Office Action 1: Non-Final Rejection (2025-02-21)
Rejection types: 102 - Lack of Novelty, 103 - Obviousness, 112 - Written Description/Enablement

CLAIMS:
CLAIMS What is claimed is:
1\. An apparatus for controlling power for a fuel injector, the apparatus comprising: a fuel injector configured to inject fuel to a cylinder of an engine; a powertrain control module generating a bypass enable signal or a boost enable based on an engine cranking signal; a bypass voltage circuit is electrically coupled to the fuel injector and configured to provide a system voltage of a vehicle to the fuel injector during a bypass enable signal; and a boost voltage circuit is electrically coupled to the fuel injector and configured to increase a system voltage of a vehicle to a boosted voltage during the boost enable signal, wherein the boosted voltage is higher than the system voltage.
2\. The apparatus of claim 1 wherein the bypass voltage circuit and the boost voltage circuit are coupled to a common node.
3\. The apparatus of claim 2 wherein the powertrain control module and the fuel injector are coupled to the common node.
4\. The apparatus of claim 3 wherein the bypass voltage circuit comprises a bypass relay electrically coupled to the system voltage, said bypass relay selectively couples the system voltage to the common node.
5\. The apparatus of claim 3 wherein the bypass voltage circuit comprises a bypass relay electrically coupled to the system voltage, said bypass relay selectively couples the system voltage to the common node during a bypass state.
6\. The apparatus of claim 5 wherein powertrain control module generates the bypass enable signal and communicates the bypass enable signal to the bypass relay.
7\. The apparatus of claim 3 wherein the boost voltage circuit comprises a boost voltage supply module coupled to the common node.
8\. The apparatus of claim 7 wherein the boost voltage supply module comprises a DC-DC converter.
9\. The apparatus of claim 7 wherein a powertrain control module is coupled to a main relay to activate the main relay in response to an ignition signal.
10\. The apparatus of claim 7 wherein the boost voltage circuit and the bypass voltage circuit are part of a control circuit, said control circuit comprising a boost state and a bypass state, said boost state is active during starting of a vehicle and the bypass state is active when the vehicle has started.
11\. The apparatus of claim 1 wherein the boost voltage circuit and the bypass voltage circuit are part of a control circuit, wherein the control circuit switches from a boost state to a bypass state after a predetermined time period.
12\. The apparatus of claim 1 wherein the boost voltage circuit and the bypass voltage circuit are part of a control circuit, wherein the control circuit switches from a boost state to a bypass state when a system voltage is above a predetermined battery voltage.
13\. A method for controlling power to a fuel injector, the method comprising: generating a crank signal for starting an engine; generating a boost voltage higher than a system voltage; operating the fuel injectors with the boost voltage during the crank signal; after the crank signal, activating a bypass voltage circuit to couple the system voltage to the fuel injectors.
14\. The method of claim 13 wherein generating the crank signal comprises starting the engine.
15\. The method of claim 13 wherein generating the boost voltage comprises generating the boost voltage at a boost voltage supply module .
16\. The method of claim 13 wherein generating the boost voltage comprises generating the boost voltage from a DC-DC converter.
17\. The method of claim 13 wherein generating the boost voltage comprises generating the boost voltage during a boost state.
18\. The method of claim 17 further comprising moving from the boost state to a bypass state in response to being in the boost state greater than a predetermined time.
19\. The method of claim 17 further comprising moving from the boost state to a bypass state in response to a battery voltage higher than a battery voltage threshold.
20\. The method of claim 13 wherein activating the bypass circuit comprises activating a bypass relay from a powertrain controller.

OFFICE ACTION:
DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Claim Rejections - 35 USC § 112
The following is a quotation of 35 U.S.C. 112(b):
(b)  CONCLUSION.—The specification shall conclude with one or more claims particularly pointing out and distinctly claiming the subject matter which the inventor or a joint inventor regards as the invention.
The following is a quotation of 35 U.S.C. 112 (pre-AIA ), second paragraph:
The specification shall conclude with one or more claims particularly pointing out and distinctly claiming the subject matter which the applicant regards as his invention.
Claim 9 is rejected under 35 U.S.C. 112(b) or 35 U.S.C. 112 (pre-AIA ), second paragraph, as being indefinite for failing to particularly point out and distinctly claim the subject matter which the inventor or a joint inventor (or for applications subject to pre-AIA  35 U.S.C. 112, the applicant), regards as the invention.
Claim 9 recites in the 1st line of the claim “a powertrain control module”.  It is unclear if this is a second powertrain control module, wherein claim 9 depends on claim 1, and wherein claim 1 recites “a powertrain control module”.  The Specification and the Drawings do not show or recite a second powertrain control module.
Claim Rejections - 35 USC § 102
The following is a quotation of the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action:
A person shall be entitled to a patent unless –
(a)(1) the claimed invention was patented, described in a printed publication, or in public use, on sale, or otherwise available to the public before the effective filing date of the claimed invention.
Claims 1-7 and 9 are rejected under 35 U.S.C. 102(a)(1) as being anticipated by Czekala et al (US 7,878,177 hereinafter “Czekala”).
In regards to claim 1:
Czekala teaches an apparatus for controlling power for a fuel injector (80), the apparatus comprising: a fuel injector (80) configured to inject fuel to a cylinder (12) of an engine; a powertrain control module (22) generating a bypass enable signal or a boost enable based on an engine cranking signal; a bypass voltage circuit is electrically coupled to the fuel injector and configured to provide a system voltage (VBat) of a vehicle to the fuel injector during a bypass enable signal; and a boost voltage circuit is electrically coupled to the fuel injector and configured to increase a system voltage of a vehicle to a boosted voltage (VBoost) during the boost enable signal, wherein the boosted voltage is higher than the system voltage (Shown in Figure 2).
In regards to claim 2:
Czekala teaches the bypass voltage circuit and the boost voltage circuit are coupled to a common node (Shown in Figure 2).
In regards to claim 3:
Czekala teaches the powertrain control module and the fuel injector are coupled to the common node.
In regards to claim 4:
Czekala teaches the bypass voltage circuit comprises a bypass relay (212) electrically coupled to the system voltage, said bypass relay selectively couples the system voltage to the common node.
In regards to claim 5:
Czekala teaches the bypass voltage circuit comprises a bypass relay (212) electrically coupled to the system voltage, said bypass relay selectively couples the system voltage to the common node during a bypass state.
In regards to claim 6:
Czekala teaches the powertrain control module generates the bypass enable signal and communicates the bypass enable signal to the bypass relay (Col 6, Line 32 – Col 7, Line 23).
In regards to claim 7:
Czekala teaches the boost voltage circuit comprises a boost voltage supply module (120) coupled to the common node.
In regards to claim 9:
Czekala teaches a powertrain control module is coupled to a main relay to activate the main relay in response to an ignition signal (Col 3, Lines 7-65).
Claims 13-15, 17, 18, and 20 are rejected under 35 U.S.C. 102(a)(1) as being anticipated by Fukuda et al (US 2013/0104856 hereinafter “Fukuda”).
In regards to claim 13:
Fukuda teaches a method for controlling power to a fuel injector, the method comprising: generating a crank signal (signal from crank angle sensor 116) for starting an engine; generating a boost voltage higher than a system voltage; operating the fuel injectors with the boost voltage during the crank signal; after the crank signal, activating a bypass voltage circuit to couple the system voltage to the fuel injectors (Shown in Figure 3 the Boosting Circuit State goes from an ON state to an OFF state).
In regards to claim 14:
Fukuda teaches generating the crank signal comprises starting the engine.
In regards to claim 15:
Fukuda teaches generating the boost voltage comprises generating the boost voltage at a boost voltage supply module (2).
In regards to claim 17:
Fukuda teaches generating the boost voltage comprises generating the boost voltage during a boost state.
In regards to claim 18:
Fukuda teaches moving from the boost state to a bypass state in response to being in the boost state greater than a predetermined time (Shown in Figure 3 the Boosting Circuit State goes from an ON state to an OFF state).
In regards to claim 20:
Fukuda teaches activating the bypass circuit comprises activating a bypass relay (SW31 and SW32 open and close the bypass circuit) from a powertrain controller (4).
Claim Rejections - 35 USC § 103
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
The factual inquiries for establishing a background for determining obviousness under 35 U.S.C. 103 are summarized as follows:
1. Determining the scope and contents of the prior art.
2. Ascertaining the differences between the prior art and the claims at issue.
3. Resolving the level of ordinary skill in the pertinent art.
4. Considering objective evidence present in the application indicating obviousness or nonobviousness.
Claim 8 is rejected under 35 U.S.C. 103 as being unpatentable over Czekala in view of Kitamura et al (US 2012/0125296 hereinafter “Kitamura”).
In regards to claim 8:
Czekala does not specify the boost voltage supply module comprises a DC-DC converter.
Kitamura teaches a boost voltage supply module (14) comprising a DC-DC converter in order to boost a voltage to a higher voltage (Paragraph [0027]).
It would have been obvious to one of ordinary skill in the art at the time of the invention for the boost voltage supply module to comprise a DC-DC converter in order to boost a voltage to a higher voltage.
Claim 10 is rejected under 35 U.S.C. 103 as being unpatentable over Czekala in view of Soma et al (US 2007/0001650 hereinafter “Soma”).
In regards to claim 10:
Czekala teaches the boost voltage circuit and the bypass voltage circuit are part of a control circuit, said control circuit comprising a boost state and a bypass state and the bypass state is active when the vehicle has started, but does not teach said boost state is active during starting of a vehicle.
Soma teaches a boost state and a bypass state wherein the boost state is active during a starting of a vehicle and the bypass state is active when the vehicle has started in order to boost a voltage for a starter motor during a startup of a vehicle.
It would have been obvious to one of ordinary skill in the art at the time of the invention to have a boost state and a bypass state wherein the boost state is active during a starting of a vehicle and the bypass state is active when the vehicle has started in order to boost a voltage for a starter motor during a startup of a vehicle.
Claim 11 is rejected under 35 U.S.C. 103 as being unpatentable over Czekala in view of Gotoh et al (US 2018/0354368 hereinafter “Gotoh”).
In regards to claim 11:
Czekala teaches the boost voltage circuit and the bypass voltage circuit are part of a control circuit, but does not specify the control circuit switches from a boost state to a bypass state after a predetermined time period.
Gotoh teaches switching from a boost state to a bypass state after a predetermined time period (Figure 6) in order to apply the boosted state under an engine startup.
It would have been obvious to one of ordinary skill in the art at the time of the invention to switch from a boost state to a bypass state after a predetermined time period in order to apply the boosted state under an engine startup.
Claim 12 is rejected under 35 U.S.C. 103 as being unpatentable over Czekala in view of Li (US 2020/0169094).
In regards to claim 12:
Czekala teaches the boost voltage circuit and the bypass voltage circuit are part of a control circuit, but does not specify the control circuit switches from a boost state to a bypass state when a system voltage is above a predetermined battery voltage.
Li teaches a control circuit switching from a boost state to a bypass sate when a system voltage is above a predetermined battery voltage in order to increase the usage life of the battery (Paragraph [0018]).
It would have been obvious to one of ordinary skill in the art at the time of the invention to have the control circuit switching from a boost state to a bypass sate when a system voltage is above a predetermined battery voltage in order to increase the usage life of the battery.
Claim 16 is rejected under 35 U.S.C. 103 as being unpatentable over Fukuda in view of Kitamura.
In regards to claim 16:
Fukuda does not specify generating the boost voltage comprises generating the boost voltage from a DC-DC converter, although teaches the converting of a DC voltage from the battery.
Kitamura teaches a boost voltage supply module (14) comprising a DC-DC converter in order to boost a voltage to a higher voltage (Paragraph [0027]).
It would have been obvious to one of ordinary skill in the art at the time of the invention for the boost voltage supply module to comprise a DC-DC converter in order to boost a voltage to a higher voltage.
Claim 19 is rejected under 35 U.S.C. 103 as being unpatentable over Fukuda in view of Li.
In regards to claim 19:
Fukuda does not teach moving from the boost state to a bypass state in response to a battery voltage higher than a battery voltage threshold.
Li teaches a control circuit switching from a boost state to a bypass sate when a system voltage is above a predetermined battery voltage in order to increase the usage life of the battery (Paragraph [0018]).
It would have been obvious to one of ordinary skill in the art at the time of the invention to have the control circuit switching from a boost state to a bypass sate when a system voltage is above a predetermined battery voltage in order to increase the usage life of the battery.
Conclusion

APPLICANT REBUTTAL: REMARKSClaims 1-18 are now pending in the application. Applicant amends claims 1 and 13. Support for the amendments can be found throughout the specification, claims and drawings as originally filed.REJECTION UNDER 35 U.S.C. § 112 Claim 9 stands rejected under 35 U.S.C. § 112(b), or second paragraph, as being indefinite for failing to particularly point out and distinctly claim the subject matter which the inventor or a joint inventor regards as the invention. This rejection is respectfully traversed.Applicant has amended claim 9 to clarify that the powertrain control module is the powertrain control module from claim 1.REJECTION UNDER 35 U.S.C. § 102 Claims 1-7 and 9 stand rejected under 35 U.S.C. § 102 as being anticipated by Czekala et al. (US Pat 7,878,177-hereinafter "Czekala"). This rejection is respectfully traversed.Applicant has been amended claim 1 to clarify that the engine cranking signal corresponds to starting of the engine. The boost enable signal is provided when the engine cranking signal corresponds to the engine starting. When the engine has started and the engine cranking signal has ceased, the boost enable signal is discontinued so that the fuel injector is powered using the system voltage.The Examiner cites Fig. 2 of the Czekala reference for these teachings. The Czekala reference does not teach or suggest discontinuing a boost signal when the starting signal has ceased. In fact, the Czekala reference teaches using the high level boost voltage signal at various stages of operation during different portions of the engine operating cycle (column 6, lines 43-45). As is clear in lines 45-58 of the Czekala reference, high voltage and low voltages are used during different stages of the operating cycle. There is no teaching or suggestion for the use of such a signal during the starting of the engine and discontinuing the signal when the starting has been achieved.Claims 13-15, 17, 18 and 20 stand rejected under 35 U.S.C. §102 as being anticipated by Fukuda et al. (US Pub 2013/0104856-hereinafter "Fukuda"). This rejection is respectfully traversed.The Examiner refers to Fig. 3 of the Fukuda reference for teaching all of the elements of claim 13. However, claim 13 was amended in a similar manner to that described above relative to claim 1. Fig. 3 is specifically described in paragraph [0036]-[0038]. These pages are similar in that the high voltage is applied to the injector at all times when the injector is to be powered. There is no teaching or suggestion for ceasing the operation after the starting of the engine. Applicant's disclosure specifically describes the advantage of providing the higher voltage during the starting of the engine. That is, when the engine is started, a number of loads are provided and therefore the voltage will drop at that time.Applicant therefore respectfully requests the Examiner to reconsider the rejection of claims 1 and 13. Likewise, the dependent claims should also be allowable for at least the same reasons.REJECTION UNDER 35 U.S.C. § 103 Claim 8 stands rejected under 35 U.S.C. §103 as being unpatentable over Czekala in view of Kitamura (US Pub 2012/0125296-hereinafter "Kitamura").Applicant respectfully submits that the Kitamura reference does not teach or suggest the elements missing from the Czekala reference described above with respect to claim 1. Therefore, Applicant respectfully requests the Examiner to reconsider the rejection of claim 8 as well.Claim 10 stands rejected under 35 U.S.C. §103 as being unpatentable over Czekala in view of Soma et al. (US Pub 2007/0001650-hereinafter "Soma").Applicant respectfully submits that the Soma reference does not teach or suggest the elements missing from the Czekala reference described above with respect to claim 1. Therefore, Applicant respectfully requests the Examiner to reconsider the rejection of claim 10 as well.Claim 11 stands rejected under 35 U.S.C. §103 as being unpatentable over Czekala in view of Gotoh (US Pub 2018/0354368-hereinafter "Gotoh").Applicant respectfully submits that the Gotoh reference does not teach or suggest the elements missing from the Czekala reference described above with respect to claim 1. Therefore, Applicant respectfully requests the Examiner to reconsider the rejection of claim 11 as well.Claim 12 stands rejected under 35 U.S.C. §103 as being unpatentable over Czekala in view of Li (US Pub 2020/0169094-hereinafter "Li").Applicant respectfully submits that the Li reference does not teach or suggest the elements missing from the Czekala reference described above with respect to claim 1. Therefore, Applicant respectfully requests the Examiner to reconsider the rejection of claim 12 as well.Claim 16 stands rejected under 35 U.S.C. §103 as being unpatentable over Fukuda in view of Kitamura.Applicant respectfully submits that the Kitamura reference does not teach or suggest the elements missing from the Fukuda reference described above with respect to claim 1. Therefore, Applicant respectfully requests the Examiner to reconsider the rejection of claim 16 as well.Claim 19 stands rejected under 35 U.S.C. §103 as being unpatentable over Fukuda in view of Li.Applicant respectfully submits that the Li reference does not teach or suggest the elements missing from the Fukuda reference described above with respect to claim 1. Therefore, Applicant respectfully requests the Examiner to reconsider the rejection of claim 19 as well.CONCLUSIONIt is believed that a full and complete response has been made to the outstanding Office Action and the present application is in condition for allowance.Thus, prompt and favorable consideration of this amendment is respectfully requested.Respectfully submitted, Dated: April 15, 2025

NEXT OFFICE ACTION: DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Allowable Subject Matter
Claims 1-20 are allowed.
The following is an examiner’s statement of reasons for allowance: Itaba et al (US 2021/0180534) teaches an engine having a fuel injector that has a voltage, wherein the voltage is boosted during high engine demand.  Nishida et al (US 2017/0089292) teaches an engine having a fuel injector that has a boosted voltage during engine operation, and the boosted voltage is disabled to avoid overheating.  Imai (US 2017/0009689) teaches a fuel injector having a boosted voltage during engine operation.  Yang (US 2014/0375067) teaches a fuel injector that has a boosted voltage during an engine start period, and the voltage is maintained at a boosted voltage for subsequent operation of the engine.  The prior art does not teach nor render obvious the controlling of a fuel injector of an engine, wherein a crank signal for starting an engine while the engine is starting is generated, generating a boost voltage higher than a system voltage, operating the fuel injectors with the boost voltage during the crank signal, and wherein after the engine is started and the crank signal has ceased, activating a bypass voltage circuit to couple the system voltage to the fuel injectors and disable operating the fuel injectors from using the boost voltage as recited in independent claims 1 and 13.
Any comments considered necessary by applicant must be submitted no later than the payment of the issue fee and, to avoid processing delays, should preferably accompany the issue fee.  Such submissions should be clearly labeled “Comments on Statement of Reasons for Allowance.”
Conclusion

CITED REFERENCE SUMMARIES: Ref US7878177B2: Claims:
An engine powered at least in part by a battery having a battery voltage, comprising: a fuel injector; at least one ionization sensor; and at least one common power supply connected to the fuel injector and at least one ionization sensor for supplying a voltage higher than the battery voltage for operation of the fuel injector and the ionization sensor at least during an ionization sensing period after spark discharge.
a fuel injector;
at least one ionization sensor; and
at least one common power supply connected to the fuel injector and at least one ionization sensor for supplying a voltage higher than the battery voltage for operation of the fuel injector and the ionization sensor at least during an ionization sensing period after spark discharge.
The engine of claim 1 wherein the ionization sensor comprises a spark plug.
The engine of claim 2 further comprising: an ignition coil having a primary winding with a first side connected to the common power supply at least during the ionization sensing period and a secondary winding connected to the spark plug.
an ignition coil having a primary winding with a first side connected to the common power supply at least during the ionization sensing period and a secondary winding connected to the spark plug.
The engine of claim 3 wherein the ignition coil primary winding has a second side connected to battery voltage and wherein the ignition coil is controlled by switching the first side between the common power supply and ground.
The engine of claim 3 wherein the ignition coil primary winding has a second side selectively connected to ground and wherein the ignition coil is controlled by switching the second side between an open circuit and ground.
The engine of claim 2 wherein the spark plug ignites a fuel/air mixture within the cylinder during operation of the engine and wherein the power supply applies a bias voltage to the spark plug after spark discharge to induce an ionization current indicative of combustion within the cylinder.
The engine of claim 1 further comprising a microprocessor-based engine controller in communication with the fuel injectors and at least one ionization sensor, wherein the common power supply is contained within the engine controller.
The engine of claim 1 wherein the power supply provides substantially the same nominal voltage to the at least one fuel injector and the at least one ionization sensor.
The engine of claim 1 wherein each fuel injector is positioned within a corresponding cylinder to inject fuel directly into the cylinder in response to a control signal.
A method for controlling a multiple cylinder internal combustion engine having a fuel injector and ionization sensor, the method comprising: selectively supplying substantially the same voltage to the fuel injector and the ionization sensor from a common high-voltage power supply having a nominal voltage higher than nominal voltage of a vehicle battery.
selectively supplying substantially the same voltage to the fuel injector and the ionization sensor from a common high-voltage power supply having a nominal voltage higher than nominal voltage of a vehicle battery.
The method of claim 10 wherein the ionization sensor comprises a spark plug.
The method of claim 11 wherein selectively supplying comprises selectively connecting the high-voltage power supply to a primary winding of an ignition coil associated with the spark plug.
The method of claim 11 wherein selectively supplying comprises connecting the high-voltage power supply to a first side of a primary winding of an ignition coil associated with the spark plug and selectively connecting a second side of the primary winding to ground.
The method of claim 10 wherein selectively supplying comprises: supplying battery voltage to a primary winding of an ignition coil to charge the ignition coil; and supplying high voltage to the primary winding during an ionization current sensing period after discharging the ignition coil.
supplying battery voltage to a primary winding of an ignition coil to charge the ignition coil; and
supplying high voltage to the primary winding during an ionization current sensing period after discharging the ignition coil.
The method of claim 10 wherein the fuel injector comprises a direct-injection fuel injector for injecting fuel directly into a corresponding cylinder during operation.
A multiple cylinder engine comprising: a fuel injector associated with each cylinder and injecting fuel directly into the cylinder during operation; a spark plug associated with each cylinder and selectively operating as an ignition source and ionization sensor; an ignition coil connected to at least one of the spark plugs; a high voltage power supply in communication with a battery having an associated battery voltage, the power supply supplying substantially the same nominal boosted voltage relative to nominal battery voltage to each fuel injector and ignition coil during at least a portion of the engine operation; and a controller in communication with the ignition coil and fuel injector.
a fuel injector associated with each cylinder and injecting fuel directly into the cylinder during operation;
a spark plug associated with each cylinder and selectively operating as an ignition source and ionization sensor;
an ignition coil connected to at least one of the spark plugs;
a high voltage power supply in communication with a battery having an associated battery voltage, the power supply supplying substantially the same nominal boosted voltage relative to nominal battery voltage to each fuel injector and ignition coil during at least a portion of the engine operation; and
a controller in communication with the ignition coil and fuel injector.
The engine of claim 16 wherein the ignition coil includes a primary winding with a first side connected to the high voltage power supply at least during an ionization sensing period and a secondary winding connected to the spark plug.
The engine of claim 17 wherein the ignition coil primary winding has a second side connected to battery voltage and wherein the ignition coil is controlled by switching the first side between the high voltage power supply and ground.
The engine of claim 17 wherein the ignition coil primary winding has a second side selectively connected to ground and wherein the ignition coil is controlled by switching the second side between a high impedance and ground.
The engine of claim 17 wherein the controller is a microprocessor based engine controller and the high voltage power supply is integrated into the controller.
Ref US20130104856A1: Claims:
A control system used for a fuel injection device equipped with a fuel injection solenoid valve for supplying a fuel directly to a combustion chamber interior of an internal combustion engine, the system comprising: a plurality of first energy storage elements, each for supplying a high voltage to the fuel injection solenoid valve; a boosting circuit for boosting a battery voltage and electrically charging each of the first energy storage elements; a second energy storage element for accumulating electrical energy of the battery voltage; and a switching circuit for transferring the electrical energy between the plurality of first energy storage elements via the second energy storage element.
a plurality of first energy storage elements, each for supplying a high voltage to the fuel injection solenoid valve;
a boosting circuit for boosting a battery voltage and electrically charging each of the first energy storage elements;
a second energy storage element for accumulating electrical energy of the battery voltage; and
a switching circuit for transferring the electrical energy between the plurality of first energy storage elements via the second energy storage element.
The fuel injection control system according to claim 1 , wherein the system transfers the electrical energy between the plurality of first energy storage elements by operating the switching circuit and changing a connection potential across the second energy storage element as appropriate.
the system transfers the electrical energy between the plurality of first energy storage elements by operating the switching circuit and changing a connection potential across the second energy storage element as appropriate.
The fuel injection control system according to claim 1 , further comprising means for monitoring a voltage of the plurality of first energy storage elements; wherein the system controls the transfer of the electrical energy so that the voltage of one of the first energy storage elements that is to be used for next fuel injection is an appropriate voltage.
means for monitoring a voltage of the plurality of first energy storage elements;
wherein the system controls the transfer of the electrical energy so that the voltage of one of the first energy storage elements that is to be used for next fuel injection is an appropriate voltage.
The fuel injection control system according to claim 3 , further comprising a resistive element connected in series to the second energy storage element; wherein the system controls an amount of the electrical energy transfer between the plurality of first energy storage elements by controlling an operation time of the switching circuit.
a resistive element connected in series to the second energy storage element;
wherein the system controls an amount of the electrical energy transfer between the plurality of first energy storage elements by controlling an operation time of the switching circuit.
The fuel injection control system according to claim 4 , wherein: prior to boosting, the monitoring means monitors the voltage of that energy storage element of the first energy storage elements that is involved with the boosting process; and upon a target voltage level being reached, the system changes an operational state of the switching circuit.
prior to boosting, the monitoring means monitors the voltage of that energy storage element of the first energy storage elements that is involved with the boosting process; and
upon a target voltage level being reached, the system changes an operational state of the switching circuit.
The fuel injection control system according to claim 4 , wherein: the resistive element is connected in series to the second energy storage element, only when a charge is released from the second energy storage element.
the resistive element is connected in series to the second energy storage element, only when a charge is released from the second energy storage element.
The fuel injection control system according to claim 1 , wherein the boosting circuit is present in plurality.
the boosting circuit is present in plurality.
The fuel injection control system according to claim 2 , wherein one end of the second energy storage element is connected, via the switching circuit, to a downstream side of the switching circuit for supplying the high voltage from one of the first energy storage elements to the fuel injection solenoid valve.
one end of the second energy storage element is connected, via the switching circuit, to a downstream side of the switching circuit for supplying the high voltage from one of the first energy storage elements to the fuel injection solenoid valve.
Ref US20120125296A1: Claims:
A control apparatus for an internal combustion engine, comprising: a booster configured to increase an output voltage of a battery to a drive voltage of a fuel injection unit of the internal combustion engine; a first controller having a first initialization time after boot of the first controller, the first controller being configured to control the booster to increase the output voltage to the drive voltage at start-up of the internal combustion engine; and a second controller having a second initialization time after boot of the second controller, the second initialization time being longer than the first initialization time of the first controller, the second controller being configured to control the booster to increase the output voltage to the drive voltage after the start-up of the internal combustion engine is completed.
a booster configured to increase an output voltage of a battery to a drive voltage of a fuel injection unit of the internal combustion engine;
a first controller having a first initialization time after boot of the first controller, the first controller being configured to control the booster to increase the output voltage to the drive voltage at start-up of the internal combustion engine; and
a second controller having a second initialization time after boot of the second controller, the second initialization time being longer than the first initialization time of the first controller, the second controller being configured to control the booster to increase the output voltage to the drive voltage after the start-up of the internal combustion engine is completed.
The control apparatus according to claim 1 , wherein the control apparatus determines that the start-up of the internal combustion engine is completed if a number of revolutions of the internal combustion engine is larger than or equal to a predetermined value.
wherein the control apparatus determines that the start-up of the internal combustion engine is completed if a number of revolutions of the internal combustion engine is larger than or equal to a predetermined value.
The control apparatus according to claim 2 , wherein the predetermined value is larger than a target number of revolutions during idle operation of the internal combustion engine, wherein if stop of the internal combustion engine is detected based on stop information other than a stop signal of the internal combustion engine during a first time period, and if the number of revolutions of the internal combustion engine is smaller than the predetermined value, the first controller controls the booster to increase the output voltage to the drive voltage, and wherein the first time period is a time period after a start signal of the internal combustion engine has been given and before the stop signal of the internal combustion engine is given.
wherein the predetermined value is larger than a target number of revolutions during idle operation of the internal combustion engine,
wherein if stop of the internal combustion engine is detected based on stop information other than a stop signal of the internal combustion engine during a first time period, and if the number of revolutions of the internal combustion engine is smaller than the predetermined value, the first controller controls the booster to increase the output voltage to the drive voltage, and
wherein the first time period is a time period after a start signal of the internal combustion engine has been given and before the stop signal of the internal combustion engine is given.
The control apparatus according to claim 1 , wherein the booster includes a diode rectification circuit and a synchronous rectification circuit, wherein the first controller is configured to control the diode rectification circuit, and wherein the second controller is configured to control the synchronous rectification circuit.
wherein the booster includes a diode rectification circuit and a synchronous rectification circuit,
wherein the first controller is configured to control the diode rectification circuit, and
wherein the second controller is configured to control the synchronous rectification circuit.
The control apparatus according to claim 3 , wherein the start signal is based on turning-on of an ignition key, and wherein the stop signal is based on turning-off of the ignition key.
wherein the start signal is based on turning-on of an ignition key, and
wherein the stop signal is based on turning-off of the ignition key.
The control apparatus according to claim 3 , wherein the stop information includes an engine stall.
wherein the stop information includes an engine stall.
The control apparatus according to claim 1 , wherein the first controller starts controlling the booster to increase the output voltage to the drive voltage after a lapse of the first initialization time from turning-on of an ignition key.
wherein the first controller starts controlling the booster to increase the output voltage to the drive voltage after a lapse of the first initialization time from turning-on of an ignition key.
Ref US20070001650A1: Claims:
A controller for a drive system including a battery, a capacitor connected in parallel with said battery, and a rotating electrical machine generating electric power to be stored in said battery and said capacitor during regenerative braking of a vehicle, the controller for the drive system comprising: a first calculation portion calculating a first maximum value of electric power to be stored in said battery; a second calculation portion calculating a second maximum value of electric power to be stored in said capacitor such that a voltage of said capacitor is not more than a second voltage lower than a predetermined first voltage; a third calculation portion calculating electric power to be generated in said rotating electrical machine based on said first maximum value and said second maximum value; and a control portion controlling charge of said battery and said capacitor based on said first maximum value and said second maximum value.
a first calculation portion calculating a first maximum value of electric power to be stored in said battery;
a second calculation portion calculating a second maximum value of electric power to be stored in said capacitor such that a voltage of said capacitor is not more than a second voltage lower than a predetermined first voltage;
a third calculation portion calculating electric power to be generated in said rotating electrical machine based on said first maximum value and said second maximum value; and
a control portion controlling charge of said battery and said capacitor based on said first maximum value and said second maximum value.
The controller for the drive system according to claim 1 , wherein said first voltage is such that said drive system is determined to be malfunctional when the voltage of said capacitor reaches said first voltage.
The controller for the drive system according to claim 1 wherein said second calculation portion calculates said second maximum value to be zero when the voltage of said capacitor reaches said second voltage, and said capacitor is allowed to be discharged when the voltage of said capacitor reaches said second voltage.
said second calculation portion calculates said second maximum value to be zero when the voltage of said capacitor reaches said second voltage, and
said capacitor is allowed to be discharged when the voltage of said capacitor reaches said second voltage.
A controller for a drive system including a battery, a capacitor connected in parallel with said battery, and a rotating electrical machine generating electric power to be stored in said battery and said capacitor during regenerative braking of a vehicle, the controller for the drive system comprising: first calculation means for calculating a first maximum value of electric power to be stored in said battery; second calculation means for calculating a second maximum value of electric power to be stored in said capacitor such that a voltage of said capacitor is not more than a second voltage lower than a predetermined first voltage; third calculation means for calculating electric power to be generated in said rotating electrical machine based on said first maximum value and said second maximum value; and control means for controlling charge of said battery and said capacitor based on said first maximum value and said second maximum value.
first calculation means for calculating a first maximum value of electric power to be stored in said battery;
second calculation means for calculating a second maximum value of electric power
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