Abstract: A method of manufacturing a photoelectric conversion device having a semiconductor substrate, comprises a first step of forming an insulating film on the semiconductor substrate, a second step of forming first holes in the insulating film, a third step of forming, in the insulating film, second holes shallower than the first holes, a fourth step of forming electrically conductive portions by embedding an electrically conductive material in the first holes, and forming planarization assisting portions by embedding the electrically conductive material in the second holes, and a fifth step of polishing the electrically conductive portions, the insulating film, and the planarization assisting portions until the planarization assisting portions are removed, thereby planarizing upper surfaces of the electrically conductive portions and the insulating film.

Abstract: A circuit unit is provided. The circuit unit has an intermittent operation circuit. The intermittent operation circuit is set in an operation state and in a stand-by state periodically. An operation mode control unit generates a test mode control signal to designate either an operation test mode or an intermittent operation test mode of the intermittent operation circuit. The operation test mode corresponds to one of a continuous operation or a predetermined time period operation of the intermittent operation circuit. An operation timing generation unit receives the test mode control signal. The operation timing generation unit produces an operation control signal based on the test mode control signal. The operation control signal is outputted to the intermittent operation circuit to operate or wait the intermittent operation circuit.

Abstract: An LED drive circuit according to an embodiment of the present invention comprises: a constant voltage source configured to supply a constant voltage; a current generating circuit configured to generate a current responsive to the impedance value of an impedance circuit connected to an external terminal, based upon the constant voltage supplied from the constant voltage source; and a current amplifying circuit configured to amplify the current generated by the current generating circuit to generate a drive current for driving LEDs.

Abstract: A fuel vapor treatment system is provided that diagnoses failure of the purge valve using one absolute pressure sensor. The fuel vapor treatment system includes a fuel tank, a canister, a drain cut valve, a purge valve, purge piping and a sensor. The canister adsorbs fuel vapor evaporated from the fuel tank. The drain cut valve controls the introduction of air into the canister. The purge valve is disposed between the canister and an intake passage into which fuel vapor flows from the canister. The purge piping communicates between the fuel tank and the intake passage via the canister. The sensor detects the absolute pressure inside the purge piping. The fuel vapor treatment system is further equipped with an atmospheric pressure setting device that sets the value detected by the sensor when the drain cut valve is open as the atmospheric pressure used for controlling the engine.

Abstract: Fuel vapor from a fuel tank (4) of an engine (1) is adsorbed by a canister (6) via a first passage (9). The canister (6) comprises an air vent (11) which communicates with the atmosphere. The canister (6) communicates with an intake passage (2) of the engine (1) via a second passage (10) provided with a purge valve (13). When the air vent (11) and purge valve (13) are opened, the adsorbed fuel in the canister (6) is purged to the intake passage (2) due to the intake negative pressure of the engine (1). If the negative pressure of the second passage (10) becomes stronger than a reference negative pressure during purging, the purge valve (13) is throttled to prevent an excessive negative pressure from acting on the fuel tank (4).

Abstract: A leak diagnosis control device is provided in a fuel vapor treatment system that uses one sensor to detect both the atmospheric pressure and the pressure inside the fuel vapor treatment system. The leak diagnosis control device closes off the fuel vapor treatment system between a fuel tank and a purge valve, and conducts leak analysis of the fuel vapor treatment system. An absolute pressure sensor is provided to measure the atmospheric pressure as well as the pressure inside the fuel vapor treatment system. When conditions are satisfied, the leak diagnosis control device conducts a leak diagnosis based on the atmospheric pressure and the pressure change inside the fuel vapor treatment system while the fuel vapor treatment system is closed off. The absolute pressure sensor measures the atmospheric pressure based on the open-closed status of the drain cut valve and the purge valve.

Abstract: A fuel vapor treatment system is provided that diagnoses failure of the drain cut valve using one absolute pressure sensor. The fuel vapor treatment system includes a fuel tank, a canister, a drain cut valve, a purge valve, purge piping and a sensor. The canister adsorbs fuel vapor evaporated from the fuel tank. The drain cut valve controls the introduction of air into the canister. The purge valve is disposed between the canister and an intake passage into which fuel vapor flows from the canister. The purge piping communicates between the fuel tank and the intake passage via the canister. The sensor detects the absolute pressure inside the purge piping. The fuel vapor treatment system is further equipped with a failure diagnosis device that sets a reference pressure used for failure diagnosis of the drain cut valve while the purge valve is closed.

Abstract: An evaporative emission control system for an engine (1) includes a fuel tank (2), a pipe (4, 7) connecting the fuel tank and an engine intake passage, a canister (3) which adsorbs fuel evaporating gas vaporized in the fuel tank, a purge valve (8) provided between the intake passage and the canister, and a sensor (9) which is provided between the purge valve and the fuel tank, and detects absolute pressure in the pipe. A controller (15) sets the detected pressure before engine startup as an atmospheric pressure.

Abstract: Fuel vapor from a fuel tank (4) of an engine (1) is adsorbed by a canister (6) via a first passage (9). The canister (6) comprises an air vent (11) which communicates with the atmosphere. The canister (6) communicates with an intake passage (2) of the engine (1) via a second passage (10) provided with a purge valve (13). When the air vent (11) and purge valve (13) are opened, the adsorbed fuel in the canister (6) is purged to the intake passage (2) due to the intake negative pressure of the engine (1). If the negative pressure of the second passage (10) becomes stronger than a reference negative pressure during purging, the purge valve (13) is throttled to prevent an excessive negative pressure from acting on the fuel tank (4).

Abstract: A fuel vapor treatment system is provided that diagnoses failure of the drain cut valve using one absolute pressure sensor. The fuel vapor treatment system includes a fuel tank, a canister, a drain cut valve, a purge valve, purge piping and a sensor. The canister adsorbs fuel vapor evaporated from the fuel tank. The drain cut valve controls the introduction of air into the canister. The purge valve is disposed between the canister and an intake passage into which fuel vapor flows from the canister. The purge piping communicates between the fuel tank and the intake passage via the canister. The sensor detects the absolute pressure inside the purge piping. The fuel vapor treatment system is further equipped with a failure diagnosis device that sets a reference pressure used for failure diagnosis of the drain cut valve while the purge valve is closed.

Abstract: A fuel vapor treatment system is provided that diagnoses failure of the purge valve using one absolute pressure sensor. The fuel vapor treatment system includes a fuel tank, a canister, a drain cut valve, a purge valve, purge piping and a sensor. The canister adsorbs fuel vapor evaporated from the fuel tank. The drain cut valve controls the introduction of air into the canister. The purge valve is disposed between the canister and an intake passage into which fuel vapor flows from the canister. The purge piping communicates between the fuel tank and the intake passage via the canister. The sensor detects the absolute pressure inside the purge piping. The fuel vapor treatment system is further equipped with an atmospheric pressure setting device that sets the value detected by the sensor when the drain cut valve is open as the atmospheric pressure used for controlling the engine.

Abstract: An evaporative emission control system for an engine (1) includes a fuel tank (2), a pipe (4, 7) connecting the fuel tank and an engine intake passage, a canister (3) which adsorbs fuel evaporating gas vaporized in the fuel tank, a purge valve (8) provided between the intake passage and the canister, and a sensor (9) which is provided between the purge valve and the fuel tank, and detects absolute pressure in the pipe. A controller (15) sets the detected pressure before engine startup as an atmospheric pressure.

Abstract: A leak diagnosis control device is provided in a fuel vapor treatment system that uses one sensor to detect both the atmospheric pressure and the pressure inside the fuel vapor treatment system. The leak diagnosis control device closes off the fuel vapor treatment system between a fuel tank and a purge valve, and conducts leak analysis of the fuel vapor treatment system. An absolute pressure sensor is provided to measure the atmospheric pressure as well as the pressure inside the fuel vapor treatment system. When conditions are satisfied, the leak diagnosis control device conducts a leak diagnosis based on the atmospheric pressure and the pressure change inside the fuel vapor treatment system while the fuel vapor treatment system is closed off. The absolute pressure sensor measures the atmospheric pressure based on the open-closed status of the drain cut valve and the purge valve.

Abstract: At the time of a stop of an engine, a diagnostic control unit shuts off a purge line with a purge control valve and an atmospheric port of a canister with a drain cut valve, and thereby holds an evaporative emission control circuit inclusive of a fuel tank and the canister in a state of a closed space during an off period of the engine. At the time of a next start of the engine, the diagnostic control unit measures a pressure in the closed circuit with a pressure sensor and checks a pressure decrease due to condensation of fuel vapors in the closed circuit to determine the existence or nonexistence of leakage.

Abstract: There is provided an apparatus for detecting a leak in an evaporative emission control system for an internal combustion engine including a fuel tank, a canister for collecting fuel vapors from the fuel tank, and a purge control valve disposed between the canister and the intake pipe for allowing flow of the fuel vapors from the canister to the intake pipe such that a fuel vapor flow passage is provided which extends from the fuel tank to the purge control valve by way of the canister.

Abstract: An evaporative emission control system is provided which includes a bypass valve, purge control valve and a vent control valve. To make a leak diagnosis, firstly the vent control valve is closed while the purge control valve is opened, whereby to negatively pressurize the inside of a fuel vapor conduit portion extending from the bypass valve to an intake pipe side. After the pressure in the fuel vapor conduit portion from the bypass valve to the intake pipe is reduced to a predetermined value, the purge control valve is closed. Then, the bypass valve is opened, and after lapse of a predetermined time from the opening of the bypass valve a variation of pressure in a conduit extending from the fuel tank to the purge control valve is asured. Based on the variation of pressure, a leak diagnosis is made.

Abstract: In a scroll type compressor in which a compression mechanism compresses a gaseous fluid with moving the gaseous fluid along a spiral path to produce a compressed gas, an escaping path is provided for escaping the compressed gas from the compression mechanism at an intermediate portion of the spiral path. A pressure transmission path transmits pressure of the compressed gas to a valve mechanism which is for controlling an open and an close of the escaping path. The pressure transmission path has a delay mechanism for delaying transmission of a change of the pressure to the valve mechanism.

Abstract: In a leak test system for a vaporized fuel treatment device of a vehicle using negative pressure, a pressure variation rate in a test flowpath is measured in a predetermined time interval, and a reference value which is larger than the minimum variation rate measured is set in a predetermined time interval. Sloshing in a fuel tank is determined by comparing a latest variation rate with the reference value on each occasion. In this way, sloshing can be detected with high precision at any stage of leak testing, and the leak test is stopped when sloshing is detected.

Abstract: In a scroll type compressor wherein a fixed scroll (8) has an end plate (8b) and an involute vane (8a) fixed to the end plate and is coupled to a movable scroll (5) so as to define a pair of working spaces therebetween, the end plate of the fixed scroll are formed a pair of cylinders each of which communicates with the working spaces via bypass holes (15a) and (15b) formed in the end plate of the fixed scroll. In each of the cylinders, a cylindrical piston valve member (10) is slidably received for opening and closing the bypass holes. Opening or closing of each bypass hole is determined depending on a position of an axial end of the piston valve member relative to the corresponding bypass hole.

Abstract: An apparatus for use with an internal combustion engine having a fuel vapor trap from which fuel vapor is purged into the engine through a purge passage having a purge control valve provided therein. The purge control valve is controlled to permit fuel vapor purge through the purge passage based on the existing engine operating conditions. An air/fuel ratio feedback control correction factor is calculated to correct the air/fuel ratio within a predetermined range based on the air/fuel ratio of the mixture supplied to the engine. A gain value is calculated based on a deviation between the air/fuel ratio feedback correction factor calculated with the fuel vapor purge and the air/fuel ratio feedback correction factor calculated without the fuel vapor purge and a purge rate of the fuel vapor flow rate to the intake air flow rate. The calculated gain values are stored in a memory in respective memory locations addressable by different fuel vapor amounts.