Abstract: A magnetic sensor device includes at least one magnetic sensor and a support. A center of gravity of an element layout area of the at least one magnetic sensor is deviated from a center of gravity of a reference plane of the support. The at least one magnetic sensor includes four resistor sections constituted by a plurality of magnetoresistive elements. Magnetization of a free layer in each of two of the resistor sections includes a component in a third magnetization direction. The magnetization of a free layer in each of the other two resistor sections includes a component in a fourth magnetization direction opposite to the third magnetization direction.

Abstract: A magnetic sensor device includes a stacked structure including a sensor substrate and a sensor element circuitry. The sensor substrate has a surface and a perimeter. The sensor element circuitry is provided on the surface of the sensor substrate, has a perimeter, and includes one or more magnetic sensor elements. As viewed in a plane parallel to the surface, a portion or all of the perimeter of the sensor element circuitry is located at a position different from a position of the perimeter of the sensor substrate.

Abstract: An air-conditioning system control apparatus for controlling an air-conditioning system of a vehicle equipped with a motive power engine, having: a device for determining whether there is a history of a load that has been applied to a compressor, operated by the output of the motive power engine, equal to or greater than a threshold, during operation of the air-conditioning system; a device for carrying out initial operation process of the air-conditioning system if the load history determination device determines that there is a history of a load equal to or greater than the threshold has been applied to the compressor; and a device for carrying out liquid accumulation resolution process when liquefaction of a refrigerant occurs in the compressor only if the load history determination device determines that there is no history of a load equal to or greater than the threshold has been applied to the compressor.

Abstract: An ignition timing control apparatus for an internal combustion engine, when determining that recalculations are possible from the time when final ignition timing is calculated normally to final ignition timing, recalculates the correction amount of the ignition timing by feedback control and the final ignition timing. Accordingly, engine speed at a time closer to actual ignition timing is reflected on the final ignition timing. This configuration prevents overshoot from occurring even when a feedback gain is made greater and thus allows highly-responsive feedback control of the ignition timing thereby suppressing the change in rotation of the engine effectively. When the recalculations are not performed, the final ignition timing based on the correction amount, as normally calculated, is used. Thus, the final ignition timing is maintained at certain accuracy and abnormal ignition such as accidental fire is prevented.

Abstract: A refrigeration cycle apparatus includes a compressor, a condenser, a pressure-reducing mechanism, an evaporator, an orifice provided in a refrigerant flow path from the compressor to the pressure-reducing mechanism, a differential pressure sensor that detects the differential pressure before and after the orifice, a refrigerant flowrate calculating portion that calculates a refrigerant flowrate based on the differential pressure, and a torque estimating portion that estimates the torque required to drive the compressor based on the refrigerant flowrate calculated by the refrigerant flowrate calculating portion, the intake pressure of the compressor, and the discharge pressure of the compressor.

Abstract: An ignition timing control apparatus for an internal combustion engine, when determining that recalculations are possible from the time when final ignition timing is calculated normally to final ignition timing, recalculates the correction amount of the ignition timing by feedback control and the final ignition timing. Acccordingly, engine speed at a time closer to actual ignition timing is reflected on the final ignition timing. This configuration prevents overshoot from occurring even when a feedback gain is made greater and thus allows highly-responsive feedback control of the ignition timing thereby suppressing the change in rotation of the engine effectively. When the recalculations are not performed, the final ignition timing based on the correction amount, as normally calculated, is used. Thus, the final ignition timing is maintained at certain accuracy and abnormal ignition such as accidental fire is prevented.

Abstract: A compressor drive torque estimating device suppresses a discrepancy between an estimated drive torque, which is based on a torque estimating device of a compressor, and an actual drive torque of the compressor. The discrepancy is due to delay in switching between employment of the torque estimating device and the actual drive torque of the compressor in judging the compressor torque. Thus, even in a transitional state immediately after the start of compression, the idling speed of an engine driving the compressor is controlled based on an accurate estimate of the compressor torque, to improve the stability of the engine idle speed.

Abstract: An air-conditioning system control apparatus for controlling an air-conditioning system of a vehicle equipped with a motive power engine, having: a device for determining whether there is a history of a load that has been applied to a compressor, operated by the output of the motive power engine, equal to or greater than a threshold, during operation of the air-conditioning system; a device for carrying out initial operation process of the air-conditioning system if the load history determination device determines that there is a history of a load equal to or greater than the threshold has been applied to the compressor; and a device for carrying out liquid accumulation resolution process when liquefaction of a refrigerant occurs in the compressor only if the load history determination device determines that there is no history of a load equal to or greater than the threshold has been applied to the compressor.

Abstract: A refrigeration cycle apparatus includes a compressor, a condenser, a pressure-reducing mechanism, an evaporator, an orifice provided in a refrigerant flow path from the compressor to the pressure-reducing mechanism, a differential pressure sensor that detects the differential pressure before and after the orifice, a refrigerant flowrate calculating portion that calculates a refrigerant flowrate based on the differential pressure, and a torque estimating portion that estimates the torque required to drive the compressor based on the refrigerant flowrate calculated by the refrigerant flowrate calculating portion, the intake pressure of the compressor, and the discharge pressure of the compressor.

Abstract: An engine ECU executes a program including a step of sensing a coolant temperature TW of an engine, if a start request of the engine is sensed, a step of causing only an intake manifold injector to inject fuel to start engine 10, if coolant temperature TW is lower than a threshold value TW(0), and a step of causing only an in-cylinder injector to inject fuel to start engine 10, if coolant temperature TW is higher than threshold value TW(0).

Abstract: A double system of fuel injection type internal combustion engine includes: a direct injection injector and a port fuel injection injector; a control unit for changing a fuel injection distribution ratio of fuels injected from these injectors; a delivery pipe for the direct injection injector; a high pressure fuel pump; a fuel pressure sensor and a fuel temperature sensor for detecting a fuel pressure and a fuel temperature in the delivery pipe; and a fuel regulating unit for regulating the fuel pressure and fuel temperature in the delivery pipe. The control unit can control the fuel regulating unit so as to lower the exceeding value thereof when the fuel injection distribution ratio of the port fuel injection injector is higher than that of the direct injection injector and at least one of the fuel pressure value and fuel temperature value exceeds an aimed value.

Abstract: At the time of startup of an engine having an in-cylinder injector and an intake manifold injector, a risk of pre-ignition during the first-time compression stroke is determined based on a rotational angle of a crankshaft at the time of previous engine stop. When there is a high risk of pre-ignition, fuel injection from the in-cylinder injector having been set to make an air-fuel ratio within the combustion chamber become out of a range enabling combustion (to attain an over-rich condition) is carried out in addition to fuel injection from the intake manifold injector for normal engine startup. Pre-ignition is thus prevented, and smooth engine startup is ensured.

Abstract: An engine ECU executes a program including a step of sensing a coolant temperature TW of an engine, if a start request of the engine is sensed, a step of causing only an intake manifold injector to inject fuel to start engine 10, if coolant temperature TW is lower than a threshold value TW(0), and a step of causing only an in-cylinder injector to inject fuel to start engine 10, if coolant temperature TW is higher than threshold value TW(0).

Abstract: A double system of fuel injection type internal combustion engine includes: a direct injection injector and a port fuel injection injector; a control unit for changing an fuel injection distribution ratio of fuels injected from these injectors; a delivery pipe connected to the direct injection injector so as to supply the fuel to the direct injection injector; a high pressure fuel pump for supplying the fuel under pressure to the direct injection injector through the delivery pipe; a fuel pressure sensor and a fuel temperature sensor for detecting a fuel pressure and a fuel temperature in the delivery pipe; and a fuel regulating unit for regulating the fuel pressure and fuel temperature in the delivery pipe.

Abstract: At the time of startup of an engine having an in-cylinder injector and an intake manifold injector, a risk of pre-ignition during the first-time compression stroke is determined based on a rotational angle of a crankshaft at the time of previous engine stop. When there is a high risk of pre-ignition, fuel injection from the in-cylinder injector having been set to make an air-fuel ratio within the combustion chamber become out of a range enabling combustion (to attain an over-rich condition) is carried out in addition to fuel injection from the intake manifold injector for normal engine startup. Pre-ignition is thus prevented, and smooth engine startup is ensured.