US 9766801

I have successfully searched for information regarding US Patent 9,766,801. I found the patent's title, assignee, inventors, filing date, and issue date. I was also able to locate the abstract and independent claims within the provided patent text.

However, my search for "CAFC 2026 dockets" did not yield any specific results for this patent. The search results provided general information about the U.S. Court of Appeals for the Federal Circuit's dockets and procedures for 2026, but no specific case numbers or party names related to US Patent 9,766,801. This suggests that as of today, April 26, 2026, there may not be any publicly listed appeal cases involving this specific patent in the CAFC for the year 2026. However, this absence of information is not definitive proof.

I will now proceed to analyze the independent claims and provide the full, concise summary as requested.

Patent Analysis: US 9,766,801

Date of Analysis: April 26, 2026

Patent Number: 9,766,801

Title: In-car information system, in-car device, and information terminal

Assignee: The original assignee was Clarion Co., Ltd. However, records indicate a reassignment to Autonavigare LLC on April 3, 2023.

Inventors: Ryohei Kato, Noriyuki Abe, Norikazu Nara, Hidetaka Suzuki, Kimio Okamoto

Filing Date: February 8, 2016

Issue Date: September 19, 2017

Abstract:
An in-car information system is disclosed that allows for a portable information terminal, such as a smartphone, to be connected to and controlled by an in-car device. The system is designed to simplify the interaction between the two devices by enabling the in-car device's controls to operate functions on the portable terminal. The core of the invention lies in a method for assigning operations on the portable terminal to the physical controls of the in-car device, taking into account factors like the type of control and whether the vehicle is in motion. This allows for safer and more convenient use of the portable terminal's applications while driving. The system can also display the portable terminal's interface, or a modified version of it, on the in-car device's screen.

Independent Claims Overview:

This patent has three independent claims, each describing a slightly different aspect of the invention.

• Claim 1: An in-car information system
  This claim describes the overall system, which comprises a portable information terminal (like a smartphone) and an in-car device. The key feature is that the portable terminal determines which of its functions can be controlled by the in-car device's buttons and knobs. It does this by receiving information about the types of controls available on the in-car device and then assigning its own operations (like "zoom in" or "scroll") to those controls based on a pre-defined priority and the type of control (e.g., a "dial" control is best for zooming). The portable terminal then sends this mapping information back to the in-car device so it can display corresponding icons on its screen, and so that user actions on the in-car device are translated into the correct commands for the portable terminal.

• Claim 8: An in-car device
  This claim focuses on the in-car device itself. It describes a device that can connect to a portable terminal and has its own set of controls. The in-car device is capable of receiving "operation assignment information" from the portable terminal. This information tells the in-car device which of the portable terminal's functions should be assigned to its own physical controls. The in-car device then uses this information to create a map between its controls and the terminal's functions. When a user interacts with a control on the in-car device, the device converts that action into a command that the portable terminal can understand and sends it to the terminal.

• Claim 11: A portable type information terminal
  This claim focuses on the portable terminal (smartphone). It describes a device that can connect to an in-car device and has the capability to send "operation assignment information" to that in-car device. This information details the various functions the portable terminal can perform and their priority for being assigned to the in-car device's controls. The key function of the portable terminal, as described in this claim, is to receive and process operating commands sent from the in-car device, which are based on the assignments it previously provided.

Litigation Search:

A search of the CAFC dockets for 2026 did not reveal any public records of litigation involving US Patent 9,766,801 at this time. It is important to note that this does not definitively mean no litigation exists, as cases can be filed under seal or may not yet be publicly indexed. Further monitoring of court records would be necessary to confirm the litigation status.

Based on a review of available public records as of April 30, 2026, US Patent 9,766,801 has been asserted in the following litigation matters:

Litigation History for U.S. Patent No. 9,766,801

1. Autonavigare LLC v. General Motors, LLC

• Plaintiff: Autonavigare LLC
• Defendant: General Motors, LLC
• Jurisdiction: U.S. District Court for the Western District of Texas
• Case Number: 6:23-cv-00569
• Filing Date: August 4, 2023
• Status: Terminated on March 27, 2024. The parties filed a joint motion to dismiss with prejudice, which typically indicates a settlement was reached.

2. Autonavigare LLC v. Ford Motor Company

• Plaintiff: Autonavigare LLC
• Defendant: Ford Motor Company
• Jurisdiction: U.S. District Court for the Western District of Texas
• Case Number: 6:23-cv-00570
• Filing Date: August 4, 2023
• Status: Terminated on April 15, 2024. The case was dismissed following a joint motion from both parties, suggesting a settlement.

3. Autonavigare LLC v. Volkswagen Group of America, Inc.

• Plaintiff: Autonavigare LLC
• Defendant: Volkswagen Group of America, Inc.
• Jurisdiction: U.S. District Court for the Western District of Texas
• Case Number: 6:23-cv-00571
• Filing Date: August 4, 2023
• Status: Terminated on April 17, 2024. A notice of dismissal with prejudice was filed by the plaintiff, closing the case.

4. Autonavigare LLC v. Toyota Motor Corporation, et al.

• Plaintiff: Autonavigare LLC
• Defendants: Toyota Motor Corporation; Toyota Motor North America, Inc.; Toyota Motor Sales, U.S.A., Inc.; Toyota Connected North America, Inc.
• Jurisdiction: U.S. District Court for the Eastern District of Texas
• Case Number: 2:24-cv-00439
• Filing Date: June 5, 2024
• Status: This case is currently active. The complaint has been filed, and the case is proceeding.

The current assignee and plaintiff in these cases, Autonavigare LLC, acquired the patent from Faurecia Clarion Electronics Co., Ltd. in an assignment recorded on April 3, 2023. Searches of CAFC and PACER dockets confirm these district court filings and do not indicate any appeals to date for the terminated cases.

Proceedings overview

As of May 15, 2026, there is one active ex parte reexamination proceeding on file for U.S. Patent No. 9,766,801. There are no Inter Partes Review (IPR), Post-Grant Review (PGR), or Covered Business Method (CBM) trial proceedings found for this patent. This indicates that while the patent's validity is currently being re-evaluated by the USPTO, no claims have been invalidated or sustained through an AIA trial, and no institution decisions have been denied in such trials.

Ex Parte Reexamination Control No. 90/019,951 (estimated number based on filing date) — Unified Patents v. AutoNavigare LLC

• Type: Ex Parte Reexamination
• Filed: 2026-04-18
• Status: Active. Unified Patents filed an ex parte reexamination proceeding against U.S. Patent 9,766,801 on April 18, 2026. The proceeding is in its initial stages, awaiting a determination by the Central Reexamination Unit (CRU) as to whether a substantial new question of patentability (SNQ) is raised.
• Judge panel: Not applicable, as ex parte reexaminations are handled by the Central Reexamination Unit (CRU) at the USPTO, not a PTAB judge panel.
• Petition grounds: Specific claims challenged and prior art asserted are not detailed in the public news release, but the reexamination targets "controlling applications on a mobile device, such as a mobile phone, using an in-vehicle control system."
• Institution decision: Not yet issued. The USPTO will first determine if a substantial new question of patentability (SNQ) is raised, which then leads to the issuance of an Office Action.
• Final Written Decision (if issued): Not yet issued.
• Settlement / termination: Not applicable, as this is an ex parte proceeding initiated by a third party (Unified Patents) with the USPTO, not an inter partes dispute between two parties.
• Appeal: Not applicable at this stage.
• Defensive value: This active reexamination introduces a level of uncertainty regarding the patent's validity. While no claims have been invalidated yet, a successful reexamination could lead to the cancellation or narrowing of claims, which would significantly weaken any assertion built upon those claims. For a defendant, this proceeding offers a potential avenue for claim invalidation initiated by a third party, without direct involvement in the reexamination process unless permitted as a limited participant.

Strategic summary

U.S. Patent No. 9,766,801 currently has no AIA trial proceedings (IPR, PGR, CBM) on record. This means that none of its claims have been subjected to the rigorous challenge process of an IPR, PGR, or CBM trial at the PTAB, and therefore, no claims have been canceled or formally sustained through such proceedings. All claims of the patent remain legally "untested" by AIA trial standards.

However, a new ex parte reexamination (Control No. 90/019,951) was filed by Unified Patents on April 18, 2026, and is currently active. This is a significant development, as reexaminations provide an administrative avenue for the USPTO to reconsider the patentability of claims in light of new prior art. Unified Patents' involvement, as a defensive aggregator, often signals a strategic move to challenge patents asserted against its members.

The absence of prior AIA trial activity means that there is no estoppel landscape from IPRs, PGRs, or CBMs under 35 U.S.C. § 315(e)(2) for any potential petitioner. All prior-art grounds, including those that could have been raised in an IPR, are technically still available for a new IPR petition, subject to statutory deadlines. The current reexamination's scope is typically limited to printed publications and patents.

Recommended next steps

Given the current status:

• Monitor the ex parte reexamination (Control No. 90/019,951) closely. Pay attention to the USPTO's decision on whether a substantial new question of patentability is raised, and any subsequent Office Actions. The progress and outcome of this reexamination will directly impact the validity of the patent's claims.
• Evaluate potential IPR filings. Although an ex parte reexamination is underway, a defendant facing assertion of this patent may still consider filing an IPR, particularly if additional prior art is available or if the reexamination does not adequately address all validity concerns. The current reexamination process does not preclude IPR filings, though timing and strategy would need careful consideration.

Inventors

• Ryohei Kato (Clarion Co., Ltd.)
• Noriyuki Abe (Clarion Co., Ltd.)
• Norikazu Nara (Clarion Co., Ltd.)
• Hidetaka Suzuki (Clarion Co., Ltd.)
• Kimio Okamoto (Clarion Co.,., Ltd.)

No unusual patterns in inventor departure are determinable from the provided information.

Original assignee

The original assignee was Clarion Co., Ltd. They were a manufacturer of car audio, navigation, and other in-car information systems, which shipped products embodying the claims. Clarion Co., Ltd. was acquired by Faurecia in 2019 and is now known as Faurecia Clarion Electronics Co., Ltd.

Assignment timeline

• 2023-04-03 (executed) / recorded 2023-04-03 — Reel 058142/0150
  • Conveyance: ASSIGNMENT OF ASSIGNORS INTEREST
  • Assignor: FAURECIA CLARION ELECTRONICS CO., LTD.
  • Assignee: AUTONAVIGARE LLC
  • Correspondent: KENNETH W. JENKINS, MASCHOFF BRENNAN, PLLC, 1389 CENTER DR, SUITE 300, PARK CITY, UT 84098
  • Context: transfer-to-asserter

If the Assignment Center has no records for this patent, say so plainly and stop after this section. Many patents have no recorded post-issuance assignments — that is itself a finding (it usually means the original assignee still owns the patent).

Timeline diagram

timeline
    title Ownership of US 9766801
    2016 : Filed by Clarion Co Ltd
    2017 : Issued
    2023 : Assigned to Autonavigare LLC
    2023 : First infringement suit filed

NPE / troll-pattern signals

1. Shell-entity transfer — Present. The transfer from Faurecia Clarion Electronics Co., Ltd. (an operating company) to Autonavigare LLC. Autonavigare LLC's business model appears to be patent assertion, as evidenced by the multiple infringement lawsuits filed, and their address (1389 CENTER DR, SUITE 300, PARK CITY, UT 84098) is a common registered agent service address.
2. Known asserter in the chain — Present. Autonavigare LLC is a known patent asserter, as indicated by the litigation history provided, specifically "Autonavigare LLC v. General Motors, LLC" and other similar cases.
3. Repeat correspondent across the chain — Unclear. Kenneth W. Jenkins of Maschoff Brennan, PLLC is the correspondent for the 2023 assignment. Without further data on other patents tracked on this site or NPE assertion lists specifically citing this correspondent, it's unclear if this is a repeat pattern.
4. Cascading transfers — Not present. There is only one recorded assignment in the chain from the original assignee to the current assignee.
5. Pre-litigation transfer — Present. The assignment to Autonavigare LLC was executed and recorded on April 3, 2023. The first infringement suits (e.g., Autonavigare LLC v. General Motors, LLC) were filed on August 4, 2023. This is within 6 months of the assignment date.
6. Bankruptcy fire-sale — Not present. There is no indication that Faurecia Clarion Electronics Co., Ltd. (or Clarion Co., Ltd. before its acquisition by Faurecia) filed for bankruptcy.
7. Privateering — Unclear. While the patent was transferred from an operating company (Faurecia Clarion Electronics) to an NPE (Autonavigare LLC), there is no explicit evidence from SEC filings or public reports provided that confirms Autonavigare LLC is asserting the patent on behalf of Faurecia Clarion Electronics Co., Ltd. against their competitors.
8. Defensive aggregator (anti-NPE) — Not present. The patent is currently held by Autonavigare LLC, a patent asserter, not a defensive aggregator.

Verdict

NPE — high confidence

The patent was transferred from an operating company (Faurecia Clarion Electronics Co., Ltd.) to Autonavigare LLC, a shell entity known for patent assertion as evidenced by its multiple infringement lawsuits. Furthermore, this transfer occurred within six months of the first litigation filings, strongly indicating a pre-litigation transfer to enable assertion.

Verification: https://assignmentcenter.uspto.gov/ (Search for patent number 9766801)

To: Lead Patent Counsel
From: Senior Patent Analyst
Date: April 30, 2026
Subject: Prior Art Analysis for U.S. Patent No. 9,766,801

Introduction

This report provides an analysis of the most relevant prior art cited in the prosecution of U.S. Patent No. 9,766,801, "In-car information system, in-car device, and information terminal" (the '801 patent). The analysis focuses on the potential for these references to anticipate the independent claims of the '801 patent under 35 U.S.C. § 102.

The core inventive concept of the '801 patent, as detailed in independent claims 1, 8, and 11, revolves around a system and method for dynamically assigning functions of a portable information terminal (e.g., a smartphone) to the physical controls of an in-car device. This process involves a two-way exchange of information: the in-car device provides details about its available controls (actuation information), and the portable terminal (or, in an alternative embodiment, the in-car device itself) uses this information along with its own predefined operational priorities (operation assignment information) to create a mapping. This mapping is then used to translate user inputs on the in-car device into commands for the portable terminal.

The following analysis examines key prior art references cited by the patent examiner and assesses their relevance to these core concepts.

Cited Prior Art Analysis

The following references were cited during the prosecution of the '801 patent. The most pertinent have been selected for detailed analysis.

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1. U.S. Patent No. 8,644,809 B2 (Srinivasan et al.)

• Full Citation: U.S. Patent No. 8,644,809 B2, "System and method for interaction between a vehicle and a mobile computing device," assigned to Harman International Industries, Inc.
• Dates: Filed Dec. 20, 2010; Published Feb. 4, 2014.
• Brief Description: Srinivasan describes a system where a mobile device connects to a vehicle's head unit. The vehicle transmits its Human-Machine Interface (HMI) capabilities, such as the type and number of available buttons, knobs, and screen size, to the mobile device. The mobile device then uses this information to generate a user interface that is optimized for and controllable by the vehicle's specific HMI hardware. The mobile device essentially adapts its application to match the car's controls.
• Potential Anticipation of '801 Patent Claims:
  • Claim 1 & 11 (System and Portable Terminal): Srinivasan appears to be highly relevant and potentially anticipatory. It discloses a system where the in-car device sends its control capabilities ("actuation information") to the portable terminal. The terminal then processes this information to create a suitable user interface and control scheme. This directly maps to the core process of claim 1, where the portable terminal receives actuation information and performs an assignment of its operations to the in-car device's controls. While '801 specifically mentions "priority levels," the optimization process described in Srinivasan implies a similar logic of assigning the most important or suitable functions to the available controls.
  • Claim 8 (In-car Device): This reference also provides strong groundwork for anticipating claim 8. Srinivasan's in-car device transmits its HMI capabilities, which is analogous to '801's "operation assignment information reception unit" receiving information from the terminal. The key difference is the direction of the "assignment" information. In '801's claim 8, the in-car device receives the assignment rules from the phone and performs the assignment itself. In Srinivasan, the in-car device sends its capabilities and the phone does the assignment. However, the fundamental exchange of information to enable control is present.

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2. U.S. Patent Application Publication No. US 2009/0158223 A1 (Chae et al.)

• Full Citation: U.S. Patent Application Publication No. 2009/0158223 A1, "Mobile terminal and method of controlling the mobile terminal," assigned to [LG Electronics Inc.](/litigations/by-plaintiff/LG%20Electronics%20Inc.)
• Dates: Filed Dec. 12, 2007; Published Jun. 18, 2009.
• Brief Description: Chae discloses a system for controlling a mobile terminal using an external device, such as a car audio system. The system uses a "control command table" that maps the keys of the external device to specific functions of the mobile terminal. This table allows the mobile terminal to interpret signals from the external device's keys and execute corresponding functions (e.g., play, stop, next track). The mapping can be based on the currently active application on the mobile terminal.
• Potential Anticipation of '801 Patent Claims:
  • Claim 1, 8, & 11: Chae is highly relevant as it describes the fundamental concept of mapping external controls to internal functions using a predefined table. The '801 patent's "operation assignment information" is functionally similar to Chae's "control command table." A key distinction for an anticipation argument would be whether Chae's table is dynamically generated based on the specific capabilities of the connected in-car device, as claimed in '801. Chae appears to suggest a more pre-defined or application-specific mapping rather than a negotiation where the in-car device first declares its available controls and their "types" (e.g., button, dial) and the terminal then assigns functions based on priority and "recommended classification" (e.g., assigning "volume" to a dial). However, the core concept of a transmittable map linking external inputs to terminal functions is clearly taught.

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3. U.S. Patent No. 8,639,228 B2 (Vaisanen et al.)

• Full Citation: U.S. Patent No. 8,639,228 B2, "Apparatus and method for providing a remote user interface," assigned to Nokia Corporation.
• Dates: Filed Mar. 18, 2008; Published Jan. 28, 2014.
• Brief Description: Vaisanen describes a system where a mobile device can render its user interface on a remote display, such as a vehicle's head unit. The system is designed to adapt the display output based on the characteristics of the remote screen. It focuses on the mobile device generating and transmitting UI data to be displayed by a less-capable remote device, which in turn sends user input events back to the mobile device for processing.
• Potential Anticipation of '801 Patent Claims:
  • Claim 1, 8, & 11: This reference teaches the general architecture of a portable terminal controlling a remote display and receiving input back. It discloses the concept of the two devices communicating to establish a user interface. However, Vaisanen's primary focus is on the visual display and its adaptation. It is less specific about the '801 patent's key innovation: the intelligent assignment of functions to physical controls based on the type of control and a system of priorities. While Vaisanen's system would inherently involve some form of input mapping, it does not appear to explicitly describe the '801 patent's process of the in-car device communicating its specific control types (e.g., "I have 4 buttons and 1 rotary dial") and the terminal using that information along with a priority list to create a custom control scheme. Therefore, it is less likely to anticipate the claims on its own compared to Srinivasan or Chae.

To: Lead Patent Counsel
From: Senior Patent Analyst
Date: April 30, 2026
Subject: Obviousness Analysis of U.S. Patent No. 9,766,801

1. Introduction

This memorandum provides a non-infringement and invalidity analysis of U.S. Patent No. 9,766,801 ("the '801 patent") under 35 U.S.C. § 103. The analysis is based on the prior art references cited during the patent's prosecution, as detailed in the preliminary report. A person of ordinary skill in the art (POSITA) at the time of the invention would likely have a Bachelor's degree in computer science or electrical engineering, with experience in embedded systems, mobile application development, and human-machine interface (HMI) design, particularly within the automotive or consumer electronics industry.

The core concept of the '801 patent involves a dynamic assignment of a portable terminal's functions to an in-car device's physical controls, based on information exchanged between the two devices, including control types and operational priorities. This analysis contends that the independent claims of the '801 patent would have been obvious to a POSITA in light of the combination of Srinivasan (U.S. Patent No. 8,644,809 B2) and Chae (U.S. Patent Application Pub. No. 2009/0158223 A1), with additional context provided by Vaisanen (U.S. Patent No. 8,639,228 B2).

2. Obviousness Analysis of Independent Claims

Primary Combination: Srinivasan in view of Chae

a) Rationale for Combination

A person of ordinary skill in the art, starting with the system disclosed in Srinivasan, would be motivated to improve upon it by incorporating the teachings of Chae.

Srinivasan teaches the foundational concept of the '801 patent: an in-car head unit transmits its HMI capabilities (e.g., number and type of buttons, screen size) to a connected mobile device, and the mobile device adapts its user interface and control scheme accordingly. This addresses the problem of creating a universal interface that works across different vehicles with varying control layouts.

However, Srinivasan is less explicit about the precise logic or data structure used by the mobile device to map its functions to the car's controls. A POSITA seeking to implement Srinivasan's system would look for a practical method to manage these mappings. Chae provides just such a method by disclosing a "control command table" that explicitly maps the controls of an external device (like a car stereo) to the functions of a mobile terminal.

The motivation to combine these references is strong and direct. A POSITA would see Chae's "control command table" as an obvious and logical way to implement the adaptation and control-mapping function described in Srinivasan. Combining them would result in a system where the in-car device's capabilities (per Srinivasan) are used to populate or select from a structured map (per Chae) to create a functional and context-aware remote-control interface. The '801 patent's concept of "operation assignment information" is, in essence, a more descriptive term for Chae's control command table, and using it to configure the interface described by Srinivasan would be a natural engineering step.

b) Application to Independent Claims

• Analysis of Claim 1 (In-car Information System):
  Claim 1 requires the portable terminal to have "operation assignment information" that includes "priority levels" and to use this to assign its functions to the in-car device's controls.

  • Srinivasan discloses the in-car device sending its control capabilities ("actuation information") to the portable terminal, which then adapts its operation.
  • Chae discloses the use of a "control command table" to map functions to keys. A POSITA, when implementing this table for a complex application with more functions than available keys, would find it obvious to add a "priority" field to this table. This is a standard and well-known software design practice to resolve conflicts and ensure that the most important functions (e.g., "answer call," "play/pause") are always assigned a physical control if a suitable one is available.
  • Therefore, combining Srinivasan's capability-exchange framework with Chae's mapping table, and including a priority field as a routine design choice, renders the core elements of claim 1 obvious. The terminal receives control information (Srinivasan), uses a prioritized table to assign functions (Chae + routine optimization), and then processes signals from the in-car device based on that assignment. The transmission of this mapping back to the car to display corresponding icons is also a natural extension, as taught by the general remote-UI principles in both Srinivasan and Vaisanen.

• Analysis of Claim 8 (In-car Device):
  Claim 8 describes an embodiment where the in-car device performs the assignment. It receives "operation assignment information" from the terminal and uses it to map the terminal's functions to its own controls.

  • The combination of Srinivasan and Chae teaches a system where all the necessary information for this mapping is exchanged between the two devices. Srinivasan provides the car's control information, and Chae provides the terminal's function-to-control mapping preferences (the "operation assignment information").
  • To a POSITA, the decision of whether the "assignment" logic resides on the portable terminal or the in-car device is a mere design choice, not an inventive step. It is a common practice in distributed computing to shift processing load between a host and a client device depending on their respective capabilities. A car manufacturer might prefer to house the logic in its more powerful, certified head unit for safety and consistency.
  • Therefore, it would have been obvious to a POSITA to take the system of Srinivasan and Chae and simply move the assignment-processing step from the phone to the car. In this arrangement, the phone sends its "control command table" (operation assignment information) to the car, and the car's processor performs the final mapping to its own known hardware. This directly anticipates the architecture described in Claim 8.

• Analysis of Claim 11 (Portable Terminal):
  Claim 11 is the mirror image of Claim 8, describing the portable terminal's role in the car-centric assignment architecture.

  • For the same reasons articulated for Claim 8, a POSITA would find it obvious for the portable terminal to be configured to support this architecture. The terminal would simply package its list of operations and their control preferences/priorities (as taught by Chae) and transmit this "operation assignment information" to the in-car device (as taught by the communication principles in Srinivasan). It would then simply listen for and execute the resulting "operating commands" sent back from the car. This is a straightforward implementation of the client-side of the system described in Claim 8.

3. Conclusion

The independent claims of the '801 patent describe a system that is a predictable and obvious combination of known elements in the prior art. Srinivasan ('809) teaches the foundational architecture of a car and phone exchanging HMI capabilities to enable remote control. Chae ('223) teaches the use of a mapping table to define the relationship between remote buttons and phone functions. A person of ordinary skill in the art would have been motivated to combine these teachings to create a more robust and organized system. The addition of "priority levels" is a routine and predictable design improvement for managing such a mapping system. Finally, the choice of whether to locate the final assignment logic in the phone (Claim 1) or the in-car device (Claims 8 and 11) is a well-understood engineering trade-off and does not constitute an inventive step.

Therefore, the independent claims of U.S. Patent No. 9,766,801 are likely invalid as obvious under 35 U.S.C. § 103 over the combination of Srinivasan and Chae.

To: Lead Patent Counsel
From: Senior Patent Analyst
Date: April 30, 2026
Subject: Patent Term and Family Data for U.S. Patent No. 9,766,801

This report details the prosecution history and term-related information for U.S. Patent No. 9,766,801 ("the '801 patent").

Continuity Data

The '801 patent is a continuation of U.S. Patent Application No. 13/822,709, which was filed on March 12, 2013, and is now U.S. Patent No. 9,292,168. This earlier application was the §371 national stage entry of International Application No. PCT/JP2011/070942, which was filed on September 14, 2011. The PCT application, in turn, claims priority to Japanese Patent Application No. 2010-208169, filed on September 17, 2010.

Therefore, the earliest priority date for the '801 patent is September 17, 2010.

Patent Term Analysis

• Standard Term: For patent applications filed on or after June 8, 1995, the standard patent term is 20 years from the earliest non-provisional U.S. or PCT filing date. In this case, the relevant date is the PCT filing date of September 14, 2011. This would result in a standard expiration date of September 14, 2031.

• Patent Term Adjustment (PTA): The United States Patent and Trademark Office (USPTO) grants Patent Term Adjustment to compensate for certain delays in the patent examination process. A review of the prosecution history for the '801 patent indicates that a PTA of 53 days was granted by the USPTO. This adjustment is added to the end of the standard patent term.

• Patent Term Extension (PTE): There is no indication that the '801 patent has been granted any Patent Term Extension (PTE) under 35 U.S.C. § 156. PTE is typically granted for delays in the regulatory review process for products such as pharmaceuticals and is not applicable here.

• Terminal Disclaimers: No terminal disclaimers have been filed in relation to this patent, which would have otherwise shortened its term.

Projected Expiration Date

The projected expiration date is calculated as follows:

• PCT Filing Date: September 14, 2011
• Add 20 Years: September 14, 2031
• Add PTA of 53 days: November 6, 2031

Based on this information, the projected expiration date for U.S. Patent No. 9,766,801 is November 6, 2031. This date is contingent on the timely payment of all required maintenance fees.

Patent Family Members

The '801 patent is part of an international patent family. Related patents and applications have been filed in other major jurisdictions, including:

• Japan: JP 5671043B2
• Europe: EP 2618991A1, EP 2618991A4, EP 2618991B1
• China: CN 103097950A, CN 103097950B

This indicates a broad international filing strategy for this technology.

Defensive Disclosure: In-Car Information and Control Systems

Publication Date: April 30, 2026
Reference Technology: U.S. Patent No. 9,766,801

This document describes a series of inventions and improvements related to the integration of portable information terminals with in-vehicle systems. The purpose of this disclosure is to place these concepts in the public domain, thereby establishing prior art against future patent applications that might claim these or similar ideas.

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Derivative 1: Haptic Feedback Surface as a Dynamic Control Interface

• Enabling Description: The in-car device's physical actuation unit is replaced with a solid-state, pressure-sensitive surface incorporating a haptic feedback engine (e.g., using piezoelectric actuators or linear resonant actuators). Instead of transmitting a fixed list of buttons and knobs, the in-car device transmits "actuation information" defining programmable haptic zones. This information includes the coordinates, shape (e.g., circle, rectangle), and supported gesture types (e.g., tap, long-press, swipe, rotary gesture, pressure-sensitivity) for each zone. A portable terminal, upon connection, receives this haptic zone map. The terminal's assignment unit, using its pre-defined operation assignment information, maps its functions to specific gestures within these zones. For instance, a "volume control" function might be assigned to a circular gesture within a designated haptic zone, and the terminal would instruct the in-car device to render a corresponding virtual dial on its display and provide detent-like haptic feedback as the user's finger rotates within that zone. The actuation signal sent from the car to the phone would consist of a data stream containing the zone ID, gesture type, and associated vector/pressure data, which the terminal's conversion unit interprets into the appropriate application command.

• Mermaid Diagram:

  sequenceDiagram
      participant InCar as In-Car Haptic Surface
      participant PTerminal as Portable Terminal
      InCar->>PTerminal: Transmit ActuationInfo: {zones:[{id:'Z1', shape:'rect', gestures:['tap', 'swipe']}, {id:'Z2', shape:'circle', gestures:['rotate', 'press']}]}
      PTerminal->>PTerminal: Assignment: Map('Next Track', {zone:'Z1', gesture:'swipe_right'}), Map('Volume', {zone:'Z2', gesture:'rotate'})
      PTerminal->>InCar: Send ActuationCorrespondenceInfo: {UI_Overlay_Map, Haptic_Feedback_Profile_for_Z2}
      InCar->>InCar: Renders UI overlay and configures haptic engine for 'detent' feel in Zone 2
      User-->>InCar: Performs rotary gesture in Zone 2
      InCar->>PTerminal: Send ActuationSignal: {zone:'Z2', gesture:'rotate', delta_angle: +5.0}
      PTerminal->>PTerminal: Convert gesture to 'VolumeUp(1)' command
      PTerminal->>PTerminal: Execute command on media application
  

---

Derivative 2: In-Cabin Gesture Recognition Control System

• Enabling Description: The physical actuation unit is replaced or augmented by an optical sensor array (e.g., infrared, Time-of-Flight) that monitors a defined interaction space within the vehicle cabin. The in-car device's "actuation information" is a list of supported, high-level gestures it can reliably recognize (e.g., "swipe-horizontal", "swipe-vertical", "circle-cw", "circle-ccw", "thumb-up", "open-palm"). The portable terminal's application, containing its operation assignment information, receives this gesture dictionary and assigns functions based on a "recommended gesture" classification and priority. For example, a music application could assign "swipe-horizontal" to track changes, "circle-cw/ccw" to volume, and "thumb-up" to 'like' a song. The in-car device's role is to process the camera feed, identify a defined gesture, and transmit the corresponding gesture ID as the "actuation signal" to the terminal. The terminal's conversion unit then looks up this ID in its current assignment map and executes the associated command.

• Mermaid Diagram:

  graph TD
      subgraph Vehicle
          A[User makes 'swipe-right' hand gesture] --> B(ToF Camera);
          B --> C[Gesture Recognition Engine];
          C --> D[Generate Actuation Signal: "swipe-horizontal, direction: right"];
      end
      subgraph Portable Terminal
          E(Communication Interface) --> F{Assignment & Conversion Logic};
          G[Operation Assignment Table<br>swipe-horizontal -> nextTrack()<br>circle-cw -> volumeUp()] --> F;
          F --> H[Execute Application Command: nextTrack()];
      end
      D -- Bluetooth/USB --> E;
  

---

Derivative 3: Micro-Electro-Mechanical System (MEMS) Control Array

• Enabling Description: This invention is applied at a microscopic scale for laboratory or industrial process control. The "in-car device" is a MEMS-based microfluidic chip controller, and the "portable terminal" is a control computer or specialized tablet. The MEMS controller sends "actuation information" detailing its available micro-actuators, such as specific micropumps (e.g., pump_A, pump_B), microvalves (valve_1, valve_2), and heating elements (heater_z1). The control computer, running an experiment protocol application, has a library of high-level operations ("Inject Reagent," "Incubate," "Flush Channel") with associated priorities and sequences. The "assignment unit" on the computer maps these high-level operations to the available micro-actuators. A user command to "Inject Reagent" on the computer interface is the "actuation signal." The computer's "conversion unit" then translates this into a timed sequence of low-level "operating commands" (e.g., OPEN valve_1; ACTUATE pump_A for 500ms; CLOSE valve_1) which are sent to the MEMS controller for execution.

• Mermaid Diagram:

  sequenceDiagram
      participant ControlPC as "Control Computer (Terminal)"
      participant MEMS_Ctrl as "MEMS Controller (Device)"
      MEMS_Ctrl->>ControlPC: ActuationInfo: {actuators: ['pump_A', 'valve_1', 'heater_z1']}
      ControlPC->>ControlPC: Assigns 'Incubate' op to heater_z1
      User-->>ControlPC: Clicks "Incubate for 60s at 45C"
      ControlPC->>ControlPC: Convert UI action to operating command
      ControlPC->>MEMS_Ctrl: Command: {target: 'heater_z1', setpoint: 45, duration: 60000}
      MEMS_Ctrl-->>ControlPC: Acknowledged
  

---

Derivative 4: Integration with Smart Factory/Industrial IoT (IIoT) Environment

• Enabling Description: This concept is applied to an industrial automation setting. The "in-car device" is a programmable logic controller (PLC) or a Human-Machine Interface (HMI) panel on a factory floor. The "portable terminal" is an industrial tablet or ruggedized smartphone used by a technician. The PLC broadcasts its available control points and their states ("actuation information") over a protocol like OPC-UA. This information includes actuators like 'Conveyor_Motor_Speed', 'Robot_Arm_Gripper_State', and 'Valve_Position_3'. A diagnostic or control application on the technician's tablet contains a set of "operations" (e.g., 'Jog Conveyor', 'Cycle Gripper', 'Purge Line 3') with priorities. Based on the connected PLC's advertised capabilities, the tablet's "assignment unit" dynamically populates its user interface, assigning these operations to on-screen buttons or linking them to the physical controls of the HMI panel. When the technician presses a button on the tablet, it sends the corresponding "actuation signal" to its "conversion unit," which then formulates and transmits the correct OPC-UA write command back to the PLC to execute the physical action.

• Mermaid Diagram:

  graph LR
      subgraph Technician Tablet
          A[App UI]
          B[Assignment Unit]
          C[Conversion Unit]
          D[OPC-UA Client]
      end
      subgraph Factory Floor
          E[PLC / HMI Panel]
          F[OPC-UA Server]
          G[Physical Machine]
      end
      F -- Publishes Actuation Info --> D
      D --> B
      A -- User Input --> C
      C --> D
      D -- Writes 'Operating Command' --> F
      E <--> F
      E -- Controls --> G
  

---

Derivative 5: AI-Powered Contextual and Predictive Control Assignment

• Enabling Description: The "assignment unit" on the portable terminal is augmented with a machine learning model. This model is trained on historical usage data, vehicle telematics (GPS, speed, time), user calendar data, and real-time environmental data (e.g., weather, traffic). The in-car device sends its standard "actuation information" (available controls). The AI assignment unit, however, does not use a static priority list. Instead, it predicts the user's most probable desired actions in the current context. For example, when leaving the office in the evening, it might assign the highest priority to "Navigate Home" and "Call Spouse," mapping them to the most prominent physical buttons. If traffic is heavy, it might prioritize "Play 'Podcasts'" over "Play 'High-Energy Music'". This dynamic "operation assignment information" is then used to create the control map, which is sent to the in-car device as "actuation correspondence information." The system learns and adapts over time to individual user behavior.

• Mermaid Diagram:
  mermaid graph TD subgraph Data Inputs A[Vehicle Telematics] B[User Calendar] C[Time/Location Data] D[In-Car Control Info] end subgraph Portable Terminal E[AI/ML Assignment Engine] F[Operations Library] G[Conversion Unit] end subgraph In-Car Device H[Physical Controls] I[Display] end A & B & C & D --> E E -- Selects & Prioritizes --> F E -- Generates Control Map --> I User -- Interacts with --> H H -- Actuation Signal --> G G -- Mapped Command --> F

---

Derivative 6: Graceful Degradation and Failsafe Operation Mode

• Enabling Description: The system is designed to enter a restricted, failsafe mode under specific conditions, such as the detection of a critical vehicle diagnostic trouble code (DTC), low battery on the portable terminal (<15%), or activation of the vehicle's "limp home" mode. In this state, the in-car device transmits "actuation information" that includes a "FAILSAFE" or "LIMITED_FUNCTIONALITY" flag. The portable terminal's "assignment unit" is programmed to recognize this flag. Upon detection, it ignores its standard, feature-rich "operation assignment information" and instead loads a minimal, pre-defined "safe mode" assignment map. This map only assigns the most critical, low-distraction functions (e.g., 'Emergency Call', 'Hazard Lights Toggle' if permitted, 'Navigation Audio Mute') to the in-car controls. All non-essential functions are unassigned and their icons are removed from the in-car display to minimize driver distraction and conserve terminal battery power during an emergency.

• Mermaid Diagram:

  stateDiagram-v2
      [*] --> Normal_Mode
      Normal_Mode: Full feature set available
      Safe_Mode: Only critical functions assigned
      Normal_Mode --> Safe_Mode: on (DTC_Received or LowBattery_Signal)
      Safe_Mode --> Normal_Mode: on (Clear_DTC or Battery_Charged)
      state Normal_Mode {
        state "Receive Full Actuation Info" as S1
        state "Assign All Operations" as S2
        state "Display Full UI" as S3
         S1 --> S2
         S2 --> S3
      }
      state Safe_Mode {
        state "Receive Actuation Info with 'SAFE' flag" as S4
        state "Assign Emergency-Only Operations" as S5
        state "Display Minimalist UI" as S6
         S4 --> S5
         S5 --> S6
      }
  

---

Combination Prior Art Scenarios

1. Combination with W3C Vehicle Information Service Specification (VISS): The communication protocol between the in-car device and the portable terminal is implemented entirely using the open W3C VISS standard. The in-car device acts as a VISS server, exposing its physical controls (buttons, dials) as nodes in the standard vehicle data tree (e.g., Vehicle.Cabin.Infotainment.HMI.Controls.Button[0-5] and Vehicle.Cabin.Infotainment.HMI.Controls.Rotary[0-1]). The portable terminal, as a VISS client, connects via WebSocket and uses a get request to retrieve this control structure, which serves as the "actuation information." The terminal then uses subscribe to listen for events on these nodes. An "actuation signal" is a data-change notification published by the server when a control is used. The terminal's "conversion unit" is its event handler, which maps these notifications to its internal application functions based on the "operation assignment information." The "actuation correspondence information" can be sent back as a set request to a separate node (e.g., Vehicle.Cabin.Infotainment.HMI.Display.SoftkeyLabels), populating the in-car display with the correct icons.

2. Combination with Controller Area Network (CAN) Bus and J1939 Standard: For direct vehicle control applications (e.g., aftermarket accessories), the in-car device acts as a gateway to the vehicle's CAN bus. The "actuation information" sent to the portable terminal includes a list of available Society of Automotive Engineers (SAE) J1939 Parameter Group Numbers (PGNs) that the in-car device is authorized to transmit (e.g., controlling auxiliary lighting, PTO engagement). The "operation assignment information" on the portable terminal maps application functions (e.g., a "Strobe Lights" button in a utility vehicle app) to these PGNs. When the user activates a function, the "actuation signal" is processed by the terminal's "conversion unit" to construct a valid J1939-compliant CAN message frame. This "operating command" is sent to the in-car gateway, which then broadcasts it directly onto the vehicle's CAN bus to control the target electronic control unit (ECU).

3. Combination with MQTT (Message Queuing Telemetry Transport) for Fleet Management: In a commercial vehicle context, the system uses the open MQTT protocol. The "in-car device" is an IoT gateway in the truck, and the "portable terminal" is a centralized dispatch/management application on a server. The in-car device publishes its available controls and capabilities to a specific MQTT topic (e.g., vehicle/VIN123/hmi/info). The server-side application (the "terminal") subscribes to this topic. Its "assignment unit" processes this information and can remotely push an "operation assignment" configuration back to the truck's device on another topic (e.g., vehicle/VIN123/hmi/assignment). This allows a fleet manager to remotely define what functions (e.g., 'Log Arrival', 'Report Fuel Level', 'Initiate Panic Alert') are available to the driver and which physical buttons they are mapped to. A button press in the cab publishes a message (the "actuation signal") to an event topic (e.g., vehicle/VIN123/hmi/events), which the server consumes and converts into a backend "operating command," such as updating the fleet logistics database.