Abstract: When an engine rotation speed is lower than a reference rotation speed, first failure determination in which failure of a flow rate control valve is determined based on a pressure change of cooling water detected by a pressure sensor is executed, when a valve closing instruction to switch the flow rate control valve from an opened state to a closed state is output from a valve control device; and when an engine rotation speed is equal to or higher than the reference rotation speed, second failure determination in which failure of the flow rate control valve is determined based on a pressure change of cooling water detected by a pressure sensor is executed, when a valve opening instruction to switch the flow rate control valve from a closed state to an opened state is output from the valve control device.

Abstract: A compression ignition engine with a supercharger is provided, which includes one or more valves configured to switch a state between a first state where intake air is boosted by the supercharger and a second state where it is not boosted, a fluid temperature adjuster configured to adjust a temperature of engine coolant to be supplied to a radiator from an engine body, and a controller. When the engine operates in a high-load range, the controller controls the combustion mode to be in a compression ignition combustion mode, and causes the valve(s) to be in the first state, and in a low-load range, the controller causes the valve(s) to be in the second state. In the high-load range, the controller outputs a control signal to the fluid temperature adjuster so that a target temperature of the engine coolant is lowered than that in the low-load range.

Abstract: When an engine rotation speed is lower than a reference rotation speed, first failure determination in which failure of a flow rate control valve is determined based on a pressure change of cooling water detected by a pressure sensor is executed, when a valve closing instruction to switch the flow rate control valve from an opened state to a closed state is output from a valve control device; and when an engine rotation speed is equal to or higher than the reference rotation speed, second failure determination in which failure of the flow rate control valve is determined based on a pressure change of cooling water detected by a pressure sensor is executed, when a valve opening instruction to switch the flow rate control valve from a closed state to an opened state is output from the valve control device.

Abstract: An engine cooling system for increasing and controlling a wall temperature of a cylinder head is provided. The cooling system includes a radiator passage that passes through a radiator, a radiator-bypass passage that bypasses the radiator, a first fluid temperature sensor that acquires a fluid temperature of an engine coolant flowing through a bore passage for cooling a cylinder, a second fluid temperature sensor that acquires the fluid temperature of the engine coolant flowing through a head passage for cooling a cylinder head, a thermostat valve arranged in the radiator passage, a flow rate regulator valve arranged in the radiator-bypass passage, and an electronic control unit (ECU). While controlling the thermostat valve on the basis of a detection result of the first fluid temperature sensor, the ECU controls the flow rate regulator valve on the basis of a detection result of the second fluid temperature sensor.

Abstract: A compression ignition engine with a supercharger is provided, which includes one or more valves configured to switch a state between a first state where intake air is boosted by the supercharger and a second state where it is not boosted, a fluid temperature adjuster configured to adjust a temperature of engine coolant to be supplied to a radiator from an engine body, and a controller. When the engine operates in a high-load range, the controller controls the combustion mode to be in a compression ignition combustion mode, and causes the valve(s) to be in the first state, and in a low-load range, the controller causes the valve(s) to be in the second state. In the high-load range, the controller outputs a control signal to the fluid temperature adjuster so that a target temperature of the engine coolant is lowered than that in the low-load range.

Abstract: To provide a controller and a control method, for an internal combustion engine, that can detect occurrence of knocking appropriately, even though the frequency distribution of the knock signal is distorted according to the occurrence state of knocking. The controller for the internal combustion engine calculates the background level by processing a low pass filter to the knock signal; and performs a low side frequency increase which makes a low side frequency, which is a cutoff frequency of the low pass filter in the case where the knock signal is smaller than an output value of the low pass filter, higher than a high side frequency, which is a cutoff frequency of the low pass filter in the case where the knock signal is larger than the output value of the low pass filter.

Abstract: A side body structure of a vehicle is provided, which includes a hinge pillar having a hinge pillar member forming, in a side part of the vehicle, a closed section space extending continuously in vertical directions of the vehicle, a side sill having a side sill member forming, on a rear side of the hinge pillar in the side part of the vehicle, a closed section space extending continuously in longitudinal directions of the vehicle, and a closed section space component forming, in a connecting part between a lower end part of the hinge pillar and a front end part of the side sill, a closed section space extending continuously in the longitudinal directions and connecting to the closed section space of the side sill on the rear side, the closed section space of the closed section space component having a vertical dimension that increases toward a front side.

Abstract: Provided is a control device of an engine that can certainly suppress and avoid pre-ignition. A control device of an engine is an engine control device for controlling the behavior of fuel that is directly injected into a combustion chamber of a cylinder by a tumble flow, and it has an injector that directly injects the fuel into the combustion chamber, an intake port that generates the tumble flow in the combustion chamber, and an ECU that injects the fuel from the injector at a plurality of injection timings including an intake-stroke-early-half injection timing that is set at an early half of the intake stroke of the cylinder, when an operating state of the engine is in a high-load, low-rotation range.

Abstract: A vehicle side body structure is provided, which includes a hinge pillar having inner and outer hinge pillar members forming, in a vehicle side part, a closed section space extending in vehicle vertical directions, a side sill having a member forming, on a rear side of the hinge pillar, a closed section space extending in vehicle longitudinal directions, and a closed section space component forming a closed section space extending continuously in the longitudinal directions along an outer surface of the inner hinge pillar member and connecting to the closed section space of the side sill on the rear side. The inner hinge pillar member is formed with a bend-facilitating portion adjacently disposed on the front side of a front end of the closed section space component, extending vertically continuously or intermittently, and protruding outwardly due to a stress concentration by a frontal impact load applied to the hinge pillar.

Abstract: To provide a controller and a control method, for an internal combustion engine, that can detect occurrence of knocking appropriately, even though the frequency distribution of the knock signal is distorted according to the occurrence state of knocking. The controller for the internal combustion engine calculates the background level by processing a low pass filter to the knock signal; and performs a low side frequency increase which makes a low side frequency, which is a cutoff frequency of the low pass filter in the case where the knock signal is smaller than an output value of the low pass filter, higher than a high side frequency, which is a cutoff frequency of the low pass filter in the case where the knock signal is larger than the output value of the low pass filter.

Abstract: A vehicle side body structure is provided, which includes a hinge pillar having inner and outer hinge pillar members forming, in a vehicle side part, a closed section space extending in vehicle vertical directions, a side sill having a member forming, on a rear side of the hinge pillar, a closed section space extending in vehicle longitudinal directions, and a closed section space component forming a closed section space extending continuously in the longitudinal directions along an outer surface of the inner hinge pillar member and connecting to the closed section space of the side sill on the rear side. The inner hinge pillar member is formed with a bend-facilitating portion adjacently disposed on the front side of a front end of the closed section space component, extending vertically continuously or intermittently, and protruding outwardly due to a stress concentration by a frontal impact load applied to the hinge pillar.

Abstract: A side body structure of a vehicle is provided, which includes a hinge pillar having a hinge pillar member forming, in a side part of the vehicle, a closed section space extending continuously in vertical directions of the vehicle, a side sill having a side sill member forming, on a rear side of the hinge pillar in the side part of the vehicle, a closed section space extending continuously in longitudinal directions of the vehicle, and a closed section space component forming, in a connecting part between a lower end part of the hinge pillar and a front end part of the side sill, a closed section space extending continuously in the longitudinal directions and connecting to the closed section space of the side sill on the rear side, the closed section space of the closed section space component having a vertical dimension that increases toward a front side.

Abstract: Provided is a control device of an engine that can certainly suppress and avoid pre-ignition. A control device of an engine is an engine control device for controlling the behavior of fuel that is directly injected into a combustion chamber of a cylinder by a tumble flow, and it has an injector that directly injects the fuel into the combustion chamber, an intake port that generates the tumble flow in the combustion chamber, and an ECU that injects the fuel from the injector at a plurality of injection timings including an intake-stroke-early-half injection timing that is set at an early half of the intake stroke of the cylinder, when an operating state of the engine is in a high-load, low-rotation range.

Abstract: A support structure of a windshield of the present invention comprises a frame having an open section opening forward in a vehicle and a support member provided inside the frame and connecting an upper face portion and a lower face portion of the frame. The frame has a windshield support portion supporting a lower side portion of the windshield at part of the upper face portion. The support member includes a rear support portion attached to the upper face portion of the frame and a front support portion attached to a cowl panel at a specified location positioned in front of the rear support portion. The windshield support portion is positioned between the front and rear support portions in the vehicle longitudinal direction.

Abstract: A support structure of a windshield of the present invention comprises a frame having an open section opening forward in a vehicle and a support member provided inside the frame and connecting an upper face portion and a lower face portion of the frame. The frame has a windshield support portion supporting a lower side portion of the windshield at part of the upper face portion. The support member includes a rear support portion attached to the upper face portion of the frame and a front support portion attached to a cowl panel at a specified location positioned in front of the rear support portion. The windshield support portion is positioned between the front and rear support portions in the vehicle longitudinal direction.

Abstract: A differential amplifier has an in-phase input terminal to which an input signal is applied through a first switching unit, an anti-phase input terminal to which a reference signal is applied through a second switching unit, and a third switching unit between the in-phase and anti-phase input terminals. The potential difference between the in-phase and anti-phase input terminals is differentially amplified by setting the first and second switching units to be on and the third switching unit to be off. Also, the in-phase and anti-phase input terminals are short-circuited to have a high impedance by setting the first and second switching units to be off and the third switching unit to be on.

Abstract: A differential amplifier has an in-phase input terminal to which an input signal is applied through a first switching unit, an anti-phase input terminal to which a reference signal is applied through a second switching unit, and a third switching unit between the in-phase and anti-phase input terminals. The potential difference between the in-phase and anti-phase input terminals is differentially amplified by setting the first and second switching units to be on and the third switching unit to be off. Also, the in-phase and anti-phase input terminals are short-circuited to have a high impedance by setting the first and second switching units to be off and the third switching unit to be on.