Nissan Motor Company Limited

Nippon Sanso Corporation

Tdk Corporation

Fuji Jukogyo Kabushiki Kaisha

Nippon Chemical Industrial Co., Ltd.

Taiyo Yuden Co., Ltd.

Mayekawa Mfg. Co., Ltd.

Subaru Corporation

Tsutomu Kikuchi

Masahiko Yuya

Hitoshi Ishii

Masayuki Tomita

Takao Maitani

Masahiro Fukuzumi

Akira Nishina

Yuichi Iriya

Tetsuya Kimijima

Mitsuhiro Akagi

Katsuaki Uchiyama

Makoto Tanaka

Hideo Yanagita

Hidetoshi Yoshida

Tetsuya Satou

Sadayuki Shoudai

Kazuki Takimoto

Makoto Yasuda

Takashi Nemoto

Takashi Miyagawa

Motoi Yamauchi

Shinichi Okamoto

Yoshinao Ugomori

Iwao Yoshida

Fumio Yukawa

Syouzabu Ura

Ryouta Iwabuchi

Kensuke Matsuki

Kazuhiro Semii

Yuki Maruya

Akira Sakuma

An electronic device includes a support substrate, a piezoelectric layer that is provided on the support substrate, a functional element including an electrode provided on a surface of the piezoelectric layer, a metallic frame body that is provided on the support substrate so as to surround the piezoelectric layer and the functional element in a plan view, a metallic lid that is provided on the frame body so as to form a space between the lid and the support substrate, and seals the functional element into the space, and a columnar body that is provided between the support substrate and the lid in the space.

Electronic device

A process for producing a lithium vanadium phosphate-carbon composite includes a first step that includes mixing a lithium source, a tetravalent or pentavalent vanadium compound, a phosphorus source, and a conductive carbon material source that produces carbon through pyrolysis, in an aqueous solvent to prepare a raw material mixture, a second step that includes heating the raw material mixture to effect a precipitation reaction to obtain a reaction mixture that includes a precipitate, a third step that includes subjecting the reaction mixture that includes the precipitate to wet grinding using a media mill to obtain a slurry that includes ground particles, a fourth step that includes spray-drying the slurry that includes the ground particles to obtain a reaction precursor, and a fifth step that includes calcining the reaction precursor at 600 to 1300&#xb0; C. in an inert gas atmosphere or a reducing atmosphere. A lithium vanadium phosphate-carbon composite produced by the process may provide a lithium secondary battery with excellent battery performance (e.g., high discharge capacity) when used as a cathode active material.

Process for producing lithium vanadium phosphate-carbon composite

A positive-electrode material includes lithium vanadium phosphate particles having an average primary particle diameter from 0.3 &#x3bc;m to 2.6 &#x3bc;m and crystallite sizes from 24 nm to 33 nm. The lithium vanadium phosphate particles are coated with a conductive carbon of a range of 0.5 mass % to 2.4 mass % with respect to a total lithium vanadium phosphate particles.

Positive electrode material

A method for manufacturing a magnetic tape includes the steps of feeding a broad magnetic tape including a broad support formed with a magnetic recording layer on one side thereof and a back coat layer on the other surface thereof to a portion between a disk-like upper blade and a disk-like lower blade overlapping each other and rotating in opposite directions and cutting the broad magnetic tape into magnetic tapes each having a predetermined width, which method for manufacturing a magnetic tape further includes a step of setting a cutting start angle between the disk-like upper blade and the disk-like lower blade overlapping each other and rotating in opposite directions at the time that cutting of the broad magnetic tape fed to a portion between the upper blade and the lower blade by the upper blade and the lower blade is started so that a lower blade side cut surface of the magnetic tape to be formed by cutting the broad magnetic tape includes 40% to 65% of a region formed by cutting the magnetic tape by a breaking force, thereby cutting the broad magnetic tape. According to the above method, it is possible to manufacture a magnetic tape which can minimize an irregular raised and depressed pattern of a cut surface of a magnetic tape.

Magnetic tape and method for manufacturing the same

A method for manufacturing a magnetic tape includes a step of setting a cutting start angle between the disk-like upper blade and the disk-like lower blade overlapping each other and rotating in opposite directions at the time that cutting of the broad magnetic tape fed to a portion between the upper blade and the lower blade by the upper blade and the lower blade is started so that a position where an irregular raised and depressed pattern of a cut surface of the support on the side of the upper blade to be formed becomes locally maximal or a position where an irregular raised and depressed pattern of a cut surface of the support on the side of the lower blade becomes locally maximal satisfies 40&#x2266;100BU/T&#x2266;70 or 40&#x2266;100BL/T&#x2266;70, where BU is the distance from the surface of the back coat layer to the position where the irregular raised and depressed pattern of the cut surface of the support on the side of the upper blade becomes locally maximal, BL is the distance from the surface of the back coat layer to the position where the irregular raised and depressed pattern of the cut surface of the support on the side of the lower blade becomes locally maximal and T is the total thickness of the broad magnetic tape, and cutting the broad magnetic tape, thereby manufacturing the magnetic tape.

An engine control device is configured to cause an engine to operate at the optimum combustion mode according to the load when warming up of an emissions purification catalyst is required, and to obtain reduced HC discharged from the engine and accelerated warm-up of the catalyst. The engine control device performs stratified combustion with a compression stroke injection in a low-load region according to the engine load, and performs double-injection combustion with an intake stroke injection and a compression stroke injection in an intermediate load region, when warming up of the catalyst is required. In a high-load region, the engine control device performs homogenous combustion with an intake stroke injection.

Direct fuel injection/spark ignition engine control device

A four-stroke cycle in-cylinder fuel injection internal combustion engine () comprises a fuel injector () which injects fuel directly into a combustion chamber (), performs stratified charge combustion by means of compression stroke fuel injection, and performs homogeneous combustion by means of intake stroke fuel injection. Upon start-up of the engine (), intake stroke fuel injection is performed at the first combustion opportunity, and compression stroke fuel injection is switched to from the second combustion opportunity onward. In so doing, switching of the combustion system is performed early and independently of the engine rotation speed.

Start-up control of in-cylinder fuel injection internal combustion engine

An engine control device is configured to perform optimum combustion control according to environmental conditions when warming up of a catalyst for emission purification is required. The engine control device performs stratified combustion by the compression stroke injection at the time of startup, when warming up of the catalyst is required. However, under conditions of low air density, stratified combustion by compression stroke injection is prevented, and either homogenous combustion by intake stroke injection is performed, or double injection combustion by intake stroke injection and compression stroke injection is performed. Thus, the engine control device maintains starting properties and prevents adverse effects on engine operability.

An engine system is capable of switching between a first fuel injection mode, in which fuel is injected from a fuel injection valvedirectly into a combustion chamberin the compression stroke, and a second fuel injection mode, in which fuel is injected from the fuel injection valvedirectly into the combustion chamberin the intake stroke. A controllerdetermines the characteristic of the fuel that is supplied to the fuel injection valve, selects either the first fuel injection mode or the second fuel injection mode according to the fuel characteristic, and starts an enginein the selected fuel injection mode.

Direct injection engine system and start-up method for direct injection engine

An in-cylinder fuel injection internal combustion engine () is started up by means of compression stroke fuel injection from the beginning of cranking of the engine () to the end of a stratified combustion start-up period TST. If the engine () reaches complete combustion during the period, a warm-up operation is begun immediately. If the engine () does not reach complete combustion during the period, start-up of the engine () is continued using intake stroke fuel injection. By means of this control, stable start-up is assured while suppressing the discharge of unburned fuel during start-up of the engine ().

Start-up control of in-cylinder fuel injection spark ignition internal combustion engine

A refrigeration unit using ammonia aimed to reduce the amount of charged ammonia, and to establish a measure to render leaked ammonia gas harmless, is provided. The ammonia chiller unit comprises a compressor, a compressor driving motor, an evaporation type condenser, an expansion valve, an evaporator to perform refrigerating cycle using ammonia as a refrigerant. The unit is composed of a lower construction body comprising a compressor, a motor for driving the compressor, a control board, a brine cooler to function as an evaporator, a brine pump, a water tank, a sprinkler pump, etc., and an upper construction body comprising a drain pan and an evaporation type condenser located above the drain pan. The evaporation type condenser is composed of a multitubular heat exchanger having at both end sides an inlet and outlet headers, ammonia refrigerant flowing in one direction, and the multitubular heat exchanger is incline downward from the inlet side toward the evaporator.

Refrigeration unit using ammonia

During start-up of an in-cylinder fuel injection spark ignition engine (), an engine controller () calculates a start-up fuel injection pulse width TIST on the basis of a cooling water temperature Tw, an engine rotation speed Ne, and a fuel supply pressure Pf to a fuel injector () (S). When the fuel supply pressure Pf exceeds a required fuel pressure, the engine controller () executes stratified combustion by means of compression stroke fuel injection. By setting the required fuel pressure precisely in accordance with a start-up condition defined by the start-up fuel injection pulse width TIST and the engine rotation speed Ne, the opportunities for stratified combustion during start-up increase, and the amount of hydrocarbon discharge decreases.

A start-up control device of a direct injection engine has a fuel injector () for injecting fuel into the engine; and a controller. The controller is programmed to determine the presence of a learned value for calculating on the basis thereof a fuel injection amount during start-up of the engine () by means of a stratified charge combustion operation; calculate the fuel injection amount on the basis of the learned value when the learned value is present, and control the fuel injector () to inject fuel in the compression stroke to start up the engine () by means of a stratified charge combustion operation; and control the fuel injector () to inject fuel in the intake stroke of the engine to start up the engine by means of a homogeneous combustion operation when the learned value is absent, and obtain and store the learned value during the homogeneous combustion operation of the engine.

Start-up control of direct injection engine

A combustion control system controls combustion in a direct fuel injection spark ignition engine that maintains a constant pressure in an accumulator when fuel is not being injected. The combustion control system controls combustion when fuel injection is resumed after being temporarily stopped. The combustion control system has a target fuel pressure acquiring section that acquires a target fuel pressure based on an engine rotational speed and an engine load, an actual fuel pressure detecting section that the actual fuel pressure, a timing acquiring section, and a first timing control section. The timing acquiring section acquires the fuel injection timing and ignition timing (50 and 30 degrees BTDC) based on the rotational speed and load. The first timing control section controls the fuel injection timing and the ignition timing based on actual fuel pressure, e.g., retards the fuel injection and ignition timings to 40 and 25 degrees BTDC.

Direct fuel injection combustion control system

There is provided a gas analyzing apparatus capable of minimizing gas remaining by integrating gas switching apparatuses into one and capable of analyzing impurities of ppb level to sub-ppb level contained in various kinds of high-purity gases efficiently and accurately. The gas analyzing apparatus comprises an analyzer introduction passage for introducing a sample gas supplied from a sample gas source into an analyzer via an analyzer introduction valve V; a separator introduction passage diverging from a first side passage of the analyzer introduction valve V for introducing a sample gas into a separator via a separator introduction valve V; a separator flowing-out passage for introducing the sample gas flowing out from the separator into a second side passage of the analyzer introduction valve V via a separator flowing-out valve V; and a gas switching apparatus to be such formed that when the analyzer introduction valve V is opened, the separator introduction valve V and the separator flowing-out valve V are connectively operated to be closed, and when the analyzer introduction valve V is closed, the separator introduction valve V and the separator flowing-out valve V are connectively operated to be opened.

Growing community of inventors

Tokyo, Japan

Tsutomu Kikuchi