Abstract: A magnetic recording medium comprising a nonmagnetic support and a magnetic layer formed on the support and containing a magnetic powder and a binder, wherein said magnetic powder comprises substantially spherical or ellipsoidal particles and at least one element selected from the group consisting of rare earth elements, silicon and aluminum, and has a Fe16N2 phase, an average particle size of 5 to 30 nm and an axis ratio (a ratio of a major axis to a minor axis) of 1 to 2. This magnetic recording medium achieves a high output and has excellent short wavelength recording properties, since it uses a magnetic powder having a very small particle size and has a very high coercive force and a saturation magnetization suitable for high density recording.

Abstract: A magnetic recording medium comprising a non-magnetic support; at least one lower magnetic layer containing magnetic powder and a binder resin, which is formed on one side of the non-magnetic support with or without a non-magnetic primer layer interposed between the non-magnetic support and the lower magnetic layer; at least one non-magnetic intermediate layer containing non-magnetic powder and a binder resin, which is formed on the lower magnetic layer; at least one upper magnetic layer containing magnetic powder and a binder resin, which is formed on the non-magnetic intermediate layer; and a back layer which is formed on the other side of the non-magnetic support, characterized in that the magnetic powder contained in the uppermost magnetic layer of the upper magnetic layer is iron type magnetic powder which comprises substantially spherical or ellipsoidal particles with a number-average particle diameter of 5 to 50 nm and an average axial ratio of 1 to 2, each of said particles containing iron or containi

Abstract: A magnetic recording medium comprising a non-magnetic support, at least one primer layer formed on one surface of the non-magnetic support, comprising a non-magnetic powder and a binder resin, at least one magnetic layer formed on the primer layer, comprising a magnetic powder and a binder resin, and a back layer formed on the other surface of the non-magnetic support, wherein the magnetic powder contained in the uppermost layer of the magnetic layer is a rare earth metal-iron type magnetic powder of substantially spherical or ellipsoidal particles comprising a rare earth element and iron or a transition metal which comprises iron, and has a number average particle size of 5 to 50 nm and an average axis ratio of 1 to 2, and the total thickness of the magnetic recording medium is less than 6 ?m. This magnetic recording medium can achieve an excellent block error rate, which cannot be realized with magnetic recording media comprising conventional acicular magnetic powders.

Abstract: A magnetic recording medium comprising a nonmagnetic support and a magnetic layer formed on the support and containing a magnetic powder and a binder, wherein said magnetic powder comprises substantially spherical or ellipsoidal particles and at least one element selected from the group consisting of rare earth elements, silicon and aluminum, and has a Fe16N2 phase, an average particle size of 5 to 30 nm and an axis ratio (a ratio of a major axis to a minor axis) of 1 to 2. This magnetic recording medium achieves a high output and has excellent short wavelength recording properties, since it uses a magnetic powder having a very small particle size and has a very high coercive force and a saturation magnetization suitable for high density recording.

Abstract: An internal combustion engine (1) causes an air/fuel mixture in a cylinder to combust due to ignition by a spark plug (14). The engine controller (50) calculates a crank angle at knock on the basis of an operating state of the engine (1) (53–54), calculates a knock intensity on the basis of this crank angle at knock (54), calculates a limit ignition timing at which knock is not generated, on the basis of the knock intensity (54), and controls the ignition timing of the spark plug (14) to the limit ignition timing at which knock is not generated (55). Therefore, suitable control of the ignition timing is achieved, by means of a small number of adaptation steps.

Abstract: An internal combustion engine (1) causes an air/fuel mixture in a cylinder to combust due to ignition by a spark plug (14). The engine controller (50) calculates a temperature and pressure in the cylinder on the basis of the operating state of the engine (1) (531), calculates a limit ignition timing at which knock is not generated, on the basis of the temperature and pressure in the cylinder (54), and controls an ignition timing of the spark plug (14) to the limit ignition timing at which knock is not generated (55). Therefore, suitable control of the ignition timing is achieved, by means of a small number of adaptation steps.

Abstract: A semiconductor device comprising: a first insulating film formed on a semiconductor substrate; a semiconductor layer at least a part of which is formed on the first insulating film; a second insulating film comprising a non-doped silicon oxide film and formed on the semiconductor layer; a third insulating film comprising a silicon oxide film containing at least phosphorus formed on the second insulating film; and a fourth insulating film comprising a non-doped silicon oxide film formed on the third insulating film.

Abstract: An assembly of a pneumatic tire and a rim includes a band-like noise damper, having the bottom surface fixed to a tire inner surface or a rim inner surface and the upper surface facing a tire inner space in the tire inner space, and extending in the tire circumferential direction. The noise damper is made of a sponge having a volume in the range of from 0.4 to 20% of the entire volume of the tire inner space. In a tire meridian section, the noise damper is of a laterally long, flat sectional shape having a maximum thickness value (tm) from the bottom surface to the upper surface in the range of from 5 to 45 mm and having a width (W1) of the bottom surface more than the maximum thickness value (tm).

Abstract: An internal combustion engine (1) causes an air/fuel mixture in a cylinder to combust due to ignition by a spark plug (14). An engine controller (50) calculates an ignition delay of the gas in the cylinder on the basis of an operational state of the engine (1)(53), and it calculates a knock generation index which is an indicator of the occurrence of knock on the basis of the ignition delay (53). The controller (50) calculates a limit ignition timing at which knock is not generated, on the basis of the knock generation index (54), and by controlling the ignition timing of the spark plug (14) to the limit ignition timing (55), appropriate control of the ignition timing is achieved by means of a small number of adaptation steps.

Abstract: An intake port (4) is connected to a combustion chamber (6) of an internal combustion engine (1) via an intake valve (15), and a volatile liquid fuel is injected from a fuel injector (21) provided in the intake port (4). The controller (31) calculates a suspension ratio in the combustion chamber (5) of the injected fuel according to the particle diameter of the injected fuel (52–56), calculates an amount of fuel burnt in the combustion chamber (6) based on the suspension ratio (57), calculates a target fuel injection amount based on the burnt fuel amount (75, 76), and controls a fuel injection amount of the fuel injector (21) based on the target fuel injection amount (76). Precise fuel injection control can be performed without performing adaptation experiments, based on particle diameter data for different fuel injectors by taking the particle diameter as a parameter.

Abstract: A magnetic powder consisting of substantially spherical or ellipsoidal particles comprising a transition metal which comprises iron and a rear earth element which is mainly present in the outer layer of the magnetic powder particles, and having a particle size of 5 to 200 nm, a coercive force of 80 to 400 kA/m and a saturation magnetization of 10 to 25 ?Wb/g.

Abstract: A magnetic recording medium comprising a non-magnetic support, at least one primer layer formed on one surface of the non-magnetic support, comprising a non-magnetic powder and a binder resin, at least one magnetic layer formed on the primer layer, comprising a magnetic powder and a binder resin, and a back layer formed on the other surface of the non-magnetic support, wherein the magnetic powder contained in the uppermost layer of the magnetic layer is a rare earth metal-iron type magnetic powder of substantially spherical or ellipsoidal particles comprising a rare earth element and iron or a transition metal which comprises iron, and has a number average particle size 5 to 50 nm and an average axis ratio of 1 to 2, and the total thickness of the magnetic recording medium is less than 6 ?m. This magnetic recording medium can achieve an excellent block error rate, which cannot be realized with magnetic recording media comprising conventional acicular magnetic powders.

Abstract: A magnetic powder consisting of substantially spherical or ellipsoidal particles comprising a transition metal which comprises iron and a rear earth element which is mainly present in the outer layer of the magnetic powder particles, and having a particle size of 5 to 200 nm, a coercive force of 80 to 400 kA/m and a saturation magnetization of 10 to 25 uWb/g.

Abstract: An internal combustion engine (1) causes an air/fuel mixture in a cylinder to combust due to ignition by a spark plug (14). The engine controller (50) calculates a temperature and pressure in the cylinder on the basis of the operating state of the engine (1) (531), calculates a limit ignition timing at which knock is not generated, on the basis of the temperature and pressure in the cylinder (54), and controls an ignition timing of the spark plug (14) to the limit ignition timing at which knock is not generated (55). Therefore, suitable control of the ignition timing is achieved, by means of a small number of adaptation steps.

Abstract: An internal combustion engine (1) causes an air/fuel mixture in a cylinder to combust due to ignition by a spark plug (14). An engine controller (50) calculates an ignition delay of the gas in the cylinder on the basis of an operational state of the engine (1)(53), and it calculates a knock generation index which is an indicator of the occurrence of knock on the basis of the ignition delay (53). The controller (50) calculates a limit ignition timing at which knock is not generated, on the basis of the knock generation index (54), and by controlling the ignition timing of the spark plug (14) to the limit ignition timing (55), appropriate control of the ignition timing is achieved by means of a small number of adaptation steps.

Abstract: An internal combustion engine (1) causes an air/fuel mixture in a cylinder to combust due to ignition by a spark plug (14). The engine controller (50) calculates a crank angle at knock on the basis of an operating state of the engine (1) (53-54), calculates a knock intensity on the basis of this crank angle at knock (54), calculates a limit ignition timing at which knock is not generated, on the basis of the knock intensity (54), and controls the ignition timing of the spark plug (14) to the limit ignition timing at which knock is not generated (55). Therefore, suitable control of the ignition timing is achieved, by means of a small number of adaptation steps.

Abstract: A medical freezer bag having a sufficient strength, which is not damaged at ?196° C., the temperature of liquid nitrogen, and is excellent in low temperature resistance and molding processability, and whole blood, body fluids, and cell suspensions can be aseptically or nontoxically preserved at extremely low temperatures, is provided. The freezer bag is made from a three-layer film where both sides of an ultra-high molecular weight polyethylene film are welded respectively with a thermoplastic resin film having a lower melting point than that of the ultra-high molecular weight polyethylene and having compatibility with the ultra-high molecular weight polyethylene.

Abstract: An intake port (4) is connected to a combustion chamber (6) of an internal combustion engine (1) via an intake valve (15), and a volatile liquid fuel is injected from a fuel injector (21) provided in the intake port (4). The controller (31) calculates a suspension ratio in the combustion chamber (5) of the injected fuel according to the particle diameter of the injected fuel (52-56), calculates an amount of fuel burnt in the combustion chamber (6) based on the suspension ratio (57), calculates a target fuel injection amount based on the burnt fuel amount (75, 76), and controls a fuel injection amount of the fuel injector (21) based on the target fuel injection amount (76). Precise fuel injection control can be performed without performing adaptation experiments, based on particle diameter data for different fuel injectors by taking the particle diameter as a parameter.

Abstract: The common rail fuel injection control device in accordance with the present invention computes a base duty (A) equivalent to a base target opening degree of a metering valve and a correction coefficient (B) based on the engine operation state, adds the value obtained by multiplying an oscillation duty (C) which oscillates periodically by the correction coefficient (B) to the base duty (A), and determines the final duty (D) equivalent to a final target opening degree of the metering valve.

Abstract: The detected values of a common rail pressure that were detected by a pressure sensor are read within crank angle periods ?t which are at least not more than half of a pumping cycle ?T of a supply pump, the values detected within one pumping cycle preceding a reading time (for example, S(1), S(0), . . . S(?4)) are averaged during each of the reading times, and the value thus obtained (for example, Pav(1)) is used as a common rail pressure after averaging processing, which is a representative value or a control value of the actual common rail pressure. The feedback control of common rail pressure is executed by using the values of common rail pressure after averaging processing thus computed by moving averaging. Consequently, the actual common rail pressure is converted into values suitable for control, and the feedback control of common rail pressure is executed with higher accuracy.