Abstract: A semiconductor device and methods of forming the same are disclosed. The semiconductor device includes a substrate, first and second source/drain (S/D) regions, a channel between the first and second S/D regions, a gate engaging the channel, and a contact feature connecting to the first S/D region. The contact feature includes first and second contact layers. The first contact layer has a conformal cross-sectional profile and is in contact with the first S/D region on at least two sides thereof. In embodiments, the first contact layer is in direct contact with three or four sides of the first S/D region so as to increase the contact area. The first contact layer includes one of a semiconductor-metal alloy, an III-V semiconductor, and germanium.

Abstract: A semiconductor device and methods of forming the same are disclosed. The semiconductor device includes a substrate, first and second source/drain (S/D) regions, a channel between the first and second S/D regions, a gate engaging the channel, and a contact feature connecting to the first S/D region. The contact feature includes first and second contact layers. The first contact layer has a conformal cross-sectional profile and is in contact with the first S/D region on at least two sides thereof. In embodiments, the first contact layer is in direct contact with three or four sides of the first S/D region so as to increase the contact area. The first contact layer includes one of a semiconductor-metal alloy, an III-V semiconductor, and germanium.

Abstract: A closed loop timing optimization control for an internal combustion engine closed about the instantaneous rotational velocity of the engine's crankshaft is disclosed herein. The optimization control computes from the instantaneous rotational velocity of the engine's crankshaft, a signal indicative of the angle at which the crankshaft has a maximum rotational velocity for the torque impulses imparted to the engine's crankshaft by the burning of an air/fuel mixture in each of the engine's combustion chambers and generates a timing correction signal for each of the engine's combustion chambers. The timing correction signals, applied to the engine timing control, modifies the time at which the ignition signal, injection signals or both are generated such that the rotational velocity of the engine's crankshaft has a maximum value at a predetermined angle for each torque impulse generated optimizing the conversion of the combustion energy to rotational torque.

Abstract: Closed loop timing and fuel distribution controls for an internal combustion engine operative to control the timing and fuel delivery to each engine combustion chamber is disclosed herein. The closed loop timing and fuel distribution controls are closed about the instantaneous rotational velocity of the engine's output shaft and generate timing and fuel correction signals operative to modify the timing functions of the engine as well as the quantity of fuel delivered to each of the engine's combustion chambers. The control generates from the crankshaft's instantaneous rotational velocity a profile of each torque impulse imparted to the engine's output shaft and computes the phase angle signal indicative of the phase angle of each torque impulse to generate a timing correction signal indicative of the difference between the computed phase angle signal and a desired phase.

Abstract: An integrated closed loop engine control is disclosed in which the fuel delivery and timing functions of the engine are closed about a measurement of the engine's instantaneous rotational velocity. Signals indicative of the profile of each torque impulse imparted to rotary output member of the engine from the burning of an air/fuel mix in the engine's combustion chambers are generated and electrically analyzed to detect perturbation caused by deviations of at least two different engine operational parameters from desired values. Feedback correction signals indicative of the magnitude of the detected perturbations are generated to correct the fuel delivery and timing functions of an engine control to minimize the difference between the actual operating parameters and the desired values.

Abstract: A closed loop engine roughness fuel control for an internal combustion engine operative to maintain the operation of the engine at a predetermined roughness level is disclosed herein. The control measures two rotational intervals within each torque impulse imparted to the engine's crankshaft by the combustion process and generates a speed normalized engine roughness signal indicative of the engine's actual roughness. The engine roughness signal is multiplied by the engine speed and summed with a reference signal to generate a bias signal operative to modify the quantity of fuel being delivered to the engine maintaining the operation of the engine at a predetermined roughness level. A signal indicative of the first derivative of the engine speed is also summed with the reference and roughness signal to compensate for false roughness signals generated during transient modes of operation.

Abstract: A warm-up control for a closed loop engine roughness control responsive to engine load and engine temperature is disclosed herein. The warm-up control provides a first correction signal to the closed loop engine roughness control operative to increase the effective value of the roughness signal in response to a signal indicative of a load being applied to the engine and the engine temperature being below a predetermined temperature and a second correction signal to the closed loop engine roughness control operative to decrease the effective value of the roughness signal in response to a signal indicative of a light engine load and the engine temperature being below a predetermined temperature. The control also generates a transient signal in response to a sudden increase of the engine's load operative to cause the closed loop engine roughness control to generate a fixed output signal for a predetermined length of time.