Abstract: A compression-ignition engine control system is provided, which includes an intake phase-variable mechanism and a controller. The controller controls the intake phase-variable mechanism to form a gas-fuel ratio (G/F) lean environment in which burnt gas remains inside a cylinder and an air-fuel ratio is near a stoichiometric air-fuel ratio, and controls the spark plug to spark-ignite the mixture gas to combust in a partial compression-ignition combustion. The controller controls the intake phase-variable mechanism to retard, as an engine speed increases at a constant engine load, an intake valve close timing on a retarding side of BDC of intake stroke and an intake valve open timing on an advancing side of TDC of exhaust stroke, and controls the intake phase-variable mechanism so that a change rate in the intake valve open timing according to the engine speed becomes larger in a high engine speed range.

Abstract: A compression-ignition engine control system is provided, which includes an intake phase-variable mechanism and a controller. Within a first operating range and a second operating range on a higher engine load side, the controller controls the variable mechanism to form a gas-fuel ratio (G/F) lean environment in which an air-fuel ratio inside a cylinder is near a stoichiometric air-fuel ratio and burnt gas remains inside the cylinder, and controls a spark plug to spark-ignite mixture gas inside the cylinder to combust in a partial compression-ignition combustion. The controller controls the variable mechanism to retard the intake valve open timing on an advancing side of TDC of an exhaust stroke, as the engine load increases within the first range, and advance the intake valve close timing on a retarding side of TDC of intake stroke, as the engine load increases within the second range.

Abstract: A method of implementing control logic of a compression ignition engine is provided. The engine includes an injector, a variable valve operating mechanism, an ignition plug, at least one sensor, and a processor. The processor outputs the signal to the ignition plug in a specific operating state so that unburnt mixture gas combusts by self ignition after the ignition plug ignites the mixture gas inside a combustion chamber. The method includes determining a geometric compression ratio ? of the engine, and determining control logic defining a valve opening angle CA of an intake valve. The valve opening angle CA (deg) is determined so that the following expression is satisfied, if the geometric compression ratio ? is ?<14, ?40?+800+D?CA?60??550+D,. Here, D is a correction term according to the engine speed NE (rpm), D=3.3×10?10NE3?1.0×10?6NE2+7.0×10?4NE.

Abstract: A control system of a compression-ignition engine which performs SPCCI combustion in which mixture gas is ignited with a spark plug to be partially combusted by SI combustion and the rest of mixture gas self-ignites to be combusted by CI combustion, is provided. When the engine is operated at least in a given first operating range, a controller of the device controls a variable intake mechanism so that an A/F lean environment where an air-fuel ratio in a cylinder becomes higher than a stoichiometric air-fuel ratio is formed, while causing the spark plug to perform spark ignition at a given timing so that the mixture gas combusts by SPCCI combustion, and controls so that, under the same engine load condition, an intake valve close timing is more retarded as the engine speed decreases, within a range where an amount of air inside the cylinder decreases by retarding the close timing.

Abstract: A control system of a compression-ignition engine includes an intake variable mechanism and a controller. In a second operating range, the controller controls the intake variable mechanism so that, while partial compression-ignition combustion is performed under an air-fuel ratio (A/F) lean environment, an intake valve open timing takes timing at an advanced side of an exhaust TDC. In a first operating range on a lower load side, the controller controls the intake variable mechanism so that, while the partial compression-ignition combustion is performed under the A/F lean environment, under the same engine speed condition, the intake valve close timing is more retarded within a range on a retarded side of an intake BDC as the engine load decreases, and an absolute value of a change rate of the intake valve close timing to the engine load becomes larger than in the second range.

Abstract: Outer ball grooves of an outer joint member of a constant velocity joint each have a first ball groove for allowing a ball to roll therein when the constant velocity joint operates, and a second ball groove having a ball groove radius larger than a ball groove radius of the first ball groove. The second ball groove has a curved line and a connecting line. The curved line is connected to a groove bottom end of the first ball groove located closer to an opening of the outer joint member and is curved radially outward in a concave manner. The connecting line connects the curved line and the opening. The curved line is curved with a curvature center that is located closer to the opening than the groove bottom end of the first ball groove and that is located radially inside the outer joint member.

Abstract: A control system for a compression-ignition engine is provided, which includes an engine having a combustion chamber, an injector configured to supply fuel into the combustion chamber, a spark plug, a swirl valve provided to an intake passage of the engine, and a controller connected to the injector, the spark plug and the swirl valve to control them. The controller includes a processor configured to execute a swirl adjusting module to adjust an opening of the swirl valve to generate a swirl flow inside the combustion chamber, a fuel injection timing controlling module to control a fuel injection timing and control the injector to retard the fuel injection timing as an engine speed increases, and a combustion controlling module to control the spark plug to ignite at a given ignition timing after the swirl generation and the fuel injection, so that partial compression-ignition combustion is performed.

Abstract: A control system for a compression-ignition engine is provided, which includes an engine having a combustion chamber, an injector configured to supply fuel into the combustion chamber, a spark plug, a swirl valve provided to an intake passage of the engine, and a controller. The controller includes a processor configured to execute a swirl adjusting module to adjust a swirl valve opening to generate a swirl flow inside the combustion chamber, a fuel injection amount controlling module to control fuel injection amounts of pre-injection and post-injection so as to increase a ratio of an injection amount of the post-injection to a total fuel injection amount into the combustion chamber in one cycle as an engine speed increases, and a combustion controlling module to control the spark plug to ignite at a given ignition timing after the swirl generation and fuel injection, so that partial compression-ignition combustion is performed.

Abstract: A control system for a compression-ignition engine is provided, which includes an engine having a combustion chamber, an injector, a spark plug, a swirl valve provided to an intake passage of the engine, and a controller connected to the injector, the spark plug, and the swirl valve to control them. The controller includes a processor configured to execute a swirl adjusting module to control an opening of the swirl valve so as to make the opening of the swirl valve smaller as an engine speed decreases and output a control signal to the injector to inject the fuel after the control of the swirl valve, and a combustion controlling module to output an ignition instruction to the spark plug so as to ignite at a given ignition timing after the EGR ratio adjustment, so that partial compression-ignition combustion is performed.

Abstract: A control system for a compression-ignition engine is provided, which includes an engine having a combustion chamber formed by a cylinder, a piston and a cylinder head, an injector, a spark plug, an exhaust gas recirculation (EGR) device configured to introduce into the combustion chamber a portion of burned gas generated inside the combustion chamber as EGR gas, an EGR controller to change an EGR ratio, the EGR controller changing the EGR ratio so that a compression start temperature of the combustion chamber rises as an engine speed increases, and a controller connected to the injector and the spark plug to control them. The controller includes a processor configured to execute a combustion controlling module to output an ignition instruction to the spark plug so as to ignite at an ignition timing after the EGR ratio adjustment so that partial compression-ignition combustion is performed.

Abstract: A control system for a compression-ignition engine is provided, which includes an engine having a combustion chamber formed by a cylinder, a piston and a cylinder head, an injector, a spark plug, an exhaust gas recirculation (EGR) device configured to introduce into the combustion chamber a portion of burned gas generated inside the combustion chamber as EGR gas, an EGR controller configured to change an EGR ratio, the EGR controller changing the EGR ratio so that a compression start temperature of the combustion chamber rises as an engine load is reduced, and a controller connected to the injector and the spark plug to control them. The controller includes a processor configured to execute a combustion controlling module to output an instruction to the spark plug so as to ignite at an ignition timing after the EGR ratio adjustment so that partial compression-ignition combustion is performed.

Abstract: Outer ball grooves of an outer joint member of a constant velocity joint each have a first ball groove for allowing a ball to roll therein when the constant velocity joint operates, and a second ball groove having a ball groove radius larger than a ball groove radius of the first ball groove. The second ball groove has a curved line and a connecting line. The curved line is connected to a groove bottom end of the first ball groove located closer to an opening of the outer joint member and is curved radially outward in a concave manner. The connecting line connects the curved line and the opening. The curved line is curved with a curvature center that is located closer to the opening than the groove bottom end of the first ball groove and that is located radially inside the outer joint member.

Abstract: To provide a wiring board ensuring adhesion strength of a connecting terminal to reduce the connecting terminal from being fallen over or peeled off under fabrication process. The wiring board according to the present invention includes a laminated body where one or more layer of each of an insulating layer and a conductor layer are laminated. The wiring board includes a plurality of connecting terminals formed separately from one another on the laminated body and a filling member filled up between the plurality of connecting terminals. The filling member is filled up to a position lower than a height of the plurality of connecting terminals. The connecting terminals has a cross section with a trapezoidal shape where a width of a first principal surface on a side contacting the laminated body is wider than a width of a second principal surface facing the first principal surface.

Abstract: A transmission includes a drive force transmission/interruption mechanism that restricts the rotation of a propeller shaft. By operating a shift lever, the shift operation of the transmission and the operation of the drive force transmission/interruption mechanism can be performed, and a lock operation and an unlock operation of a differential lock mechanism can be performed. When a driver wants to bring a vehicle into a parking state, by operating a shift lever, a state is provided where a drive force transmission/interruption mechanism is locked so that the rotation of a propeller shaft is restricted, and the vehicle can be held in a stopped state by bringing a differential lock mechanism into a locked state. Since the vehicle can be brought into a parking state using the shift lever, a so-called parking lever becomes unnecessary so that the number of operation elements can be reduced.

Abstract: To provide a wiring substrate which can prevent short circuit between connection terminals, and which realizes reduction of the pitch between the connection terminals. The wiring substrate of the present invention includes a layered structure including one or more insulation layers and one or more conductor layers, and the wiring substrate is characterized in that a plurality of connection terminals are formed on the layered structure so as to be separated from one another; a filling member is filled between the connection terminals; and each of the connection terminals has a side surface composed of a contact surface which is in contact with the filling member, and a spaced surface which is not in contact with the filling member and which is located above the contact surface and below the top surface of the filling member.

Abstract: In a wiring substrate, formation of voids due to underfill filling failure is suppressed. A wiring substrate includes an insulating base layer, an insulating layer laminated on the base layer, and an electrically conductive connection terminal projecting from the insulating layer inside an opening. The insulating layer has a first surface with an opening, and a second surface located within the opening and being concave toward the base layer in relation to the first surface. The second surface extends from the first surface to the connection terminal inside the opening. On a cut surface which is a flat surface extending along a lamination direction in which the insulating layer is laminated on the base layer, an angle which is larger than 0° but smaller than 90° is formed between a normal line extending from an arbitrary point on the second surface toward the outside of the insulating layer and a parallel line extending from the arbitrary point toward the connection terminal in parallel to the first surface.

Abstract: To provide a wiring board excellent in connection reliability with a semiconductor chip. A first buildup layer 31 where resin insulating layers 21 and 22 and a conductor layer 24 are laminated is formed at a substrate main surface 11 side of an organic wiring board 10. The conductor layer 24 for an outermost layer in the first buildup layer 31 includes a plurality of connecting terminal portions 41 for flip-chip mounting a semiconductor chip. The plurality of connecting terminal portions 41 is exposed through an opening portion 43 of a solder resist layer 25. Each connecting terminal portion 41 includes a connection region 51 for a semiconductor chip and a wiring region 52 disposed to extend from the connection region 51 along the planar direction.

Abstract: A wiring substrate according to the present invention includes a laminate of one or more insulation layers and one or more conductive layers and further includes a plurality of connection terminals formed on the laminate and spaced apart from one another, each having a step formed at the outer periphery of a first main surface opposite a contact surface in contact with the laminate, and a filling member provided in a filling manner between the connection terminals.

Abstract: To provide a wiring board in which wiring conductors are securely protected by a precise and rigid dam portion formed on an outermost layer of a laminate and that is excellent in connection reliability with a semiconductor chip. A laminate that configures this wiring board includes multiple connection terminal portions and wiring conductors as a conductor layer of the outermost layer. The wiring conductors are arranged at predetermined positions, passing through between multiple connection terminal portions for flip-chip mounting a semiconductor chip. A resin insulating layer of the outermost layer of the laminate has a dam portion and a reinforcement portion. The dam portion covers the wiring conductors. The reinforcement portion is formed, between the wiring conductor and the connection terminal portion that is adjacent to the wiring conductor, lower than a height of the dam portion. The reinforcement portion is concatenated with a side surface of the dam portion.

Abstract: An arrangement for an assembly member of a vehicle includes a power unit for generating a driving force; a pair of left and right driving wheels; a propeller shaft extending in the forward and backward direction of the vehicle; a differential for transmitting the driving force to the pair of left and right driving wheels via a pair of left and right drive shafts; a switch for switching the diff-lock of the differential on and off; an exhaust pipe disposed on one side in the vehicle width direction with respect to the propeller shaft; and an assembly member for operating the switch via each of a plurality of operation side transmission members and a device side transmission member using an operating force applied to each of a plurality of operating elements; wherein the assembly member is disposed on the opposite side of the propeller shaft as the exhaust pipe.