Patent Grant
10385758
The present invention relates to a cooling system for an internal combustion engine, and in particular, relates to a cooling system for an internal combustion engine capable of accelerating temperature increase of cooling water, and relates to a control method thereof.
A conventional cooling system of this type includes two cooling water channels and a valve for adjusting cooling water flow rates through these two cooling water channels. Through one of the cooling water channels, cooling water flows sequentially by way of a heat exchanger for air heating and a heat exchanger for transmission oil. The other one of the cooling water channels, which is provided separately from the above cooling water channel, includes a bypass passage. The valve is disposed at a point where the cooling water having passed the oil heat exchanger meets the cooling water having passed through the bypass passage. Such a conventional cooling system measures at least either of the vehicle interior temperature and the vehicle exterior temperature as well as the temperature of cooling water discharged from the engine, and controls the actuation of the valve so as to switch between these two cooling water channels when these temperature measurements satisfy their respective predetermined conditions (see Patent Document 1, for example).
Patent Document 1: JP 4994546 B
However, in such a conventional cooling system, when the valve is actuated so as to open the cooling water channel routed by way of the heat exchanger for air heating, the heat exchanger for air heating removes heat from the cooling water that flows through the cooling water channel. This temporarily slows down the temperature increase of cooling water, thus prolonging the time required to increase the engine oil temperature to a desired level. As a result, engine friction increases and fuel efficiency deteriorates, which are problematic.
To address the above problems, the present invention has been made to provide a cooling system for an internal combustion engine capable of accelerating temperature increase of cooling water, and a control method thereof.
To achieve the above object, a cooling system for an internal combustion engine according to the present invention comprises: a flow channel switching valve for switching between a plurality of cooling water channels at least including a heater line for air heating, a block line for cooling an engine block, and a transmission line for an oil warmer of a transmission so as to sequentially open at least one of the plurality of cooling water channels in accordance with a warm-up state of the internal combustion engine; and a control device for controlling opening and closing of the flow channel switching valve so as to restrict a cooling water distribution rate of the heater line.
In a method for controlling a cooling system according to the present invention, in which the cooling system includes a flow channel switching valve for switching between a plurality of cooling water channels at least including a heater line for air heating, a block line for cooling an engine block, and a transmission line for an oil warmer of a transmission so as to sequentially open at least one of the plurality of cooling water channels in accordance with a warm-up state of the internal combustion engine; and a control device, the control device is caused to control opening and closing of the flow channel switching valve so as to control cooling water distribution rates of the plurality of cooling water channels. In this method, the control device controls the opening and closing of the flow channel switching valve so as to restrict a cooling water distribution rate of the heater line.
According to the present invention, even when the heater line opens and the temperature increase of cooling water temporarily slows down due to heat removal from cooling water by the heat exchanger for air heating, it is possible to accelerate temperature increase of cooling water, thus reducing engine friction.
Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.
Internal combustion engine 1, which is mounted on a vehicle, includes a cylinder head 11 and a cylinder block 12. A transmission 13 such as a continuously variable transmission (CVT), an example of a powertrain, is coupled to the output shaft of internal combustion engine 1. The output of transmission 13 is transmitted to drive wheels (not illustrated in the drawings), thereby causing the vehicle to travel.
Internal combustion engine 1 is provided with a head cooling water passage 14 which extends across the interior of cylinder head 11. Head cooling water passage 14 for cooling cylinder head 11, includes a cooling water inlet 15 and a cooling water outlet 16. Cooling water inlet 15 opens at one end of cylinder head 11 in the cylinder arrangement direction. Cooling water outlet 16 opens at the other end of cylinder head 11 in the cylinder arrangement direction. The cooling water supplied to cooling water inlet 15 of cylinder head 11 flows through head cooling water passage 14 while cooling cylinder head 11, and is then discharged from cooling water outlet 16 that opens at the other end of cylinder head 11.
To cooling water outlet 16 of cylinder head 11, one end of a first cooling water pipe 18 is connected. The other end of first cooling water pipe 18 is connected to a cooling water inlet 17 of radiator 9. To a cooling water outlet 19 of radiator 9, one end of a second cooling water pipe 24 is connected. The other end of second cooling water pipe 24 is connected to a fourth inlet port 23, among first to fourth inlet ports 20 to 23, of flow channel switching valve 7. In this way, a first cooling water channel (referred to as “radiator line” below) 2, including head cooling water passage 14, first cooling water pipe 18, and second cooling water pipe 24, is configured. Through radiator line 2, cooling water flows by way of cylinder head 11 and radiator 9.
Internal combustion engine 1 is further provided with a block cooling water passage 25. Block cooling water passage 25 for cooling cylinder block 12 branches off from head cooling water passage 14 and enters cylinder block 12, extending across the interior of cylinder block 12 and connecting to a cooling water outlet 26, which opens at the other end of cylinder block 12 in the cylinder arrangement direction.
Accordingly, some of the cooling water flowing through head cooling water passage 14 enters block cooling water passage 25 that branches off from head cooling water passage 14. Then, the cooling water flows through block cooling water passage 25 while cooling cylinder block 12, and is then discharged from cooling water outlet 26 that opens at the other end of cylinder block 12.
To cooling water outlet 26 of cylinder block 12, one end of a third cooling water pipe 27 is connected. Third cooling water pipe 27 is provided for allowing an oil cooler (O/C) 28 disposed on third cooling water pipe 27 to exchange heat between the cooling water flowing through third cooling water pipe 27 and lubricating oil for internal combustion engine 1 so as to cool the lubricating oil for internal combustion engine 1. The other end of third cooling water pipe 27 is connected to first inlet port 20 of flow channel switching valve 7. In this way, a second cooling water channel (referred to as “block line” below) 3, including block cooling water passage 25 and third cooling water pipe 27, is configured. Through block line 3, cooling water flows by way of cylinder block 12 and bypasses radiator 9.
One end of a fourth cooling water pipe 29 is connected to an intermediate point of first cooling water pipe 18. The cooling water flowing through head cooling water passage 14 is heated by heat exchange with cylinder head 11. Fourth cooling water pipe 29 is provided in order to use such heated cooling water for vehicle air heating. On fourth cooling water pipe 29, a heater core for vehicle air heating (heat exchanger for air heating) 30, a water-cooled exhaust gas recirculation (EGR) cooler 31, an EGR control valve 32, and a throttle valve 33 are disposed in this order from upstream to downstream in the cooling water flow direction. EGR cooler 31 and EGR control valve 32 constitute an exhaust gas recirculation device. Throttle valve 33 regulates the amount of air intake in internal combustion engine 1. The other end of fourth cooling water pipe 29 is connected to third inlet port 22 of flow channel switching valve 7. In this way, a third cooling water channel (referred to as “heater line” below) 4, including head cooling water passage 14 and fourth cooling water pipe 29, is configured. Through heater line 4, cooling water flows by way of cylinder head 11 and heater core 30, and bypasses radiator 9.
Heater core 30 achieves an air heating function by exchanging heat between the cooling water flowing through fourth cooling water pipe 29 and air for air conditioning so as to heat the air for air conditioning. EGR cooler 31 exchanges heat between the cooling water flowing through fourth cooling water pipe 29 and an exhaust recirculated into an intake system of internal combustion engine 1 by the exhaust gas recirculation device, thus lowering the temperature of the exhaust so as to curb generation of nitrogen oxides during combustion. EGR control valve 32 and throttle valve 33 are heated by exchanging heat with the cooling water flowing through fourth cooling water pipe 29, thus preventing the freezing of moisture in the exhaust or in the intake air. Accordingly, heater line 4 allows the cooling water having passed through cylinder head 11 to be partially diverted from first cooling water pipe 18 to fourth cooling water pipe 29, thus introducing some of the cooling water having passed through cylinder head 11 into heater core 30, EGR cooler 31, EGR control valve 32, and throttle valve 33 so as to allow this cooling water to exchange heat therewith.
One end of a fifth cooling water pipe 34 is connected to an intermediate point of first cooling water pipe 18. Fifth cooling water pipe 34 is provided for allowing an oil warmer (O/W) 35 disposed on fifth cooling water pipe 34 to exchange heat between the cooling water flowing through fifth cooling water pipe 34 and hydraulic oil of transmission 13 so as to heat the hydraulic oil of transmission 13. The other end of fifth cooling water pipe 34 is connected to second inlet port 21 of flow channel switching valve 7. Accordingly, fifth cooling water pipe 34 allows the cooling water having passed through cylinder head 11 to be partially diverted from first cooling water pipe 18, thus introducing some of the cooling water having passed through cylinder head 11 into oil warmer 35 so as to heat the hydraulic oil through heat exchange between this cooling water and the hydraulic oil. In this way, a fourth cooling water channel (referred to as “CVT O/W line” below) 5, including head cooling water passage 14 and fifth cooling water pipe 34, is configured as a transmission line. Through CVT O/W line 5, cooling water flows by way of cylinder head 11 and oil warmer 35 of transmission 13, and bypasses radiator 9.
A sixth cooling water pipe 36 is connected at one end to an intermediate point of first cooling water pipe 18, and at the other end to an intermediate point of a seventh cooling water pipe 37, which will be described later. Specifically, in first cooling water pipe 18, the connection point to sixth cooling water pipe 36 is located downstream to the connection point to fourth cooling water pipe 29 and downstream to the connection point to fifth cooling water pipe 34. One end of seventh cooling water pipe 37 is connected to an outlet port 38 of flow channel switching valve 7. In this way, a fifth cooling water channel (referred to as “bypass line” below) 6, including sixth cooling water pipe 36, is configured. Through bypass line 6, the cooling water that has been partially diverted from first cooling water pipe 18 enters seventh cooling water pipe 37 at a point near the outlet of flow channel switching valve 7 after bypassing radiator 9.
In this way, a cooling water circuit, including radiator line 2, block line 3, heater line 4, CVT O/W line 5, seventh cooling water pipe 37, and an eighth cooling water pipe 41, is configured. Seventh cooling water pipe 37 connects outlet port 38 of flow channel switching valve 7 with an intake port 39 of a water pump 8, which will be described later. Eighth cooling water pipe 41 connects a discharge port 40 of water pump 8 with cooling water inlet 15 of cylinder head 11.
Flow channel switching valve 7 is provided at cooling water outlets of radiator line 2, block line 3, heater line 4, and CVT O/W line 5. Flow channel switching valve 7 switches between the plurality of cooling water channels so as to sequentially open at least one of the cooling water channels in accordance with a warm-up state of internal combustion engine 1. The opening and closing of flow channel switching valve 7 is controlled by electronic control device 10, which will be described later, so as to adjust the cooling water distribution rates of the cooling water channels.
To be more specific, flow channel switching valve 7 is, for example, a rotary flow channel switching valve that includes a stator having first to fourth inlet ports 20 to 23 and outlet port 38, and a rotor having flow channels therein and rotatably fitted in the stator. Flow channel switching valve 7 opens one or more of the ports of the stator in an appropriate manner in accordance with the angle of the rotor changed from a reference angle by an electric actuator such as an electric motor. This configuration allows adjusting the cooling water distribution rates of the cooling water channels by changing the opening area ratios of first to fourth inlet ports 20 to 23 in accordance with the angle of the rotor.
Water pump 8 is disposed on the cooling water channel connecting flow channel switching valve 7 and cylinder head 11. Water pump 8 is an electric pump driven by an electric motor and controlled by electronic control device 10, which will be described below. Water pump 8 circulates cooling water through the cooling water channels by drawing cooling water from intake port 39 and discharging the cooling water from discharge port 40 toward cylinder head 11.
Electronic control device 10 is electrically connected to flow channel switching valve 7 and water pump 8. When CVT O/W line 5 opens, electronic control device 10 controls the opening and closing of flow channel switching valve 7 so as to restrict the cooling water distribution rate of heater line 4 while maintaining the flow rate of cooling water through CVT O/W line 5 unchanged. At the same time, electronic control device 10 also controls water pump 8 to restrict the discharge flow rate of water pump 8. In order to maintain the flow rate of cooling water through block line 3 constant, electronic control device 10 may restrict the discharge flow rate of water pump 8 and adjust the opening degree of flow channel switching valve 7 to heater line 4 and CVT O/W line 5. This makes it possible to accelerate temperature increase of cooling water even when the temperature increase of cooling water temporarily slows down. Note that the term “constant” used herein may include a state with acceptable changes.
Electronic control device 10 may control the opening and closing of flow channel switching valve 7 so as to change the flow rate of cooling water through heater line 4 based on various control parameters for an air conditioning system, including temperature information from temperature sensors installed at different locations in the vehicle. Examples of such control parameters include temperature information from sensors such as an exterior air sensor, an interior air sensor, an evaporator intake temperature sensor, and a solar radiation sensor, and information such as the air volume of a blower fan, the opening degree of an air-mix door, and the air volume of vehicle-speed air.
In addition, electronic control device 10 also has a function of controlling a fuel injection device 42 and an ignition device 43 of internal combustion engine 1, and an idle stop (idle reduction) function for temporarily stopping internal combustion engine 1 while, for example, the vehicle waits for a traffic light. However, electronic control device 10 does not have to perform various controls on internal combustion engine 1. In this case, a separate electronic control device may be provided for controlling components, such as fuel injection device 42 and ignition device 43, of internal combustion engine 1, and electronic control device 10 may communicate with this separate electronic control device.
In
Next, an operation of the cooling system having the above configuration will be described.
When the engine starts, temperature sensor 44 disposed near cooling water outlet 16 of cylinder head 11 senses the engine water temperature. The information indicating the temperature sensed by temperature sensor 44 is transmitted to electronic control device 10. In response, electronic control device 10 sequentially compares this temperature information with a radiator determination water temperature, a CVT O/W determination water temperature, a block determination water temperature, and a heater determination water temperature. The radiator determination water temperature is a threshold for determining whether to open radiator line 2. The CVT O/W determination water temperature is a threshold for determining whether to open CVT O/W line 5. The block determination water temperature is a threshold for determining whether to open block line 3. The heater determination water temperature is a threshold for determining whether to open heater line 4. These determination water temperatures are related in the following way:
radiator determination water temperature >CVT O/W determination water temperature >block determination water temperature >heater determination water temperature.
First, in step S1, the engine water temperature is compared with the radiator determination water temperature. At engine start, the determination result in step S1 is “NO” since the cooling water is not heated yet. Thus, radiator line 2 stays closed, and the operation proceeds to step S3.
In step S3, the engine water temperature is compared with the CVT O/W determination water temperature. Since the cooling water is not sufficiently heated yet at that time, the determination result in step S3 is “NO”. Thus, CVT O/W line 5 stays closed, and the operation proceeds to step S5.
In step S5, the engine water temperature is compared with the block determination water temperature. Since the engine water temperature is not sufficiently increased yet and still stays below the block determination water temperature at that time, the determination result in step S5 is “NO”. Thus, block line 3 stays closed, and the operation proceeds to step S7.
In step S7, the engine water temperature is compared with the heater determination water temperature. Since the engine water temperature still stays below the heater determination water temperature immediately after engine start, the determination result in step S7 is “NO”. Thus, heater line 4 stays closed, and the sequence of steps for determining the operation conditions ends.
Immediately after engine start, that is, when the rotor angle is within a predetermined angle range from the reference angle at which the rotor is regulated by a stopper, flow channel switching valve 7 implements a first pattern. In the first pattern, all first to fourth inlet ports 20 to 23 are closed as illustrated in
After a lapse of a predetermined time, the steps for determining the operation conditions of
Controlled by electronic control device 10, flow channel switching valve 7 rotates the rotor to implement a second pattern illustrated in
While circulating through head cooling water passage 14, first cooling water pipe 18, and bypass line 6, and through heater line 4, cooling water is heated by heat exchange with cylinder head 11. When, as a result, the engine water temperature further increases to exceed the block determination water temperature, the determination result in step S5 becomes “YES”. Then, the operation proceeds to step S6, in which a flag indicating that the conditions to open block line 3 have been satisfied is raised. Thereby, electronic control device 10 causes flow channel switching valve 7 to further rotate the rotor.
Controlled by electronic control device 10, flow channel switching valve 7 further rotates the rotor to implement a third pattern illustrated in
While circulating through block line 3 as well as through head cooling water passage 14, first cooling water pipe 18, and bypass line 6, and through heater line 4, cooling water is heated by heat exchange with cylinder head 11. When, as a result, the engine water temperature further increases to exceed the CVT O/W determination water temperature, the determination result in step S3 becomes “YES”. Then, the operation proceeds to step S4, in which a flag indicating that the conditions to open CVT O/W line 5 have been satisfied is raised. Thereby, electronic control device 10 causes flow channel switching valve 7 to further rotate the rotor.
Controlled by electronic control device 10, flow channel switching valve 7 further rotates the rotor to implement a fourth pattern illustrated in
While circulating through CVT O/W line 5 as well as through head cooling water passage 14, first cooling water pipe 18, and bypass line 6, through heater line 4, and through block line 3, cooling water is heated by heat exchange with cylinder head 11. When, as a result, the engine water temperature further increases to exceed the radiator determination water temperature, the determination result in step S1 becomes “YES”. Then, the operation proceeds to step S2, in which a flag indicating that the conditions to open radiator line 2 have been satisfied is raised. Thereby, electronic control device 10 causes flow channel switching valve 7 to further rotate the rotor.
Controlled by electronic control device 10, flow channel switching valve 7 further rotates the rotor to implement a fifth pattern illustrated in
When the rotor of flow channel switching valve 7 rotates further, flow channel switching valve 7 implements a sixth pattern. In the sixth pattern, the opening ratios of the first, third, and fourth inlet ports 20, 22, 23 gradually increase to 100%.
In the operation of flow channel switching valve 7 as illustrated in
The cooling system according to the present invention is to shorten such temporary slowdown in increase of the cooling water temperature so as to accelerate the increase in the engine water temperature. An operation of the cooling system according to the present invention (first embodiment) will be described with reference to
First Embodiment
As illustrated in
Then, the rotor of flow channel switching valve 7 rotates and implements the fourth pattern. First, a first phase (4-1) of the fourth pattern is implemented as illustrated in
In a second phase (4-2) of the fourth pattern in
In a third phase (4-3) of the fourth pattern in
After that, the rotation angle of the rotor of flow channel switching valve 7 and the opening ratios of first to fourth inlet ports 23 change in a similar manner to the fifth and sixth patterns illustrated in
The plurality of flow channels provided in the rotor of flow channel switching valve 7 are formed to have shapes, widths, and depths which are defined so as to ensure the relationship between the rotor angle and the opening ratios of first to fourth inlet ports 20 to 23 as illustrated in
In the above first embodiment, the cooling water discharge rate of water pump 8 is set constant. In this case, the flow rate through block line 3 increases by an amount corresponding to a reduction in the flow rate through heater line 4 as described above. In order to maintain the flow rate of cooling water through block line 3 constant in the second phase (4-2) of the fourth pattern, the cooling water discharge rate of water pump 8 may be reduced along with gradual reduction in the opening ratios of second and third inlet ports 21, 22 of flow channel switching valve 7. This allows a constant rate of cooling water to flow through block line 3, thus further accelerating temperature increase of cooling water flowing through block line 3. Thus, even in this case, temperature increase of cooling water can be accelerated after the temporary slowdown.
Reducing the cooling water discharge rate of water pump 8 also reduces the flow rate through CVT O/W line 5. This delays the heating of the lubricating oil for transmission 13, which is problematic. To avoid this, it is necessary to maintain the flow rate through block line 3 and the flow rate through CVT O/W line 5 constant by controlling the rotor angle of flow channel switching valve 7 to adjust the opening ratios of second and third inlet ports 21, 22 while adjusting (correcting) the cooling water discharge rate of water pump 8.
Below, another operation of the cooling system according to the present invention (second embodiment) will be described.
Second Embodiment
First, the base values for the rotor angle (MCV opening degree) of flow channel switching valve 7 and for the rotation speed or flow rate of electric water pump 8 when CVT O/W line 5 opens are set.
In step S3 in the processing for determining the operation conditions of
When it is determined that the conditions to open CVT O/W line 5 have been satisfied, i.e. the determination result is “YES” in step S12, the operation proceeds to step S13. In step S13, the base value for the rotor angle (MCV opening degree) when CVT O/W line 5 opens is set. Specifically, the rotor angle (MCV opening degree) at the beginning of the second phase (4-2) of the fourth pattern in
In this way, the base MCV opening degree and the base value for the rotation speed or flow rate of electric water pump 8 are set. Then, the rotor angle of flow channel switching valve 7 is controlled such that the opening ratios of second and third inlet ports 21, 22 are adjusted, as well as the cooling water discharge rate of water pump 8 is adjusted (corrected), so as to maintain the flow rates through block line 3 and CVT O/W line 5 constant with reference to these base values.
First, in step S21, a correction variable for the discharge rate of electric water pump 8 is calculated. Specifically, the correction variable for the discharge rate of electric water pump 8 is calculated with reference to a template for water pump discharge correction as illustrated in
To be more specific, in the absence of water pump discharge correction, the flow rate through block line 3 gradually increases as the rotor angle (MCV opening degree) increases and the opening ratios of second and third inlet ports 21, 22 gradually decrease in the first half of the second phase (4-2) of the fourth pattern in
In the above second embodiment, the flow rate of cooling water through block line 3 is maintained unchanged by restricting the discharge flow rate of electric water pump 8 and adjusting the MCV opening degree of flow channel switching valve 7 to heater line 4 and CVT O/W line 5. However, the present invention is not limited to this. Alternatively, the discharge flow rate of electric water pump 8 may be restricted when the cooling water distribution rate of heater line 4 is restricted. Specifically, the discharge flow rate of electric water pump 8 is reduced so as to correct the increase of the cooling water flowing through CVT O/W line 5 caused by restricting the cooling water distribution rate of heater line 4. In this case, the flow rate through block line 3 may be reduced while the flow rate through CVT O/W line 5 is maintained.
The cooling system according to the present invention may change the flow rate through heater line 4 in the first half of the second phase (4-2) of the fourth pattern in accordance with various control parameters for the air conditioning system (third embodiment). The third embodiment will be described below.
Third Embodiment
First, in step S31, the correction variable for the MCV opening degree is calculated. Specifically, a correction variable for the MCV opening degree depending on the exterior air temperature is calculated first by comparing the temperature information from the exterior air sensor with a template as illustrated in
To be more specific, during the first half of the second phase (4-2) of the fourth pattern, the amount of increase or decrease in exterior air temperature at each current moment from baseline is calculated first. The baseline is set to the exterior air temperature sensed at the rotor angle of flow channel switching valve 7 at which second inlet port 21 reaches the constant opening ratio after having gradually closed as the rotor of flow channel switching valve 7 rotates (this rotor angle will be referred to as “second base MCV opening degree” below). Then, the calculated amount of increase or decrease in exterior air temperature is compared with the template for correction as illustrated in
In step S31 of
Although not described above, correction variable(s) for the flow rate through heater line 4 depending on a preset vehicle interior temperature and/or on vehicle-speed air may be used in a similar manner as above. As an alternative, any one of the aforementioned various information pieces on the air conditioning system may be selected and used to calculate the target MCV opening degree, and the opening and closing of flow channel switching valve 7 may be controlled such that the rotor angle of flow channel switching valve 7 achieves this target MCV opening degree.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2015-077095 | Apr 2015 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2016/060243 | 3/29/2016 | WO | 00 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2016/159008 | 10/6/2016 | WO | A |
| Number | Name | Date | Kind |
|---|---|---|---|
| 5809944 | Aoki | Sep 1998 | A |
| 20030116105 | Pfeffinger | Jun 2003 | A1 |
| 20060157000 | Lutze | Jul 2006 | A1 |
| 20060157002 | Pfeffinger | Jul 2006 | A1 |
| 20060213460 | Aoki | Sep 2006 | A1 |
| 20120037336 | Ishikawa et al. | Feb 2012 | A1 |
| 20120067545 | Yamazaki | Mar 2012 | A1 |
| 20120137993 | Kim | Jun 2012 | A1 |
| 20130047940 | Quix | Feb 2013 | A1 |
| 20130221116 | Tsuchiya | Aug 2013 | A1 |
| 20140007824 | Hayashi | Jan 2014 | A1 |
| 20140069522 | Kuze | Mar 2014 | A1 |
| 20140165932 | Oh | Jun 2014 | A1 |
| 20140283765 | Naito | Sep 2014 | A1 |
| Number | Date | Country |
|---|---|---|
| 10 2006 055 536 | Jun 2008 | DE |
| 11 2009 004 747 | Jul 2014 | DE |
| 2006-125274 | May 2006 | JP |
| 2006125274 | May 2006 | JP |
| 2009-228429 | Oct 2009 | JP |
| 2009228429 | Oct 2009 | JP |
| 2012-62850 | Mar 2012 | JP |
| 4994546 | Aug 2012 | JP |
| 2014-196708 | Oct 2014 | JP |
| WO 2010128547 | Nov 2010 | WO |
| Entry |
|---|
| Japanese-language Office Action issued in counterpart Japanese Patent Application No. 2015-077095 dated Mar. 6, 2018 with partial English translation (five pages). |
| International Search Report (PCT/ISA/210) issued in PCT Application No. PCT/JP2016/060243 dated Jun. 21, 2016 with English translation (5 pages). |
| Japanese-language Written Opinion (PCT/ISA/237) issued in PCT Application No. PCT/JP2016/060243 dated Jun. 21, 2016 (4 pages). |
| Japanese-language International Preliminary Report on Patentability (PCT/IPEA/409) issued in PCT Application No. PCT/JP2016/060243 dated Nov. 30, 2016 with annexes and unverified English translation, (13 pages). |
| International Preliminary Report on Patentability (PCT/IB/338 & PCT/IPEA/409) issued in PCT Application No. PCT/JP2016/060243 dated Oct. 5, 2017, including English translation of document C3 (Japanese-language International Preliminary Report on Patentability (PCT/IPEA/409)) previously filed on Oct. 2, 2017 (5 pages). |
| German-language Office Action issued in counterpart German Application No. 112016001589.5 dated Jun. 6, 2018 with English translation (11 pages). |
| Number | Date | Country | |
|---|---|---|---|
| 20180080366 A1 | Mar 2018 | US |
