Abstract: A combustion control apparatus configured to operate a direct-injection spark-ignition internal combustion engine in a top dead center injection operating mode. In the top dead center injection operating mode, a fuel injection start timing is set to be before compression top dead center, a fuel injection end timing is set to be after compression top dead center, and an ignition timing is set to be after compression top dead center. The combustion control apparatus is configured to promote incylinder fuel spray penetration.

Abstract: When, with a piston assuming the top dead center (TDC) on the compression stroke, a fuel is injected from a nozzle of a fuel injection valve, the injected fuel from the nozzle is guided to reach electrodes of a spark plug by a concave surface defined by a crown portion of a piston. A control unit is provided that controls the fuel injection valve and the spark plug. The control unit is configured to carry out under a given condition controlling the fuel injection valve to start the fuel injection at a time before the top dead center (TDC) on the compression stroke and finish the fuel injection at a time after the top dead center (TDC) on the compression stroke; and controlling the spark plug to carry out the ignition at a time after the top dead center (TDC).

Abstract: An in-cylinder fuel injection internal combustion engine (1) is started up by means of compression stroke fuel injection from the beginning of cranking of the engine (1) to the end of a stratified combustion start-up period TST. If the engine (1) reaches complete combustion during the period, a warm-up operation is begun immediately. If the engine (1) does not reach complete combustion during the period, start-up of the engine (1) is continued using intake stroke fuel injection. By means of this control, stable start-up is assured while suppressing the discharge of unburned fuel during start-up of the engine (1).

Abstract: A terminal arrangement of a motor has a terminal base formed with a plurality of terminal pins, the terminal base being fixed detachably on a stator iron core of a motor, terminal pins formed on bobbins, connected electrically with windings wound around the bobbins, a printed circuit board arranged on the stator iron core so as to connect electrically the terminal pins formed on the bobbins with the terminal pins formed on the terminal base, and an end bracket arranged so as to cover the printed circuit board. A hole is formed in the stator iron core, and an earth electrode is projected from the terminal base, and inserted into the hole so as to be connected electrically with the stator iron core, the earth electrode being connected electrically to one of the terminal pins formed on the terminal base. A capacitor motor has a motor having a stator iron core, and a phase advancing capacitor fixed detachably on the stator iron core.

Abstract: A permanent magnet motor for driving a fan is rotated while a movement of the rotor in a direction of thrust of a rotary shaft with a rotation of the fan is prevented by magnetic attraction force of a permanent magnet and a stator core. A surface magnetic flux density of the permanent magnet facing the stator core is lower at an end portion than at a central portion of the permanent magnet in the direction of thrust of the rotary shaft.

Abstract: A permanent magnet motor for driving a fan is rotated while a movement of the rotor in a direction of thrust of a rotary shaft with a rotation of the fan is prevented by magnetic attraction force of a permanent magnet and a stator core. A surface magnetic flux density of the permanent magnet facing the stator core is lower at an end portion than at a central portion of the permanent magnet in the direction of thrust of the rotary shaft.

Abstract: A rotor of a motor is attached to a rotor axis slidably both in axial direction and rotational direction, each of elastic bodies is attached to each of side faces of the rotor, and the rotor is fastened to the rotor axis through the elastic body, mechanically by applying pressure on each of the side faces of the rotor in the axial direction through the elastic body, or chemically by bonding the rotor axis and each of the elastic bodies as well as each of the elastic bodies and each of the corresponding side faces of the rotor.

Abstract: A control apparatus is configured to achieve considerably delayed ignition timing and combustion stability, and to bring about an increase in exhaust gas temperature and a reduction in HC discharge when the engine is cold. Normal stratified combustion operation and homogeneous combustion operation are carried out when warming has been completed and the coolant temperature of the internal combustion engine has exceeded 80° C. In an injection operation at the top dead center, the injection start timing ITS occurs prior to compression top dead center (TDC) and the injection end timing ITE occurs after compression top dead center (TDC), whereby fuel injection is carried out so as to straddle the compression top dead center. The ignition timing ADV occurs after compression top dead center (TDC) and ignition occurs with a timing that is delayed from the injection start timing ITS.

Abstract: A start-up control device of a direct injection engine has a fuel injector (76) for injecting fuel into the engine; and a controller. The controller is programmed to determine the presence of a learned value for calculating on the basis thereof a fuel injection amount during start-up of the engine (10) by means of a stratified charge combustion operation; calculate the fuel injection amount on the basis of the learned value when the learned value is present, and control the fuel injector (76) to inject fuel in the compression stroke to start up the engine (10) by means of a stratified charge combustion operation; and control the fuel injector (76) to inject fuel in the intake stroke of the engine to start up the engine by means of a homogeneous combustion operation when the learned value is absent, and obtain and store the learned value during the homogeneous combustion operation of the engine.

Abstract: An engine control device is configured to perform optimum combustion control according to environmental conditions when warming up of a catalyst for emission purification is required. The engine control device performs stratified combustion by the compression stroke injection at the time of startup, when warming up of the catalyst is required. However, under conditions of low air density, stratified combustion by compression stroke injection is prevented, and either homogenous combustion by intake stroke injection is performed, or double injection combustion by intake stroke injection and compression stroke injection is performed. Thus, the engine control device maintains starting properties and prevents adverse effects on engine operability.

Abstract: An engine control device is configured to cause an engine to operate at the optimum combustion mode according to the load when warming up of an emissions purification catalyst is required, and to obtain reduced HC discharged from the engine and accelerated warm-up of the catalyst. The engine control device performs stratified combustion with a compression stroke injection in a low-load region according to the engine load, and performs double-injection combustion with an intake stroke injection and a compression stroke injection in an intermediate load region, when warming up of the catalyst is required. In a high-load region, the engine control device performs homogenous combustion with an intake stroke injection.

Abstract: A fatigue test device for thin plates can reliably perform tests. The fatigue test device has a rod having ends in a longitudinal direction thereof; a vibration source for excitating a longitudinal end of the rod in the longitudinal direction thereof so as to form a standing wave having node portions and antinode portions formed therebetween and a mounting means for mounting a test piece having a longitudinal direction at one of the antinode portions, the test piece being positioned such that the longitudinal direction thereof is perpendicular to the longitudinal direction of the rod.

Abstract: A terminal arrangement of a motor has a terminal base formed with a plurality of terminal pins, the terminal base being fixed detachably on a stator iron core of a motor, terminal pins formed on bobbins, connected electrically with windings wound around the bobbins, a printed circuit board arranged on the stator iron core so as to connect electrically the terminal pins formed on the bobbins with the terminal pins formed on the terminal base, and an end bracket arranged so as to cover the printed circuit board. A hole is formed in the stator iron core, and an earth electrode is projected from the terminal base, and inserted into the hole so as to be connected electrically with the stator iron core, the earth electrode being connected electrically to one of the terminal pins formed on the terminal base. A capacitor motor has a motor having a stator iron core, and a phase advancing capacitor fixed detachably on the stator iron core.

Abstract: A four-stroke cycle in-cylinder fuel injection internal combustion engine (1) comprises a fuel injector (8) which injects fuel directly into a combustion chamber (7), performs stratified charge combustion by means of compression stroke fuel injection, and performs homogeneous combustion by means of intake stroke fuel injection. Upon start-up of the engine (1), intake stroke fuel injection is performed at the first combustion opportunity, and compression stroke fuel injection is switched to from the second combustion opportunity onward. In so doing, switching of the combustion system is performed early and independently of the engine rotation speed.

Abstract: An engine system is capable of switching between a first fuel injection mode, in which fuel is injected from a fuel injection valve 23 directly into a combustion chamber 6 in the compression stroke, and a second fuel injection mode, in which fuel is injected from the fuel injection valve 23 directly into the combustion chamber 6 in the intake stroke. A controller 30 determines the characteristic of the fuel that is supplied to the fuel injection valve 23, selects either the first fuel injection mode or the second fuel injection mode according to the fuel characteristic, and starts an engine 1 in the selected fuel injection mode.

Abstract: An in-cylinder fuel injection internal combustion engine (1) is started up by means of compression stroke fuel injection from the beginning of cranking of the engine (1) to the end of a stratified combustion start-up period TST. If the engine (1) reaches complete combustion during the period, a warm-up operation is begun immediately. If the engine (1) does not reach complete combustion during the period, start-up of the engine (1) is continued using intake stroke fuel injection. By means of this control, stable start-up is assured while suppressing the discharge of unburned fuel during start-up of the engine (1).

Abstract: A start-up control device of a direct injection engine has a fuel injector (76) for injecting fuel into the engine; and a controller. The controller is programmed to determine the presence of a learned value for calculating on the basis thereof a fuel injection amount during start-up of the engine (10) by means of a stratified charge combustion operation; calculate the fuel injection amount on the basis of the learned value when the learned value is present, and control the fuel injector (76) to inject fuel in the compression stroke to start up the engine (10) by means of a stratified charge combustion operation; and control the fuel injector (76) to inject fuel in the intake stroke of the engine to start up the engine by means of a homogeneous combustion operation when the learned value is absent, and obtain and store the learned value during the homogeneous combustion operation of the engine.

Abstract: A permanent magnet motor for driving a fan is rotated while a movement of the rotor in a direction of thrust of a rotary shaft with a rotation of the fan is prevented by magnetic attraction force of a permanent magnet and a stator core. A surface magnetic flux density of the permanent magnet facing the stator core is lower at an end portion than at a central portion of the permanent magnet in the direction of thrust of the rotary shaft.

Abstract: A fatigue test device for thin plates can reliably perform tests. The fatigue test device has a rod having ends in a longitudinal direction thereof; a vibration source for excitating a longitudinal end of the rod in the longitudinal direction thereof so as to form a standing wave having node portions and antinode portions formed therebetween and a mounting means for mounting a test piece having a longitudinal direction at one of the antinode portions, the test piece being positioned such that the longitudinal direction thereof is perpendicular to the longitudinal direction of the rod.

Abstract: A rotor of a motor is attached to a rotor axis slidably both in axial direction and rotational direction, each of elastic bodies is attached to each of side faces of the rotor, and the rotor is fastened to the rotor axis through the elastic body, mechanically by applying pressure on each of the side faces of the rotor in the axial direction through the elastic body, or chemically by bonding the rotor axis and each of the elastic bodies as well as each of the elastic bodies and each of the corresponding side faces of the rotor.