What is claimed is:
1. An automotive four-cycle engine whose power cycle has four strokes including intake, compression, expansion and exhaust strokes, each stroke being defined as a movement of a piston in a single direction between a top dead center and a bottom dead center, wherein a closing point of an exhaust valve defined as a point of transfer from an acceleration portion to a constant speed portion on its valve lift characteristics curve is set to a point a specific period before the intake top dead center between the exhaust stroke and the intake stroke and an opening point of an intake valve defined as a point of transfer from a constant speed portion to an acceleration portion on its valve lift characteristics curve is set to a point after the intake top dead center at least in medium- to high-speed ranges at least in medium- to high-load regions of the engine excluding its maximum-load region.
2. The automotive four-cycle engine according to claim 1, wherein the opening point of the intake valve is set to a point a specific period after the intake top dead center within an earlier part of the intake stroke and a period during which the intake top dead center occurs and both the exhaust valve and the intake valve are closed is provided at least in the medium-speed range at least in the medium- to high-load regions of the engine.
3. The automotive four-cycle engine according to claim 1, comprising:
an operating condition identifier for judging an engine operating condition based on an engine speed and an engine load;
a valve timing adjuster for varying the opening and closing timing of at least the exhaust valve or the intake valve; and
a controller which controls the valve timing adjuster to adjust the valve opening and closing timing according to the engine operating condition in such a manner that the period from the closing point of the exhaust valve to the opening point of the intake valve, during which the intake top dead center occurs, becomes longer in the medium-speed range than in the high-speed range in the medium- to high-load regions of the engine when the engine operating condition determined by the operating condition identifier indicates that the engine is at least in the medium- to high-load regions.
4. The automotive four-cycle engine according to claim 3, wherein a crank angle period from the intake top dead center to a closing point of the intake valve is made longer than a crank angle period from the closing point of the exhaust valve to the intake top dead center in the medium-speed range at least in the medium- to high-load regions of the engine.
5. The automotive four-cycle engine according to claim 1, comprising:
an operating condition identifier for judging an engine operating condition based on an engine speed and an engine load;
a valve timing adjuster for varying the opening and closing timing of at least the exhaust valve; and
a controller which controls the valve timing adjuster in such a manner that the closing point of the exhaust valve occurs after the intake top dead center when the engine operating condition determined by the operating condition identifier indicates that the engine is in the maximum-load region.
6. The automotive four-cycle engine according to claim 5, wherein the valve timing adjuster varies the valve opening and closing timing by varying the phase of rotation of a cam shaft with respect to a crankshaft without altering a valve open period.
7. The automotive four-cycle engine according to claim 5, wherein the closing point of the exhaust valve is gradually retarded as the engine load approaches from that in an engine operating range in which the closing point of the exhaust valve is set to the point the specific period before the intake top dead center to that in the maximum-load region.
8. The automotive four-cycle engine according to claim 5, wherein the valve timing adjuster is of a type capable of individually varying the opening and closing timing of the exhaust valve and the intake valve, and both the closing point of the exhaust valve and the opening point of the intake valve are set to a point after the intake top dead center in the maximum-load region in the high-speed range of the engine.
9. The automotive four-cycle engine according to claim 1, further comprising a turbocharger, wherein at least the closing point of the exhaust valve is set to a point before the intake top dead center in the maximum-load region in the medium- to high-speed ranges of the engine.
10. The automotive four-cycle engine according to claim 9, further comprising an air-fuel ration controller for controlling the air-fuel ratio of a mixture in a combustion chamber, wherein the air-fuel ratio is made equal to or larger than the stoichiometric air-fuel ratio in the maximum-load region in the medium- to high-speed ranges of the engine.
11. An automotive four-cycle engine whose power cycle has four strokes including intake, compression, expansion and exhaust strokes, each stroke being defined as a movement of a piston in a single direction between a top dead center and a bottom dead center, wherein a closing point of an exhaust valve is set to a point in a latter part of the exhaust stroke a specific period before the intake top dead center between the exhaust stroke and the intake stroke such that already combusted gases are left in a combustion chamber, and an opening point of an intake valve is set to a point after the intake top dead center such that the pressure in the combustion chamber increases during a specific period from the latter part of the exhaust stroke to the intake top dead center, at least in medium- to high-speed ranges at least in medium- to high-load regions of the engine excluding its maximum-load region.
12. The automotive four-cycle engine according to claim 11, wherein a crank angle period from the intake top dead center to a closing point of the intake valve is made longer than a crank angle period from the closing point of the exhaust valve to the intake top dead center, so that the pressure in the combustion chamber after the intake top dead center gradually decreases during a longer period than said specific period during which the pressure in the combustion chamber increases, in the medium-speed range at least in the medium- to high-load regions of the engine.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1-4. (canceled)
5. A method for manufacturing an amorphous oxide film which contains In or Zn and which is used as a channel layer of a field effect transistor, the amorphous oxide film showing an electron carrier concentration and an electron mobility such that the electron mobility tends to increase as the electron carrier concentration increases, the method comprising the steps of:
disposing a substrate in a film-forming apparatus; and
forming the amorphous oxide film on the substrate by a sputtering method while a hydrogen gas and an oxygen gas are introduced in the film-forming apparatus at respective partial pressures of 0.001 to 0.01 Pa and 0.008 to 0.5 Pa.
6. (canceled)
7. A manufacturing apparatus for manufacturing an amorphous oxide film which is formed on a substrate and which is used as a channel layer of a field effect transistor, the apparatus comprising:
a film-forming chamber;
evacuation means for evacuating the inside of the film-forming chamber;
substrate holding means for holding the substrate in the film-forming chamber;
a material source disposed to face the substrate holding means;
an energy source for evaporating a material of the material source;
means for supplying a hydrogen gas in the film-forming chamber; and
means for supplying an oxygen gas in the film-forming chamber.
8. A method for manufacturing a field effect transistor, comprising the steps of:
forming a gate electrode;
forming a gate insulating layer;
forming a source electrode and a drain electrode; and
forming a channel layer of an amorphous oxide by a sputtering method while a hydrogen gas and an oxygen gas are introduced in a film-forming apparatus at respective partial pressures of 0.001 to 0.01 Pa and 0.008 to 0.5 Pa, the channel layer showing an electron carrier concentration and an electron mobility such that the electron mobility tends to increase as the electron carrier concentration increases.
9. The method for manufacturing a field effect transistor according to claim 8, further comprising the step of:
increasing the amount of hydrogen contained in the channel layer formed of the amorphous oxide by ion implantation or plasma treatment in an atmosphere containing hydrogen.
10. A method for manufacturing an amorphous oxide film which contains In or Zn and which is used as a channel layer of a field effect transistor, the amorphous oxide film showing an electron carrier concentration and an electron mobility such that the electron mobility tends to increase as the electron carrier concentration increases, the method comprising the steps of:
disposing a substrate in a film-forming apparatus;
forming an amorphous oxide film on the substrate by a sputtering method; and
introducing hydrogen into the amorphous oxide film by ion implantation or plasma treatment in an atmosphere containing hydrogen.