling the at least one electric propulsion unit of the aircraft comprises managing the power draw of the at least one electric propulsion unit to prevent the electric propulsion unit from exceeding the temperature limit based on the determined proximity,
(claim 22) wherein controlling the at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit comprises managing the power draw of each of a plurality of electric propulsion units of the aircraft to prevent each electric propulsion unit from exceeding the temperature limit based on the determined proximity, while maintaining stability of the aircraft;
([0274] “it becomes desirable for an aerial vehicle to use more than one power source during operation, or to switch from one power source to another. For example, a tether may be compromised leading to an interruption of ground power, and the vehicle may need to draw upon battery power to enable a controlled, safe descent and landing.” & [0295] Some embodiments may include a sensor board 2150 mounted externally (or internally) and that interfaces to the electronics within the ground station electronics housing. The sensor board 2150 may contain a GPS, barometric sensor, lightning sensor, magnetometer, EVIU, IR-Beacon, etc. The sensor board 2150 may contain sensors that provide data necessary for system stability and reliability, and may be added or changed without opening the electronics housing. MAC address 2162 is a network address for the Ethernet and Wi-Fi.).
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.
Claim 11 is rejected under 35 U.S.C. §103 as being unpatentable over ANDERSON et al., Pub. No.: US 20200225684 A1 in view of Hirono`808, Pub. No.: US 20040124808 A1.
Regarding claim 11, ANDERSON et al. discloses the method of claim 1.
ANDERSON et al. is not explicit on “the proximity to the temperature limit is based on a proximity to a curve proportional to (current of the high voltage wiring)^2 * (a temperature of the high voltage wiring)”, however Hirono`808, US 20040124808 A1, teaches Motor Control System and discloses,
wherein the proximity to the temperature limit is based on a proximity to a curve proportional to (current of the high voltage wiring)^2 * (a temperature of the high voltage wiring) ([0041] In FIG. 4, Td denotes a temperature detected by the temperature sensor 6; Ts-Tj, a value obtained by subtracting a calculated junction temperature Tj of the switching elements from a predetermined temperature limit Ts; X1, a junction temperature limit line; and OR1, an operating range (dot-meshed portion in FIG. 4) of the switching elements formed below the junction temperature limit line X1. The junction temperature limit line X1 extends, with a left-upward gradient, from the maximum temperature limit Max, e.g., 150 degree centigrade, to a lower temperature zone..).
Hirono`808 teaches that these features are useful to provide a motor control system includes a control section that performs operating range limiting processing in which a junction temperature of switching element of an electric power converter is calculated and compared with a preset temperature limit, and when the junction temperature exceeds the temperature limit, junction temperature reduction processing is performed to make the junction temperature equal to or less than the temperature limit, whereby the switching elements can effectively used to their maximum temperature limit irrespective of a temperature detected by a temperature sensor, thus expanding the operating range of a motor.
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure. See Notice of References cited.

APPLICANT REBUTTAL: REMARKS
I.   Status of the Claims
In the Non-Final Office Action dated September 16, 2024 (the "Office Action"),1 the Office:
i.   objected to Claim 19;
ii.  rejected Claims 1-10 and 12-25 under 35 U.S.C. §§ 102(a)(1) and
102(a)(2) as allegedly being anticipated by Anderson et al. (US
2020/0225684) ("Anderson et al.");
iii.  rejected Claim 11 under 35 U.S.C. § 103 as allegedly being obvious over
Anderson et al. in view of Hirono (US 2004/0124808) ("Hirono").
By this response, Applicant amends claims 1, 19, and 23-25. The amendments are supported by at least the originally filed claims, specification paragraphs %% [010]- [011] and [033]-[039], and Figs. 4A-5D. No new matter has been introduced. Upon entry of the amendments, claims 1-25 will be pending and under examination, of which claims
1 and 23-25 are independent. In view of the amendments and the following remarks, Applicant respectfully requests withdrawal of the rejections. II.  Summary of Interviews
Applicant thanks Examiner Coduroglu for the courtesies extended during the telephonic interview on January 29, 2025. During the interview, Applicant's representative, Annmarie Dressler (80,028), discussed the rejections under 35 U.S.C. § 102 with the Examiner. Applicant's representative explained the differences between the prior art and the claim language and the Examiner listened to the arguments
reflecting characterizations of the related art and the claims.
is identified herein, Applicant declines to automatically
tion in the Office Action.
detailing the differences. Applicant's representative and the Examiner then discussed potential amendments that would further distinguish over the prior art, including a clarification that the claimed steps are performed "during flight". The Examiner agreed that the discussed claim language would overcome the cited prior art.
Applicant appreciates the Examiner's discussion during the interview. The above amendments and the following remarks are consistent with that discussion. III.  Claim Objections
The Office objected to claim 19 for including two instances of "wherein". The claim language has been amended to delete one instance of the word. Therefore, Applicant respectfully requests that the Examiner withdraw the objection. IV.  Rejection Under 35 U.S.C. § 102
The Office rejected claims 1-10 and 12-25 under 35 U.S.C. § 102 as allegedly anticipated by Anderson et al. Office Action, 2. Applicant respectfully traverses the rejection.
"A claim is anticipated only if each and every element as set forth in the claim is found, either expressly or inherently described, in a single prior art reference." MPEP § 2131 (quoting Verdegaal Bros. v. Union Oil Co. of California, 814 F.2d 628, 631 (Fed. Cir. 1987)) (internal quotations omitted). Furthermore, "[t]he identical invention must be shown in as complete detail as is contained in the . . . claim." See id. (quoting Richardson v. Suzuki Motor Co., 868 F.2d 1226, 1236 (Fed. Cir. 1989)). However, Anderson et al. fails to teach Applicant's claim 1 and 23-25. Nevertheless, solely to advance prosecution and without acquiescing to the rejection, Applicant amends claims
1 and 23-25 to further distinguish them from Anderson et al.
Applicant submits that Anderson et al. does not teach each element of the
subject matter recited by the unamended pending claims. For example, claim 1 recites "receiving first sensor data indicating at least one attribute of high voltage wiring of the aircraft." The Office asserts that Anderson et al. teaches this subject matter, citing Anderson et al. at paragraph [0271], which describes that "[a] triplexer also routes data from the vehicle to the control station including sensor data, payload data and telemetry from the aerial vehicle to the control station." Office Action pgs. 3-4. Anderson et al., however, does not disclose that its "sensor data, payload data and telemetry" "indicat[es] at least one attribute of high voltage wiring of the aircraft," as recited by claim 1 (emphasis added). Claim 1 is therefore distinct from Anderson et al. for this first reason.
Additionally, claim 1 recites "determine ... a proximity of a temperature of the
high voltage wiring to a temperature limit based on the first sensor data and the state of operation of the aircraft." The Office asserts that Anderson et al. teaches this subject matter, citing Anderson et al. at paragraphs [0175], [0177], and [0178]. Office Action pg.
4. However, these paragraphs of Anderson et al. are directed to testing a cooling system for a HiPer spooler. Paragraphs [0173]-[0178] detail procedures for "experimental tests" and paragraph [0178] ultimately concludes that "the cooling appeared to be adequate in the flat spool design." There is no determination of "a proximity of a temperature of the high voltage wiring to a temperature limit," let alone a determination of this proximity being "based on the first sensor data and the state of operation of the aircraft." Additionally, even if the testing procedures in Anderson et al. disclosed determining a proximity, which Applicant does not concede, there is no
indication that the proximity is used, as recited in the claims, for "controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit based on the determined proximity" (emphasis added).
Solely to advance prosecution and without agreeing or acquiescing to any
position taken in the Office Action, Applicant has amended the claim language to state that the receiving and determining steps are performed "during flight", as discussed in the Examiner interview. In Anderson et al. there is no indication that the proximity is determined "during flight" or based on first sensor data and a state of operation of the aircraft received "during flight". In fact, Anderson et al. describes "experimental tests" (Anderson et al. at   [0175]) in a lab setting, as depicted in Fig. 13E and throughout the reference.
In view of the above, Anderson et al. fails to teach the subject matter of amended claim 1. Accordingly, claim 1 is allowable over Anderson et al. Independent claims 23-25, although different in scope from claim 1, recite similar subject matter, so they are also allowable for at least the same reasons. Claims 2-22 each depend from claim 1 and are allowable over the cited references by at least virtue of their respective dependencies. These claims also recite additional elements distinguishing them over the art of record.
For at least these reasons, Applicant respectfully requests that the Examiner
withdraw the rejections of claims 1-10 and 12-25 under 35 U.S.C. § 102 and allow the claims.
V.   Rejections Under 35 U.S.C. § 103
Applicant respectfully traverses the rejections of claim 11 under 35 U.S.C. § 103 as allegedly unpatentable over the asserted combination of Anderson et al. and Hirono. Office Action at pgs. 19-21. No prima facie case of obviousness has been established for at least the reason that the Office Action has neither properly determined the scope and content of the prior art nor properly ascertained the differences between the prior art and the claimed combinations.
The Office cited Anderson et al. in the rejection of claim 11. This claim depends from claim 1 which, as noted above, has been amended with subject matter that Anderson et al. fails to disclose. Hirono fails to cure the above-noted deficiencies of Anderson et al. Accordingly, claim 11 is allowable over the cited references by at least virtue of its dependence.
For at least these reasons, Applicant respectfully requests that the Examiner withdraw the rejection of claims 11 under 35 U.S.C. § 103 and allow the claim. VI.  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 .
Allowable Subject Matter
The following is an examiner’s statement of reasons for allowance:
In regard to the independent claims 1 & 23-25, ANDERSON et al., US 20200225684 A1, teaches PERSISTENT AERIAL COMMUNICATION AND CONTROL SYSTEM, taken either individually or in combination with other prior art of record fails to teach or render obvious “controlling an aircraft to avoid overheating components such as controlling the electric propulsion unit of the aircraft to avoid exceeding the temperature limit based on the determined proximity.” as inventive differences emphasized in claims 1 & 23-25.
Claim 1 (with common inventive elements of claims 23-25): “A method /A system of controlling an aircraft, comprising: receiving, during flight, first sensor data indicating at least one attribute of high voltage wiring of the aircraft; receiving, during flight, a state of operation of the aircraft; determining, during flight, a proximity of a temperature of the high voltage wiring to a temperature limit based on the first sensor data and the state of operation of the aircraft; and controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit based on the determined proximity.”
Further prosecution of the amended claims revealed that some of the claim elements may not have been disclosed by any prior art as a whole. There are some prior art which provides “A motor/battery control of an electric aircraft”, with addressing some of the claimed limitations, however, fail to teach or render obvious ALL claim elements, especially “receiving, during flight: “high voltage wiring” data & “a state of operation”  of the aircraft; determining, during flight, a proximity of a temperature of the high voltage wiring” providing either alone or in combination with other prior art of record; in regard to the independent claims 1 & 23-25 limitations.
Therefore, Applicant’s arguments, see Applicant Arguments/Remarks pages 7-12, filed on 02/18/2025, with respect to claims 1-25 have been fully considered and are persuasive;
the objection of claim 19  have been withdrawn.
the rejection of claims 1-25,  under 35 USC § 102 & 103, have been withdrawn.
Some of the closest prior art found on search which all are fail to disclose above limitations;
ANDERSON; Bretton E. et al.	US 20200225684 A1	PERSISTENT AERIAL COMMUNICATION AND CONTROL SYSTEM;
Remarks: Discloses systems and operational methods for powering and controlling flight of an unmanned aerial vehicle. The control station and aerial vehicle include power management systems and control circuits to control takeoff, flight operation and landing of the vehicle. However, fails to disclose the claim elements at steps 1-2 above.
Hirono, Daisuke	US 20040124808 A1	Motor control system;
Remarks: Discloses a motor control system for driving a motor with a PWM control using an electric power converter such as a three-phase inverter, etc. Junction temperature reduction processing is performed to make the junction temperature equal to or less than the temperature limit, whereby the switching elements can effectively be used to their maximum temperature limit, thus expanding the operating range of a motor. However, fails to disclose the claim elements at steps 1-2 above.
Followell; David Allan et al., US 9784638 B1, Method and system for diagnoses and prognoses of low temperature limit control valve;
Remarks: Discloses a method and system for diagnosing and predicting performance below a specified performance level of a low temperature limit valve in an environmental control system (ECS). However, fails to disclose the claim elements at steps 1-2 above.
The Examiner reasoning based on this specific claim limitation clearly present in the allowed claims which is neither taught nor suggested by the prior art as a whole, either alone or in combination.
As a result, claims 1-25 are allowed;
Claims 1 & 23-25 is allowed independent claims.
Claims 2-22 are allowed due to dependencies to the allowed claim 1.
Invention Drawings:
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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 US6106966A: Claims:
A device for solid-oxide electrolytic-cell and fuel-cell applications comprising the following components: a single-crystal solid-oxide component having a first surface facing a first enclosure and a second surface facing a second enclosure; electrode material applied to each of said first and second surfaces; electrical connections to each of said surfaces to establish an electrical potential across the surfaces when the device is used as an electrolytic cell or produce an electrical potential across the surfaces when the device is used as a fuel cell; and inlet and outlet ports connected to said first and second enclosures to provide feed gas and exhaust product gas from the device.
a single-crystal solid-oxide component having a first surface facing a first enclosure and a second surface facing a second enclosure;
electrode material applied to each of said first and second surfaces;
electrical connections to each of said surfaces to establish an electrical potential across the surfaces when the device is used as an electrolytic cell or produce an electrical potential across the surfaces when the device is used as a fuel cell; and
inlet and outlet ports connected to said first and second enclosures to provide feed gas and exhaust product gas from the device.
The device of claim 1, wherein said solid-oxide component consists of stabilized zirconia.
The device of claim 1, wherein said electrode material consists of platinum.
The device of claim 1, wherein said solid-oxide component consists of stabilized zirconia and said electrode material consists of platinum.
The device of claim 1, further comprising a heater adapted to maintain said single-crystal solid-oxide component and said first and second enclosures substantially at a predetermined temperature.
A multilayered device for solid-oxide electrolytic-cell and fuel-cell applications comprising: (a) a plurality of axially stacked cells, each cell comprising a first grille defining a first peripheral enclosure; a second grille defining a second peripheral enclosure; a single-crystal solid-oxide component having a first surface facing said first grille and a second surface facing said second grille, said solid-oxide component being adapted to mate the first surface with said first grille and the second surface with said second grille to form sealed connections; electrode material applied to each of said first and second surfaces of the solid-oxide component; and electrical connections to said first and second surfaces of the solid-oxide component to establish an electrical potential across the surfaces when the device is used as an electrolytic cell or produce an electrical potential across the surfaces when the device is used as a fuel cell; (b) diaphragm means for connecting pairs of said cells in sealed pile arrangement to form a stack of cells; (c) a first end plate adapted to mate with said first grille, such as to seal a first end of said stack of cells; (d) a second end plate adapted to mate with said second grille, such as to seal a second end of said stack of cells; and (e) inlet and outlet ports connected to said first and second grilles to provide feed gas to the device and exhaust product gas from the device.
(a) a plurality of axially stacked cells, each cell comprising
a first grille defining a first peripheral enclosure; a second grille defining a second peripheral enclosure;
a single-crystal solid-oxide component having a first surface facing said first grille and a second surface facing said second grille, said solid-oxide component being adapted to mate the first surface with said first grille and the second surface with said second grille to form sealed connections;
electrode material applied to each of said first and second surfaces of the solid-oxide component; and
electrical connections to said first and second surfaces of the solid-oxide component to establish an electrical potential across the surfaces when the device is used as an electrolytic cell or produce an electrical potential across the surfaces when the device is used as a fuel cell; (b) diaphragm means for connecting pairs of said cells in sealed pile arrangement to form a stack of cells; (c) a first end plate adapted to mate with said first grille, such as to seal a first end of said stack of cells; (d) a second end plate adapted to mate with said second grille, such as to seal a second end of said stack of cells; and (e) inlet and outlet ports connected to said first and second grilles to provide feed gas to the device and exhaust product gas from the device.
(b) diaphragm means for connecting pairs of said cells in sealed pile arrangement to form a stack of cells;
(c) a first end plate adapted to mate with said first grille, such as to seal a first end of said stack of cells;
(d) a second end plate adapted to mate with said second grille, such as to seal a second end of said stack of cells; and
(e) inlet and outlet ports connected to said first and second grilles to provide feed gas to the device and exhaust product gas from the device.
The device of claim 6, wherein said single-crystal solid-oxide component consists of stabilized zirconia.
The device of claim 6, wherein said electrode material consists of platinum.
The device of claim 6, wherein said first and second grilles, said diaphragm means, and said first and second end plates are made of platinum.
The device of claim 6, wherein said solid-oxide component consists of stabilized zirconia, said electrode material consists of platinum, and said first and second grilles, said diaphragm means, and said first and second end plates are made of platinum.
The device of claim 6, wherein said inlet and outlet ports include manifolds connecting all cells through perforations in said first and second grilles, said single-crystal solid-oxide components, and said diaphragm means.
The device of claim 6, wherein said first and second grilles comprise flow channels to control fluid flow within the grilles.
The device of claim 10, wherein said inlet and outlet ports include manifolds connecting all cells through perforations in said first and second grilles, said single-crystal solid-oxide components, and said diaphragm means.
The device of claim 13, wherein said first and second grilles comprise flow channels to control fluid flow within the grilles.
Ref US6314790B1: Claims:
An oxygen concentration detecting apparatus comprising:
a limit current type oxygen sensor provided in an exhaust system of an internal combustion engine, said sensor having an oxygen concentration detecting element for outputting a limit current proportional to oxygen concentration, and a heater for heating said detecting element;
heater control means for controlling energization of said heater to activate said oxygen sensor;
fuel varying means for varying fuel supply to said internal combustion engine; and
sensor diagnostic means for performing diagnosis of said oxygen sensor in accordance with a change in an output value from said oxygen sensor, said change being caused when said fuel supply is varied by said fuel varying means.
An oxygen concentration detecting apparatus according to claim 1 , wherein said predetermined range, used by said sensor diagnostic means to perform said diag nosis of said oxygen sensor, is set in accordance with a variation in said fuel supply cau sed by said fuel varying means.
An oxygen concentration detecting apparatus according to claim 1 , wherein said heater control means controls an amount of energization of said heater in accordance with operating conditions of said internal combustion engine.
An oxygen concentration detecting apparatus according to claim 3 , wherein said operating conditions of said internal combustion engine include load and speed.
An oxygen concentration detecting apparatus according to claim 1 , further comprising:
heater power supply estimating means for estimating an accumulation of heater power supply from starting of energization of said heater;
wherein said sensor diagnostic means is for performing said diagnosis of said oxygen sensor if said accumulation of said heater power supply estimated by said heater power supply estimating means is at least a predetermined value.
An oxygen concentration detecting apparatus according to claim 5 , wherein said heater power supply estimating means estimates said accumulation of said heater power supply based on an elapsed time following starting of said internal combustion engine.
An oxygen concentration detecting apparatus according to claim 1 , wherein said diagnosis is performed in accordance with whether said change in said output value falls in a predetermined range.
An oxygen concentration detecting apparatus according to claim 1 , wherein:
said output value from said oxygen sensor increases with a slope as a voltage applied to said oxygen sensor increases, and becomes constant when said output value corresponds to said limit current; and
said slope changes in accordance with a temperature such that a first slope at a first temperature is larger than a second slope at a second temperature lower than said first temperature.
An oxygen concentration detecting apparatus according to claim 1 , wherein when said change in said output value is smaller than a first magnitude, said sensor diagnostic means determines that an abnormality has occurred because the temperature of said oxygen sensor is low.
An oxygen concentration detecting apparatus according to claim 9 , wherein when said change in said output value is larger than a second magnitude, said sensor diagnostic means determines that an abnormality has occurred because the mperature of said oxygen sensor is high.
Ref US20040124808A1: Claims:
A motor control system for driving a motor with a PWM control using an electric power converter such as a three-phase inverter, etc., comprising: junction temperature calculating means for calculating a junction temperature of a switching element of the electric power converter; and junction temperature reducing means for comparing the junction temperature calculated by the junction temperature calculating means with a preset temperature limit and for performing junction temperature reduction processing to make the junction temperature equal to or less than the temperature limit when the junction temperature exceeds the temperature limit.
junction temperature calculating means for calculating a junction temperature of a switching element of the electric power converter; and
junction temperature reducing means for comparing the junction temperature calculated by the junction temperature calculating means with a preset temperature limit and for performing junction temperature reduction processing to make the junction temperature equal to or less than the temperature limit when the junction temperature exceeds the temperature limit.
A motor control system for driving a motor with a PWM control using an electric power converter such as a three-phase inverter, etc., comprising: loss calculating means for calculating a loss of a switching element of the electric power converter; and loss reducing means for comparing the loss calculated by the loss calculating means with a preset loss limit and for performing loss reduction processing to make the loss equal to or less than the loss limit when the loss exceeds the loss limit.
loss calculating means for calculating a loss of a switching element of the electric power converter; and
loss reducing means for comparing the loss calculated by the loss calculating means with a preset loss limit and for performing loss reduction processing to make the loss equal to or less than the loss limit when the loss exceeds the loss limit.
A motor control system for driving a motor with a PWM control using an electric power converter such as a three-phase inverter, etc., comprising: temperature detecting means for detecting a temperature of a switching element of the electric power converter; junction temperature calculating means for calculating a junction temperature of the switching element of the electric power converter when the temperature detected by the temperature detecting means is between a maximum temperature limit of the switching element and a predetermined temperature which is lower than the maximum temperature limit; junction temperature reducing means for comparing the junction temperature calculated by the junction temperature calculating means with a preset temperature limit when the temperature detected by the temperature detecting means is between the maximum temperature limit of the switching element and the predetermined temperature which is lower than the maximum temperature limit and for performing junction temperature reduction processing when the junction temperature exceeds the temperature limit; loss calculating means for calculating a loss of the switching element of the electric power converter when the temperature detected by the temperature detecting means is equal to or less than the predetermined temperature; and loss reducing means for comparing the loss calculated by the loss calculating means with a preset loss limit when the temperature detected by the temperature detecting means is equal to or less than the predetermined temperature and for performing loss reduction processing to make the loss equal to or less than the loss limit when the loss exceeds the loss limit.
temperature detecting means for detecting a temperature of a switching element of the electric power converter;
junction temperature calculating means for calculating a junction temperature of the switching element of the electric power converter when the temperature detected by the temperature detecting means is between a maximum temperature limit of the switching element and a predetermined temperature which is lower than the maximum temperature limit;
junction temperature reducing means for comparing the junction temperature calculated by the junction temperature calculating means with a preset temperature limit when the temperature detected by the temperature detecting means is between the maximum temperature limit of the switching element and the predetermined temperature which is lower than the maximum temperature limit and for performing junction temperature reduction processing when the junction temperature exceeds the temperature limit;
loss calculating means for calculating a loss of the switching element of the electric power converter when the temperature detected by the temperature detecting means is equal to or less than the predetermined temperature; and
loss reducing means for comparing the loss calculated by the loss calculating means with a preset loss limit when the temperature detected by the temperature detecting means is equal to or less than the predetermined temperature and for performing loss reduction processing to make the loss equal to or less than the loss limit when the loss exceeds the loss limit.
A motor control system for driving a motor with a PWM control using an electric power converter such as a three-phase inverter, etc., comprising: loss calculating means for calculating a loss of a switching element of the electric power converter; junction temperature calculating means for calculating a junction temperature of the switching element of the electric power converter; loss reducing means for comparing the loss calculated by the loss calculating means with a preset loss limit and for performing loss reduction processing to make the loss equal to or less than the loss limit when the loss exceeds the loss limit; and junction temperature reducing means for comparing, when it is determined by said comparison that the loss is equal to or less than the loss limit or when the loss becomes equal to or less than the loss limit by the loss reduction processing, the junction temperature calculated by the junction temperature calculating means with a preset temperature limit and for performing junction temperature reduction processing to make the junction temperature equal to or less than the temperature limit when the junction temperature exceeds the temperature limit.
loss calculating means for calculating a loss of a switching element of the electric power converter;
junction temperature calculating means for calculating a junction temperature of the switching element of the electric power converter;
loss reducing means for comparing the loss calculated by the loss calculating means with a preset loss limit and for performing loss reduction processing to make the loss equal to or less than the loss limit when the loss exceeds the loss limit; and
junction temperature reducing means for comparing, when it is determined by said comparison that the loss is equal to or less than the loss limit or when the loss becomes equal to or less than the loss limit by the loss reduction processing, the junction temperature calculated by the junction temperature calculating means with a preset temperature limit and for performing junction temperature reduction processing to make the junction temperature equal to or less than the temperature limit when the junction temperature exceeds the temperature limit.
The motor control system according to claim 1 , 3 or 4 , wherein said junction temperature reducing means carries out the junction temperature reduction processing by means of at least one of a method for reducing a number of switchings per unit time and a method for reducing an electric current flowing through the switching element.
The motor control system according to claim 2 , 3 or 4 , wherein said loss reducing means carries out the loss reduction processing by means of at least one of a method for reducing a number of switchings per unit time and a method for reducing an electric current flowing through the switching element.
The motor control system according to claim 5 , wherein the number of switchings is reduced by lowering a frequency of a base carrier used for generation of a PWM signal.
The motor control system according to claim 6 , wherein the number of switchings is reduced by lowering a frequency of a base carrier used for generation of a PWM signal.
The motor control system according to claim 5 , wherein the electric current is reduced by decreasing a duty cycle of a PWM signal.
The motor control system according to claim 6 , wherein the electric current is reduced by decreasing a duty cycle of a PWM signal.
Ref US9784638B1: Claims:
A method, comprising: during operation of an environmental control system (ECS) for a vehicle, sensing current operation parameters related to the ECS; retrieving historical operation parameters related to the ECS; and determining a probability of below-specified performance of a low temperature limit valve of the ECS, based on a predetermined relationship between the sensed current operation parameters and the probability of below-specified performance, wherein the predetermined relationship is based on the current operation parameters, the historical operation parameters, and the probability of below-specified performance of the low temperature limit valve.
during operation of an environmental control system (ECS) for a vehicle, sensing current operation parameters related to the ECS;
retrieving historical operation parameters related to the ECS; and
determining a probability of below-specified performance of a low temperature limit valve of the ECS, based on a predetermined relationship between the sensed current operation parameters and the probability of below-specified performance, wherein the predetermined relationship is based on the current operation parameters, the historical operation parameters, and the probability of below-specified performance of the low temperature limit valve.
The method of claim 1 , further comprising: calculating the predetermined relationship between the sensed current operation parameters, the historical operation parameters, and 
[Truncated to input limit]