Abstract: A multi-link engine has a piston that moves inside a cylinder. A piston pin connects the piston to an upper link, which is connected to a lower link. A crank pin of a crankshaft supports the lower link thereon. The lower link is pivotally connected to one end of a control link, which is connected at another end to the engine block body by a control shaft. The control shaft is lower than a crank journal of the crankshaft, and disposed on a first side of a plane that is parallel to a cylinder center axis and that contains a center rotational axis of the crank journal. The cylinder center axis is located on a second (i.e., opposite the first side) plane. The control link has a center axis that is parallel to the cylinder center axis when the piston is near top and bottom dead centers.

Abstract: A combustion control apparatus is configured for a direct-injection spark-ignition internal combustion engine. The combustion control apparatus selects an extremely retarded combustion mode while the internal combustion engine is in a predetermined operating state. In the extremely retarded combustion mode, the combustion control apparatus sets ignition timing to be after compression top dead center, and sets fuel injection timing to be before the ignition timing and after compression top dead center. The combustion control apparatus inhibits the extremely retarded combustion mode while an exhaust purifier of the internal combustion engine is in a predetermined cold state.

Abstract: Provided is a measurement apparatus that measures power of a modulated signal that is modulated with a carrier signal having a prescribed frequency, comprising an AD converting section that outputs a digital modulated signal obtained by AD converting the modulated signal; a frequency converting section that converts the digital modulated signal into a frequency component signal representing a plurality of signal components at respective frequencies; a correction coefficient output section that outputs, for each frequency, a correction coefficient corresponding to a frequency characteristic of a transmission path on which the modulated signal is transmitted; a correcting section that corrects the signal component of each frequency in the frequency component signal using the correction coefficient of the corresponding frequency; and a power calculating section that calculates the power of the modulated signal based on the signal component of each frequency in the corrected frequency component signal.

Abstract: Provided is a waveform generating apparatus that generates a signal having an arbitrary waveform, comprising a waveform memory that stores a plurality of pieces of waveform data that each include a sequence of signal values; a filtering section that (i) reads from the waveform memory a piece of waveform data serving as a basis for a waveform to be generated, from among the plurality of pieces of waveform data, (ii) performs a conversion by filtering the read piece of waveform data to obtain a piece of converted waveform data, and (iii) writes to the waveform memory the piece of converted waveform data; and a waveform output section that reads the piece of converted waveform data from the waveform memory and outputs a signal having a waveform corresponding to the sequence of signal values of the read piece of converted waveform data.

Abstract: A multi-link engine has a piston coupled to a crankshaft to move inside an engine cylinder. A piston pin connects the piston to an upper link, which is connected to a lower link by an upper link pin. A crank pin of the crankshaft rotatably supports the lower link thereon. A control link pin connects the lower link to one end of a control link, which is connected at another end to the engine block body by a control shaft. The upper link has an upper link axis that forms an angle with the cylinder axis, as viewed along a crank axis direction of the crankshaft, such that the angle reaches a minimum when a crank angle of the engine is within a range where the bottom end of a piston skirt is positioned below a topmost part of the bottom end of the cylinder liner.

Abstract: A multi-link engine has a piston that moves inside a cylinder. A piston pin connects the piston to an upper link, which is connected to a lower link. A crank pin of a crankshaft supports the lower link thereon. The lower link is pivotally connected to one end of a control link, which is connected at another end to the engine block body by a control shaft. The control shaft is lower than a crank journal of the crankshaft, and disposed on a first side of a plane that is parallel to a cylinder center axis and that contains a center rotational axis of the crank journal. The cylinder center axis is located on a second (i.e., opposite the first side) plane. The control link has a center axis that is parallel to the cylinder center axis when the piston is near top and bottom dead centers.

Abstract: A multi-link engine has a piston coupled to a crankshaft to move inside an engine cylinder. A piston pin connects the piston to an upper link, which is connected to a lower link by an upper link pin. A crank pin of the crankshaft rotatably supports the lower link thereon. A control link pin connects the lower link to one end of a control link, which is connected at another end to the engine block body by a control shaft. The crank pin has a center arranged on a straight line joining centers of the upper link pin and the control link pin such that an angle formed between the straight line and a horizontal axis that is perpendicular to a center axis of the cylinder and that passes through an axial center of a crank journal is the same for at top dead center and at bottom dead center.

Abstract: An internal combustion engine varies a compression ratio according to a rotational displacement of a control shaft which is connected to a crankshaft via links. A crankshaft bearing cap supporting the crankshaft in association with a cylinder block is fixed to the cylinder block by a first pair of joint bolts. A control shaft bearing cap which supports the control shaft is fixed to the crankshaft bearing cap by a second pair of joint bolts. A first joint bolt of the first pair of joint bolts, which is nearer to the control shaft, is disposed between the axes of the second pair of joint bolts. The supporting structure of the crankshaft is thereby enhanced.

Abstract: This invention relates to methods for treating renal diseases by using combination of prostaglandin E2 receptor antagonist and renin-angiotensin system inhibitor and pharmaceutical compositions for treating renal diseases comprising prostaglandin E2 receptor antagonist and renin-angiotensin system inhibitor.

Abstract: In control apparatus and method for an inner cylinder spark ignited internal combustion engine having a fuel injection valve configured to directly inject fuel into an inside of an engine cylinder and a spark plug, a super retard combustion is executed to set an ignition timing after a compression stroke top dead center and to inject fuel before the ignition timing and after the compression stroke top dead center during a predetermined engine driving condition and at least part of fuel is injected before the compression stroke top dead center to decrease a fuel injection quantity after the compression stroke top dead center during an interval which is immediately after an engine start and in which a pressure of fuel is relatively low.

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: There is provided a combustion control system for a direct-injection spark-ignition internal combustion engine, including a fuel injection valve that injects fuel directly into a cylinder of the engine to form an air-fuel mixture in a combustion chamber of the engine cylinder, a spark plug that ignites the air-fuel mixture, and a control unit that performs combustion retard control to set an ignition timing of the spark plug at a point after compression top dead center and set an injection period of the fuel injection valve at a time after compression top dead center and before the ignition timing in such a manner that a time interval from a start point of the injection period to the ignition timing increases with decrease in a temperature in the engine cylinder at a cold start of the engine.

Abstract: There is provided a combustion control system for a direct-injection spark-ignition internal combustion engine, including a fuel injection valve that injects fuel directly into a cylinder of the engine to form an air-fuel mixture in a combustion chamber of the engine cylinder, a spark plug that ignites the air-fuel mixture, and a control unit that performs combustion retard control to set an ignition timing of the spark plug at a point after compression top dead center and set an injection period of the fuel injection valve at a time after compression top dead center and before the ignition timing in such a manner that a time interval from a start point of the injection period to the ignition timing increases with decrease in a temperature in the engine cylinder at a cold start of the engine.

Abstract: In control method and apparatus for a direct injection spark ignited internal combustion engine, the internal combustion engine comprising a fuel injection valve configured to perform an injection of fuel through an engine cylinder and a spark plug, a super retard combustion comprising: an ignition through the spark plug at a timing after a compression top dead center; and at least once fuel injection in which the injection of fuel is started at a timing after the compression top dead center and before the ignition, during a cold start of the engine, is executed, and an execution of the super retard combustion is inhibited for a predetermined interval of time immediately after the cold start of the engine.

Abstract: A combustion control apparatus is configured for a direct-injection spark-ignition internal combustion engine. The combustion control apparatus selects an extremely retarded combustion mode while the internal combustion engine is in a predetermined operating state. In the extremely retarded combustion mode, the combustion control apparatus sets ignition timing to be after compression top dead center, and sets fuel injection timing to be before the ignition timing and after compression top dead center. The combustion control apparatus inhibits the extremely retarded combustion mode while an exhaust purifier of the internal combustion engine is in a predetermined cold state.

Abstract: In control apparatus and method for an inner cylinder spark ignited internal combustion engine having a fuel injection valve configured to directly inject fuel into an inside of an engine cylinder and a spark plug, a super retard combustion is executed to set an ignition timing after a compression stroke top dead center and to inject fuel before the ignition timing and after the compression stroke top dead center during a predetermined engine driving condition and at least part of fuel is injected before the compression stroke top dead center to decrease a fuel injection quantity after the compression stroke top dead center during an interval which is immediately after an engine start and in which a pressure of fuel is relatively low.

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 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 control apparatus is configured to enhance turbulence in the cylinder produced by the fuel spray, and to improve combustion stability (promote flame propagation) in an ATDC designed to reduce HC and/or achieve early activation of the catalyst. Ignition timing is set to compression top dead center or later when for example the catalyst requires warming. In one fuel injection timing, a single fuel injection is injected prior to ignition timing at compression stroke top dead center or later. Alternatively, the fuel is injected in two fuel injections with a first fuel injection occurring during either the intake stroke or the compression stroke and the second fuel injection occurring at compression stroke top dead center or later.

Abstract: A control apparatus is configured to enhance turbulence in the cylinder produced by the fuel spray, and to improve combustion stability (promote flame propagation) in an ATDC designed to reduce HC and/or achieve early activation of the catalyst. Ignition timing is set to compression top dead center (TDC) or later when needed such as when the catalyst requires warming. In one fuel injection timing, the fuel is injected in two fuel injections with a first fuel injection occurring during the compression stroke, and the second fuel injection being carried out at 45° BTDC or later.