Abstract: A ceramic-metal structure in which a metallic body (2) is inserted into or disposed above a through hole (4h) of a ceramic substrate (4) and which includes an annular pad layer (6) disposed around the through hole; an annular ring member (8) joined to the pad layer via a first brazing filler portion (10) and having a coefficient of thermal expansion smaller than that of the metallic body; a second brazing filler portion (12) intervening between the ring member and metallic body; and brazing filler flow prevention layers (7a, 7b) covering an outer surface of the pad layer so as to expose a central region (6c) of the outer surface of the pad layer facing the first brazing filler portion. The first brazing filler portion joins the central region and the ring member without projecting to a radially inner or outer side of the flow prevention layers.

Abstract: A ceramic-metal structure in which a metallic body (2) is inserted into or disposed above a through hole (4h) of a ceramic substrate (4) and which includes an annular pad layer (6) disposed around the through hole; an annular ring member (8) joined to the pad layer via a first brazing filler portion (10) and having a coefficient of thermal expansion smaller than that of the metallic body; a second brazing filler portion (12) intervening between the ring member and metallic body; and brazing filler flow prevention layers (7a, 7b) covering an outer surface of the pad layer so as to expose a central region (6c) of the outer surface of the pad layer facing the first brazing filler portion. The first brazing filler portion joins the central region and the ring member without projecting to a radially inner or outer side of the flow prevention layers.

Abstract: Calculation of a present air-fuel ratio correction coefficient correction value &Dgr;FAF (i) is based on a control parameter calculated by an ECU, a change in air-fuel ratio detected by an air-fuel ratio sensor, a deviation of an actual air-fuel ratio from a target air-fuel ratio and an immediately preceding air-fuel ratio correction coefficient correction value &Dgr;FAF (i−1) Then, a present air-fuel ratio correction coefficient FAF (i) is found by adding the present air-fuel ratio correction coefficient correction value &Dgr;FAF (i) to an immediately preceding air-fuel ratio correction coefficient FAF (i−1). As a result, the air-fuel ratio correction coefficients is not be thrown into confusion and no phenomenon of the air-fuel ratio being thrown into confusion occurs even if the control parameter is changed in accordance with operating conditions of the engine.

Abstract: A program generating apparatus automatically generates a program to be installed on a personal computer (PC) by utilizing a conventional program generating technique first A program executing portion executes the initialization process of the PC program, and the constant data of the program is stored in the RAM of the apparatus as a result of the execution. Further the program executing portion executes an extraction program for extracting the constant data from the RAM into the constant data file. A conversion tool converts each of address values included in the constant data to an array variable description independent of the RAM area, and outputs a converted constant data file as a result of the conversion. A model compiler for ECU generates a definition description of the constant data from the converted constant data file, and combines the definition description with source code except the initialization process.

Abstract: Calculation of a present air-fuel ratio correction coefficient correction value &Dgr;FAF (i) is based on a control parameter calculated by an ECU, a change in air-fuel ratio detected by an air-fuel ratio sensor, a deviation of an actual air-fuel ratio from a target air-fuel ratio and an immediately preceding air-fuel ratio correction coefficient correction value &Dgr;FAF (i−1) Then, a present air-fuel ratio correction coefficient FAF (i) is found by adding the present air-fuel ratio correction coefficient correction value &Dgr;FAF (i) to an immediately preceding air-fuel ratio correction coefficient FAF (i−1). As a result, the air-fuel ratio correction coefficients is not be thrown into confusion and no phenomenon of the air-fuel ratio being thrown into confusion occurs even if the control parameter is changed in accordance with operating conditions of the engine.