Author: claimsbot

1. A pot rack comprising:
at least one track member comprising a pair of spaced-apart rails with upper rail surfaces having a ferromagnetic property, said upper rail surfaces lying in a common horizontal plane; and
at least one hook member having a lower hook portion for releasably engaging a kitchen utensil, and an upper head portion of a dimension greater than a spacing between the rails wherein the upper head portion includes a magnetic member positioned beneath the head portion which is magnetically attracted to the upper rail surface of each of the spaced-apart rails and a vertically extending shank portion integrally interconnecting the upper head portion and the lower hook portion, said shank portion having a diameter smaller than a spacing between the rails to permit integral rotation of the head portion, shank portion, and hook portion in the track member, and wherein the magnetic member is a continuous, annular magnet having a rail contacting surface positioned beneath the head portion and co-planar with the common horizontal plane of the upper rail surfaces to magnetically contact the pair of spaced-apart upper rail surfaces, said rail contacting surface of the annular magnet being substantially perpendicular to and circumscribing the vertically extending integral shank portion of the hook member to permit longitudinal movement of the hook member along the track and rotational movement of the head portion, shank portion and hook portion about a vertical axis of the shank portion within the track for adjustment of a hanging orientation of the kitchen utensils hooked thereto, whereby the annular magnet causes the hook member to remain securely in the rails to maintain the kitchen utensil in a desired alignment without longitudinal or rotative movement thereof.
2. A hook member for use on a slotted ferromagnetic track, having horizontally extending, spaced-apart upper rail surfaces lying in a common horizontal plane, said hook member comprising a head portion, an integral shank portion and a hook portion extending from the shank portion, said head portion having magnetic means associated therewith adapted to establish a magnetic attraction between the head portion and the upper rail surfaces, wherein the integral shank portion has a diameter smaller than a spacing between the rails to permit integral rotation of the head portion, shank portion, and hook portion in the track about a vertical axis of the shank portion, and wherein the magnetic means is a continuous, annular magnet having a rail contacting surface positioned beneath the head portion, substantially perpendicular to and circumscribing the shank portion.

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. A black toner composition comprising a first amorphous resin, an optional second amorphous resin, an optional crystalline resin, an optional surfactant, an optional wax, optionally a shell, a first colorant, and a mixture of two or more second colorants, with dielectric loss lower than said toner composition in the absence of said mixture.
2. The toner composition of claim 1, wherein said first colorant comprises a black colorant.
3. The toner composition of claim 1, wherein said first colorant comprises a carbon black.
4. The toner composition of claim 1, wherein said mixture does not comprise a black colorant.
5. The toner composition of claim 2, wherein said mixture comprises substantially the same spectral response as a black colorant over the range of about 400 to about 700 nm.
6. The toner composition of claim 2, wherein said mixture comprises a reflectance of about R=0.02 or lower over a spectral response range of about 400 to about 700 nm.
7. The toner composition of claim 2, wherein a first colorant of said mixture absorbs at least over the range of about 400 to about 540 nm, a second colorant of said mixture absorbs at least over the range of about 540 to about 600 nm and a third colorant of said mixture adsorbs at least over the range of about 600 to about 700 nm.
8. The toner composition of claim 7, optionally, where one colorant comprises a black colorant.
9. The toner composition of claim 2, wherein said mixture comprises a Pigment Orange, a Pigment Blue and a Pigment Violet.
10. The toner composition of claim 1, wherein total amount of colorant is greater than about 6 weight %.
11. The toner composition of claim 2, wherein total amount of colorant is greater than about 6 weight %.
12. The toner composition of claim 1, comprising a second amorphous resin and a crystalline resin.
13. The toner composition of claim 1, comprising an emulsion-aggregation toner.
14. The toner composition of claim 1, further comprising a shell.
15. The toner composition of claim 9, wherein Pigment Blue is present at about 3 to 4.2%, Pigment Orange is present at about 3 to 4.5% and Pigment Violet is present at 0.1 to about 0.81%.
16. The toner composition of claim 3, wherein said carbon black loading is up to about 6% by weight.
17. The toner composition of claim 2, where dielectric loss is less than 40\xd710\u22123.
18. The toner composition of claim 1, wherein said toner composition if hyperpigmented
19. A developer comprising the toner composition of claim 1.
20. The developer of claim 19, further comprising a carrier.

What is claimed is:

1. A fuel injection control system of an internal combustion engine, comprising:
injection timing control means for controlling a fuel injection timing of a fuel injection valve so that injected fuel reaches a cylinder in a suction stroke at a starting time of the internal combustion engine; and
atomizing means for atomizing the fuel supplied to the cylinder.
2. A control system according to claim 1, wherein:
the atomizing means is fuel pressure control means for making pressure of the fuel to be injected higher than that after the internal combustion engine is started.
3. A control system according to claim 1, further comprising:
valve open period adjusting means for adjusting an open period of an intake valve of the internal combustion engine so as to be extended at the starting time of the internal combustion engine.
4. A control system according to claim 1, further comprising:
starting time combustion limit estimating means for estimating an air-fuel ratio range in which a mixture supplied into a cylinder by a fuel injection of the first time can be burned on the basis of at least a cooling water temperature at the starting time of the internal combustion engine;
leakage fuel intake amount estimating means for estimating an amount of fuel which is leaked from the fuel injection valve during engine stop and is taken into a cylinder; and
starting time injection amount calculating means for calculating a fuel injection amount to be injected for the first time on the basis of the leaked fuel intake amount estimating by the leakage fuel intake amount estimating means and the air-fuel ratio range in which the fuel can be burned and which is estimated by the starting time combustion limit estimating means.
5. A control system according to claim 4, further comprising:
combustion state discriminating means for discriminating a combustion state of intake mixture of the first time upon starting; and
learning means for learning a correction value used for correcting the fuel injection amount of the first time at the next starting time on the basis of the combustion state of the first time discriminated by the combustion state discriminating means,
wherein the starting time injection amount calculating means corrects the fuel injection amount of the first time by using the learned correction value of the learning means.
6. A control system according to claim 4, wherein:
the leakage fuel intake amount estimating means comprises:
means for estimating a total amount of the leaked fuel during an engine stop, and
means for estimating a leaked fuel intake amount taken into a cylinder on the basis of the ratio of the intake air volume of one cylinder to an intake pipe volume in which the leaked fuel is spread and the leakage fuel total amount.
7. A control system according to claim 4, wherein:
the starting time injection amount calculating means calculates the fuel injection amount of the first time by using a lean limit of the starting time combustion range in consideration of the leakage fuel intake amount.
8. A control system according to claim 4, wherein:
the learning means learns a correction value for the fuel injection amount at the lean limit of the starting time combustion range every starting, and updates the learned correction value to a value on a rich side only by a predetermined learning dither value when the combustion state of the first time discriminated by combustion state discriminating means is not proper.
9. A control system according to claim 5, wherein:
the learning means switches the learned dither value in accordance with the leaked fuel intake amount.
10. A control system according to claim 4, wherein:
the learning means sets a plurality of learning zones divided according to starting conditions and updates the learned correction value of a learning zone corresponding to the starting condition every starting, and
the starting time injection amount calculating means for correcting the fuel injection amount of the first time by using the learned correction value of the learning zone corresponding to the present starting condition.
11. A control system according to claim 4, wherein:
the combustion state discriminating means discriminates the combustion state of the first time on the basis of the increasing degree of the engine speed or the increasing degree of a pressure in a cylinder in the combustion stroke of the first time upon starting.
12. A control system according to claim 1, further comprising:
starting time fuel amount calculating means for calculating a fuel injection amount at a starting time of the internal combustion engine;
first correction means for setting the starting time fuel amount to a larger amount for correction as the lower the engine speed is; and
second correction means for correcting the correction amount by the first correction means in accordance with the increasing degree of the engine speed.
13. A control system according to claim 12, wherein:
the second correction means reduces the differences among variations of the correction amount according to the increasing degrees of the rotational speed more, as the nearer the completion of combustion of the internal combustion engine becomes.
14. A control system according to claim 12, wherein:
the second correction means gradually increases the differences among the variations of the correction amount according to different increasing degrees of the rotational speed with an elapse of time from the first combustion of the internal combustion engine and gradually reduces the differences of the variations of the correction amount according to the different increasing degrees of the rotational speed more, as the nearer the completion of the combustion becomes.
15. A control system according to claim 12, further comprising:
temperature detecting means for detecting engine temperature,
wherein the second correction means regards that the lower the detected engine temperature is, the smaller the increasing degree of the rotational speed and increases the correction amount by the first correction means.
16. A control system according to claim 12, wherein:
the first correction means uses the number of combustion cycles from the engine starting time in place of the engine rotational speed and increases the calculated starting time fuel amount for correction more, as the smaller the number of cycles is.
17. A control system according to claim 12, wherein:
the first correction means uses an open period of an intake valve in place of the engine rotational speed and sets the calculated starting time fuel amount for correction to a larger amount, as the longer the open period of the valve is.
18. A control system according to claim 12, further comprising:
complete combustion discriminating means for discriminating whether the internal combustion engine has completed the combustion or not; and
complete combustion discriminating value setting means for setting a complete combustion discriminating value by the complete combustion discriminating means in accordance with the engine temperature.
19. A control system according to claim 1, wherein:
the injection timing control means sets fuel injection timing to a retard angle side more than a normal fuel injection timing set post-starting the internal combustion engine.
20. A control system according to claim 19, further comprising:
comparing means for comparing an open period of an intake valve in a next combustion cylinder with the fuel injection period in the next combustion cylinder;
wherein the starting time injection timing setting means has,
first setting means for setting the fuel injection timing by the injector to a predetermined timing when the open period of the intake valve is longer as a result of the comparison, and
a second setting means for shifting the fuel injection timing by the injector to the advanced angle side more than the first setting means when the fuel injection period is longer as a result of the comparison.
21. A control system according to claim 20, wherein:
the open period of the intake valve is calculated from a time of a period during which a valve lift amount is equal to or larger than a predetermined value.
22. A control system according to claim 19, further comprising:
rotational speed detecting means for detecting the engine rotational speed,
wherein the starting time injection timing setting means gradually shifts the fuel injection timing to the advanced angle side with an increase in the engine rotational speed.
23. A control system according to claim 19, further comprising:
temperature detecting means for detecting engine temperature,
wherein the starting time injection timing setting means gradually shifts the fuel injection timing to the advanced angle side with an increase in the engine temperature.
24. A control system according to claim 19, further comprising:
counting means for counting the number of combustion cycles from the beginning of the engine starting,
wherein the starting time injection timing setting means gradually shifts the fuel injecting timing to the advanced angle side with an increase in the number of the combustion cycles.
25. A control system according to claim 19, wherein:
the starting time injection timing setting means calculates each of fuel injection timings in accordance with a plurality of kinds of engine operating conditions and selects a value on the most retard angle side among the calculated fuel injection timings.
26. A control system according to claim 19, wherein:
a surplus of the fuel injected and supplied for a time longer than the open period of the intake valve is added to a fuel injection amount in the next combustion cylinder at the engine starting time.
27. A control system according to claim 26, wherein:
a fuel injection is stopped at a time point when the fuel injection by the injector is continued until a predetermined crank angle.
28. A control system according to claim 27, wherein:
an end timing of the fuel injection upon the engine starting is set on the basis of the engine rotational speed.
29. A control system according to claim 1, further comprising:
starting time injection amount calculating means for calculating a fuel injection amount for a next combustion cylinder at a starting time of the internal combustion engine;
rotational speed increase amount predicting means for predicting an increase amount of the engine rotational speed by a combustion at the starting time of the internal combustion engine;
valve close period injection amount calculating means for calculating a fuel amount injected in a period during which an intake valve is closed out of the fuel injection amount at the time of starting on the basis of the predicted increase amount of the engine rotational speed; and
increase amount correcting means for increasing the fuel injection amount at the starting time on the basis of the calculated injection amount during the intake valve closing time.
30. A control system according to claim 29, wherein:
the injection amount correcting means obtains an injection amount correction value on the basis of an inflow ratio of fuel injection into a cylinder when the intake valve is opened and an inflow ratio of fuel injection into a cylinder when the intake valve is closed and corrects the starting time injection amount by using the injection amount correction value.
31. A control system according to claim 29, wherein:
a fuel amount obtained by adding the calculated fuel injection amount when the intake valve is closed and the correction injection amount according to the injection amount when the intake valve is closed is divided and injected at a timing prior to the suction stroke of the combustion cylinder at that time.
32. A control system according to claim 29, further comprising:
a fuel injection timing correction means for correcting a fuel injection timing on the basis of the predicted increase amount of the engine speed so that the end of the starting time fuel injection is not later than the intake valve closing timing.
33. A control system according to claim 29, wherein:
the rotation increase amount predicting means predicts an increase amount of the engine rotational speed from the number of injection periods from the beginning of the engine starting and the engine temperature.
34. A control system according to claim 29, wherein:
the fuel injection amount or the fuel injection timing is not corrected at the fuel injection in the beginning of engine starting.
35. A control system according to claim 29, further comprising:
means for counting the number of combustion cycles from the beginning of the engine starting, each cycle denoting that combustion is performed once in all of cylinders of the internal combustion engine,
wherein the starting time injection amount calculating means calculates the starting time injection amount on the basis of the number of combustion cycles from the beginning of the starting operation of the internal combustion engine.
36. A control system of an internal combustion engine having a bypass air flow rate regulating means for regulating a flow rate of an intake air flowing through a bypass passage bypassing a throttle valve, comprising:
starting injection timing control means for executing fuel injection in a suction stroke at the time of starting; and
starting mode control means for controlling the bypass air flow rate regulating means in a starting mode for reducing the bypass air flow rate at the time of starting.
37. A control system of an internal combustion engine having a valve open period regulating means for regulating an open period of an intake valve, comprising:
starting injection timing control means for executing fuel injection in a suction stroke at the time of starting; and
starting mode control means for controlling the valve open period regulating means in a starting mode for extending the open period of the intake valve at the time of starting.
38. A control system of an internal combustion engine for injecting fuel via a fuel injection valve into each cylinder of the internal combustion engine, comprising:
injection timing control means for discriminating a cylinder at the time of starting and performing fuel injection synchronously with a suction stroke from fuel injection of a first time;
starting time combustion limit estimating means for estimating a range of an air-fuel ratio in which a mixture supplied into cylinders by the fuel injection of the first time upon starting can be burned in accordance with at least cooling water temperature information;
leaked fuel intake amount estimating means for estimating an amount of a fuel leaked from the fuel injection valve during engine stop taken into a cylinder; and
starting injection amount calculating means for calculating a fuel injection amount of the first time so that the air-fuel ratio of the intake mixture of the first time upon starting is within a starting time combustion limits in consideration of the leaked fuel intake amount estimated by the leaked fuel intake amount estimating means.
39. A control system of an internal combustion engine, which controls a fuel injection amount at an engine starting time, comprising:
rotational speed detection means for detecting an engine rotational speed;
starting fuel amount calculating means for calculating a starting fuel amount in a process from a first combustion to completion of combustion of the internal combustion engine;
first correction means for increasing the calculated starting fuel amount for correction to a larger amount, as the lower the engine rotational speed is in the process from the first combustion to completion of combustion of the internal combustion engine; and
second correction means for increasing and decreasing the correction amount in accordance with the degree of increase in the engine speed at each time when the fuel amount is corrected by the first correction means.
40. A control system applied to an internal combustion engine for injecting and supplying fuel from an injector to an intake port and performs fuel injection by the injector in correspondence with a suction stroke period in association with opening of an intake valve, comprising:
complete combustion discrimination means for discriminating whether the internal combustion engine is in a starting state before completion of combustion; and
starting injection timing setting means for setting a fuel injection timing to a retard angle side more than a normal fuel injection timing which is set after completion of combustion when it is discriminated by the complete combustion discriminating means that the internal combustion engine has not completed combustion.
41. A control system applied to an internal combustion engine for injecting and supplying fuel from an injector to an intake port and performs fuel injection by the injector in correspondence with a suction stroke period in association with opening of an intake valve, comprising:
starting injection amount calculating means for calculating a starting injection amount of a next combustion cylinder when the internal combustion is in a starting process before completion of combustion;
rotational speed increase amount predicting means (2509) for predicting an increase amount of the engine rotational speed by combustion when the internal combustion is in the starting state before completion of combustion;
valve closed period time injection amount calculating means for calculating a fuel amount injected when the intake valve is closed out of the starting injection amount on the basis of the predicted increase amount of the engine rotational speed; and
injection amount correcting means for increasing the starting injection amount for correction on the basis of the calculated injection amount when the intake valve is closed.

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. A method for investigating a transport flow in a specimen, comprising:
scanning image production laser beam illumination line by line over the specimen within definable specimen regions;
scanning manipulation laser beam illumination line-by-line over the specimen;
illumination with the image production laser beam illumination preceding illumination with the manipulation laser beam illumination in such a way that pixels of the definable specimen regions are illuminated with the image production laser beam illumination before such pixels are illuminated by the manipulation laser beam illumination;
producing an image of the specimen following illumination with the manipulation laser beam illumination; and
calculating the transport flow from multiple images of the specimen each image of the multiple images being rotated with respect to one another by a definable angle.
2. The method according to claim 1, wherein calculating the transport flows comprises rotating each image of the multiple images by an image rotator or by activation of a scanning apparatus.
3. The method according to claim 1, wherein calculating the transport flows comprises acquiring multiple images for rotations of 0\xb0, 90\xb0, 180\xb0, and 270\xb0, respectively.
4. The method according to claim 1, wherein calculating the transport flows comprises acquiring multiple images for rotations of 0\xb0, 120\xb0, and 240\xb0, respectively.
5. The method according to claim 1, wherein calculating the transport flow within the specimen comprises calculating linear combinations of the intensity values of the multiple images.
6. The method according to claim 1, wherein calculating the transport flow within the specimen comprises applying correction methods.
7. A method for investigating a transport flow in a specimen, comprising:
scanning image production laser beam illumination line by line over the specimen within definable specimen regions;
scanning manipulation laser beam illumination line-by-line over the specimen;
illumination with the image production laser beam illumination preceding illumination with the manipulation laser beam illumination in such a way that pixels of the definable specimen regions are illuminated with the image production laser beam illumination before such pixels are illuminated by the manipulation laser beam illumination; and
producing an image of the specimen following illumination with the manipulation laser beam illumination;
wherein boundary lines or boundary surfaces are plotted in the image of the specimen; and
wherein the transport flow through the boundary lines or the boundary surfaces is indicated quantitatively.
8. The method according to claim 1, wherein each line of the specimen is scanned twice, first by the image production laser beam illumination and then by the manipulation laser beam illumination.
9. The method according to claim 1, wherein each line of the specimen is scanned only once, the lines respectively being illuminated alternately for image production and for manipulation of the specimen.
10. The method according to claim 1, wherein illumination with the image production laser beam illumination precedes illumination with the manipulation laser beam illumination of the specimen by a fixed correlation in time.
11. The method according to claim 1, wherein a separate laser light beam is used to generate an image production laser light beam and a manipulation laser light beam.
12. The method according to claim 11, wherein the image production and the manipulation laser light beams exhibit a fixed angle difference with respect to one another.
13. The method according to claim 1, wherein the method is carried out by means of a confocal microscope.
14. The method according to claim 1, wherein a speed of the-scanning steps is adapted to a speed of the transport flow.
15. The method according to claim 1, wherein scanning the manipulation laser beam illumination over the specimen is confined to the definable specimen regions.
16. The method according to claim 1, wherein scanning the manipulation laser beam illumination along a line comprises illuminating the specimen continuously.
17. The method according to claim 1, wherein scanning the manipulation laser beam illumination along a line comprises illuminating the specimen is interrupted to occur in a checkerboard-like pattern.
18. The method according to claim 1, wherein the manipulation laser beam illumination is spectrally selective.
19. The method according to claim 1, further comprising detecting the light proceeding from the specimen as spectrally sensitive detection.
20. The method according to claim 1, wherein producing the image of the specimen comprises visualizing measured data via color codings, vector diagrams, or contour line graphs.
21. The method according to claim 1, wherein boundary lines or boundary surfaces are plotted in the image of the specimen.