Office Action 1: Non-Final Rejection (2025-05-19)
Rejection types: 112 - Written Description/Enablement

CLAIMS:
LISTING OF CLAIMS

 claim 1, wherein the first split main pulse comprises a fuel quantity between 75% and

This LISTING OF CLAIMS will replace all prior versions, and listings, of claims in the application:

1\. (original): A compression ignition engine with a plurality of cylinders, comprising:- a valve actuation system, arranged for opening and closing intake valves and exhaust valves of each cylinder of said plurality of cylinders;
\- a fuel injection system, arranged for injecting fuel into a combustion chamber of each cylinder; and
\- a controller, arranged for controlling the valve actuation system and the fuel injection system;
wherein the controller is arranged for selecting between a normal mode or a cold start mode for operating the compression ignition engine;
wherein, in the normal mode, the controller is arranged for controlling the fuel injection system to inject a main fuel injection in a single pulse between 3.5 degrees crank angle before and 4.5 degrees crank angle after top dead center (TDC) in the power stroke, to power the engine;
wherein, in the cold start mode, the controller is arranged for splitting the single main fuel injection pulse into distinct first and second split main pulses; and
wherein the controller is arranged for controlling the fuel injection system to inject the first split main pulse at a delayed timing for initiating a diffusion combustion phase in the pressurized combustion chamber, and to inject the second split main pulse during the diffusion combustion phase into the already combusting air-fuel mix.

2\. (original): The compression ignition engine according to claim 1, wherein the controller is arranged for calculating and calibrating a start and an end of the first split main pulse with respect to TDC, and for calculating and calibrating a start and an end of the second split main pulse with respect to the end of the first split main pulse.

3\. (currently amended): The compression ignition engine according to

98% of a fuel quantity of the main fuel injection pulse, and wherein the controller is arranged for controlling the fuel injection system to inject the first split main pulse between TDC and4.5 degrees crank angle after TDC.

4\. (currently amended): The compression ignition engine according to : The compression ignition engine according to wherein the second split main pulse comprises a fuel quantity between 2 and 25% of a fuel quantity of the main fuel injection pulse, and wherein the controller is arranged for controlling the fuel injection system to start injecting the second split main pulse between 0.5 and 7 degrees crank angle after an end of the first split main pulse.

5\. (currently amended): The compression ignition engine according to : The compression ignition engine according to wherein the controller is arranged for selecting the cold start mode when the ambient temperature is below a temperature threshold value and/or the ambient pressure is below a pressure threshold value.

6\. (original): The compression ignition engine according to claim 5, wherein the temperature threshold value is between 10 and -40 degrees Celsius.

7\. (currently amended): The compression ignition engine according to claim 5 , wherein the ambient pressure threshold value is between 60 and 95 kPa.

8\. (currently amended): The compression ignition engine according to : The compression ignition engine according to wherein the controller is arranged for switching between the normal mode and the cold start mode based on an engine speed, preferably an idle speed of the engine between 500-600 RPM.

9\. (currently amended): The compression ignition engine according to : The compression ignition engine according to wherein the controller is arranged for switching between the normal mode and the cold start mode based on an actual compression pressure.

10\. (currently amended): The compression ignition engine according to : The compression ignition engine according to wherein the controller is further arranged for controlling the fuel injection system to inject a pilot injection into the combustion chamber before a start of the single main fuel injection pulse in the normal mode, and before a start of the first split main pulse in the cold start mode.

11\. (original): The compression ignition engine according to claim 10, wherein the pilot injection is between 7.5% and 17.5% of the main fuel injection, and wherein the controller is arranged for controlling the fuel injection system to start injecting the pilot injection between 27 and 1.5 degrees crank angle before the start of the main fuel injection.

12\. (currently amended): The compression ignition engine according to : The compression ignition engine according to wherein the controller is arranged for controlling the valve actuation system such that each cylinder is arranged for conducting a four-stroke Miller cycle in which a reduced part of intake air is compressed in a compression stroke.

13\. (original): A commercial vehicle, comprising a compression ignition engine according toclaim 1.

14\. (original): A method for improving cold start behavior of a compression ignition engine comprising a plurality of cylinders, a valve actuation system arranged for opening and closing intake valves and exhaust valves of each cylinder of said plurality of cylinders, and a fuel injection system arranged for injecting fuel into a combustion chamber of each cylinder;wherein the method comprises the steps of:
\- selecting between a normal mode and a cold start mode for operating the compression ignition engine;
\- in the normal mode:
o controlling the fuel injection system to inject a main fuel injection in a single pulse between 3.5 degrees crank angle before and 4.5 degrees crank angle after top dead center (TDC) in the power stroke, to power the engine;
\- in the cold start mode:
o splitting the single main fuel injection pulse into distinct first and second split main pulses; and
o controlling the fuel injection system to inject the first split main pulse at a delayed timing for initiating a diffusion combustion phase in the pressurized combustion

chamber, and to inject the second split main pulse during the diffusion combustion phase into the already combusting air-fuel mix.

15\. (new): The compression ignition engine according to claim 6, wherein the ambient pressure threshold value is between 60 and 95 kPa.

OFFICE ACTION:
DETAILED ACTION
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .  This is the initial office action based on the 18/798,884 application filed August 9, 2024.  Claims 1-15 are pending and have been fully considered.
Information Disclosure Statement
The information disclosure statements (IDS) dated August 9, 2024, October 8, 2024, and December 13, 2024 are noted.  The submissions are in compliance with the provisions of 37 CFR 1.97 and 1.98.  Accordingly, the IDS are being considered by the Examiner.
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.
Claims 1-13 are 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 1 recites the limitation the already combusting air-fuel mix in the last line.  There is insufficient antecedent basis for this limitation in the claim.
Claims 2-13 are rejected as being dependent from a rejected base claim.
Additionally, Claim 8 recites “preferably an idle speed of the engine between 500-600 RPM”.  The term “preferably” renders the claim indefinite since it fails to set forth a claim that “clearly and precisely inform[s] persons skilled in the art of the boundaries of protected subject matter” (see MPEP § 2173).
Allowable Subject Matter
Claims 1-15 are allowable over the prior art.
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure. Specifically, various references are cited that provide detail of relevant compression ignition engine control systems.

APPLICANT REBUTTAL: REMARKSBy the foregoing amendments, claims 1-15 and new claim 16 are pending. As noted in detail below, amendments to independent claims 1 and 14, as well as dependent claim 8, are responsive to the indefiniteness rejections raised. The subject matter of new claim 16, depending from claim 8, is directed to a preferred embodiment that has been deleted from this base claim.Accordingly, no new matter is added.Rejections under 35 U.S.C. § 112(b) In response to the rejections based on indefiniteness, independent claims 1 and 14 have been amended to provide express antecedent basis for "a combusting air-fuel mix," making clear the subsequent reference to "the combusting air-fuel mix." Also, the clause in claim 8 beginning with "preferably" has been deleted, and the recited preferred embodiment is now the subject matter to which new claim 16, depending from claim 8, is directed.In view of these amendments and remarks, withdrawal of the rejections under 35 U.S.C. § 112 is respectfully requested.CONCLUSIONApplicant is appreciative of the Examiner's indication, on page 3 of the Office Action, that claims 1-15 are allowable. It is respectfully submitted that new dependent claim 16 is likewise allowable. Therefore, an indication of allowability in the next Office communication is respectfully requested.This response is believed to completely address the substantive issues raised in the Office Action dated August 19, 2025. However, if any outstanding issues remain, the Examiner is invited to contact the undersigned at (202) 824-3273.Respectfully submitted, BANNER & WITCOFF, LTD.Date: May 22, 2025

NEXT OFFICE 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
In accordance with MPEP § 2143.03, all claim limitations have been considered by Examiner and Claims 1-16 are found to be allowable over the prior art.
Reasons for Allowance
The following is an Examiner’s statement of reasons for allowance.  The prior art does not teach or suggest a compression ignition engine and associated method, wherein the engine includes a controller is arranged for selecting between a normal mode or a cold start mode for operating the compression ignition engine, wherein, in the normal mode, the controller is arranged for controlling the fuel injection system to inject a main fuel injection in a single pulse between 3.5 degrees crank angle before and 4.5 degrees crank angle after top dead center (TDC) in the power stroke, to power the engine, in the cold start mode, the controller is arranged for splitting the single main fuel injection pulse into distinct first and second split main pulses, and the controller is arranged for controlling the fuel injection system to inject the first split main pulse at a delayed timing for initiating a diffusion combustion phase and providing a combusting air-fuel mix in the pressurized combustion chamber, and to inject the second split main pulse during the diffusion combustion phase into the combusting air-fuel mix, as provided in Claims 1 and 14. In combination with the remaining limitations in the claim, the aforementioned limitations establish allowability over the prior art.
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 US20200332704A1: Claims:
A control device for an engine including a combustion chamber, an injector configured to inject fuel into the combustion chamber, and an ignition plug configured to ignite a mixture gas where the fuel injected from the injector is mixed with air, the control device comprising: an air amount adjusting mechanism, including at least a throttle valve, configured to adjust an amount of air introduced into the combustion chamber; a water temperature sensor configured to acquire a given temperature parameter that increases as a warm-up of the engine progresses; and a processor configured to execute a combustion controlling module to control the injector, the ignition plug, and the air amount adjusting mechanism based on the temperature parameter acquired by the water temperature sensor, and an engine load and an engine speed so that partial compression ignition combustion is carried out in which spark ignition (SI) combustion of a portion of the mixture gas is performed by a jump-spark ignition using the ignition plug, and compression ignition (CI) combustion of the remaining mixture gas is performed by a self-ignition, wherein when a first lean combustion condition in which the engine is operated in a low-load range where the engine load is low and the temperature parameter is below a given value determined beforehand is satisfied, the combustion controlling module causes the injector to perform an early injection in which fuel is injected during an intake stroke, and a retarded injection in which fuel is injected during the second half of a compression stroke, and controls the air amount adjusting mechanism and the ignition plug so that an air-fuel ratio (A/F)-lean mixture gas having an air-fuel ratio greater than a stoichiometric air-fuel ratio is formed inside the combustion chamber, and partial compression ignition combustion of the mixture gas is carried out, and wherein when a second lean combustion condition in which the engine is operated in the low-load range and the temperature parameter is the given value or above is satisfied, the combustion controlling module controls the injector so that an injection amount ratio of the early injection increases and the injection amount ratio of the retarded injection decreases, compared with the case when the first lean combustion condition is satisfied, and controls the air amount adjusting mechanism and the ignition plug so that the A/F-lean mixture gas is formed inside the combustion chamber and partial compression ignition combustion of the mixture gas is carried out.
an air amount adjusting mechanism, including at least a throttle valve, configured to adjust an amount of air introduced into the combustion chamber;
a water temperature sensor configured to acquire a given temperature parameter that increases as a warm-up of the engine progresses; and
a processor configured to execute a combustion controlling module to control the injector, the ignition plug, and the air amount adjusting mechanism based on the temperature parameter acquired by the water temperature sensor, and an engine load and an engine speed so that partial compression ignition combustion is carried out in which spark ignition (SI) combustion of a portion of the mixture gas is performed by a jump-spark ignition using the ignition plug, and compression ignition (CI) combustion of the remaining mixture gas is performed by a self-ignition,
wherein when a first lean combustion condition in which the engine is operated in a low-load range where the engine load is low and the temperature parameter is below a given value determined beforehand is satisfied, the combustion controlling module causes the injector to perform an early injection in which fuel is injected during an intake stroke, and a retarded injection in which fuel is injected during the second half of a compression stroke, and controls the air amount adjusting mechanism and the ignition plug so that an air-fuel ratio (A/F)-lean mixture gas having an air-fuel ratio greater than a stoichiometric air-fuel ratio is formed inside the combustion chamber, and partial compression ignition combustion of the mixture gas is carried out, and
wherein when a second lean combustion condition in which the engine is operated in the low-load range and the temperature parameter is the given value or above is satisfied, the combustion controlling module controls the injector so that an injection amount ratio of the early injection increases and the injection amount ratio of the retarded injection decreases, compared with the case when the first lean combustion condition is satisfied, and controls the air amount adjusting mechanism and the ignition plug so that the A/F-lean mixture gas is formed inside the combustion chamber and partial compression ignition combustion of the mixture gas is carried out.
The control device of claim 1 , wherein the combustion controlling module controls the injector so that an injection amount by the retarded injection becomes zero when the second lean combustion condition is satisfied.
The control device of claim 1 , further comprising a fuel pressure regulator configured to adjust an injection pressure of fuel from the injector, wherein the combustion controlling module controls the fuel pressure regulator so that the injection pressure of the injector when the first lean combustion condition is satisfied becomes higher than the injection pressure when the second lean combustion condition is satisfied.
wherein the combustion controlling module controls the fuel pressure regulator so that the injection pressure of the injector when the first lean combustion condition is satisfied becomes higher than the injection pressure when the second lean combustion condition is satisfied.
The control device of claim 1 , wherein the combustion controlling module controls the injector so that the early injection is performed dividedly in a plurality of steps when the first lean combustion condition is satisfied and when the second lean combustion condition is satisfied.
The control device of claim 4 , wherein when the second lean combustion condition is satisfied, the combustion controlling module controls the injector so that the injection amount ratio of a first fuel injection of the early injection increases and the injection amount ratio of the retarded injection decreases, compared with the case when the first lean combustion condition is satisfied.
The control device of claim 5 , wherein the first lean combustion condition is a condition in which the engine is operated in the low-load range, and the temperature parameter is greater than or equal to a first threshold and less than a second threshold, wherein the second lean combustion condition is a condition in which the engine is operated in the low-load range, and the temperature parameter is greater than or equal to the second threshold and less than a third threshold, wherein when a third lean combustion condition in which the engine is operated in the low-load range, and the temperature parameter is greater than or equal to the third threshold is satisfied, the combustion controlling module controls the injector so that the early injection is performed dividedly in a plurality of steps and the retarded injection is suspended, and controls the air amount adjusting mechanism and the ignition plug so that the A/F-lean mixture gas is formed inside the combustion chamber and partial compression ignition combustion of the mixture gas is carried out, and wherein when the third lean combustion condition is satisfied, the combustion controlling module increases the injection amount ratio of the first fuel injection of the early injection, and advances an injection timing of the first fuel injection, compared with when the second lean combustion condition is satisfied.
wherein the first lean combustion condition is a condition in which the engine is operated in the low-load range, and the temperature parameter is greater than or equal to a first threshold and less than a second threshold,
wherein the second lean combustion condition is a condition in which the engine is operated in the low-load range, and the temperature parameter is greater than or equal to the second threshold and less than a third threshold,
wherein when a third lean combustion condition in which the engine is operated in the low-load range, and the temperature parameter is greater than or equal to the third threshold is satisfied, the combustion controlling module controls the injector so that the early injection is performed dividedly in a plurality of steps and the retarded injection is suspended, and controls the air amount adjusting mechanism and the ignition plug so that the A/F-lean mixture gas is formed inside the combustion chamber and partial compression ignition combustion of the mixture gas is carried out, and
wherein when the third lean combustion condition is satisfied, the combustion controlling module increases the injection amount ratio of the first fuel injection of the early injection, and advances an injection timing of the first fuel injection, compared with when the second lean combustion condition is satisfied.
The control device of claim 1 , wherein when the first lean combustion condition is satisfied, and when the second lean combustion condition is satisfied, the combustion controlling module causes the ignition plug to perform a main ignition in which a spark is generated near a compression top dead center to start the SI combustion and a preceding ignition in which a spark is generated at a timing earlier than the main ignition, and wherein energy of the preceding ignition is set lower so that flame propagation of the mixture gas does not occur, and the energy of the main ignition is set higher so that the flame propagation of the mixture gas does occur.
wherein when the first lean combustion condition is satisfied, and when the second lean combustion condition is satisfied, the combustion controlling module causes the ignition plug to perform a main ignition in which a spark is generated near a compression top dead center to start the SI combustion and a preceding ignition in which a spark is generated at a timing earlier than the main ignition, and
wherein energy of the preceding ignition is set lower so that flame propagation of the mixture gas does not occur, and the energy of the main ignition is set higher so that the flame propagation of the mixture gas does occur.
Ref US20160356228A1: Claims:
A method for an engine, comprising: starting an engine with fuel delivered as a split injection; and adjusting a fuel injection timing based on engine temperature, the injection timing advanced as the engine temperature at the engine starting increases.
starting an engine with fuel delivered as a split injection; and
adjusting a fuel injection timing based on engine temperature, the injection timing advanced as the engine temperature at the engine starting increases.
The method of claim 1 , wherein the split injection includes a first fraction of fuel direct injected earlier during a compression stroke of a combustion cycle and a second fraction of fuel direct injected later during the compression stroke of the combustion cycle.
The method of claim 2 , wherein the injection timing is an average injection timing of the first and second fractions.
The method of claim 2 , wherein advancing the injection timing includes increasing/decreasing/maintaining a duration between injection of the first fraction and injection of the second fraction.
The method of claim 1 , wherein the injection timing is advanced from an initial injection timing as the engine temperature increases, the initial injection timing based on engine speed and load.
The method of claim 1 , wherein the injection timing is advanced from compression stroke TDC as the engine temperature increases.
The method of claim 6 , further comprising, maintaining the fuel injection timing advanced for a number of combustion events since a first combustion event of the engine start.
The method of claim 7 , further comprising, after the number of combustion events since the first combustion event, retarding the injection timing towards compression stroke TDC as engine temperature increases.
The method of claim 1 , further comprising, during the starting, retarding spark timing from MBT while the injection timing is advanced.
The method of claim 1 , wherein the engine starting is an engine cold-start.
The method of claim 1 , wherein the engine temperature includes an engine coolant temperature at the engine start, before a first combustion event.
A method for an engine, comprising: during an engine cold-start, cranking the engine with fuel delivered as a split injection at a first injection timing; and during an engine hot-start, cranking the engine with fuel delivered as a split injection at a second injection timing, the second timing advanced relative to the first timing.
during an engine cold-start, cranking the engine with fuel delivered as a split injection at a first injection timing; and
during an engine hot-start, cranking the engine with fuel delivered as a split injection at a second injection timing, the second timing advanced relative to the first timing.
The method of claim 12 , wherein during the engine cold-start, fuel is delivered as a split injection at the first injection timing for a first number of combustion events, and then, as engine coolant temperature increases, advancing fuel injection timing from the first injection timing towards the second injection timing.
The method of claim 13 , wherein during the engine hot-start, fuel is delivered as a split injection at the second injection timing for a second number of combustion events, the second number smaller than the first number, and then, as engine coolant temperature increases, retarding fuel injection timing from the second injection timing towards the first injection timing.
The method of claim 13 , wherein the split injection during the engine cold-start includes a first number of compression stroke direct injections, and wherein the first injection timing is an average injection timing of the first number of compression stroke direct injections, and wherein the split injection during the engine hot-start includes a second number of compression stroke direct injections, the second number smaller than the first number, and wherein the second injection timing is an average injection timing of the second number of compression stroke direct injections.
The method of claim 12 , wherein the split injection during the engine cold-start includes multiple compression stroke direct injections and wherein the split injection during the hot start includes at least a compression stroke direct injection and an intake stroke direct injection.
The method of claim 12 , further comprising, during the engine cold-start, cranking the engine with spark timing retarded by a larger amount, and during the engine hot-start, cranking the engine with spark timing retarded by a smaller amount.
An engine system, comprising: an engine including a cylinder; a direct injector for injecting fuel directly into the cylinder; a temperature sensor for estimating an engine coolant temperature; and a controller with computer-readable instructions stored on non-transitory memory for: during an engine start, for a number of combustion events since a first combustion event, operating the engine with fuel delivered as multiple compression stroke injections and with an average injection timing of the multiple compression stroke injections advanced from compression stroke TDC, an amount of injection timing advance increased as the engine coolant temperature increases.
an engine including a cylinder;
a direct injector for injecting fuel directly into the cylinder;
a temperature sensor for estimating an engine coolant temperature; and
a controller with computer-readable instructions stored on non-transitory memory for: during an engine start, for a number of combustion events since a first combustion event, operating the engine with fuel delivered as multiple compression stroke injections and with an average injection timing of the multiple compression stroke injections advanced from compression stroke TDC, an amount of injection timing advance increased as the engine coolant temperature increases.
during an engine start,
for a number of combustion events since a first combustion event, operating the engine with fuel delivered as multiple compression stroke injections and with an average injection timing of the multiple compression stroke injections advanced from compression stroke TDC, an amount of injection timing advance increased as the engine coolant temperature increases.
The system of claim 18 , wherein the controller includes further instructions for: after the number of combustion events, while continuing to operate the engine with fuel delivered as multiple compression stroke injections, retarding the average injection timing of the multiple compression stroke injections towards compression stroke TDC, an amount of injection timing retard increased as the engine coolant temperature increases.
The system of claim 19 , wherein the controller includes further instructions for, during the number of combustion events, retarding spark timing from MBT, an amount of spark retard based on the injection timing advance, and after the number of combustion events, adjusting the amount of spark retard based on engine speed and load.
Ref US20130041571A1: Claims:
A control device for an internal combustion engine which is configured to switch an air-fuel ratio of an air-fuel mixture in a cylinder from a first air-fuel ratio leaner than stoichiometry for normal operation to a second air-fuel ratio richer than the stoichiometry and to carry out intake throttling during a switching period from beginning to end of the switching to control the air-fuel ratio of the air-fuel mixture in the cylinder to a third air-fuel ratio richer than the first air-fuel ratio and leaner than the stoichiometry, while learning a correction value for a fuel injection amount, the control device being characterized in that, during the switching period, before the intake throttling is completed, the control device carries out such a post-injection as prevents injected fuel from being combusted and learns the correction value, and after the intake throttling is completed, the control device carries out such an after-injection as allows the injected fuel to be incompletely combusted and learns the correction value.
during the switching period, before the intake throttling is completed, the control device carries out such a post-injection as prevents injected fuel from being combusted and learns the correction value, and after the intake throttling is completed, the control device carries out such an after-injection as allows the injected fuel to be incompletely combusted and learns the correction value.
The control device for the internal combustion engine according to claim 1 , wherein a catalyst and an air-fuel ratio sensor are provided in an exhaust passage in the internal combustion engine in order from an upstream side, and the switching to the second air-fuel ratio is intended to recover the catalyst.
The control device for the internal combustion engine according to claim 2 , wherein, in controlling the air-fuel ratio to the third air-fuel ratio, the control device injects, into the cylinder, fuel in an amount calculated from a detected value from an intake amount sensor and which is equivalent to the third air-fuel ratio, and in learning the correction value, the control device calculates the correction value based on the value of the third air-fuel ratio and the detected value from the air-fuel ratio sensor resulting from the injection of the fuel in the amount equivalent to the third air-fuel ratio.
in controlling the 
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