Abstract: A cold rolling mill rolling condition calculation method includes: an estimation step of estimating a rolling constraint condition with respect to a target steady rolling condition of a roll target material, by inputting second multi-dimensional data to a prediction model, the prediction model having been trained with explanatory variable and response variable, the explanatory variable being first multi-dimensional data generated based on non-steady rolling performance data, among past rolling performance in rolling a roll material by a cold rolling mill, and the response variable being steady rolling performance data and rolling constraint condition data during steady rolling, and the second multi-dimensional data having been generated based on non-steady rolling performance data of the roll target material; and a change step of changing the target steady rolling condition so that the estimated rolling constraint condition satisfies a predetermined condition.

Abstract: A cooler apparatus includes: a coolant passageway; a water pump that circulates coolant in the coolant passageway; a thermostat that includes a heater that heats a temperature sensitive portion; and a controller. The controller is configured to drive the water pump and cause electric current to flow through the heater at a first energization amount when an operation in which the coolant is injected into the coolant passageway is started. The controller is also configured to stop electric current to flow through the heater if the water pump races when the electric current flows through the heater at the first energization amount.

Abstract: A cooler apparatus includes: a coolant passageway; a water pump that circulates coolant in the coolant passageway; a thermostat that includes a heater that heats a temperature sensitive portion; and a controller. The controller is configured to drive the water pump and cause electric current to flow through the heater at a first energization amount when an operation in which the coolant is injected into the coolant passageway is started. The controller is also configured to stop electric current to flow through the heater if the water pump races when the electric current flows through the heater at the first energization amount.

Abstract: A fastening structure of a fuel delivery pipe and a cylinder head of an internal combustion engine includes three or more bosses provided on each of the cylinder head and the fuel delivery pipe, and fastening portions formed by bolting the bosses on the cylinder head to the bosses on the fuel delivery pipe. The fastening portions at both end portions of the fuel delivery pipe are less rigid than one or more fastening portions in a middle between the fastening portions positioned at both end portions of the fuel delivery pipe.

Abstract: A fastening structure of a fuel delivery pipe and a cylinder head of an internal combustion engine includes three or more bosses provided on each of the cylinder head and the fuel delivery pipe, and fastening portions formed by bolting the bosses on the cylinder head to the bosses on the fuel delivery pipe. The fastening portions at both end potions of the fuel delivery pipe are less rigid than one or more fastening portions in a middle between the fastening portions positioned at both end potions of the fuel delivery pipe.

Abstract: A control apparatus that controls a fuel supply system of an internal combustion engine of a vehicle, the fuel supply system including a low-pressure fuel supply mechanism that injects low-pressure fuel into an intake port of the internal combustion engine, and a high-pressure fuel supply mechanism that injects high-pressure fuel into a cylinder of the internal combustion engine, includes a control portion that controls a supply of fuel to the internal combustion engine from the fuel supply system. Immediately after the vehicle stops, when the internal combustion engine satisfies a predetermined condition, the controller idles the internal combustion engine by supplying the high-pressure fuel to the internal combustion engine by the high-pressure fuel supply mechanism, and after stopping the supply of fuel by the high-pressure fuel supply mechanism, idles the internal combustion engine by supplying the low-pressure fuel to the internal combustion engine by the low-pressure fuel supply mechanism.

Abstract: A high-pressure pump (1) is equipped with a plunger (13) that moves in a reciprocating manner, a pressurization chamber (121) in which fuel is pressurized by the plunger (13), a fuel chamber (16) that accommodates a pulsation damper (50) and through which fuel flows, and a housing (11) that houses the fuel chamber. The fuel chamber (16) is connected to a return passage (310) through which fuel is returned from the fuel chamber (16) to a fuel tank (301) In addition, a connection passage (68) that includes a throttle (69) connects the fuel chamber (16) to the return passage (310).

Abstract: An ECU executes a program including injecting fuel only by an intake passage injector when an engine is idling, starting an addition-type PFI timer, resetting the PFI timer when a count of the PFI timer reaches a set value that is set shorter as the fuel is lighter in fuel property, and injecting the fuel only by an in-cylinder injector.

Abstract: A control apparatus for an internal combustion engine includes a variable valve mechanism that changes the duration of an intake valve, and a controller that controls the variable valve mechanism to change the duration based on the operating state of the internal combustion engine. If a determination that there is a possibility of engine stalling is made when the internal combustion engine idling, the controller controls the variable valve mechanism so that the duration of the intake valve is made shorter than the duration which is achieved when the determination is made, only during the period until several four-stroke cycles of the internal combustion engine have elapsed after the determination is made. Thus, it is possible to appropriately suppress occurrence of engine stalling when the internal combustion engine is running at a low speed.

Abstract: An ECU executes a program including injecting fuel only by an intake passage injector when an engine is idling, starting an addition-type PFI timer, resetting the PFI timer when a count of the PFI timer reaches a set value that is set shorter as the fuel is lighter in fuel property, and injecting the fuel only by an in-cylinder injector.

Abstract: A control apparatus for an internal combustion engine includes a variable valve mechanism that changes the duration of an intake valve, and a controller that controls the variable valve mechanism to change the duration based on the operating state of the internal combustion engine. If a determination that there is a possibility of engine stalling is made when the internal combustion engine idling, the controller controls the variable valve mechanism so that the duration of the intake valve is made shorter than the duration which is achieved when the determination is made, only during the period until several four-stroke cycles of the internal combustion engine have elapsed after the determination is made. Thus, it is possible to appropriately suppress occurrence of engine stalling when the internal combustion engine is running at a low speed.

Abstract: An engine ECU executes a program including the step of detecting an engine coolant temperature (THW), the step of selecting a map for a warm state as the map for calculating a fuel injection ratio (or a DI ratio) r when the engine coolant temperature (THW) is equal to or higher than a temperature threshold value (THW(TH)) (YES in S110), the step of selecting a map for a cold state as the map for calculating the fuel injection ratio (or the DI ratio) r when the engine coolant temperature (THW) is lower than the temperature threshold value (THW(TH)) (NO in S110), and the step of calculating the fuel injection ratio between the in-cylinder injector and the intake manifold injector (or the DI ratio) r based on the engine speed, load factor, and the selected map.

Abstract: An in-cylinder injector injects fuel to be sprayed in the form of an inverted letter V sandwiching a spark plug, as seen in a top view, and in a sector as seen in a side view. The sprayed fuel interferes with an intake valve assuming an open position. An engine ECU executes a program including the steps of: determining with reference to a map a timing of injection of the fuel through the in-cylinder injector (S100); determining a period for injection from an amount of fuel injected (S110); determining in accordance with map whether the sprayed fuel interferes with the intake valve (S120); modifying the period for injection to be advanced by a period for injection having the sprayed fuel interfering with the intake valve (S130); and determining a timing of injection and a period for injection (S140).

Abstract: An engine ECU executes a program including the step of detecting an engine coolant temperature (THW), the step of selecting a map for a warm state as the map for calculating a fuel injection ratio (or a DI ratio) (r) when the engine coolant temperature (THW) is equal to or higher than a temperature threshold value (THW(TH)), the step of selecting a map for a cold state as the map for calculating the fuel injection ratio (or the DI ratio) (r) when the engine coolant temperature (THW) is lower than the temperature threshold value (THW(TH)), and the step of calculating the fuel injection ratio between the in-cylinder injector and the-intake manifold injector (or the DI ratio) (r) based on the engine speed, load factor, and the selected map.

Abstract: An injection controller for an internal combustion engine that suppresses the accumulation of deposits on a nozzle hole of a direct injection valve. The injection controller includes the direct injection valve, which injects fuel into a cylinder, and an intake passage injection valve, which injects fuel into an intake passage. An ECU, which is connected to the direct injection and intake passage injection valves, executes a first fuel injection mode for injecting fuel with the direct injection valve and a second fuel injection mode for injecting fuel with the intake passage injection valve. The ECU switches fuel injection modes from the second fuel injection mode to the first fuel injection mode for a predetermined period when fuel is to be injected in the second fuel injection mode.

Abstract: An in-cylinder injector injects fuel to be sprayed in the form of an inverted letter V sandwiching a spark plug, as seen in a top view, and in a sector as seen in a side view. The sprayed fuel interferes with an intake valve assuming an open position. An engine ECU executes a program including the steps of: determining with reference to a map a timing of injection of the fuel through the in-cylinder injector (S100); determining a period for injection from an amount of fuel injected (S110); determining in accordance with map whether the sprayed fuel interferes with the intake valve (S120); modifying the period for injection to be advanced by a period for injection having the sprayed fuel interfering with the intake valve (S130); and determining a timing of injection and a period for injection (S140).

Abstract: An engine ECU executes a program including the step of detecting an engine coolant temperature (THW), the step of selecting a map for a warm state as the map for calculating a fuel injection ratio (or a DI ratio) r when the engine coolant temperature (THW) is equal to or higher than a temperature threshold value (THW(TH)) (YES in S110), the step of selecting a map for a cold state as the map for calculating the fuel injection ratio (or the DI ratio) r when the engine coolant temperature (THW) is lower than the temperature threshold value (THW(TH)) (NO in S110), and the step of calculating the fuel injection ratio between the in-cylinder injector and the intake manifold injector (or the DI ratio) r based on the engine speed, load factor, and the selected map.

Abstract: An engine ECU executes a program including the step of detecting an engine coolant temperature (THW), the step of selecting a map for a warm state as the map for calculating a fuel injection ratio (or a DI ratio) (r) when the engine coolant temperature (THW) is equal to or higher than a temperature threshold value (THW(TH)), the step of selecting a map for a cold state as the map for calculating the fuel injection ratio (or the DI ratio) (r) when the engine coolant temperature (THW) is lower than the temperature threshold value (THW(TH)), and the step of calculating the fuel injection ratio between the in-cylinder injector and the-intake manifold injector (or the DI ratio) (r) based on the engine speed, load factor, and the selected map.

Abstract: When an inner wall of a cylinder head is viewed along an axis of a cylinder, a line that passes through a center of a fuel injection port and a center of a valve opening adjacent to the injection port is defined as a first line, and a line that is perpendicular to the first line is defined as a second line. A notch is formed in a part of the inner wall that defines the injection port. Specifically, when the inner wall is divided into sections by the second line, the notch is located in the section in which the adjacent opening exists. The notch is also displaced from the first line. Therefore, a sufficient thickness of the section corresponding to the valve seats of intake and exhaust valves are easily ensured.

Abstract: An injection controller for an internal combustion engine that suppresses the accumulation of deposits on a nozzle hole of a direct injection valve. The injection controller includes the direct injection valve, which injects fuel into a cylinder, and an intake passage injection valve, which injects fuel into an intake passage. An ECU, which is connected to the direct injection and intake passage injection valves, executes a first fuel injection mode for injecting fuel with the direct injection valve and a second fuel injection mode for injecting fuel with the intake passage injection valve. The ECU switches fuel injection modes from the second fuel injection mode to the first fuel injection mode for a predetermined period when fuel is to be injected in the second fuel injection mode.