Abstract: When an incremental amount of a steering angle exceeds a reference incremental amount, an ECU 60 executes vehicle attitude control of reducing an output torque of an engine, and, in a given operating range, drives a spark plug 16 to allow an air-fuel mixture to be self-ignited at a given timing, thereby executing SPCCI combustion. When there is a request for an additional deceleration from the vehicle attitude control (#12: YES) and the SPCCI combustion is performed (#13: YES), the ECU 60 prohibits ignition retardation and performs torque reduction for the vehicle attitude control, by fuel amount reduction control of reducing the amount of fuel to be supplied into a cylinder 2 (#14). On the other hand, when the SPCCI combustion is not performed (NO in #13), the ECU 60 performs the ignition retardation to attain the torque reduction for the vehicle attitude control (#15).

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 controller for controlling a fuel injection valve and a fuel pressure adjustment mechanism integrates a deposition amount of deposits per unit time, and estimates a deposition amount of deposits on an injection hole of the fuel injection valve. The controller causes the fuel pressure adjustment mechanism to increase a fuel pressure, when the estimated deposition amount exceeds a predetermined value, and corrects the unit deposition amount acquired by the deposition amount estimation according to the set fuel injection timing of the fuel injection valve. The controller corrects such that as compared with the unit deposition amount when the fuel injection timing is set to a first timing away from a top dead center of the piston by a first period, the unit deposition amount decreases when the fuel injection timing is set to a second timing away by a second period longer than the first period.

Abstract: When an incremental amount of a steering angle exceeds a reference incremental amount, an ECU 60 executes vehicle attitude control of reducing an output torque of an engine, and, in a given operating range, drives a spark plug 16 in a manner allowing an air-fuel mixture to be self-ignited at a given timing, thereby executing SPCCI combustion. When there is a request for an additional deceleration from the vehicle attitude control (#12: YES), and the SPCCI combustion is performed (#13: YES), the ECU 60 executes fuel amount reduction control of reducing the amount of fuel to be supplied into a cylinder 2 (#14), so as to attain torque reduction for the vehicle attitude control. On the other hand, when the SPCCI combustion is not performed (#13: NO), the ECU 60 executes ignition retardation control of retarding an ignition timing of the spark plug 16 (#15).

Abstract: When an incremental amount of a steering angle exceeds a reference incremental amount, an ECU 60 executes vehicle attitude control of reducing an output torque of an engine, and, in a given operating range, drives a spark plug 16 to allow an air-fuel mixture to be self-ignited at a given timing, thereby executing SPCCI combustion. When there is a request for an additional deceleration from the vehicle attitude control (#12: YES) and the SPCCI combustion is performed (#13: YES), the ECU 60 prohibits ignition retardation and performs torque reduction for the vehicle attitude control, by fuel amount reduction control of reducing the amount of fuel to be supplied into a cylinder 2 (#14). On the other hand, when the SPCCI combustion is not performed (NO in #13), the ECU 60 performs the ignition retardation to attain the torque reduction for the vehicle attitude control (#15).

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 control system for a compression ignition engine is provided, which includes a combustion chamber, a throttle valve, an injector, an ignition plug, a sensor, and a controller. A changing module outputs a signal to the throttle valve so that an air amount increases more than before the change demand, outputs to the injector a signal to increase the fuel amount according to the increase in the air amount so that an air-fuel ratio of the mixture gas becomes a stoichiometric air-fuel ratio or a substantially stoichiometric air-fuel ratio, and performs a torque adjustment so that an increase of the engine torque caused by the increase in the fuel amount is reduced. When the air amount is determined to have reached a given amount, the changing module ends the increasing of the fuel amount and the torque adjustment, and permits that a second mode module starts the second mode.

Abstract: A controller for controlling a fuel injection valve and a fuel pressure adjustment mechanism sets an air-fuel ratio of a fuel-air mixture to be generated within a combustion chamber to be equal to or leaner than a theoretical air-fuel ratio, based on an operating condition of an engine; drives the fuel injection valve, based on the set air-fuel ratio; estimates a deposition amount of deposits on an injection hole of the fuel injection valve, based on an operating condition of the engine; causes the fuel pressure adjustment mechanism to increase the fuel pressure, when the estimated deposition amount of deposits exceeds a predetermined value; and restricts the fuel pressure from increasing, even when the estimated deposition amount of deposits exceeds the predetermined value, as long as the fuel-air ratio is set to an air-fuel ratio leaner than the theoretical fuel-air ratio.

Abstract: When an incremental amount of a steering angle exceeds a reference incremental amount, an ECU 60 executes vehicle attitude control of reducing an output torque of an engine, and, in a given operating range, drives a spark plug 16 in a manner allowing an air-fuel mixture to be self-ignited at a given timing, thereby executing SPCCI combustion. When there is a request for an additional deceleration from the vehicle attitude control (#12: YES), and the SPCCI combustion is performed (#13: YES), the ECU 60 executes fuel amount reduction control of reducing the amount of fuel to be supplied into a cylinder 2 (#14), so as to attain torque reduction for the vehicle attitude control. On the other hand, when the SPCCI combustion is not performed (#13: NO), the ECU 60 executes ignition retardation control of retarding an ignition timing of the spark plug 16 (#15).

Abstract: A controller for controlling a fuel injection valve and a fuel pressure adjustment mechanism sets an air-fuel ratio of a fuel-air mixture to be generated within a combustion chamber to be equal to or leaner than a theoretical air-fuel ratio, based on an operating condition of an engine; drives the fuel injection valve, based on the set air-fuel ratio; estimates a deposition amount of deposits on an injection hole of the fuel injection valve, based on an operating condition of the engine; causes the fuel pressure adjustment mechanism to increase the fuel pressure, when the estimated deposition amount of deposits exceeds a predetermined value; and restricts the fuel pressure from increasing, even when the estimated deposition amount of deposits exceeds the predetermined value, as long as the fuel-air ratio is set to an air-fuel ratio leaner than the theoretical fuel-air ratio.

Abstract: A controller for controlling a fuel injection valve and a fuel pressure adjustment mechanism integrates a deposition amount of deposits per unit time, and estimates a deposition amount of deposits on an injection hole of the fuel injection valve. The controller causes the fuel pressure adjustment mechanism to increase a fuel pressure, when the estimated deposition amount exceeds a predetermined value, and corrects the unit deposition amount acquired by the deposition amount estimation according to the set fuel injection timing of the fuel injection valve. The controller corrects such that as compared with the unit deposition amount when the fuel injection timing is set to a first timing away from a top dead center of the piston by a first period, the unit deposition amount decreases when the fuel injection timing is set to a second timing away by a second period longer than the first period.

Abstract: A control system for a compression ignition engine is provided, which includes a combustion chamber, a throttle valve, an injector, an ignition plug, a sensor, and a controller. A changing module of the controller outputs a signal to the throttle valve so that an air amount increases more than before a demand of changing from a first mode to a second mode, and outputs to the injector a signal to increase a fuel amount according to the air amount increase so that an air-fuel ratio of mixture gas becomes at or substantially at a stoichiometric air-fuel ratio, and outputs to the ignition plug a signal to retard an ignition timing so that an engine torque increase caused by the fuel amount increase is reduced. The changing module reduces the retarding of the ignition timing when the ignition timing is determined to have reached a retard limit.

Abstract: A control system for a compression ignition engine is provided, which includes a sensor and a cylinder count control module which changes between all-cylinder and reduced-cylinder operations when the compression ignition combustion is performed at a given lean air-fuel ratio. The cylinder count control module executes a preparation control to change from the all-cylinder operation to the reduced-cylinder operation when the change is demanded. In the preparation control, the cylinder count control module outputs a signal to a throttle valve to execute an air amount increase processing, outputs a signal to a fuel injection valve to execute a fuel amount increase processing, and outputs a signal to an ignition plug to execute a retard processing. The cylinder count control module ends the fuel amount increase processing and the retard processing when it is determined that an air-fuel ratio is in a given air-fuel ratio state, and starts the reduced-cylinder operation.

Abstract: A control system for a compression ignition engine is provided, which includes a combustion chamber, a throttle valve, an injector, an ignition plug, a sensor, and a controller. A changing module of the controller outputs a signal to the throttle valve so that an air amount increases more than before a demand of changing from a first mode to a second mode, and outputs to the injector a signal to increase a fuel amount according to the air amount increase so that an air-fuel ratio of mixture gas becomes at or substantially at a stoichiometric air-fuel ratio, and outputs to the ignition plug a signal to retard an ignition timing so that an engine torque increase caused by the fuel amount increase is reduced. The changing module reduces the retarding of the ignition timing when the ignition timing is determined to have reached a retard limit.

Abstract: A control system for a compression ignition engine is provided, which includes a sensor and a cylinder count control module which changes between all-cylinder and reduced-cylinder operations when the compression ignition combustion is performed at a given lean air-fuel ratio. The cylinder count control module executes a preparation control to change from the all-cylinder operation to the reduced-cylinder operation when the change is demanded. In the preparation control, the cylinder count control module outputs a signal to a throttle valve to execute an air amount increase processing, outputs a signal to a fuel injection valve to execute a fuel amount increase processing, and outputs a signal to an ignition plug to execute a retard processing. The cylinder count control module ends the fuel amount increase processing and the retard processing when it is determined that an air-fuel ratio is in a given air-fuel ratio state, and starts the reduced-cylinder operation.

Abstract: A control system for a compression ignition engine is provided, which includes a combustion chamber, a throttle valve, an injector, an ignition plug, a sensor, and a controller. A changing module outputs a signal to the throttle valve so that an air amount increases more than before the change demand, outputs to the injector a signal to increase the fuel amount according to the increase in the air amount so that an air-fuel ratio of the mixture gas becomes a stoichiometric air-fuel ratio or a substantially stoichiometric air-fuel ratio, and performs a torque adjustment so that an increase of the engine torque caused by the increase in the fuel amount is reduced. When the air amount is determined to have reached a given amount, the changing module ends the increasing of the fuel amount and the torque adjustment, and permits that a second mode module starts the second mode.

Abstract: An automatic stop device for a vehicle engine includes: an automatic stop control unit which performs automatic engine stop when a predetermined automatic stop initiating condition is established while the vehicle is stopped, and prohibits automatic engine stop when the automatic stop initiating condition is not established; a restart control unit which performs automatic engine restart when a predetermined automatic stop cancelling condition is established after the engine is automatically stopped; and a storage unit which stores a cause of prohibiting automatic engine stop when automatic stop of the engine is prohibited while the vehicle is stopped, or a cause of performing automatic engine restart when the engine that has been automatically stopped is automatically restarted.

Abstract: A dental component is formed from a sintered body of a metal powder having particles containing Co, Cr, Mo, and Si as constituent components. In the particles, Co is contained as a main component, the content of Cr is 26% by mass or more and 35% by mass or less, the content of Mo is 5% by mass or more and 12% by mass or less, and the content of Si is 0.3% by mass or more and 2.0% by mass or less. The dental component has excellent proof stress and corrosion resistance. It is preferred that a part of Si in the sintered body is contained as silicon oxide, and the ratio of the content of Si contained as the silicon oxide to the content of Si in the sintered body is 20% or more and 80% or less.

Abstract: An automatic stop device for a vehicle engine includes: an automatic stop control unit which performs automatic engine stop when a predetermined automatic stop initiating condition is established while the vehicle is stopped, and prohibits automatic engine stop when the automatic stop initiating condition is not established; a restart control unit which performs automatic engine restart when a predetermined automatic stop cancelling condition is established after the engine is automatically stopped; and a storage unit which stores a cause of prohibiting automatic engine stop when automatic stop of the engine is prohibited while the vehicle is stopped, or a cause of performing automatic engine restart when the engine that has been automatically stopped is automatically restarted.

Abstract: A method of manufacturing a sintered ceramic implant fixture that includes a first portion configured to be buried in tissue of a living organism and a second portion configured to serve as a mount for a superstructure. The method includes fabricating a master model, subjecting the master model to blasting to roughen a surface of the master model, fabricating a mold having a cavity that is defined by the master model having the roughened surface, pouring a slurry containing ceramic powder into the cavity of the mold to obtain a hardened but not-yet-sintered ceramic implant fixture, and sintering the hardened but not-yet-sintered ceramic implant fixture to obtain the sintered ceramic implant fixture.