Office Action 2: Notice of Allowance (2025-07-15)

CLAIMS:
AMENDMENTS TO THE CLAIMS

The following listing of claims replaces all prior versions and listings of claims in the application.

LISTING OF CLAIMS

1\. (Currently Amended) 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 corresponding to starting of the engine;
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 when the engine cranking signal corresponds to the engine starting and, when the engine has started and the engine cranking signal has ceased, discontinuing the boost enable signal so the fuel injector is powered using the system voltage, wherein the boosted voltage is higher than the system voltage.

2\. (Original) The apparatus of claim 1wherein the bypass voltage circuit and the boost voltage circuit are coupled to a common node.

3\. (Original) The apparatus of claim 2 wherein the powertrain control module and the fuel injector are coupled to the common node.

4\. (Original) 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\. (Original) 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\. (Original) 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\. (Original) The apparatus of claim 3 wherein the boost voltage circuit comprises a boost voltage supply module coupled to the common node.

8\. (Original) The apparatus of claim 7 wherein the boost voltage supply module comprises a DC-DC converter.

9\. (Currently Amended) The apparatus of claim 7 wherein \[\[a\]\]the powertrain control module is coupled to a main relay to activate the main relay in response to an ignition signal.

10\. (Original) 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\. (Original) The apparatus of claim 1wherein 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\. (Original) The apparatus of claim 1wherein 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\. (Currently Amended) A method for controlling power to a fuel injector, the method comprising:generating a crank signal for starting an engine while the engine is starting;
generating a boost voltage higher than a system voltage;
operating the fuel injectors with the boost voltage during the crank signal;
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.

14\. (Original) The method of claim 13 wherein generating the crank signal comprises starting the engine.

15\. (Original) The method of claim 13 wherein generating the boost voltage comprises generating the boost voltage at a boost voltage supply module .

16\. (Original) The method of claim 13 wherein generating the boost voltage comprises generating the boost voltage from a DC-DC converter.

17\. (Original) The method of claim 13 wherein generating the boost voltage comprises generating the boost voltage during a boost state.

18\. (Original) 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\. (Original) 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\. (Original) 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 .
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

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


CITED REFERENCE SUMMARIES: Ref US20210180534A1: Claims:
A fuel injection control device controlling a fuel injection valve of an internal combustion engine, the device comprising: a deterioration determination unit that determines a deterioration state of the fuel injection valve; an injection amount learning unit that learns the injection amount of the fuel injection valve; and a learning frequency change unit that changes the learning frequency of the injection amount learning unit in accordance with the deterioration state of the fuel injection valve.
a deterioration determination unit that determines a deterioration state of the fuel injection valve;
an injection amount learning unit that learns the injection amount of the fuel injection valve; and
a learning frequency change unit that changes the learning frequency of the injection amount learning unit in accordance with the deterioration state of the fuel injection valve.
The fuel injection control device according to claim 1 , wherein in the case where the integrated value of injection count numbers of the fuel injection valve is smaller than a predetermined threshold value, the deterioration determination unit determines as a running-in period of the fuel injection valve, and wherein the learning frequency change unit increases the learning frequency of the injection amount learning unit.
wherein in the case where the integrated value of injection count numbers of the fuel injection valve is smaller than a predetermined threshold value, the deterioration determination unit determines as a running-in period of the fuel injection valve, and
wherein the learning frequency change unit increases the learning frequency of the injection amount learning unit.
The fuel injection control device according to claim 1 , wherein in the case where the integrated value of injection count numbers of the fuel injection valve falls within a predetermined range, the deterioration determination unit determines that the fuel injection valve is not deteriorated, and wherein the learning frequency change unit decreases the learning frequency of the injection amount learning unit.
wherein in the case where the integrated value of injection count numbers of the fuel injection valve falls within a predetermined range, the deterioration determination unit determines that the fuel injection valve is not deteriorated, and
wherein the learning frequency change unit decreases the learning frequency of the injection amount learning unit.
The fuel injection control device according to claim 1 , wherein in the case where the integrated value of injection count numbers of the fuel injection valve exceeds a predetermined threshold value, the deterioration determination unit determines that the fuel injection valve is deteriorated, and wherein the learning frequency change unit increases the learning frequency of the injection amount learning unit.
wherein in the case where the integrated value of injection count numbers of the fuel injection valve exceeds a predetermined threshold value, the deterioration determination unit determines that the fuel injection valve is deteriorated, and
The fuel injection control device according to claims 2 , wherein the deterioration determination unit changes the injection count number of the fuel injection valve in accordance with the driving current value of the fuel injection valve.
wherein the deterioration determination unit changes the injection count number of the fuel injection valve in accordance with the driving current value of the fuel injection valve.
The fuel injection control device according to claims 2 , wherein the deterioration determination unit changes the injection count number of the fuel injection valve in accordance with a combustion pressure in the internal combustion engine.
wherein the deterioration determination unit changes the injection count number of the fuel injection valve in accordance with a combustion pressure in the internal combustion engine.
The fuel injection control device according to claims 2 , wherein the deterioration determination unit changes the injection count number of the fuel injection valve in accordance with the injection pulse width of the fuel injection valve.
wherein the deterioration determination unit changes the injection count number of the fuel injection valve in accordance with the injection pulse width of the fuel injection valve.
The fuel injection control device according to claims 2 , wherein the deterioration determination unit changes the injection count number of the fuel injection valve in accordance with the travel distance of a vehicle in which the internal combustion engine is mounted or the rotational speed of the internal combustion engine.
wherein the deterioration determination unit changes the injection count number of the fuel injection valve in accordance with the travel distance of a vehicle in which the internal combustion engine is mounted or the rotational speed of the internal combustion engine.
A fuel injection control method for controlling a fuel injection valve of an internal combustion engine, the method comprising: (a) a step of counting the number of times of injections of the fuel injection valve; (b) a step of estimating a deterioration state of the fuel injection valve on the basis of the number of times of injections counted in the step (a); and (c) a step of correcting the injection amount of the fuel injection valve on the basis of the deterioration state of the fuel injection valve estimated in the step (b).
(a) a step of counting the number of times of injections of the fuel injection valve;
(b) a step of estimating a deterioration state of the fuel injection valve on the basis of the number of times of injections counted in the step (a); and
(c) a step of correcting the injection amount of the fuel injection valve on the basis of the deterioration state of the fuel injection valve estimated in the step (b).
The fuel injection control method according to claim 9 , wherein in the case where the integrated value of the numbers of times of injections counted in the step (a) exceeds a predetermined threshold value, it is determined that the fuel injection valve is deteriorated, and the injection pulse width and the driving current waveform of the fuel injection valve are corrected in accordance with the deterioration state.
wherein in the case where the integrated value of the numbers of times of injections counted in the step (a) exceeds a predetermined threshold value, it is determined that the fuel injection valve is deteriorated, and the injection pulse width and the driving current waveform of the fuel injection valve are corrected in accordance with the deterioration state.
The fuel injection control method according to claim 9 , wherein the count number of the number of times of injections is changed in accordance with the driving current value of the fuel injection valve in the step (a).
wherein the count number of the number of times of injections is changed in accordance with the driving current value of the fuel injection valve in the step (a).
The fuel injection control method according to claim 9 , wherein the count number of the number of times of injections is changed in accordance with a combustion pressure in the internal combustion engine in the step (a).
wherein the count number of the number of times of injections is changed in accordance with a combustion pressure in the internal combustion engine in the step (a).
The fuel injection control method according to claim 9 , wherein the count number of the number of times of injections is changed in accordance with the injection pulse width of the fuel injection valve in the step (a).
wherein the count number of the number of times of injections is changed in accordance with the injection pulse width of the fuel injection valve in the step (a).
The fuel injection control method according to claim 9 , wherein the count number of the number of times of injections is changed in accordance with the travel distance of a vehicle in which the internal combustion engine is mounted or the rotational speed of the internal combustion engine in the step (a).
wherein the count number of the number of times of injections is changed in accordance with the travel distance of a vehicle in which the internal combustion engine is mounted or the rotational speed of the internal combustion engine in the step (a).
Ref US20170089292A1: Claims:
An in-vehicle engine control apparatus for sequentially driving a fuel injection electromagnetic valve provided for each cylinder of a multi-cylinder engine, comprising: a drive control circuit portion including a plurality of switch elements for alternately and sequentially driving a plurality of electromagnetic coils for driving the electromagnetic valves to be opened, for each of a first cylinder group and a second cylinder group, a boosting control circuit portion which generates a boosted high voltage for rapidly exciting the electromagnetic coils, and an operation control circuit portion mainly composed of a microprocessor and a program memory, wherein the boosting control circuit portion includes one or more induction elements intermittently excited by one or more boosting switch elements from an in-vehicle battery, and one or more high-voltage capacitors charged to a boosted high voltage as a target through multiple intermittent operations by electromagnetic energy accumulated in the induction elements being discharged when the boosting switch element is opened, the drive control circuit portion includes a power feeding-sustaining switch element connected individually or for each cylinder group through a backflow prevention element between the in-vehicle battery and the electromagnetic coils, a rapid excitation switch element connected individually or for each cylinder group between the high-voltage capacitor and the electromagnetic coils, a commutation circuit element connected individually or for each cylinder group in parallel with the electromagnetic coils, and a rapid cutoff switch element individually connected in series with the electromagnetic coil or the commutation circuit element, the operation control circuit portion further includes fuel injection command means which provides a fuel injection command to the plural switch elements, a control program forming split upper limit designating means which designates an upper limit value of a selected value for designating how many times the fuel injection command signal should be provided to the same electromagnetic coil during one combustion cycle period of each engine in the multi-cylinder engine, and a reference data which is a data table or an approximated calculation, the reference data is an aggregation of reference data respectively related to a plurality of elements to be monitored, in which the reference data includes the selected value limited by the split upper limit designating means as a mediate parameter, and is composed of minimum values edited of numerical data of allowable engine rotational speed determined by a detected environmental temperature, as a parameter, detected by an environmental temperature detection element and related to installation environments of the elements to be monitored, representing any of the induction element, the boosting switch element, the rapid excitation switch element, the power feeding-sustaining switch element, and the rapid cutoff switch element, the allowable engine rotation speed is statistic data obtained by experimentally confirming that the internal temperature of the elements to be monitored becomes equal to or less than a predetermined allowable limit temperature even in case of a continuous operation with multiple injections by applying the selected value designated to the measured environmental temperature, and the split upper limit designating means determines the selected value having a higher split injection frequency as an upper limit within an allowable range by comparing an engine rotational speed Ne detected by an engine rotation sensor and a value of the allowable engine rotational speed with respect to the measured environmental temperature at present calculated by an interpolation operation from the reference data.
a drive control circuit portion including a plurality of switch elements for alternately and sequentially driving a plurality of electromagnetic coils for driving the electromagnetic valves to be opened, for each of a first cylinder group and a second cylinder group, a boosting control circuit portion which generates a boosted high voltage for rapidly exciting the electromagnetic coils, and an operation control circuit portion mainly composed of a microprocessor and a program memory, wherein
the boosting control circuit portion includes one or more induction elements intermittently excited by one or more boosting switch elements from an in-vehicle battery, and one or more high-voltage capacitors charged to a boosted high voltage as a target through multiple intermittent operations by electromagnetic energy accumulated in the induction elements being discharged when the boosting switch element is opened,
the drive control circuit portion includes a power feeding-sustaining switch element connected individually or for each cylinder group through a backflow prevention element between the in-vehicle battery and the electromagnetic coils, a rapid excitation switch element connected individually or for each cylinder group between the high-voltage capacitor and the electromagnetic coils, a commutation circuit element connected individually or for each cylinder group in parallel with the electromagnetic coils, and a rapid cutoff switch element individually connected in series with the electromagnetic coil or the commutation circuit element,
the operation control circuit portion further includes fuel injection command means which provides a fuel injection command to the plural switch elements, a control program forming split upper limit designating means which designates an upper limit value of a selected value for designating how many times the fuel injection command signal should be provided to the same electromagnetic coil during one combustion cycle period of each engine in the multi-cylinder engine, and a reference data which is a data table or an approximated calculation,
the reference data is an aggregation of reference data respectively related to a plurality of elements to be monitored, in which the reference data includes the selected value limited by the split upper limit designating means as a mediate parameter, and is composed of minimum values edited of numerical data of allowable engine rotational speed determined by a detected environmental temperature, as a parameter, detected by an environmental temperature detection element and related to installation environments of the elements to be monitored, representing any of the induction element, the boosting switch element, the rapid excitation switch element, the power feeding-sustaining switch element, and the rapid cutoff switch element,
the allowable engine rotation speed is statistic data obtained by experimentally confirming that the internal temperature of the elements to be monitored becomes equal to or less than a predetermined allowable limit temperature even in case of a continuous operation with multiple injections by applying the selected value designated to the measured environmental temperature, and
the split upper limit designating means determines the selected value having a higher split injection frequency as an upper limit within an allowable range by comparing an engine rotational speed Ne detected by an engine rotation sensor and a value of the allowable engine rotational speed with respect to the measured environmental temperature at present calculated by an interpolation operation from the reference data.
The in-vehicle engine control apparatus as claimed in claim 1 , wherein the program memory further includes a control program forming minimum selected value application means, and the minimum selected value application means is adapted to designate the selected value of the split injection frequency a minimum selected value when the engine rotational speed detected by the engine rotation sensor is equal to or more than a predetermined threshold rotational speed.
the program memory further includes a control program forming minimum selected value application means, and
the minimum selected value application means is adapted to designate the selected value of the split injection frequency a minimum selected value when the engine rotational speed detected by the engine rotation sensor is equal to or more than a predetermined threshold rotational speed.
The in-vehicle engine control apparatus as claimed in claim 1 , wherein the program memory includes a control program forming high environmental temperature determining means, rotation abnormality determining means, and abnormality alarming means, the high environmental temperature determining means generates an environmental abnormality determination signal when the measured environmental temperature detected by an environmental temperature detection element exceeds a predetermined reference environmental temperature, the rotation abnormality determining means generates a rotation abnormality determination signal when the present engine rotational speed exceeds an allowable rotational speed calculated from the reference data although a selected value level of the split injection frequency is set to be low, and the abnormality alarming means generates an abnormality alarming command when an occurrence state of the environmental abnormality determining signal or the rotation abnormality determining signal continues for a predetermined threshold time or longer, thereby at least saving an abnormality occurrence information or stopping multiple injection controls.
the program memory includes a control program forming high environmental temperature determining means, rotation abnormality determining means, and abnormality alarming means,
the high environmental temperature determining means generates an environmental abnormality determination signal when the measured environmental temperature detected by an environmental temperature detection element exceeds a predetermined reference environmental temperature,
the rotation abnormality determining means generates a rotation abnormality determination signal when the present engine rotational speed exceeds an allowable rotational speed calculated from the reference data although a selected value level of the split injection frequency is set to be low, and
the abnormality alarming means generates an abnormality alarming command when an occurrence state of the environmental abnormality determining signal or the rotation abnormality determining signal continues for a predetermined threshold time or longer, thereby at least saving an abnormality occurrence information or stopping multiple injection controls.
The in-vehicle engine control apparatus as claimed in claim 1 , wherein the program memory further includes a control program forming rise selection delay processing means, and the rise selection delay processing means executes rise processing of a selected value when the engine rotational speed decreases or the measured environmental temperature decreases, so that the split upper limit designating means generates a rise selection command for selecting a larger value as the selected value and if the rise selection command still continues to be generated even after a predetermined threshold time has elapsed.
the program memory further includes a control program forming rise selection delay processing means, and
the rise selection delay processing means executes rise processing of a selected value when the engine rotational speed decreases or the measured environmental temperature decreases, so that 
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