Abstract: A control unit (8) calculates a temperature difference (?Tg). The temperature difference (?Tg) is a value obtained by subtracting the temperature (Tg) of a GPF (22) from a target GPF temperature (Tgt). If the temperature difference (?Tg) is less than or equal to zero, the control unit (8) implements a fuel economy-oriented conventional control. If the temperature difference (?Tg) is greater than zero, the control unit (8) implements a filter temperature-increasing control. The filter temperature-increasing control causes the exhaust temperature to be increased so that the temperature (Tg) of the GPF (22) becomes greater than or equal to the target GPF temperature (Tgt).

Abstract: A control method for internal combustion engine with a fuel injection valve configured to directly inject fuel into a cylinder and an ignition plug configured to directly spark-ignite the fuel injected from the fuel injection valve includes comparing an actual behavior, which is an actual changing behavior of an engine revolution speed at an engine start, to a reference behavior set in advance, and switching from stratified combustion in which a fuel spray injected from the fuel injection valve and staying around the ignition plug is directly spark-ignited to homogeneous combustion in which a homogeneous air-fuel mixture is formed in a combustion chamber and the fuel is burned and increasing a mechanical compression ratio of the internal combustion engine as compared to the case where the actual behavior and the reference behavior match if the actual behavior is different from the reference behavior.

Abstract: A control unit (8) calculates a temperature difference (?Tg). The temperature difference (?Tg) is a value obtained by subtracting the temperature (Tg) of a GPF (22) from a target GPF temperature (Tgt). If the temperature difference (?Tg) is less than or equal to zero, the control unit (8) implements a fuel economy-oriented conventional control. If the temperature difference (?Tg) is greater than zero, the control unit (8) implements a filter temperature-increasing control. The filter temperature-increasing control causes the exhaust temperature to be increased so that the temperature (Tg) of the GPF (22) becomes greater than or equal to the target GPF temperature (Tgt).

Abstract: A control method for internal combustion engine with a fuel injection valve configured to directly inject fuel into a cylinder and an ignition plug configured to directly spark-ignite the fuel injected from the fuel injection valve includes comparing an actual behavior, which is an actual changing behavior of an engine revolution speed at an engine start, to a reference behavior set in advance, and switching from stratified combustion in which a fuel spray injected from the fuel injection valve and staying around the ignition plug is directly spark-ignited to homogeneous combustion in which a homogeneous air-fuel mixture is formed in a combustion chamber and the fuel is burned and increasing a mechanical compression ratio of the internal combustion engine as compared to the case where the actual behavior and the reference behavior match if the actual behavior is different from the reference behavior.

Abstract: A control device for an internal combustion engine including an in-cylinder injection fuel injection valve, and a port injection fuel injection valve, has a controller that controls injection amount ratios of the in-cylinder injection fuel injection valve and the port injection fuel injection valve in accordance with a driving condition of the engine. A fuel cut is performed at a predetermined deceleration of the internal combustion engine. The injection amount ratio of the in-cylinder injection fuel injection valve is corrected to be decreased at a fuel cut recovery at which a fuel supply is restarted from the fuel cut state, during a predetermined period from the start of the recovery.

Abstract: A control device for an internal combustion engine has a controller configured to control a fuel injection valve arranged to directly inject a fuel into a combustion chamber, and a variable compression ratio mechanism arranged to vary an upper dead center position of a piston, and thereby to vary a compression ratio of the internal combustion engine. The controller is configured to control a fuel cut by which the fuel injection from the fuel injection valve is stopped, when a predetermined fuel cut condition is satisfied during a traveling of a vehicle. The fuel injection from the fuel injection valve is restarted when a predetermined fuel cut recovery condition is satisfied during the fuel cut.

Abstract: A vehicle control system for an internal combustion engine having a fuel injection valve for injecting fuel directly into a combustion chamber includes a controller configured to perform a fuel cut-off when a predetermined fuel cut-off condition is met during travel of the vehicle to thereby stop fuel injection from the fuel injection valve. The controller is configured to resume the fuel injection from the fuel injection valve when a predetermined fuel cut-off recovery condition is met during the fuel cut-off. The controller is configured, upon elapse of a predetermined time that is required for a wall temperature of the combustion chamber to rise after resuming the fuel injection from the fuel injection valve, to perform a rich spike that temporarily increases the fuel injection amount from the fuel injection valve.

Abstract: A control device for an internal combustion engine has a controller configured to control a fuel injection valve arranged to directly inject a fuel into a combustion chamber, and a variable compression ratio mechanism arranged to vary an upper dead center position of a piston, and thereby to vary a compression ratio of the internal combustion engine. The controller is configured to control a fuel cut by which the fuel injection from the fuel injection valve is stopped, when a predetermined fuel cut condition is satisfied during a traveling of a vehicle. The fuel injection from the fuel injection valve is restarted when a predetermined fuel cut recovery condition is satisfied during the fuel cut.

Abstract: A vehicle control system for an internal combustion engine having a fuel injection valve for injecting fuel directly into a combustion chamber includes a controller configured to perform a fuel cut-off when a predetermined fuel cut-off condition is met during travel of the vehicle to thereby stop fuel injection from the fuel injection valve. The controller is configured to resume the fuel injection from the fuel injection valve when a predetermined fuel cut-off recovery condition is met during the fuel cut-off. The controller is configured, upon elapse of a predetermined time that is required for a wall temperature of the combustion chamber to rise after resuming the fuel injection from the fuel injection valve, to perform a rich spike that temporarily increases the fuel injection amount from the fuel injection valve.

Abstract: A control device for an internal combustion engine of a vehicle has a controller that controls a fuel injection valve of the internal combustion engine arranged to directly inject a fuel into a combustion chamber, and a pressure regulator of the internal combustion engine arranged to vary a pressure of the fuel supplied to the fuel injection valve. The controller performs a fuel cut that stops the fuel injection of the fuel injection valve when a predetermined fuel cut condition is satisfied during a traveling of the vehicle. The controller restarts the fuel injection of the fuel injection valve when a predetermined fuel cut recovery condition is satisfied during the fuel cut.

Abstract: A control device for an internal combustion engine including an in-cylinder injection fuel injection valve, and a port injection fuel injection valve, has a controller that controls injection amount ratios of the in-cylinder injection fuel injection valve and the port injection fuel injection valve in accordance with a driving condition of the engine. A fuel cut is performed at a predetermined deceleration of the internal combustion engine. The injection amount ratio of the in-cylinder injection fuel injection valve is corrected to be decreased at a fuel cut recovery at which a fuel supply is restarted from the fuel cut state, during a predetermined period from the start of the recovery.

Abstract: An internal combustion engine has a cylinder, a cylinder head mounted to the cylinder, a piston disposed in the cylinder, and a fuel injection valve. A combustion chamber is defined by the piston, the cylinder head and the cylinder. The fuel injection valve has a plurality of injection holes that injects fuel directly inside the cylinder from a side of the combustion chamber. The injection holes inject fuel in a spray shape with an overall shape, which is formed by a plurality of sprays being injected from the injection holes. The overall shape expands toward the cylinder head and forms one part of a conical shape that is dented near the piston. Central axes of some of the injection holes are oriented toward a boundary portion near the exhaust valve formed at a crown surface of the piston and an inner wall of the cylinder when fuel is injected.

Abstract: An internal combustion engine has a cylinder, a cylinder head mounted to the cylinder, a piston disposed in the cylinder, and a fuel injection valve. A combustion chamber is defined by the piston, the cylinder head and the cylinder. The fuel injection valve has a plurality of injection holes that injects fuel directly inside the cylinder from a side of the combustion chamber. The injection holes inject fuel in a spray shape with an overall shape, which is formed by a plurality of sprays being injected from the injection holes. The overall shape expands toward the cylinder head and forms one part of a conical shape that is dented near the piston. Central axes of some of the injection holes are oriented toward a boundary portion near the exhaust valve formed at a crown surface of the piston and an inner wall of the cylinder when fuel is injected.

Abstract: In an electrically driven vehicle propelled by an electric machine (motor)equipped with a collaborative braking system of regenerative and frictional braking capacities, in order to achieve the “rollback prevention” at starting on an sloping road, when the regenerative braking is not available due to charging restriction to battery, frictional braking is used instead of regenerative braking and wheels are (automatically, i.e. not manually by driver) braked with friction to prevent the rollback. Moreover, in addition to braking wheels by frictional braking, further control is performed to adjust and match the magnitude of frictional braking force to a braking force in accordance with the starting operation. Thus, at the time of rollback prevention by the frictional braking as well, the similar prevention of rollback will be possible as the prevention by way of regenerative braking such that the effect of rollback prevention may be achieved without a feel of discomfort.

Abstract: In an electrically driven vehicle propelled by an electric machine (motor)equipped with a collaborative braking system of regenerative and frictional braking capacities, in order to achieve the “rollback prevention” at starting on an sloping road, when the regenerative braking is not available due to charging restriction to battery, frictional braking is used instead of regenerative braking and wheels are (automatically, i.e. not manually by driver) braked with friction to prevent the rollback. Moreover, in addition to braking wheels by frictional braking, further control is performed to adjust and match the magnitude of frictional braking force to a braking force in accordance with the starting operation. Thus, at the time of rollback prevention by the frictional braking as well, the similar prevention of rollback will be possible as the prevention by way of regenerative braking such that the effect of rollback prevention may be achieved without a feel of discomfort.

Abstract: When a non-running range is changed into a running range at timing t2 during the execution of creeping-cut (t1˜t4), a flag FLAG is set at 1 and a timer T is reset. Then, the timer T is incremented to measure a time elapsed from timing t2. If the running range is a forward range, an electric motor outputs a play-reducing torque in a forwardly rotational direction as shown by a solid line for a time period between timing t2 and timing t3 for which the timer T is smaller than a set time T1, because the flag FLAG indicates 1. If the running range is a reverse range, the electric motor outputs the play-reducing torque in a reversely rotational direction as shown by a dotted line, because the flag FLAG indicates 1.

Abstract: A phosphor excited by a vacuum ultraviolet ray has composition substantially expressed by L1-xTbxAl3(BO3)4, or L1-x-yTbxCeyAl3(BO3)4 (L denotes at least one of element selected from Y and Gd, 0.1<x≦0.7, and 0.00001≦y≦0.01). The phosphor excited by a vacuum ultraviolet ray emits a strong green emission when irradiated with the vacuum ultraviolet ray of 200 nm or less in wavelength, and suitably applied to a light emitting apparatus such as a rare gas discharge lamp or a PDP using a vacuum ultraviolet ray as an exciting source.

Abstract: An object of the present invention is to provide a phosphor capable of improving the light emitting efficiency of a plasma display panel and restraining the deterioration of luminance and a change in chromaticity with the passage of time, and also provide a manufacturing method of this phosphor and the plasma display panel using this phosphor. To achieve this object, the surfaces of phosphor particles for a plasma display panel are covered with a metallic oxide generated by the hydrolysis of a metallic alkoxide. A manufacturing method of the phosphor particles for the plasma display panel is characterized in that the metallic alkoxide is attached to the phosphor particle surfaces and is burned. In this manufacturing method, the phosphor particle surfaces are covered with a close film of the metallic oxide. The plasma display panel uses the phosphor particles having surfaces covered with the metallic oxide.

Abstract: The present invention provides a phosphor capable of improving color purity and the light emitting efficiency of a plasma display panel (PDP), and provides the plasma display panel (PDP) using this phosphor. The phosphor of the present invention is characterized in that this phosphor is represented by a general formula (Y.sub.1-a-b Gd.sub.a Eu.sub.b).sub.2 O.sub.3 wherein a and b satisfy 0<a.ltoreq.0.90, 0.01.ltoreq.b.ltoreq.0.20. The plasma display panel of the present invention is characterized in that the plasma display panel comprises a light emitting layer 5 including the above phosphor 4.