초록 ▼

A pin array is connectively disposed between a surface region of a heat sink and a surface region of an entity to be cooled. Cooling fluid flows between the heat sink's surface region and the entity's surface region, the fluid flowing adjacent each surface region and through the space occupied by th

A pin array is connectively disposed between a surface region of a heat sink and a surface region of an entity to be cooled. Cooling fluid flows between the heat sink's surface region and the entity's surface region, the fluid flowing adjacent each surface region and through the space occupied by the pins, the fluid thereby being agitated by the pins. Frequent inventive practice attributes the pins with supportability of the entity. The pins can be made to be thermally nonconductive, the heat transfer thus being primarily founded on thermally convective principles involving the cooling fluid, the invention thus being effective in the absence of significant heat conduction from the entity to the heat sink. Typical inventive practice prescribes that a given array is patterned in an orderly fashion, all pins therein are parallel and each pin therein has the same cross-sectional geometry; however, there can be disparity between or among pins in any or all such respects. A pin's cross-sectional geometry can describe any shape—rectilinear, curvilinear or some combination thereof. The configurational regularity of the pins promotes the uniformity of heat transference from the entity's surface region.

대표청구항 ▼

A pin array is connectively disposed between a surface region of a heat sink and a surface region of an entity to be cooled. Cooling fluid flows between the heat sink's surface region and the entity's surface region, the fluid flowing adjacent each surface region and through the space occupied by th

A pin array is connectively disposed between a surface region of a heat sink and a surface region of an entity to be cooled. Cooling fluid flows between the heat sink's surface region and the entity's surface region, the fluid flowing adjacent each surface region and through the space occupied by the pins, the fluid thereby being agitated by the pins. Frequent inventive practice attributes the pins with supportability of the entity. The pins can be made to be thermally nonconductive, the heat transfer thus being primarily founded on thermally convective principles involving the cooling fluid, the invention thus being effective in the absence of significant heat conduction from the entity to the heat sink. Typical inventive practice prescribes that a given array is patterned in an orderly fashion, all pins therein are parallel and each pin therein has the same cross-sectional geometry; however, there can be disparity between or among pins in any or all such respects. A pin's cross-sectional geometry can describe any shape—rectilinear, curvilinear or some combination thereof. The configurational regularity of the pins promotes the uniformity of heat transference from the entity's surface region. n timing. 2. The controller of claim 1, wherein the dead time for the current cycle is a time period from the time when the electromagnet is de-energized to the time when the electromagnetic valve moves by a predetermined distance.3. The controller of claim 2, wherein the predetermined distance is one millimeter.4. The controller of claim 2, wherein a displacement detector determines displacement of an armature of the electromagnetic valve to determine when the electromagnetic valve moves past the predetermined distance.5. The controller of claim 4, wherein the displacement detector comprises, a magnet, and a coil, wherein the magnet moves in unison with an armature associated with an electromagnetic actuator and the coil when energized outputs a voltage value proportional to a magnetic flux density generated by a permanent magnet. 6. The controller of claim 4, wherein the displacement detector further comprises a Hall element, wherein the Hall element detects a magnetic-flux density generated by the magnet. 7. The controller of claim 1, further configured to measure a dead time in a previous cycle; and wherein a deviation between the dead time measured in the previous cycle and an estimated dead time determined in the previous cycle is added to the estimated dead time determined in the current cycle to determine the dead time for the current cycle. 8. The controller of claim 1, further configured to determine a target de-energization timing based on the predetermined parameters and to subtract the dead time for the current cycle from the target de-energization timing to determine the actual de-energization timing, the target de-energization timing indicating when a valve timing command is to be executed.9. The controller of claim of claim 8, wherein the target de-energization timing is determined based on valve timing and engine rotational speed.10. The controller of claim 1, wherein the predetermined parameters include any of engine rotational speed, engine load, supplied voltage, valve timing, and holding current value.11. The controller of claim 1, wherein the actual de-energization timing is identified on a crank pulse signal, the crank pulse signal being output in accordance with the rotation of a crankshaft.12. The controller of claim 1, wherein the controller generates a control signal to control energiziation of the electromagnet and a second electromagnet of the electromagnetic valve based on the predetermined parameters received by the controller.13. The controller of claim 1, wherein the controller further comprises a de-energization control module adapted to generate a timing signal when an armature of an electromagnetic actuator corresponding to the electromagnetic valve reaches a predetermined position.14. A method for controlling an electromagnetic valve, comprising: determining an estimated dead time during opening and closing operation of the electromagnetic valve based on predetermined parameters; determining a dead time for a current cycle in accordance with the estimated dead time; and determining an actual de-energization timing for de-energizing an electromagnet of the electromagnetic valve based on the dead time determined for the current cycle; wherein the electromagnet of the electromagnetic valve is de-energized in accordance with the actual de-energization timing. 15. The method of claim 14, wherein the dead time for the current cycle is a time period from the time when the electromagnet is de-energized to the time when the electromagnetic valve moves by a predetermined distance.16. The method of claim 15, wherein the predetermined distance is one millimeter.17. The method of claim 14, further comprising: measuring a dead time in a previous cycle; determining a deviation between the dead time measured in the previous cycle and an estimated dead time determined in the previous cycle; and adding the deviation to the estimated dead time determined in the current cycle to de termine the dead time for the current cycle. 18. The method of claim 14, further comprising: determining a target de-energization timing based on the predetermined parameters; and subtracting the dead time for the current cycle from the target de-energization timing to determine the actual de-energization timing; wherein the target de-energization timing indicates when a valve timing command is to be executed. 19. The method of claim of claim 18, wherein the target de-energization timing is determined based on valve timing and engine rotational speed.20. The method of claim 14, wherein the predetermined parameters include any of engine rotational speed, engine load, supplied voltage, valve timing, and holding current value.21. The method of claim 14, wherein the actual de-energization timing is identified on a crank pulse signal, the crank pulse signal being output in accordance with the rotation of a crankshaft.22. A controller for controlling an electromagnetic valve, the controller comprising means for determining an estimated dead time in opening and closing operation of the electromagnetic valve based on predetermined parameters; means for determining a dead time for the current cycle in accordance with the estimated dead time; and means for determining an actual de-energization timing for de-energizing an electromagnetic of the electromagnetic valve based on the dead time determined for the current cycle; wherein the electromagnet of the electromagnetic valve is de-energized in accordance with the actual de-energization timing. for EGR operation and an ignition timing for non-EGR operation that are individually determined from first and second maps set in advance; retard amount setting means for setting a retard amount based on a ratio between the estimated EGR rate and the target EGR rate; ignition timing correcting means for correcting the target ignition timing, set by said target ignition timing setting means, in accordance with the retard amount set by said retard amount setting means; and ignition timing controlling means for controlling an ignition timing of the internal combustion engine in accordance with the target ignition timing corrected by said ignition timing correcting means. 2. The ignition timing control system according to claim 1, wherein said retard amount setting means sets the retard amount to be larger in an intermediate zone of the variable range of the ratio between the estimated and target EGR rates.3. The ignition timing control system according to claim 2, further comprising: clip value setting means for setting a clip value, representing an allowable upper limit of the retard amount, in accordance with rotation speed and load of the internal combustion engine, wherein said ignition timing correcting means corrects the target ignition timing based on the retard amount that is limited to the clip value. 4. The ignition timing control system according to claim 2, further comprising: correction coefficient setting means for setting a correction coefficient, which is to be used to correct the retard amount, in accordance with rotation speed and load of the internal combustion engine, wherein said ignition timing correcting means corrects the target ignition timing in accordance with the retard amount corrected by using the correction coefficient. 5. The ignition timing control system according to claim 1, wherein said internal combustion engine comprises a surge tank in which fresh air introduced from the intake system of the engine is mixed with EGR gas introduced through the EGR passage from the exhaust system of the engine, and an intake manifold which includes branches and through which the surge tank is connected with respective cylinders of the engine, and wherein said EGR rate estimating means includes: first EGR-rate calculating means for calculating an EGR rate in the surge tank each time mixture gas is transported from the surge tank to the branches upon intake stroke of the internal combustion engine;EGR rate storing means for storing, as a preceding value, an EGR rate of mixture gas in each of those regions of the branches which are divided in advance in accordance with a transportation stroke of the mixture gas caused with the intake stroke of the engine;second EGR-rate calculating means for calculating an EGR rate of mixture gas in said each region after the transportation stroke and an EGR rate of mixture gas introduced into the respective cylinders after the transportation stroke, each time mixture gas is transported upon intake stroke of the internal combustion engine, in accordance with the EGR rate in the surge tank calculated by said first EGR-rate calculating means, the preceding value of the EGR rate in said each region that is stored in said EGR rate storing means, and volumetric-change-related value correlating with a volumetric change in the mixture gas in the branches; andEGR rate renewing means for renewing the EGR rate, stored in said EGR rate storing means, in accordance with the EGR rate of the mixture gas in said each region of the branch each time the EGR rate is calculated by said second EGR-rate calculating means.6. The ignition timing control system according to claim 5, wherein said second EGR-rate calculating means sets the volumetric-change-related value based on a preceding value and a present value of pressure in the surge tank.7. The ignition timing control system according to claim 5, wherein said first EGR-rate calculating means calculates an EGR amount introdu