Abstract: What is disclosed is a vehicle engine control system responsive to a change between a first request for homogeneous charge combustion and a second request for stratified charge combustion. A spark-ignition cylinder-injection internal combustion engine has cylinders, each performing an intake phase, a compression phase, a power phase, and an exhaust phase. The cylinders each, when rendered operable in a first mode, experience first fuel injection at a first fuel injection timing during intake phase thereof and first spark ignition at a first ignition timing to initiate homogeneous charge combustion. The cylinders each, when rendered operable in a second mode, experiences second fuel injection at a second fuel injection timing during compression phase and second spark ignition at a second ignition timing to initiate stratified charge combustion.

Abstract: The present invention aims at preventing such a situation that anyone of the divided injection amounts becomes less than a minimum compensation amount for a fuel injection valve, in case of conducting a two-step injection (weakly stratified combustion) in which a part of fuel is injected during intake stroke and the remaining fuel is injected during compression stroke. To this end, at the time of instructing to conduct the two-step injection, a whole injection amount TI is divided into: an injection amount TIH for homogeneous combustion to be injected during intake stroke, and an injection amount TIS for stratified combustion to be injected during compression stroke, based on a division ratio corresponding to a target air-fuel ratio. Further, each of the injection amounts TIH and TIS after division is compared with a minimum compensation amount MIN for the fuel injection valve.

Abstract: In the control method and apparatus of a direct injection gasoline engine, as for the uniform charge combustion mode performing only the intake stroke injection and the stratified charge combustion mode performing only the compression stroke injection, the injection timing is determined by referring to the injection timing map set for each mode. On the other hand, in the double injection mode performing the intake stroke injection and the compression stroke injection, the injection timing map for the intake stroke injection and the injection timing map for the compression stroke injection are both equipped, and the injection timing in the intake stroke injection is determined by the fuel quantity being injected by the intake stroke, and the injection timing in the compression stroke injection is determined by the fuel quantity being injected by the compression stroke.

Abstract: There is provided a cytoplasmic male sterility DNA factor, a method of discrimination which enables confirmation of the cytoplasmic male sterility in a short time.

Abstract: An engine control system for an internal combustion engine of a type changing a fuel injection timing between a first injection timing to achieve homogeneous charge combustion and a second injection timing to achieve stratified charge combustion comprises at least one sensor and a controller for controlling fuel injection timing and quantity. The controller selects one of homogenous combustion mode and stratified combustion mode in accordance with the engine operating condition sensed by the sensor, calculates the fuel injection quantity for the selected combustion mode, and enables a start of a homogeneous mode injection of fuel to a given cylinder of the engine at the first injection timing for the homogeneous mode if calculation of the homogeneous mode fuel injection quantity for the given cylinder is finished prior to the first injection timing for the given cylinder.

Abstract: Disclosed are compounds represented by the following chemical formula (I) and pharmacologically acceptable salts thereof which are novel compounds useful as anticancer agents, antiviral agents or antimicrobial agents.

Abstract: Described herein is an anticancer agent, an antiviral agent or an antimicrobial agent which contains, as an active ingredient for acting on DNA, a compound presented by the following formula (1) or its pharmacologically acceptable salt: ##STR1##

Abstract: In engine feedback control, a target air-fuel ratio corresponding amount is computed according to engine running conditions. A steady state deposition amount is also computed according to the target air-fuel ratio corresponding amount and engine running conditions. A difference between the steady state deposition amount and the deposition amount at that time is calculated, and a deposition rate is computed based on a quantity proportion. A basic injection amount is corrected by the target air-fuel ratio corresponding amount, and this corrected value is again corrected by the deposition rate so as to calculate a final injection amount. As the steady state deposition amount varies according to the target air-fuel ratio corresponding amount according to this invention, overrichness or overleanness due to insufficiency of the transient correction amount when the target air-fuel ratio corresponding amount is changed, is prevented.

Abstract: In an engine provided with a catalytic converter in an exhaust passage, the degree of deterioration of the catalyst in the converter is determined. Sensors detecting whether the air-fuel mixture supplied to the engine is rich or lean, are installed upstream and downstream of the converter, and an air-fuel ratio is feedback controlled based on the signal output from the upstream sensor. The soundness of the catalyst is assessed based on a difference between a change-over time of the upstream sensor and a change-over time of the downstream sensor, and a distinction is made between full catalyst deterioration and medium catalyst deterioration by introducing a dispersion value in the assessment process.

Abstract: The invention relates to a substituted amidine derivative which has an excellent platelet aggregation inhibiting action on the basis of fibrinogen antagonism and is particularly excellent in effectiveness on oral administration, and the platelet aggregation inhibitor containing the substituted amidine derivative of the invention as an effective ingredient is effective for prevention and treatment of thrombosis, and restenosis or reocclusion after percutaneous transluminal coronary angioplasty or percutaneous transluminal coronary recanalization.

Abstract: This invention relates to a wall flow correction of an engine having a fuel injector that injects fuel towards a fuel adhesion part such as an air intake valve. An equilibrium adhesion mount of fuel adhering to a fuel adhering part and a quantity proportion are computed based on a cooling water temperature in a temperature equilibrium state. The adhesion amount of fuel adhering to the fuel adhering part is also predicted at the present time, and the temperature of the fuel adhering part is estimated. A temperature difference between a detected cooling water temperature and estimated fuel adhering part temperature is computed, and an adhesion rate is calculated based on this equilibrium adhesion amount, quantity proportion, predicted adhesion amount and temperature difference. A basic injection amount is corrected using this adhesion rate, and the precision of air-fuel ratio control immediately after start-up when the temperature of the fuel adhering part is in a non-equilibrium state, is improved.

Abstract: A catalyst deterioration diagnosis system for an internal combustion engine having an exhaust gas passageway in which a catalytic converter having a catalyst is disposed. The diagnosis system comprises a first air-fuel ratio sensor disposed in the exhaust gas passageway upstream of the catalytic converter, and a second air-fuel ratio sensor disposed in the exhaust gas passageway downstream of the catalytic converter. The diagnosis system further comprises a control unit connected to the air-fuel ratio sensors and arranged to make an air-fuel ratio feedback control mainly in response to an output signal of the first air-fuel ratio sensor.

Abstract: Fuel amounts injected by a fuel injection valve are summed from when an engine is started to when startup is complete. The temperature of a fuel-deposited part during engine startup is estimated, and an intake rate of a fuel injection amount to a combustion chamber is found from this temperature. A fuel deposition amount at completion of startup is estimated from the sum of fuel injection amounts and this intake rate. By increasing or decreasing the fuel injection amount after startup based on this fuel deposition amount, a post startup air-fuel ratio is rapidly stabilized unaffected by scatter of startup time.

Abstract: A control constant in air-fuel ratio feedback control is determined based on steady state engine running conditions. The difference between the exhaust gas temperature when the engine is In the steady state and the real exhaust gas temperature is found, and the control constant is corrected to rich or lean based on this difference. Preferably, the control constant is corrected to rich when the real exhaust gas temperature is lower than the steady state exhaust gas temperature by more than a fixed value. For example during acceleration or Immediately after start-up, even If the engine speed and load are the same as in the steady state, the exhaust gas temperature is lower than the exhaust gas temperature in the steady state. On the other hand, the air-fuel ratio at which the exhaust conversion efficiency of the catalytic converter is optimized varies with the exhaust gas temperature.

Abstract: A glycide derivative represented by the following general formula (I) is produced by reacting a hydroxyaryl or heteroaryl represented by A-OH with glycidyl tosylate in the presence of a cesium base as a base. Thereby, an aryl glycidyl ether derivative, which is an important intermediate for drug production, can be produced easily and reliably. Particularly when optically active glycidyl tosylate is used, said compound can be obtained at a high optical purity. ##STR1## wherein A represents an aryl group or a heteroaryl group.

Abstract: An air-fuel ratio control system for an internal combustion engine equipped with a three-way catalytic converter. The air-fuel ratio control system is basically arranged to feedback-control air-fuel ratio of air-fuel mixture to be supplied to the engine to fall in a stoichiometric range by regulating a basic fuel supply amount in accordance with an air-fuel ratio feedback correction coefficient. The air-fuel ratio feedback correction coefficient is corrected with an integrated amount which is set to be increased after the measured value of a lapsed engine revolution number exceeds a decision standard. The lapsed engine revolution number is stored in the memory, and the average value of the lapsed engine revolution number is renewed with this stored lapsed engine revolution number in the memory.

Abstract: When engine operation falls in a predetermined zone wherein it is necessary to attenuate engine surging or the like type of engine operating phenomenon, and wherein mapped adaptive update value data is required to exhibit a different resolution to the adaptive update value data which is contained in the remainder of the map not included in the predetermined zone, the operation of the engine in the predetermined zone is detected and an indication of the same set. While the indication is set, updating of the mapped data which corresponds to the predetermined operational zone, is inhibited. In some embodiments mapped data which corresponds to the predetermined operational zone is set in a separate memory section and updated in a manner different from the manner in which the data which does not correspond to the special zone, is updated.

Abstract: A first O.sub.2 sensor is installed upstream, and a second O.sub.2 sensor downstream, of the catalyst converter in the exhaust passage of an engine. It is judged from the output of this first O.sub.2 sensor whether the air-fuel ratio (AFR) has changed beyond the theoretical AFR, and AFR feedback control is performed based on the judgment result. A correction value of an AFR feedback control coefficient is previously stored in each learning area in a memory corresponding to the engine running conditions, and the fuel injection amount supplied by the fuel injector is corrected based on this correction value.The correction value is updated by an updating amount corresponding to the magnitude of the difference between the output of the second O.sub.2 sensor and a value corresponding to the theoretical AFR. Undershoot or overshoot of the AFR is thereby prevented, and the AFR is rapidly brought within a desired range.

Abstract: A fuel injection system for an internal combustion engine has two intake valves for a combination chamber. The fuel injection system is comprised of a fuel injector installed in an intake manifold to supply fuel into the engine. The fuel injector is formed with at least two fuel discharge openings through which fuel sprays are ejected respectively toward the two intake valves. The fuel injector is further formed with at least one air discharge opening through which air is ejected at a high speed toward a position between the fuel sprays thereby to positively separate the fuel sprays from each other.

Abstract: To reliably diagnose catalyst degradation in an air fuel ratio control system without being subjected to the influence of engine operating conditions, a front O.sub.2 sensor output VFO and a rear O.sub.2 sensor output VRO are detected on both the upstream and downstream sides of catalytic converter; air fuel ratio feedback correction coefficients .alpha. are determined on the basis of basic feedback control constants P.sub.R,L or i.sub.R,L and correction values PHOS according to rich and lean air fuel ratio conditions; periods T and amplitudes .alpha..sub.R -.alpha..sub.L of the air fuel ratio feedback correction coefficient .alpha.