Abstract: A heat exchanger includes an inner fin arranged in a refrigerant passage. The inner fin has side wall portions formed so as to extend in a predetermined direction and arranged parallel to each other. A gap formed between the side wall portions facing each other is a passage portion through which refrigerant flows. Each of the side wall portions has a plurality of openings arranged in the predetermined direction. An inclined surface inclined with respect to the predetermined direction is formed in a part of the side wall portion located between the openings adjacent to each other.

Abstract: An object of the present invention is to provide a laminated polyester film that has good adhesion to an UV-curable resin, particularly has excellent adhesion to a coating agent such as an UV-curable ink, and has an excellent property to keep the adhesion at a high level over a long period of time. A laminated polyester film comprising: a polyester film; and a coating layer on at least one surface of the polyester film, the coating layer comprising a composition containing a polyurethane resin having a carboxyl group and having an acid value of 30 to 50 mgKOH/g and a crosslinking agent having a carboxyl group and having an acid value of 30 to 50 mgKOH/g.

Abstract: A thermal management system includes a thermal management circuit through which a thermal medium flows and an electronic control unit. A first water pump is provided upstream of a second water pump in the direction of flow of the thermal medium with a reservoir tank as a start point when the thermal management circuit is in a series connection state in which the reservoir tank, the first water pump, and the second water pump are connected in series with each other. The electronic control unit drives the first water pump earlier than the second water pump on condition that the thermal management circuit is in the series connection state when the thermal medium is injected into the reservoir tank.

Abstract: An in-vehicle controller includes processing circuitry. The processing circuitry stops injection of fuel under a preset fuel cutoff condition including a lockup clutch being in an engagement state. A request for raising heating performance of a heater core is a heater actuation request, and an amount of particulate matter deposited on a filter is a deposition amount. The processing circuitry controls the lockup clutch in a disengagement state when a heater actuation request is generated and the deposition amount is less than a preset deposition amount threshold. The processing circuitry controls the lockup clutch in the engagement state when the heater actuation request is generated and the deposition amount is greater than or equal to the preset deposition amount threshold.

Abstract: An in-vehicle controller includes processing circuitry. The processing circuitry stops injection of fuel under a preset fuel cutoff condition including a lockup clutch being in an engagement state. A request for raising heating performance of a heater core is a heater actuation request, and an amount of particulate matter deposited on a filter is a deposition amount. The processing circuitry controls the lockup clutch in a disengagement state when a heater actuation request is generated and the deposition amount is less than a preset deposition amount threshold. The processing circuitry controls the lockup clutch in the engagement state when the heater actuation request is generated and the deposition amount is greater than or equal to the preset deposition amount threshold.

Abstract: An ECU includes a motor control unit that controls energization to a motor, and a fixation determination unit that makes a determination on fixation of a valve body. The motor drives the valve body housed in a housing of a control valve. When the fixation determination unit has determined that the valve body is fixed, the motor control unit performs fixation-time control that energizes the motor so as to drive the valve body.

Abstract: An engine cooling system includes a coolant circuit, a multi-way valve, a relief route and a relief valve. The coolant circuit includes a first route and a second route into which the coolant circuit is branched off at a branched position. The first route passes through a radiator. The multi-way valve is provided at the branched position. The relief route sets a relief source to a portion downstream of a pump and upstream of the multi-way valve in the coolant circuit, sets a relief destination to a portion downstream of the radiator in the first route, and causes coolant to flow from the relief source to the relief destination so as to bypass the multi-way valve. The relief valve interrupts circulation of coolant through the relief route when the relief valve is closed, and permits circulation of coolant through the relief route when the relief valve is open.

Abstract: An engine cooling apparatus includes a mechanical water pump having a suction hole and N discharge holes (N is an integer not less than two), N water jackets that are arranged in an engine and correspond to the N discharge holes, N joint passages, each of which joins one of the N discharge holes to the associated water jacket, a return passage that returns coolant to the suction hole after the coolant has passed through the N water jackets and has merged in a merging portion, a coolant stopping mechanism that blocks return flow of coolant through the return passage, and N communication passages each of which allows the corresponding one of the N joint passages to communicate with the suction hole while bypassing the N water jackets and the coolant stopping mechanism.

Abstract: A cooling device for an engine includes a radiator route passing through a radiator, that are merged together after being branched on the downstream side from the inside of the engine in a coolant circuit configured to allow a coolant to flow from a pump through the inside of the engine and return to the pump. An at-stop control section provided in the cooling device controls a multiway valve that has three discharge ports, including a radiator port connected to the radiator route, so as to close the radiator port and open at least one of the other discharge ports when an ignition switch is turned off.

Abstract: When both a position sensor and a motor malfunction, an ECU limits the engine rotation speed to such a speed range that the pressure inside a circulation route remains at or below a predetermined value even when the opening degree of a control valve is a minimum opening degree. When the position sensor is malfunction but the motor is not malfunction, the ECU relaxes the limits on the engine rotation speed, compared with when both the position sensor and the motor are malfunction, by driving the motor to an end of a motion range thereof and increasing the opening degree of the control valve to an opening degree larger than the minimum opening degree.

Abstract: An ECU includes a motor control unit that controls energization to a motor, and a fixation determination unit that makes a determination on fixation of a valve body. The motor drives the valve body housed in a housing of a control valve. When the fixation determination unit has determined that the valve body is fixed, the motor control unit performs fixation-time control that energizes the motor so as to drive the valve body.

Abstract: An engine cooling apparatus includes a mechanical water pump having a suction hole and N discharge holes (N is an integer not less than two), N water jackets that are arranged in an engine and correspond to the N discharge holes, N joint passages, each of which joins one of the N discharge holes to the associated water jacket, a return passage that returns coolant to the suction hole after the coolant has passed through the N water jackets and has merged in a merging portion, a coolant stopping mechanism that blocks return flow of coolant through the return passage, and N communication passages each of which allows the corresponding one of the N joint passages to communicate with the suction hole while bypassing the N water jackets and the coolant stopping mechanism.

Abstract: When both a position sensor and a motor malfunction, an ECU limits the engine rotation speed to such a speed range that the pressure inside a circulation route remains at or below a predetermined value even when the opening degree of a control valve is a minimum opening degree. When the position sensor is malfunction but the motor is not malfunction, the ECU relaxes the limits on the engine rotation speed, compared with when both the position sensor and the motor are malfunction, by driving the motor to an end of a motion range thereof and increasing the opening degree of the control valve to an opening degree larger than the minimum opening degree.

Abstract: A cooling device for an engine includes a radiator route passing through a radiator, that are merged together after being branched on the downstream side from the inside of the engine in a coolant circuit configured to allow a coolant to flow from a pump through the inside of the engine and return to the pump. An at-stop control section provided in the cooling device controls a multiway valve that has three discharge ports, including a radiator port connected to the radiator route, so as to close the radiator port and open at least one of the other discharge ports when an ignition switch is turned off.

Abstract: An engine includes a variable valve mechanism capable of holding a valve timing of an intake valve in an intermediate phase when the engine is started. An ECU calculates a degree of deposit adhesion in a combustion chamber, and calculates a deposit correction amount that is a retard correction amount for an ignition timing set in accordance with the calculated degree of the deposit adhesion. The ECU calculates a first correction amount that is a first adaptive value for the retard correction amount for the ignition timing in a reference phase of the valve timing and a second correction amount that is a second adaptive value for the retard correction amount for the ignition timing in an adaptation phase of the valve timing. The deposit correction amount is set based on the first correction amount and the second correction amount.

Abstract: When an abnormality determining process is cancelled when a fuel cut is stopped, an EGR valve (33), which is open wider than normal from the process, is returned to its original opening amount (i.e., fully closed), and fuel injection in an engine (1) is resumed. However, during execution of the abnormality determining process, an EGR passage (32) is full of air. Also, when the EGR valve (33) is returned to the fully closed state, there is a response delay in the change in the flowrate of air that flows from the EGR passage (32) into the air passage (4) following that return, such that excess air flows into the air passage (4). As a result, the intake air amount of the engine (1) becomes excessive for the fuel injection quantity after fuel injection resumes. The fuel injection quantity is thus increase corrected to inhibit this from happening.

Abstract: When an abnormality determining process is cancelled when a fuel cut is stopped, an EGR valve (33), which is open wider than normal from the process, is returned to its original opening amount (i.e., fully closed), and fuel injection in an engine (1) is resumed. However, during execution of the abnormality determining process, an EGR passage (32) is full of air. Also, when the EGR valve (33) is returned to the fully closed state, there is a response delay in the change in the flowrate of air that flows from the EGR passage (32) into the air passage (4) following that return, such that excess air flows into the air passage (4). As a result, the intake air amount of the engine (1) becomes excessive for the fuel injection quantity after fuel injection resumes. The fuel injection quantity is thus increase corrected to inhibit this from happening.

Abstract: Based on results of a knock control for adjusting ignition timing in accordance with the occurrence of knocking, an electronic control unit computes deposit required ignition timing akgrg, which is ignition timing determined by taking adhesion of deposits in an internal combustion engine into consideration. Based on the deposit required ignition timing akgrg, the electronic control unit reduces a vvt allowable variable range of a target VVT advancement amount, which is a control target value of a variable valve timing mechanism. The electronic control unit corrects a required ignition timing based on the actual VVT advancement amount vt, which is chanted according to the reduction of the allowable variable range of the target VVT advancement amount. As a result, problems resulting from the adhesion of deposits are effectively avoided.

Abstract: A controller restricts an operation amount of the variable valve actuation mechanism of a fluid pressure operated type such that increase in the valve overlap amount of an engine is restrained when the engine is in a transient operation state in which the output of the engine increases. When the controller determines that the variable valve actuation mechanism is in the locked state, the controller relaxes the restriction imposed on the operation amount of the variable valve actuation mechanism. Hence, a decrease in follow-up performance of valve properties to desired properties is restrained while restraining temporary stagnation of increase in engine rotational speed caused by vehicle acceleration.

Abstract: A controller restricts an operation amount of the variable valve actuation mechanism of a fluid pressure operated type such that increase in the valve overlap amount of an engine is restrained when the engine is in a transient operation state in which the output of the engine increases. When the controller determines that the variable valve actuation mechanism is in the locked state, the controller relaxes the restriction imposed on the operation amount of the variable valve actuation mechanism. Hence, a decrease in follow-up performance of valve properties to desired properties is restrained while restraining temporary stagnation of increase in engine rotational speed caused by vehicle acceleration.