`
`Attorney Docket No.: NNNA.213285
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`Fortune et al.
`In re Patent of:
`U.S. Patent No.: 6,012,007
`Issue Date:
`January 4, 2000
`Appl. Serial No.: 08/868,338
`Filing Date:
`June 3, 1997
`Title:
`OCCUPANT DETECTION METHOD AND APPARATUS
`FOR AIR BAG SYSTEMS
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`DECLARATION OF DR. KIRSTEN CARR
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`I, Kirsten Carr, of Ann Arbor, Michigan, declare that:
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`1.
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`I have attached my curriculum vitae as Exhibit 1 to this report. I have
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`summarized my educational and professional background below.
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`2.
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`I received my B.S. degree in Mechanical Engineering from the University of
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`Michigan, Ann Arbor, in 1987 and my M.S. and Ph.D. in Mechanical Engineering
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`from the University of Illinois, Urbana, in 1990 and 1995, respectively.
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`3.
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`I joined Ford Motor Company in 1992, working a variety of assignments,
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`including manufacturing research, powertrain quality, occupant safety research,
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`and advance safety sensors. My work in advance safety sensors (2000-2004)
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`included front impact, side impact, rollover, pre-crash, and occupant classification
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`sensor systems. Among other tasks, I was responsible for evaluating occupant
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`classification sensor technologies at various stages of development and delivering
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`sensor systems capable of meeting the new FMVSS regulations with proven
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`implementation readiness to vehicle programs.
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`4.
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`I join Packer Engineering in 2006 as an expert in mechanical and
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`manufacturing engineering with expertise in forensic analysis of mechanical
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`components, vehicular accidents, industrial equipment, vehicle safety restraint and
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`seat systems, and electromechanical systems. I was responsible for managing and
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`performing mechanical and manufacturing engineering investigations and analyses
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`for legal, insurance, and industrial firms.
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`5.
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`I created Carr Analysis, LLC in 2011, where I am the President and
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`Principal Consultant and continuing my consulting work.
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`6.
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`I have been awarded ten (10) patents in the area of vehicle safety systems.
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`7. My other achievement (publications, presentations, reports, and lectures) are
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`listed on my curriculum vitae.
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`8.
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`9.
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`I am a professional engineer registered in the State of Michigan.
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`In writing this Declaration, I have considered the following: my own
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`knowledge and experience, including my work experience in the fields of vehicle
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`safety systems; my industry experience with those subjects; and my experience in
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`working with others involved in those fields. In addition, I have analyzed the
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`following publications and materials, in addition to other materials I cite in my
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`declaration:
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`7239130 v1
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`U.S. Patent No. 6,012,007 and its accompanying prosecution
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`history (“the '007 Patent”, Ex 1001)
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`U.S. Patent No. 5,474,327 (“Schousek”, Ex. 1004)
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`U.S. Patent No. 5,232,243 (“Blackburn”, Ex. 1005)
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`10. Although for the sake of brevity this Declaration refers to selected portions
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`of the cited references, it should be understood that one of ordinary skill in the art
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`would view the references cited herein in their entirety, and in combination with
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`other references cited herein or cited within the references themselves. The
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`references used in this Declaration, therefore, should be viewed as being
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`incorporated herein in their entirety.
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`11.
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`I am not currently and have not at any time in the past been an employee of
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`Nissan North America, Inc. I have been engaged in the present matter to provide
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`my independent analysis of the issues raised in the petition for inter partes review
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`of the '007 patent. I received no compensation for this declaration beyond my
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`normal hourly compensation based on my time actually spent studying the matter,
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`and I will not receive any added compensation based on the outcome of this inter
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`partes review of the '007 patent.
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`I.
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`Person of Ordinary Skill in the Art
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`12.
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`I am familiar with the content of the ’007 patent, which, I have been
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`informed by counsel, has an earliest possible filing date of December 1, 1995
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`(hereinafter “the Critical Date”). Additionally, I have reviewed the other references
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`cited above in this declaration. Counsel has informed me that I should consider
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`these materials through the lens of one of ordinary skill in the art related to the '007
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`patent at the time of the invention. I believe one of ordinary skill around December
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`1, 1995 would have had a Bachelor of Science in Mechanical Engineering with
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`experience in computer programming and several years of experience in vehicle
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`safety systems or the like. Alternatively, this individual could have a Bachelor of
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`Science Degree in Electrical Engineering, Computer Engineering, or Computer
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`Science with experience in the mechanical arts in addition to the experience
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`described above. Individuals with additional education or additional industrial
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`experience could still be of ordinary skill in the art if that additional aspect
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`compensates for a deficit in one of the other aspects of the requirements stated
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`above. I base my evaluation of a person of ordinary skill in this art on my own
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`personal experience, including my knowledge of students, colleagues, and related
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`professionals at the time of interest.
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`13. My findings, as explained below, are based on my education, experience,
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`and background over the last 30 years as discussed above.
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`II.
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`Claim Construction
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`14.
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`I understand that, for the purposes of my analysis in this matter, the claims
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`of the ’007 Patent must be given their broadest reasonable interpretation consistent
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`with the specification. Stated another way, it is contemplated that the claims are
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`understood by their plain and ordinary meanings except where construed in the
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`specification. I also understand that this “plain and ordinary meaning” is with
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`respect to how one of ordinary skill in the art would interpret the claim language. I
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`have followed these principles in my analysis. In a few instances, I have discussed
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`my understanding of the claims in the relevant paragraphs below.
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`III. Schousek
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`15.
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`Schousek teaches a vehicle restraint system having a controller for
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`deploying air bags that selectively allows deployment according to the outputs of
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`seat sensors responding to the weight of an occupant. Schousek describes an “air
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`bag restraint system [that] is equipped with [a] seat occupant sensing apparatus for
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`a passenger seat which detects both infant seats and adults and distinguishes
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`between and forward facing infant seats.” Ex. 1004, Abstract. Schousek states that
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`“the sensing apparatus comprises eight variable resistance pressure sensors in the
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`seat cushion.” Id. A “microprocessor” monitors “the response of each sensor to
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`occupant pressure,” and calculates a “total weight and weight distribution” for an
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`occupant of the seat. Id. Schousek describes that the detected weight from the seat
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`sensors “is used to discriminate between an occupied infant seat, an adult and no
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`occupant,” and that the “weight distribution is used to distinguish between forward
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`and rear facing infant seats.” Id.
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`16.
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`Schousek further describes that if the microprocessor determines that “the
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`total weight parameter is greater than the maximum infant seat weight <72> this
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`indicates that a larger occupant is present and a decision is made to allow
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`deployment <74>.” Id. at 5:32-35. If the microprocessor determines that “the total
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`weight parameter is less than the minimum weight threshold for an occupied infant
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`seat <76> it is determined that the seat is empty and a decision is made to inhibit
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`deployment <78>.” Id. at 5:36-39. This process is shown in FIG. 5A of Schousek,
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`which is reproduced below:
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`Ex. 1004, FIG. 5A
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`17.
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`Schousek also teaches determining measures represented by individual
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`sensor outputs and calculating from the sensor outputs a relative weight parameter.
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`Schousek states that “the sensing apparatus comprises eight variable resistance
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`pressure sensors in the seat cushion.” Id. A “microprocessor” monitors “the
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`response of each sensor to occupant pressure,” and calculates a “total weight”
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`parameter for an occupant of the seat from these sensor outputs. Id. This total
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`weight parameter is calculated by reading the “current voltage” produced by each
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`individual sensor, “subtract[ing]” this voltage “from [a] calibration voltage” set for
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`each sensor that represents the “voltage for an empty seat condition” (a baseline
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`voltage), and summing these “measured voltage differences.” Id. at 4:51-59.
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`Schousek describes that “[t]he difference voltage then is a function of the pressure
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`exerted on the sensor and is empirically related to actual occupant weight” and that
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`“the sum of measured voltage differences. . . . represents occupant weight[.]” Id. at
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`4:56-60. Hence, the total weight parameter is a measure of the force applied to the
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`sensor relative to a calibrated value representing the amount of force detected
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`when the seat is unoccupied. This baseline amount of force may be a product of,
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`for example, the tension created by the seat cover fabric stretched over the seat
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`cushion and sensor creating a pressure on them or other forces. Therefore, the total
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`weight parameter is calculated from the sensor outputs and is a relative
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`representation of the seat occupant's weight.
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`18.
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`Schousek further discloses establishing a first threshold of the relative
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`weight parameter. Schousek details how to establish a “minimum weight
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`threshold” based on “the minimum weight of an occupied infant seat (about 10
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`pounds)[.]” Id. at 5:36-37, 2:31-34. The reference further states that the minimum
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`weight threshold is “compared to the measured total weight parameter” (as
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`described above) “to determine whether the vehicle seat is holding an occupied
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`infant seat . . . or has no occupant.” Id. at 2:34-38.
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`19.
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`Schousek also teaches allowing deployment when the relative weight
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`parameter is above the first threshold. As previously discussed, Schousek teaches a
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`relative weight parameter (the total weight parameter) and a first threshold (the
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`minimum infant seat weight threshold). Schousek describes at least two cases in
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`which deployment of the air bag is allowed when the total weight parameter is
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`above the minimum infant weight threshold, both of which are discussed below.
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`20.
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`In the first case, Schousek describes that “[i]f the total weight parameter is
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`greater than the maximum infant seat weight . . . this indicates that a larger
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`occupant is present and a decision is made to allow deployment[.]” Id. at 5:32-35.
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`FIG. 5A from Schousek shows this process:
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`Ex. 1004, detail of FIG 5A
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`The “maximum infant seat weight” represents the “maximum weight of an
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`occupied infant seat (50 pounds)” and is greater than the minimum infant seat
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`weight threshold defined by Schousek as “about 10 pounds.” Id. at 2:31-34.
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`Hence, a total weight parameter greater than the maximum infant seat weight
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`threshold would be above the minimum infant seat weight threshold and would
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`result in a decision to allow deployment.
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`21.
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`In the second case, Schousek teaches “[i]f the total weight parameter is
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`between” the two weight thresholds described above, “the occupant is identified as
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`an occupied infant seat or a small child[.]” Id. at 5:42-44. Schousek describes that
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`“[i]f the center of weight distribution is not forward of the reference line, a forward
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`facing infant seat is detected and a decision is made to allow deployment of the air
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`bag[.]” Id. at 5:47-50. This process is shown in FIG. 5A:
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`Ex. 1004, detail of FIG. 5A
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`22.
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`Schousek thus describes that if the total weight parameter is greater than the
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`minimum infant seat weight but less than the maximum infant seat weight,
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`deployment of the airbag is selectively allowed according to the weight distribution
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`detected by the sensors.
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`23.
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`Schousek also teaches establishing a lock threshold above the first threshold.
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`As described above, Schousek describes a “maximum infant seat threshold” that is
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`greater than a “minimum infant seat threshold.” See Id. at 2:31-32, 5:32-39. This
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`maximum infant seat weight is a lock threshold because of the allow/inhibit
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`deployment decision locking procedure (described in detail below). See Id. at
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`5:55-58.
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`24.
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`Schousek teaches setting a lock flag when the relative weight parameter is
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`above the lock threshold and deployment has been allowed for a given time.
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`Schousek describes that the allow/inhibit deployment decision “made in each
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`execution loop is stored in an array” and if less than five decisions have been
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`stored, “a decision counter is incremented” until a total of five consecutive
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`decisions have been made and stored. Id. at 5:53-56. Once the decision counter
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`reaches five, “the counter is cleared <96> and the decisions are compared [.]” Id. at
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`5:55-58. If all five values in the decision array “are the same, the current decision
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`is transmitted to” a supplemental inflatable restraint (SIR) module controlling
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`airbag deployment, and “the current decision is labelled as the previous
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`decision[.]” Id. at 5:59-62. If all five decisions in the array “are not the same, the
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`previous decision is retransmitted to the” SIR module. Id. at 5:61-63. The previous
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`decision, therefore, functions as a lock flag for the allow/inhibit deployment
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`decision since the previous decision persists (i.e., is locked) until five consecutive
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`opposite decisions are stored together in the decision array. Accordingly, Schousek
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`teaches setting the previous decision (a lock flag) if the same allow/inhibit
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`deployment decision from five consecutive cycles has been stored together in the
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`decision array. See Id. at 5:53-61. One of the allow/inhibit deployment decisions
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`stored in the array is the decision to allow deployment if the total weight parameter
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`(the relative weight parameter) is above the maximum infant weight threshold (the
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`lock threshold). See Id. at 5:53-55. Hence, a lock flag is set when the total weight
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`parameter is above the lock threshold (maximum infant weight threshold) and
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`deployment allowed for a given time.
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`25.
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`Schousek also discloses establishing an unlock threshold at a level indicative
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`of an empty seat. In particular, Schousek describes that the “minimum infant seat
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`threshold” is used to determine whether the seat is empty, stating that “if the total
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`weight parameter is less than the minimum weight threshold for an occupied infant
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`seat <76> it is determined that the seat is empty[.]” Id. at 5:36-39.
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`26.
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`Schousek teaches clearing the flag when the relative weight parameter is
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`below the unlock threshold for a time. As previously described above at ¶ 24,
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`Schousek describes that each allow/inhibit deployment decision is stored in an
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`array and the decision is locked once five consecutive matching decisions are
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`present. One of the allow/inhibit deployment decisions stored in the decision array
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`is the decision to inhibit deployment if the total weight parameter (the relative
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`weight parameter) is below the minimum infant weight threshold (the unlock
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`threshold). See Id. at 5:36-39. Accordingly, Schousek teaches updating the
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`previous decision to “inhibit deployment” (clearing the lock flag) if a decision to
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`inhibit deployment (i.e., because the total weight parameter is less than the
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`minimum infant seat weight threshold) has been made during five consecutive
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`cycles and stored together in the decision array. See Id. at 5:53-61. Hence, the lock
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`flag is cleared when the total weight parameter is below the unlock threshold
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`(minimum infant seat weight threshold) for a given time.
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`27.
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`Schousek discloses allowing deployment while the lock flag is set. As
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`discussed above, Schousek describes that the previous decision (the lock flag) will
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`be set to “allow deployment” until five consecutive “inhibit deployment” decisions
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`are stored together in the decision array, and that if all five decisions in the array
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`“are not the same, the previous decision is retransmitted to the” SIR module. Id. at
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`5:61-63. Accordingly, the previous decision of “allow deployment” will be sent to
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`the SIR module, thereby allowing deployment, while the previous decision (the
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`lock flag) is set to the value of “allow deployment” (i.e. until an “inhibit
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`deployment” decision is received for five consecutive cycles that are stored
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`together).
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`28.
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`Schousek discloses establishing a second threshold of the relative weight
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`parameter. Schousek describes that the “minimum infant seat threshold” is used to
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`determine whether the seat is empty, stating that “if the total weight parameter is
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`less than the minimum weight threshold for an occupied infant seat <76> it is
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`determined that the seat is empty[.]” Id. at 5:36-39.
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`29.
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`Schousek discloses inhibiting deployment when the relative weight
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`parameter is below the second threshold. As previously discussed, the total weight
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`parameter of Schousek is a relative weight parameter and the minimum infant seat
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`weight threshold is the second threshold. Schousek describes that “if the total
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`weight parameter is less than the minimum weight threshold for an occupied infant
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`seat <76> it is determined that the seat is empty and a decision is made to inhibit
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`deployment <78>.” Id. at 5:36-39. Hence, deployment is inhibited when the weight
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`parameter is below the second threshold.
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`30.
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`Schousek discloses that the relative weight parameter is the total force
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`detected by all the sensors. Schousek describes a process of “determin[ing] a force
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`for each sensor” and “summ[ing] to obtain a total force or weight parameter.” Id. at
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`5:30-31.
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`31.
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`Schousek discloses that the relative weight parameter is a load rating
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`obtained by calculating a load rating for each sensor as a function of the difference
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`between the sensor output and a base value. Schousek describes that the total
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`weight parameter (the relative weight parameter) is calculated by reading a
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`“current voltage” produced by each sensor and “subtract[ing]” the current voltage
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`“from [a] calibration voltage” set for each sensor representing a base value of the
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`“voltage for an empty seat condition.” Id. at 4:51-56. This voltage difference is a
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`calculated load rating for each sensor.
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`32.
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`Schousek discloses summing the load rating for all the sensors to derive a
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`total load rating. Schousek states that for each sensor, “[t]he difference voltage
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`then is a function of the pressure exerted on the sensor and is empirically related to
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`actual occupant weight,” and that “the sum of measured voltage differences. . . .
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`represents occupant weight[.]” Id. at 4:58-60.
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`33.
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`Schousek discloses that a step of allowing deployment is a preliminary allow
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`decision and final deployment consent is attained by long term filtering of the
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`allow decision. As previously discussed, Schousek describes that a previous
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`allow/inhibit deployment decision is used until five consecutive matching
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`decisions are stored together in a decision array. Therefore, if the previous decision
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`is to inhibit deployment, each decision to allow deployment stored in the decision
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`array is a preliminary allow decision until five consecution decisions to allow
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`deployment are present together in the decision array, after which the decision to
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`allow deployment will take effect. See Id. at 5:51-63. Schousek comments on how
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`this program filters out occasional spurious decisions. See Id. at 6:2-5.
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`IV.
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`Schousek in view of Blackburn
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`34. Blackburn teaches an occupant seat including a resilient pad (bottom
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`cushion) that supports the occupant on its top surface and is itself supported by a
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`mounting on its bottom surface. Blackburn describes the preferred “occupant seat
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`234 with which the occupant restraint system 220 is used” as “a passenger seat in
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`the vehicle.” Ex. 1005, 9:39-43. The occupant seat 234 shown in FIG.9 includes a
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`bottom cushion and a support mounting positioned below the bottom surface of the
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`bottom cushion 262. FIG. 9 of Blackburn shows the occupant seat 234:
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`Ex. 1005, detail of FIG. 9 (annotated)
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`35. Blackburn discloses the sensors arranged in an array on the bottom surface
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`of the bottom cushion. Blackburn details “a passenger seat in the vehicle” that
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`includes “an occupant position and weight sensor 260 located in the bottom
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`cushion 262 of the seat 234.” Ex. 1005, 9:39-43. Blackburn describes “the
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`occupant position and weight sensor 260” as including “an N X M array of
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`individual position sensors 300 and individual weight sensors 302.” Id. at
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`10:21¬23 (emphasis added). FIG 9, shown in the above section, shows the sensor
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`located on the bottom surface of the cushion. FIG. 10 shows the array:
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`Ex. 1005, FIG. 10
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`36. Blackburn discloses another support mounting for the bottom surface of the
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`bottom cushion. Blackburn describes the sensor as including a housing with a “top
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`cover plate” and “a bottom support plate 92” that “is rigidly mounted to a
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`substantially inflexible bottom portion of the seat[.]” Ex. 1005, 3:66-4:2.
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`Additionally, “[t]he bottom plate 92 is rigidly secured relative to the vehicle floor.”
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`Id. at 4:56-58, FIG. 3. FIG. 3 of Blackburn shows this configuration:
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`Ex. 1005 (Blackburn), FIG. 3.
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`As discussed in the previous section, the sensor is located on the bottom surface of
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`the bottom cushion. Hence, the bottom support plate of the sensor is a support
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`mounting for the cushion.
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`37. Blackburn further discloses including a panel in the support for the bottom
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`surface of the bottom cushion and arranging the array of seat sensors between the
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`cushion bottom surface and the panel. Although the above disclosure and FIG. 3
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`describe features of the occupant sensor 60, Blackburn describes that the sensor
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`array 260 includes a “bottom plate 312” that is configured identically to the bottom
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`plate 92 of the sensor 60, and that supports each of the occupant sensors 300 and
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`weight sensors 302 in the array. See Id. at 10:30-67. FIG. 11 shows the array
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`including the bottom plate 312:
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`Ex. 1005, detail of FIG. 11 (annotated)
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`The weight sensors 302 are mounted to the bottom plate 312, which provides the
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`support required for the sensors to respond to the downward force of an occupant’s
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`weight. See Blackburn at 10:66-68, 11:23-35. Further, the bottom plate 312 is
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`rigidly secured relative to the vehicle floor and positioned beneath the bottom
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`surface of the seat cushion 262. See Id. at 4:56-58, 10:30-67. Hence, the bottom
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`plate 312 of the sensor 260 is a panel that supports the bottom surface of the seat
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`cushion. Additionally, the array of sensors mounted onto the top of the bottom
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`plate, are located between the bottom plate (panel) and the cushion bottom surface.
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`38.
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`In my opinion, one of skill in the art as of the Critical Date would have
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`modified the occupant sensing air bag control system of Schousek to implement
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`the sensor configuration of Blackburn, because the combination amounts to simple
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`substitution of one known element for another to obtain predictable results.
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`Blackburn describes “[a]n occupant sensing apparatus for use in an occupant
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`restraint system” including “an array of sensors located” on the bottom surface of a
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`seat cushion connected to a “controller.” Id. at Abstract, FIG 9, 9:41-43, 10:21-23,
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`10:3-6. This is similar to the “air bag restraint system [that] is equipped with [a]
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`seat occupant sensing apparatus” including “eight variable resistance pressure
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`sensors in the seat cushion” of Schousek. See Ex. 1004, Abstract. Blackburn
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`teaches the particular configuration of seat sensors described above. One of skill
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`in the art would have been motivated to use the techniques described in Blackburn
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`to allow Schousek to enable airbag deployment based on weight measurements
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`from an array of sensors on the bottom surface of a seat cushion. See, e.g., Ex.
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`1005, FIG. 10. The results of such a combination would have been predictable,
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`because the sensor array and its location in the seat of Blackburn would perform
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`the same function (detecting occupant weight) in the same way (by measuring
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`downward force exerted by the occupant of the seat) as the seat sensor
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`configuration described in Schousek. See Ex. 1004, 3:64-4:22, 5:26-50; Ex. 1005,
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`9:39-43, 14:55-15:48.
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`V.
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`LEGAL PRINCIPLES
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`A.
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`Anticipation
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`39.
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`I have been informed that a patent claim is invalid as anticipated under
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`35 U.S.C. § 102 if each and every element of a claim, as properly construed, is
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`found either explicitly or inherently in a single prior art reference. Under the
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`principles of inherency, if the prior art necessarily functions in accordance with, or
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`includes the claimed limitations, it anticipates.
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`40.
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`I have been informed that a claim is invalid under 35 U.S.C. § 102(a) if the
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`claimed invention was known or used by others in the U.S., or was patented or
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`published anywhere, before the applicant's invention. I further have been
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`informed that a claim is invalid under 35 U.S.C. § 102(b) if the invention was
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`patented or published anywhere, or was in public use, on sale, or offered for sale in
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`this country, more than one year prior to the filing date of the patent application
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`(critical date). And a claim is invalid, as I have been informed, under 35 U.S.C. §
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`102(e), if an invention described by that claim was described in a U.S. patent
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`granted on an application for a patent by another that was filed in the U.S. before
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`the date of invention for such a claim.
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`B. Obviousness
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`41.
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`I have been informed that a patent claim is invalid as “obvious” under 35
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`U.S.C. § 103 in light of one or more prior art references if it would have been
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`obvious to a person of ordinary skill in the art, taking into account (1) the scope
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`and content of the prior art, (2) the differences between the prior art and the claims,
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`(3) the level of ordinary skill in the art, and (4) any so called “secondary
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`considerations” of non-obviousness, which include: (i) “long felt need” for the
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`claimed invention, (ii) commercial success attributable to the claimed invention,
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`(iii) unexpected results of the claimed invention, and (iv) “copying” of the claimed
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`invention by others.
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`42.
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`I have been informed that a claim can be obvious in light of a single prior art
`
`reference or multiple prior art references. To be obvious in light of a single prior
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`art reference or multiple prior art references, there must be a reason to modify the
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`single prior art reference, or combine two or more references, in order to achieve
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`the claimed invention. This reason may come from a teaching, suggestion, or
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`motivation to combine, or may come from the reference or references themselves,
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`the knowledge or “common sense” of one skilled in the art, or from the nature of
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`the problem to be solved, and may be explicit or implicit from the prior art as a
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`whole. I have been informed that the combination of familiar elements according
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`to known methods is likely to be obvious when it does no more than yield
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`predictable results. I also understand it is improper to rely on hindsight in making
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`the obviousness determination.
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`VI. ADDITIONAL REMARKS
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`43.
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`I currently hold the opinions set expressed in this declaration. But my
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`analysis may continue, and I may acquire additional information and/or attain
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`supplemental insights that may result in added observations.
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`44.
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`I hereby declare that all statements made of my own knowledge are true and
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`that all statements made on information and belief are believed to be true. I further
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`declare that these statements were made with the knowledge that willful false
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`statements and the like so made are punishable by fine or imprisonment, or both,
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`under Section 1001 ofthe Title 18 ofthe United States Code and that such willful
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`false statements may jeopardize the Validity of the application or any patents issued
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`thereon.
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`Dated: October 28, 2015
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`
`
`Dr. Kirsten Carr
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`EXHIBIT 1
`
`EXHIBIT 1EXHIBIT 1
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`CARR ANALYSIS, LLC
`
`4957 High Meadow Lane
`Ann Arbor, MI 48103
`Phone: (734) 730-3589
`www.CarrAnalysis.com
`
`Kirsten M. Carr, Ph.D., P.E.
`KCarr@CarrAnalysis.com
`
`
`
`
`
`PROFESSIONAL EXPERIENCE
`
`
`Carr Analysis, LLC – Ann Arbor, MI
`May, 2011-present
`
`
`
`
`
`President and Principal Consultant
`Expert in mechanical and manufacturing engineering, with specific expertise in forensic
`analysis of mechanical components, vehicular accidents, industrial equipment, vehicle
`restraint and seat systems, and electromechanical systems. Additional expertise in
`manufacturing quality control, failure analysis, durability and fatigue analysis, statistical
`data analysis, and vehicular component testing.
`
`
`Packer Engineering, Inc. – Ann Arbor, MI
`2006-May, 2011
`Director
`Responsible for managing and performing mechanical and manufacturing engineering
`investigations and analyses for legal, insurance, and industrial firms.
`
`
`Ford Motor Company – Dearborn, MI
`2004-2006
`Supervisor, Powertrain Forward Model Quality
`Lead engine and transmission engineering teams in the technical design robustness
`evaluation of new designs and design changes. Developed and taught a full-day technical
`course on design robustness to nearly 1,500 engineers.
`
`
`
`
`
`
`2000-2004
`Supervisor, Core and Advance Safety Sensors
`Responsible for creating, staffing, and directing a team of mechanical and electrical
`engineers tasked with managing the safety sensors (front impact, occupant classification,
`side impact, rollover, and pre-crash) available to vehicle programs, including performance
`requirements and specifications, electrical architecture, testing and delivering new sensor
`technologies, providing vehicle program support, and supporting corporate-level
`interactions with government agencies and consortia. Delivered occupant classification
`capability to meet new FMVSS regulations, including authoring performance specifications
`and delivering multiple sensor technologies using Six Sigma methods. Communicated Ford’s
`state of technology in occupant classification to NHTSA. Integrated pre-crash and occupant
`sensors into vehicle for live demonstrations of controlling seatbelt and airbag systems
`
`
`
`
`
`Page 1 of 5
`
`
`January 2015
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`EXHIBIT 1 - Page 1
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`based on these sensor inputs. Co-invented and patented advanced rollover sensor
`algorithm.
`
`
`1997-2000
`Technical Specialist, Occupant Safety Research
`Invented new vehicle safety devices for the occupant compartment with a focus on seat
`belt technology and seat technology.
`
`1996-1997
`Technical Specialist, Manufacturing Research
`Developed and validated machining simulation models and dimensional management and
`tolerancing technologies.
`
`
`
`
`1995
`Product Engineer, Automatic Transmission
`Responsible for testing regarding the contribution of the automatic transmission to vehicle
`noise-vibration-harshness and powertrain temperature management of thermal loads.
`
`
`1995
`Prototype Build Manager, F-Series Prototype Build
`Responsible for th