Abstract: When the geometric compression ratio of an engine body is set to 13:1 or more and the engine body operates in a preset high load region, the effective compression ratio of the engine body is set to 12:1 or more with a difference from the geometric compression ratio being within 2, a gas to be introduced into a combustion chamber is supercharged by a supercharging system, fuel is injected at least in a compression stroke by an injector, and after the fuel injection is finished, an air-fuel mixture in the combustion chamber is ignited by an ignition device before the compression top dead center and is thus burned by flame propagation in the engine body, and then the unburned air-fuel mixture is burned by compression ignition.

Abstract: A control apparatus for an engine includes an engine, a state quantity setting device, a spark plug, and a controller. The spark plug ignites air-fuel mixture at predetermined ignition timing so that unburned air-fuel mixture combusts by autoignition after start of combustion of the air-fuel mixture by the ignition, and the controller adjusts a heat amount ratio in accordance with an operation state of the engine through change of the ignition timing, the heat amount ratio representing an index associated with a ratio of an amount of heat generated when the air-fuel mixture combusts by flame propagation with respect to a total amount of heat generated when the air-fuel mixture combusts in the combustion chamber.

Abstract: The invention provides an antisense oligonucleotide reduced in toxicity. The antisense oligonucleotide has a central region, a 5?-side region and a 3?-side region, wherein the central region has a nucleotide (2?-3? bridged nucleotide) in which the 2?-position and the 3?-position of a sugar moiety are bridged and/or a non-bridged nucleotide (3?-position-modified non-bridged nucleotide) having a substituent at the 3?-position.

Abstract: A boosted engine is provided, which includes an engine body formed with a combustion chamber, a spark plug, a fuel injection valve, a booster, a boost controller, and a control unit including an operating range determining module and a compression end temperature estimating module. In a high load range, the fuel injection valve and the spark plug are controlled so that a mixture gas inside the combustion chamber starts combustion through flame propagation by ignition of the spark plug, and unburned mixture gas then combusts by compression ignition, and the boost controller is controlled to bring the booster into a boosting state. When a gas temperature inside the combustion chamber exceeds a given temperature at CTDC, the fuel injection valve is controlled so that a fuel injection end timing occurs on a compression stroke, and the spark plug is controlled so that the mixture gas is ignited after CTDC.

Abstract: This control apparatus of an engine includes an engine, a state quantity setting device, an injector, a spark plug, and a controller. The controller outputs a control signal to the spark plug at a predetermined ignition timing such that, after air-fuel mixture is ignited and combustion is started, unburned air-fuel mixture is combusted by autoignition, and the controller advances an ignition timing when the temperature before start of compression in a combustion chamber is to be reduced.

Abstract: A control system for a compression-ignition engine is provided, which includes the engine, a spark plug, a fuel injection valve, an air-fuel ratio control valve, and a control unit. A geometric compression ratio of the engine is 14:1 or above. The control unit includes a processor configured to execute an air-fuel ratio controlling module for, when the engine being in a given operating state is detected, controlling the air-fuel ratio control valve to bring the air-fuel ratio of the entire mixture gas to a given lean air-fuel ratio that is larger than a stoichiometric air-fuel ratio, and an spark plug controlling module for, after this control, outputting the control signal to the spark plug to perform the ignition at a given ignition timing so that the mixture gas starts combustion by flame propagation and then unburned mixture gas self-ignites. The given ignition timing is stored in a memory.

Abstract: A control system for a compression-ignition engine is provided, which includes an engine configured to combust a mixture gas inside a combustion chamber by compression ignition, a fuel injector attached to the engine, a state function adjusting part attached to the engine and configured to adjust at least introduction of fresh air into the combustion chamber, a three-way catalyst provided in an exhaust passage of the engine, a wall temperature acquiring part configured to acquire a parameter related to a temperature of a wall of the combustion chamber, and a controller. A swirl flow is generated inside the combustion chamber to circle along the wall. When the wall temperature of the combustion chamber is below a given wall temperature, the controller sets an air-fuel ratio of the mixture gas substantially to a stoichiometric air-fuel ratio so as to remain within a purification window of the three-way catalyst.

Abstract: A structure of a combustion chamber for an engine includes a crown surface of a piston, a cylinder wall surface, a combustion chamber ceiling surface, and an ignition plug which includes an ignition portion. The crown surface of the piston includes: a cavity recessed in the cylinder axis direction; a parallel surface portion which is in parallel to a corresponding region on the combustion chamber ceiling surface at a position above the cylinder axis direction with a gap, when the piston is at a compression top dead center; and an inclined surface portion formed to continue to the parallel surface portion in such a way as to be directed to the ignition plug, when the piston is at a compression top dead center. The parallel surface portion and the corresponding region, in combination, constitute a squish flow generation portion generating a squish flow when the piston is lifted.

Abstract: A structure of a combustion chamber for an engine includes: a crown surface of a piston; a combustion chamber ceiling surface formed on a cylinder head; and an ignition plug mounted on the combustion chamber ceiling surface, and including an ignition portion disposed in such a way as to face the combustion chamber. The crown surface of the piston includes a cavity which is recessed in a cylinder axis direction in a region including a position below the ignition portion of the ignition plug in a plan view from the cylinder axis direction. A rim portion of the cavity includes a guide portion, raised in the cylinder axis direction with respect to an inner region of the rim portion, interposing the ignition portion when the piston is at a compression top dead center, and configured to guide an air-fuel mixture within the combustion chamber to the ignition portion.

Abstract: A combustion chamber structure for an engine includes a combustion chamber where SI combustion by spark ignition and CI combustion by self-ignition are conducted. A crown surface includes a cavity recessed to have a bowl-shape, and a pair of raised portions. The cavity includes a bottom portion which is a lower region of the recessed part, the bottom portion having an outer circumferential edge which is circular in a top view. With a height of the raised portion relative to a height position of a deepest portion of the cavity being represented as H1 and a diameter of an outer circumferential edge of the bottom portion of the cavity being represented as D, H1/D as a ratio of the height H1 of the raised portion to the diameter D of the cavity is set to be in a range of 0.05 or more and 0.36 or less.

Abstract: A powder container is for use with an image forming apparatus, and the image forming apparatus includes a driving protrusion that is rotatable and that protrudes toward an upstream side in an insertion direction in which the powder container is inserted. The powder container includes a container body to store powder, a cap attached to the container body, and a transmitted structure provided on the cap to contact the driving protrusion. The transmitted structure extends outward from an outer circumference of the powder container. The cap is rotatable relative to the container body in a predetermined angular range. The rotation of the cap relative to the container body is restricted so that the container body rotates along with the rotation of the cap when the rotation of the cap exceeds the predetermined angular range.

Abstract: A method of implementing control logic of a compression ignition engine is provided. The engine includes an injector, a variable valve operating mechanism, an ignition plug, at least one sensor, and a processor. The processor outputs the signal to the ignition plug in a specific operating state so that unburnt mixture gas combusts by self ignition after the ignition plug ignites the mixture gas inside a combustion chamber. The method includes determining a geometric compression ratio ? of the engine, and determining control logic defining a valve opening angle CA of an intake valve. The valve opening angle CA (deg) is determined so that the following expression is satisfied, if the geometric compression ratio ? is ?<14, ?40?+800+D?CA?60??550+D. Here, D is a correction term according to the engine speed NE (rpm), D=3.3×10?10NE3?1.0×10?6NE2+7.0×10?4NE.

Abstract: To prevent a defect in which particles such as impurities flow into a liquid that flows in from an inlet flow path and discharged from an outlet flow path. Provided is a suck-back valve including: a housing part; a valve element part; a diaphragm part; an open-close mechanism that brings the valve element part and a valve seat part into contact or separates the valve element part and the valve seat part from each other to switch between a closed state and an open state; and a suck-back mechanism that moves the diaphragm part in a direction in which the diaphragm part separates from the valve seat part to increase a volume of a valve chamber. The valve element part and the diaphragm part are molded integrally, the open-close mechanism is disposed in an adjacent space, and the valve element part and the open-close mechanism are coupled in the adjacent space.

Abstract: A control device for an engine is provided, which includes variable intake and exhaust valve operating mechanisms, a supercharger provided to an intake passage and configured to boost intake air introduced into a cylinder, and a controller. The controller drives the supercharger when the engine operates in a boosted range. The controller controls the variable intake and exhaust valve operating mechanisms so that a valve overlap period during which intake and exhaust valves open simultaneously is formed, when the engine operates in a low-speed boosted range of the boosted range where the engine speed is less than a reference speed. The controller controls the variable exhaust valve operating mechanism so that the open timing of the exhaust valve is more advanced when the engine operates in a high-speed boosted range of the boosted range where the engine speed is greater than or equal to the reference speed.

Abstract: A control device for a compression-ignition engine is provided, which includes an engine having a plurality of cylinders, spark plug, a fuel injector, and a control unit connected to the spark plug and the fuel injector. The control unit causes the engine to perform an all-cylinder operation when the engine operates at a load above a given load, and perform a reduced-cylinder operation at a load below the given load. In the reduced-cylinder operation, the fuel injector injects fuel to one or some of the cylinders to generate mixture gas, the spark plug ignites the mixture gas, and the engine starts, at an air-fuel ratio larger than a stoichiometric air-fuel ratio and a large compression ratio, SI combustion in which the mixture gas is ignited to combust by flame propagation, and then perform CI combustion in which unburned mixture gas ignites by self-ignition.

Abstract: In an embodiment, an information processing apparatus is connected to external apparatuses. The information processing apparatus includes: a device key storage unit configured to store a device key; a shared key storage unit configured to store one or more shared keys shared by the external apparatuses; a key generating unit configured to generate a media key from the device key and media key blocks; and an updating unit configured to generate the shared keys as generated shared keys, which is updated, based upon the media key and the shared keys stored in the shared key storage unit, and to store the generated shared keys into the shared key storage unit.

Abstract: A combustion control device for an engine includes a plurality of cylinders, a surge tank disposed in an intake path to the cylinders, an independent intake passage connecting the surge tank and an intake port of each of the cylinders, a fuel injection valve that is disposed for each of the cylinders and that supplies fuel into each of the cylinders, and a control unit that controls a fuel injection amount of each of the fuel injection valves according to an engine operating state. The control unit corrects a target fuel injection amount of each of the cylinders, the target fuel injection amount being determined according to the engine operating state, based on a re-intake correction amount set in each of the cylinders according to a re-intake amount of intake air from the intake port in internal EGR in each of the cylinders.

Abstract: A compression-ignition engine control system is provided, which includes an intake phase-variable mechanism and a controller. The controller controls the intake phase-variable mechanism to form a gas-fuel ratio (G/F) lean environment in which burnt gas remains inside a cylinder and an air-fuel ratio is near a stoichiometric air-fuel ratio, and controls the spark plug to spark-ignite the mixture gas to combust in a partial compression-ignition combustion. The controller controls the intake phase-variable mechanism to retard, as an engine speed increases at a constant engine load, an intake valve close timing on a retarding side of BDC of intake stroke and an intake valve open timing on an advancing side of TDC of exhaust stroke, and controls the intake phase-variable mechanism so that a change rate in the intake valve open timing according to the engine speed becomes larger in a high engine speed range.

Abstract: An engine system capable of controlling an intake air flow includes a combustion chamber, an ignition plug, an intake air flow control valve, and a controller. The controller performs, in at least a part of an operating range, SPCCI combustion in which after jump-spark ignition combustion of a portion of a mixture gas inside the combustion chamber by a jump-spark ignition of the ignition plug, compression ignition combustion of the remaining mixture gas is carried out by a self-ignition. The controller strengthens, at least in a part of the operating range of SPCCI combustion, the intake air flow inside the combustion chamber by controlling the intake air flow control valve. The controller controls, in a middle-load range of the operating range where SPCCI combustion is performed, the intake air flow control valve so that the intake air flow becomes weaker than in a high-load range and a low-load range.

Abstract: A control device for a compression autoignition engine includes an engine, a state quantity setting device, a spark plug, a controller, and a sensor. The spark plug receives a control signal from the controller and ignites air-fuel mixture at predetermined ignition timing such that the ignited air-fuel mixture is combusted by flame propagation and then unburned air-fuel mixture in a combustion chamber is combusted by autoignition. The controller outputs a control signal to an injector such that preceding injection and succeeding injection are performed in a compression stroke.