Abstract: An abnormality diagnosis device includes: a data acquirer to acquire a current waveform and a driving frequency of an electric motor; a storage which stores a combination of a current value of the current waveform and the driving frequency at an identical time by the data acquirer; a data determiner to determine whether or not a current value of the current waveform and the driving frequency as a diagnosis target at an identical time by the data acquisition match the combination stored in the storage; an analyzer to perform frequency analysis for the current waveform determined to be matched by the data determiner, to extract sideband waves, and calculate a spectrum intensity of the sideband waves; and an abnormality diagnosis processor to make a diagnosis that abnormality has occurred, when the spectrum intensity of the sideband waves is equal to or greater than a threshold.

Abstract: An acoustic wave device includes: a first substrate having a first surface on which an acoustic wave element is located; a second substrate having a second surface on which a functional element is located; a third substrate having a third surface, which faces the first and second surfaces, and a fourth surface being opposite to the third surface, a first metal layer separated from the acoustic wave element and a wiring line in the first substrate and connecting the first and third surfaces; a second metal layer separated from the functional element and a wiring line in the second substrate and connecting the second and third surfaces; a first metal pattern located on the third surface, being in contact with the first and second metal layers, and connecting the first and second metal layers; and a terminal located on the fourth surface and electrically connectable to the first metal pattern.

Abstract: An acoustic wave device includes: a first substrate having a first surface on which an acoustic wave element is located; a second substrate having a second surface on which a functional element is located; a third substrate having a third surface, which faces the first and second surfaces, and a fourth surface being opposite to the third surface, a first metal layer separated from the acoustic wave element and a wiring line in the first substrate and connecting the first and third surfaces; a second metal layer separated from the functional element and a wiring line in the second substrate and connecting the second and third surfaces; a first metal pattern located on the third surface, being in contact with the first and second metal layers, and connecting the first and second metal layers; and a terminal located on the fourth surface and electrically connectable to the first metal pattern.

Abstract: There are provided a compound semiconductor device having a semiconductor multilayered structure, and a method of manufacturing the same. The semiconductor multilayered structure consists of a first recess etching stopper formed on a conductive layer of a compound semiconductor, a first semiconductor layer formed on the first recess etching stopper layer, a second recess etching stopper layer formed on the first semiconductor layer, and a second semiconductor layer formed on the second recess etching stopper layer.

Abstract: A compound semiconductor wafer is dipped into water at a temperature of 5.degree. C. for about 10 seconds to preliminarily adjust to a temperature substantially equal to a temperature of etching agent. Next, with taking a photoresist as a mask, etching is performed at 5.degree. C. employing a mixture of 50 wt % of citric acid solution and 30 wt % of hydrogen peroxide solution in a volume ratio of 3:1. Thereafter, gate metal is deposited, and the mask and excessive metal are removed by a lift-off or other method to fabricate a semiconductor device.

Abstract: In a field effect transistor, a semiconductor channel layer is formed for carriers to run therein, and a first conductive semiconductor carrier supply layer is formed on the channel layer. Also, a second conductive semiconductor layer has a conductive type opposite to the carrier supply layer or contacts the gate electrode and is formed of same materials as the carrier supply layer. A third conductive semiconductor layer is formed on the layer having a conductive type opposite to the carrier supply layer or contacting the gate electrode and has the same conductive type of the carrier supply layer. A schottky gate electrode is formed in contact with the second conductive semiconductor layer.

Abstract: A combustion control device for internal combustion engines, comprising cylinder pressure detecting means for detecting the combustion pressure in a cylinder, crank angle detecting means for detecting a crank angle of the engine to be controlled, cylinder pressure monitoring means for finding and monitoring the waveform of the cylinder pressure based on the cylinder pressure detected by the cylinder pressure detecting means and a crank angle signal outputted from the crank angle detecting means, calculating means for calculating thermal efficiency based on the found waveform, and combustion control means for controlling the amount of fuel supply to the engine, ignition timing and the amount of exhaust gas recirculation, depending on the results of the calculation by the calculating means.

Abstract: An electronic control fuel injection device for an internal combustion engine having an inner cylinder pressure sensor for detecting a pressure of a combustion chamber of the internal combustion engine; a crank angle sensor for detecting a crank angle; a device for synthesizing the detected inner cylinder pressure by predetermined crank angles; a device for calculating an intake air quantity based on an engine revolution number which is obtained from the synthesized inner cylinder pressure and the crank angle; a device for synthesizing the calculated intake air quantity in predetermined cycles; and a device for calculating a fuel injection quantity based on the synthesized intake air quantity.

Abstract: The inner pressure of cylinder of an internal combustion engine and the crank angle are detected when the engine is in steady state. On the basis of the values as detected, at least one of a fuel quantity or an ignition timing is determined whereby an amount of fuel to be injected to the cylinder or an ignition timing is controlled.

Abstract: An apparatus for controlling ignition timing in an internal combustion engine wherein the ignition timing is controlled such that a crank angle at which an increased rate of pressure in a cylinder is maximized coincides with a target value, e.g., an MBT point or the like. The apparatus detects an occurrence of incorrect ignition in response to a signal indicative of pressure in the cylinder and inhibits feedback control from being carried out for the ignition timing when an occurrence of incorrect ignition is detected. The crank angle, at which an increased rate of pressure in the cylinder is maximized, is calculated in response to a signal indicative of pressure in the cylinder, a reference pulse transmitted from a crank angle sensor and a pulse transmitted per 1.degree. of a crank angle of the crankshaft. The target value is set to a value by which a maximum torque is obtainable within a range where no knocking occurs.

Abstract: An ignition timing controlling apparatus which calculates a crank angle when the pressure building-up rate in a cylinder of an internal combustion engine is the maximum, and feedback-controls an ignition timing so as to make the deviation value between the crank angle and the target value thereof be zero. The apparatus does not feedback-control in the predetermined running region where the crank angle at which pressure building-up rate in the cylinder at the time of light loading, idling and so on is the maximum is unstabilized, and ignites a plug at a basic ignition timing determined by running state of the engine as well as makes the gain of feedback-control differ from each other according to whether the deviation is in the advanced angle side or delayed angle side, and is capable of controlling ignition timing so that the maximum torque can be obtained regardless of elapsing change and dispersion in manufacturing.

Abstract: A control apparatus for an internal combustion engine calculates a basic fuel injection amount or a basic ignition timing for an engine based on the air intake quantity into the cylinders of the engine. The air intake quantity is calculated based on the pressure within a cylinder of the engine at a prescribed crankshaft angle. The fuel injection amount or the ignition timing is then controlled by feedback control so that a prescribed controlled variable, which is a function of the cylinder internal pressure, attains a target value.

Abstract: An engine-start discriminating apparatus which comprises a cylinder pressure sensor for detecting a cylinder pressure in an internal combustion engine, a combustion parameter operating component for extracting for an arithmetic operation a parameter of combustion indicating a state of combustion in the engine on the basis of the output signal of the cylinder pressure sensor, and a start discriminating component for discriminating the starting of the engine on the basis of the output of the operating component.

Abstract: An air-fuel ratio control system for an internal combustion engine is disclosed. A basic fuel injection quantity is determined by using a cylinder pressure at a predetermined crank angle, and a signal provided by an intake air temperature sensor as parameters. A compensation fuel injection quantity for an accelerating mode or a decelerating mode is determined on the basis of a predetermined cylinder pressure variation corresponding to the variation of the output of a throttle opening sensor and an engine speed. The air-fuel ratio control system does not need an expensive air flow meter.

Abstract: A valve timing control apparatus for an internal combustion engine capable of controlling the opening and closing timing of the intake and exhaust valves with a high degree of preciseness, as well as improving the air-intake and exhaust-discharge efficiency of the engine for increased engine output power.

Abstract: A fuel control apparatus for an internal combustion engine comprises a pressure sensor for detecting the pressure in a combination chamber and a crank angle sensor for detecting a crank angle. During compression stroke, a microcomputer calculates the difference in pressure in the combustion chamber between two crank angles, or differentiates the pressure in the combustion chamber with respect to the crank angle at an arbitrary crank angle. Then, the microcomputer normalizes the pressure difference between the two crank angles by the pressure difference between the two crank angles when the engine is in an arbitrary reference condition, for example, its start condition, or normalizes the differentiated pressure at the arbitrary crank angle by the differentiated pressure at the arbitrary crank angle when the engine is in the arbitrary reference condition, for example, its start condition.

Abstract: This invention provides a controller for controlling the combustion of an internal combustion engine. The controller comprises pressure sensors for detecting the pressure in a set of cylinders. The detected pressure profile in the cylinders is used to determine the combustion parameters, based on which the drive control parameters are determined. The combustion of the engine is normally controlled with those drive control parameters while the control is performed by means of predetermined parameters in the event of no combustion occurring. In determining the combustion parameters, the controller in accordance with this invention calibrates the pressure profile detected by the pressure sensor to eliminate the modulus and the offset of the pressure sensor from the pressure profile. The modulus and the offset are renewed on a proper basis to make up for the drawback that the modulus and the offset fluctuate in response to changes in temperature.

Abstract: The present invention relates to a pressure detecting apparatus which detects the peak of combustion pressure in a cylinder of an internal combustion engine and the timing of that peak. The apparatus according to the present invention can be constructed in two alternative ways. That is, in one way, once stored data of combustion pressure in the cylinder is read out in reverse order, thus the difference between the read-out data and the data of combustion pressure in the cylinder is obtained, and the peak of combustion pressure in the cylinder and the timing of the peak are detected in accordance with the difference. In another way, the inflection points of the differentiated result of the data of combustion pressure in the cylinder are detected, and the peak of combustion pressure and the timing of the peak are detected in accordance with the inflection points.

Abstract: An air-to-fuel ratio control device for an internal combustion engine is disclosed, which comprises a pressure sensor for detecting the pressure P within a cylinder of the engine, and means for computing an actual value of the ratio (dP/d.theta.)max/Pmax, wherein (dP/d.theta.)max is the maximum rate of change in pressure P within the cylinder with respect to the crank angle .theta. and Pmax is the maximum pressure in the cylinder during a predetermined interval in a cycle of the cylinder. A target value of the ratio (dP/d.theta.)max/Pmax is obtained by converting the optimum air-to-fuel ratio corresponding to the operating condition of the engine, the conversion being effected by means of a relationship established between the values of the air-to-fuel ratio and those of the ratio (dP/d.theta.)max/Pmax. A control element controls the amount of injected fuel to reduce the deviation of the actual value of the ratio (dP/d.theta.)max/Pmax with respect to the target value thereof.

Abstract: The electronic controller for an internal combustion engine is adapted to reduce an output power of the internal combustion engine by controlling a fuel supply quantity or an ignition angle during a predetermined duration from a timing when a vehicle was brought into an accelerated condition, so that an output power of the engine is reduced for an predetermined duration before the first positive peak of a acceleration vibration of the vehicle is generated with an increase of the output power of the engine to suppress the acceleration vibration in longitudinal direction.