Abstract: When a closed type impeller is manufactured from one block, a rough cutting process of cutting a flow path region of a block using a rough cutting tool, and a residue-cutting process of cutting a cutting residue in the cutting process using a residue-cutting tool are executed. The residue-cutting tool has a tool main body having a blade formed on an outer periphery thereof, and a handle having the tool main body fixed to a distal end thereof. A maximum outer diameter of the tool main body is larger than a minimum outer diameter of the handle. Further, the tool main body has a rear blade directed in a direction including a tool rear side component.

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: An engine control apparatus includes an ignition control section and an injection control section. When partial compression ignition combustion is carried out, the ignition control section causes an ignition plug to carry out: main ignition in which a spark is generated in a late period of a compression stroke or an initial period of an expansion stroke to initiate the SI combustion; and preceding ignition in which the spark is generated at earlier timing than the main ignition. Also, when the partial compression ignition combustion is carried out, the injection control section causes the injector to inject fuel at such timing that the fuel exists in a cylinder at an earlier time point than the preceding ignition. Energy of the preceding ignition is set to be higher when an engine speed is high than when the engine speed is low.

Abstract: A contactless power transmission apparatus includes a secondary device that includes a resonant circuit including a second transmitter coil that transmits and receives electric power to and from a first transmitter coil included in a primary device and a resonant capacitor connected in parallel to the second transmitter coil, a second converter circuit connected to the resonant circuit to convert alternating current power flowing through the resonant circuit to direct current power and convert direct current power to alternating current power flowing through the resonant circuit, a coil connected in series to the second transmitter coil between the resonant circuit and the second converter circuit, and a capacitor connected in series to the second transmitter coil between the second transmitter coil and the second converter circuit.

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: A power receiver device a noncontact power supply apparatus short-circuits a resonance suppressing coil provided so as to be electromagnetically coupled to a receiver coil and notifies a power transmitter device of an output voltage abnormality when a measured value of output voltage becomes equal to or greater than an upper limit threshold, the measured value of output voltage being obtained by rectifying power received via a resonance circuit including a receiver coil configured to receive power from a transmitter coil of the power transmitter device and a resonance capacitor connected in parallel with the receiver coil. Upon receipt of the notification of the output voltage abnormality, the power transmitter device changes at least one of a voltage and switching frequency of AC power applied to the transmitter coil.

Abstract: A contactless power transmission apparatus includes a transmitter that includes a transmitter coil that supplies electric power to a receiver and a power supply circuit that supplies alternating current power to the transmitter coil. The receiver includes a resonant circuit including a receiver coil that receives electric power from the transmitter and a resonant capacitor connected in series to the receiver coil, a rectifier circuit that rectifies electric power output from the resonant circuit, and a coil connected in parallel to the resonant circuit between the resonant circuit and the rectifier circuit.

Abstract: A control device for controlling an engine provided with a fuel pump including a pressurizing chamber, a plunger inserted into the pressurizing chamber and which changes a volume of the pressurizing chamber, and an on-off valve configured to open and close a suction port, is provided. When a pressurizing cycle consists of a period of pressurizing stroke in which the volume of the pressurizing chamber is reduced to allow fuel to be pressurized and a period of suction stroke in which the volume of the pressurizing chamber is increased to allow fuel to be drawn into the pressurizing chamber, a closing cycle of the on-off valve is controlled so that a ratio of the closing cycle to the pressurizing cycle becomes smaller in a second combustion mode where a partial compression-ignition combustion is performed than in a first combustion mode where SI combustion is performed.

Abstract: A contactless power transmission apparatus includes a receiver that includes a resonant circuit that receives electric power from a transmitter. The receiver causes, in response to a measurement value of an output voltage of electric power output from the resonant circuit being out of a predetermined allowable range of voltages, a short circuit to short-circuit the resonant circuit and transmits determination information indicating that the contactless power transmission apparatus is not outputting a constant voltage. In response to the determination information, the transmitter in the contactless power transmission apparatus detects a switching frequency of alternating current power to be supplied to a transmitter coil from a power supply circuit at which the contactless power transmission apparatus outputs a constant voltage in accordance with a measurement value of a current through the transmitter coil.

Abstract: A contactless power transmission apparatus includes a receiver that includes a resonant circuit including a receiver coil that receives electric power from a transmitter coil included in a transmitter and a resonant capacitor connected in parallel to the receiver coil. The receiver outputs, through an output coil having fewer turns than the receiver coil and a coil connected to the output coil, electric power received by the resonant circuit and rectifies the output power with a rectifier circuit. The transmitter includes a control circuit that controls a voltage and a switching frequency of alternating current power to be supplied to the transmitter coil from a power supply circuit to allow the contactless power transmission apparatus to continuously perform a constant voltage output operation.

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: 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 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: A non-contact feeding device has a power transmission device, and a power receiving device to which power is transmitted from the power transmission device in a non-contact manner. The power transmission device includes a transmission coil configured to supply the power to the power receiving device, a power supply circuit configured to supply AC power to the transmission coil and to be capable of adjusting at least one of a switching frequency and voltage of the AC power supplied to the transmission coil, a first communicator configured to receive an output voltage abnormal signal from the power receiving device, and a control circuit configured to change at least one of the switching frequency and the voltage of the AC power supplied from the power supply circuit to the transmission coil when the first communicator receives the output voltage abnormal signal.

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.

Abstract: A method of implementing control logic of a compression-ignition engine is provided. A controller outputs a signal to a injector and a variable valve operating mechanism so that a gas-fuel ratio (G/F) becomes leaner than a stoichiometric air fuel ratio, and an air-fuel ratio (A/F) becomes equal to or richer than the stoichiometric air fuel ratio, and to an ignition plug so that unburnt mixture gas combusts by self-ignition after the ignition plug ignites mixture gas inside a combustion chamber. The method includes steps of determining a geometric compression ratio and determining the control logic defining an intake valve close timing IVC. IVC (deg.aBDC) is determined so that the following expression is satisfied: if the geometric compression ratio ? is 10??<17, 0.4234?2?22.926?+207.84+C?IVC??0.4234?2+22.926??167.84+C where C is a correction term according to an engine speed NE (rpm), C=3.3×10?10NE3?1.0×10?6NE2+7.0×10?4NE.

Abstract: A compression-ignition engine control system is provided, which includes an intake variable mechanism and a controller. Within a first operating range and a second operating range on a higher engine load side, the controller controls the variable mechanism to form a gas-fuel ratio (G/F) lean environment in which an air-fuel ratio inside a cylinder is near a stoichiometric air-fuel ratio and burnt gas remains inside the cylinder, and controls a spark plug to spark-ignite mixture gas inside the cylinder to combust in a partial compression-ignition combustion. The controller controls the variable mechanism to advance the intake valve open timing on an advancing side of a TDC of the exhaust stroke, as the engine load increases within the first range, and retard the intake valve open timing on the advancing side of the TDC of the exhaust stroke, as the engine load increases within the second range.