Abstract: A temperature compensated force detection element is provided with a substrate, an insulation layer disposed above the substrate, and a p-type semiconductor layer disposed above the insulation layer, and a positive electrode and a negative electrode disposed apart from each other above the p-type semiconductor layer. A gauge portion being electrically connected to the positive electrode and having a higher impurity concentration than the p-type semiconductor layer, and an n-type region electrically connected to the negative electrode are formed in the p-type semiconductor layer.

Abstract: A control device of an internal combustion engine that can accurately estimate an NOx concentration in exhaust gas by using a cylinder internal pressure as basic data. A cylinder internal pressure sensor provided to the internal combustion engine detects a cylinder internal pressure P?. An internal energy correlation value (?V·dP?/d?·??) having correlation with internal energy consumed in the cylinder is calculated based on the cylinder internal pressure P? and an in-cylinder volume V? (? represents a crank angle). The internal energy correlation value is standardized by a load ratio KL, then corrected by a function f(kl) as for a load factor KL so as to calculate an NOx concentration estimated value [NOx]={(?V·dP?/d?·??)/KL}×f(kl).

Abstract: A gas hydrate slurry dewatering apparatus adapted to feed a raw as into a cylindrical main body of dewatering column so gas to attain pressurization and so suction any gas from the interior of a drainage chamber disposed around the cylindrical main body so as to attain depressurization. An internal tube (8) as a constituent of a dewatering apparatus (6) in which the gas hydrate slurry (S) is introduced is provided with a separating section (7). A drainage chamber (10) is formed by the internal tube (8) and, disposed with a given spacing therefrom, an external tube (9). An exhaust blower (B2) and a drainage pump (P2) are connected to the drainage chamber (10). A gas feed blower (B3) for a raw gas (G1) is connected to the internal tube (8). A differential pressure detector (x1) is provided for detecting any pressure difference between the interior of the internal tube (8) and the interior of the drainage chamber (10).

Abstract: An internal combustion engine (1) is provided with an in-cylinder pressure sensor (15) for detecting an in-cylinder pressure in a combustion chamber (3) and an ECU (20). The ECU 20 calculates a heat release quantity parameter showing a combustion state based upon a detected in-cylinder pressure, calculates a combustion delay based upon the detected in-cylinder pressure, and determines fuel property based upon a comparison between a calculated heat release quantity parameter and the calculated combustion delay; and a heat release quantity parameter and a combustion delay corresponding to reference fuel.

Abstract: An ECU of an internal combustion engine estimates an anticipated air amount in response to a demand for the internal combustion engine and causes an injector to inject an initial amount of fuel determined in accordance with the anticipated air amount so that an air-fuel ratio of a mixture in a combustion chamber is lower than a target value, and thereafter, calculates an amount of intake air aspired into the combustion chamber based on an in-cylinder pressure in the combustion chamber at a given timing during a compression stroke and before ignition, and causes the injector to inject a correction amount of fuel determined based on the calculated amount of the intake air and the initial amount of the fuel so that the air-fuel ratio of the mixture in the combustion chamber corresponds to the target value.

Abstract: This control apparatus estimates a full combustion correspondence period CP, which is the period from an ignition timing SA to a combustion completion time CAe, and controls a VVT advancement amount (burnt gas quantity, overlap period, intake valve open timing) such that the estimated full combustion correspondence period CP coincides with a constant target full combustion correspondence period CPtgt. The full combustion correspondence period CP substantially maintains a one-to-one relation with the VVT advancement amount at which HC, CO2, etc. start to increase, even when the ignition timing SA changes. Thus, even when the ignition timing changes, the burnt gas quantity (overlap period) can be properly controlled. As a result, without increasing the discharge quantities of HC and CO, the discharge quantity of NOX can be reduced. In addition, pumping loss can be reduced, whereby fuel consumption can be improved.

Abstract: An internal combustion engine control apparatus includes an in-cylinder pressure sensor for detecting in-cylinder pressure. A combustion start time and combustion end time, which are parameters serving as control indexes for an internal combustion engine, are determined in accordance with ignition timing. Information about a heat release amount is acquired in accordance with the in-cylinder pressures that are measured at two points by the in-cylinder pressure sensor. The in-cylinder pressure is estimated in accordance with a relationship among the heat release amount information, control index parameters, and in-cylinder pressure.

Abstract: In an internal combustion engine control device having an air-fuel ratio control device that controls the fuel injection amount so that the air-fuel ratio of exhaust gas of an internal combustion engine approaches a target stoichiometric air-fuel ratio, the control device further includes a device that calculates the lower calorific value of fuel, and a device that sets the target stoichiometric air-fuel ratio from the calculated lower calorific value based on a known relationship between the lower calorific value and the stoichiometric air-fuel ratio. It becomes possible to perform the air-fuel ratio control according to the fuel property by utilizing the relationship between the calorific value and the stoichiometric air-fuel ratio.

Abstract: A stress measurement device includes a current supply portion; a series circuit which is connected to the current supply portion and has a piezoresistive element that forms a single gauge resistance and a compensating diode that is connected in series to the piezoresistive element; and a voltage measuring portion that measures voltage between both ends of the series circuit. The single gauge resistance has a piezoresistive effect in which a resistance value changes according to applied stress, and a positive temperature characteristic in which the resistance value increases depending on an increase in temperature. The compensating diode is provided in a forward direction with respect to the current supply portion and has a negative temperature characteristic in which a voltage between an anode and a cathode of the compensating diode decreases depending on the increase in temperature.

Abstract: An internal combustion engine control apparatus includes an in-cylinder pressure sensor for detecting in-cylinder pressure. A combustion start time and combustion end time, which are parameters serving as control indexes for an internal combustion engine, are determined in accordance with ignition timing. Information about a heat release amount is acquired in accordance with the in-cylinder pressures that are measured at two points by the in-cylinder pressure sensor. The in-cylinder pressure is estimated in accordance with a relationship among the heat release amount information, control index parameters, and in-cylinder pressure.

Abstract: An internal combustion engine (1), which generates power by burning a mixture of fuel and air in each combustion chamber (3), is provided with an in-cylinder pressure sensor (15) that is located in the combustion chamber (3) for detecting an in-cylinder pressure, and an ECU (20). ECU (20) calculates a heat quantity of air Qair in the combustion chamber (3) and a heat generation quantity of fuel Qfuel provided into the combustion chamber (3), based upon the in-cylinder pressure detected by the in-cylinder pressure sensor (15) and calculates an air-fuel ratio AF in the combustion chamber (3) based upon the heat generation quantity Qfuel of the fuel and the heat quantity of the air Qair.

Abstract: A control system includes: a detecting device that detects the transition in the cumulative amount of heat generated in a combustion chamber based on the pressure in the combustion chamber in an expansion stroke; and a controller that controls the amount of exhaust gas contained in an air-fuel mixture in the combustion chamber such that the amount of change in the cumulative amount of heat generated in the combustion chamber through a predetermined crank angle range will become a predetermined value.

Abstract: The internal combustion engine has a valve driving mechanism (VM) capable of changing the valve-opening characteristic of at least one of an intake valve (Vi) and an exhaust valve (Ve), an in-cylinder pressure sensor for detecting the in-cylinder pressure in a combustion chamber and ECU. ECU calculates the variation amount of the in-cylinder pressure caused by the valve-overlap of the intake valve (Vi) and the exhaust valve (Ve), and based on this variation amount of the in-cylinder pressure and the in-cylinder pressure detected at a predetermined timing in the compression stroke, calculates an amount of air sucked in the combustion chambers, as well as, based on this calculated intake air amount, determines the ignition timing. The amount of air sucked in the combustion chamber is accurately and costlessly calculated, and the ignition timing is optimally determined by using the calculated air amount.

Abstract: An ECU of an internal combustion engine estimates an anticipated air amount in response to a demand for the internal combustion engine and causes an injector to inject an initial amount of fuel determined in accordance with the anticipated air amount so that an air-fuel ratio of a mixture in a combustion chamber is lower than a target value, and thereafter, calculates an amount of intake air aspired into the combustion chamber based on an in-cylinder pressure in the combustion chamber at a given timing during a compression stroke and before ignition, and causes the injector to inject a correction amount of fuel determined based on the calculated amount of the intake air and the initial amount of the fuel so that the air-fuel ratio of the mixture in the combustion chamber corresponds to the target value.

Abstract: An internal combustion engine (1), which generates power by burning a mixture of fuel and air in each combustion chamber (3), is provided with an in-cylinder pressure sensor (15) that is located in the combustion chamber (3) for detecting an in-cylinder pressure, and an ECU (20). ECU (20) calculates a heat quantity of air Qair in the combustion chamber (3) and a heat generation quantity of fuel Qfuel provided into the combustion chamber (3), based upon the in-cylinder pressure detected by the in-cylinder pressure sensor (15) and calculates an air-fuel ratio AF in the combustion chamber (3) based upon the heat generation quantity Qfuel of the fuel and the heat quantity of the air Qair.

Abstract: An internal combustion engine (1) provided with a valve mechanism (VM) able to change a valve opening characteristic of at least one of an intake valve (Vi) and exhaust valve (Ve), a cylinder pressure sensor (15) for detecting a cylinder pressure in a combustion chamber (3), and an ECU (20), wherein the ECU (20) calculates the amount of air sucked into the combustion chamber (3) based on an intake air pressure during valve overlap between the intake valve (Vi) and the exhaust valve (Ve), the exhaust gas pressure during valve overlap, a cylinder pressure during the compression stroke detected by a cylinder sensor (15), and a gas passage effective area during valve overlap.

Abstract: An internal combustion engine (1) generates power by burning a mixture of fuel and air in a combustion chamber (3). The internal combustion engine (1) is provided with a crank angle sensor (14), an in-cylinder pressure sensor (15) detecting an in-cylinder pressure at the time when a crank angle detected by the crank angle sensor (14) reaches a predetermined angle, and an ECU (20). The ECU (20) calculates a combustion rate at predetermined timing based upon a control parameter which is a product of an in-cylinder pressure detected by the in-cylinder pressure sensor (15) and a value obtained by exponentiating an in-cylinder volume at the timing of detecting the in-cylinder pressure with a predetermined index, and corrects ignition timing by each ignition plug (7) so that the calculated combustion rate is equal to a target value.

Abstract: A stress measurement device includes a current supply portion; a series circuit which is connected to the current supply portion and has a piezoresistive element that forms a single gauge resistance and a compensating diode that is connected in series to the piezoresistive element; and a voltage measuring portion that measures voltage between both ends of the series circuit. The single gauge resistance has a piezoresistive effect in which a resistance value changes according to applied stress, and a positive temperature characteristic in which the resistance value increases depending on an increase in temperature. The compensating diode is provided in a forward direction with respect to the current supply portion and has a negative temperature characteristic in which a voltage between an anode and a cathode of the compensating diode decreases depending on the increase in temperature.

Abstract: An internal combustion engine (1) provided with a valve mechanism (VM) able to change a valve opening characteristic of at least one of an intake valve (Vi) and exhaust valve (Ve), a cylinder pressure sensor (15) for detecting a cylinder pressure in a combustion chamber (3), and an ECU (20), wherein the ECU (20) calculates the amount of air sucked into the combustion chamber (3) based on an intake air pressure during valve overlap between the intake valve (Vi) and the exhaust valve (Ve), the exhaust gas pressure during valve overlap, a cylinder pressure during the compression stroke detected by a cylinder sensor (15), and a gas passage effective area during valve overlap.

Abstract: An internal combustion engine (1) generates power by burning an air-fuel mixture in a combustion chamber (3). The internal combustion engine (1) is provided with an in-cylinder pressure sensor (15) and an ECU (20). The ECU 20 calculates at two predetermined points control parameters each of which is a product of an in-cylinder pressure detected by the in-cylinder pressure sensor (15) and a value obtained by exponentiating an in-cylinder volume at the time of detecting the in-cylinder pressure by a predetermined index number, as well as determines a misfire condition in the combustion chamber (3) based on the difference component in the control parameters between the two predetermined points.