Abstract: A semiconductor device includes: a substrate having an obverse and a reverse face; wirings on the obverse face such as a first and a second drive wiring; a semiconductor element connected to the first and second drive wirings; a first drive conductor on the same side as the semiconductor element with respect to the substrate outside of the semiconductor element as viewed in a thickness direction and connected to the first drive wiring; a second drive conductor on the same side as the semiconductor element with respect to the substrate outside of the semiconductor element as viewed in the thickness direction and connected to the second drive wiring; and a sealing resin covering the wirings and the semiconductor element, while also covering the first and second drive conductor such that their faces opposite to the substrate in the thickness direction are exposed. The first and the second drive conductor are separated in a direction parallel to the obverse face.

Abstract: The present invention addresses the problem of providing a bonded body which has a high airtightness and exhibits excellent durability under high-temperature and high-pressure conditions. This problem is solved by a bonded body in which a complex of a zeolite and an inorganic porous support, and a dense member are bonded together by an inorganic glass or an inorganic adhesive. The inorganic glass or the inorganic adhesive has a thermal expansion coefficient of 30×10?7/K to 90×10?7/K, and the inorganic glass has a softening point of 550° C. or lower. The present invention also addresses the problem of providing a method of efficiently producing an alcohol by installing a separation membrane in an alcohol synthesis reactor based on a bonding method that gives good sealing performance and durability under high-temperature and high-pressure conditions and in the presence of methanol vapor.

Abstract: An alcohol production method in which an alcohol is produced from a carbonyl compound, the method including producing an alcohol by using a catalyst, the catalyst including a metal component including rhenium having an average valence of 4 or less and a carrier supporting the metal component, the carrier including zirconium oxide. A catalyst for producing an alcohol by hydrogenation of a carbonyl compound, the catalyst including a carrier including zirconium oxide and a metal component supported on the carrier, the metal component including rhenium having an average valence of 4 or less.

Abstract: A proposing method of proposing the tuning of a vehicle includes a step of acquiring information about the vehicle by using an acquisition device installed in the vehicle when the vehicle is driven by a driver and a step of determining the driving characteristics of the driver based on the information about the vehicle and proposing the tuning of the vehicle appropriate for the driver.

Abstract: A control apparatus for a vehicle with a continuously variable transmission, having an acceleration requirement determining portion determining operator required acceleration, a first restricted accelerator operation amount setting portion setting an accelerating member restricted operation amount that increases with a running speed increase, when the determining portion has determined required vehicle acceleration, and a shift control portion controlling the transmission speed ratio on the restricted amount basis, the control apparatus having: a second restricted accelerator operation amount setting portion decreasing the restricted amount from a value immediately prior to an accelerating member rapid releasing action determination moment, at a rate lower than an accelerating member operation actual amount decrease rate after the rapid releasing action determination moment, and an upper limit stop processing portion to limit the restricted amount after a determination moment that the operator requires vehicl

Abstract: A control apparatus for a vehicle with a continuously variable transmission, having an acceleration requirement determining portion determining operator required acceleration, a first restricted accelerator operation amount setting portion setting an accelerating member restricted operation amount that increases with a running speed increase, when the determining portion has determined required vehicle acceleration, and a shift control portion controlling the transmission speed ratio on the restricted amount basis, the control apparatus having: a second restricted accelerator operation amount setting portion decreasing the restricted amount from a value immediately prior to an accelerating member rapid releasing action determination moment, at a rate lower than an accelerating member operation actual amount decrease rate after the rapid releasing action determination moment, and an upper limit stop processing portion to limit the restricted amount after a determination moment that the operator requires vehicl

Abstract: A method for manufacturing a catalyst, which comprises regenerating a catalyst comprising a CHA zeolite as an active ingredient and having an ethylene conversion lowered through reaction of producing propylene by bringing into contact with ethylene in a vapor phase, by bringing the catalyst into contact with a gas which does not comprise oxygen and comprises hydrogen having a hydrogen partial pressure of 0.01 MPa or more as an absolute pressure thereof.

Abstract: A method for manufacturing a catalyst, which comprises regenerating a catalyst comprising a zeolite as an active ingredient and having an ethylene conversion lowered through reaction of producing propylene by bringing into contact with ethylene in a vapor phase, by bringing the catalyst into contact with a gas which does not comprise oxygen and comprises hydrogen having a hydrogen partial pressure of 0.01 MPa or more as an absolute pressure thereof.

Abstract: Provided are an automatic transmission abnormality diagnosis apparatus and method for an automatic transmission having: a lock-up mechanism; a shift mechanism; and a control mechanism. The automatic transmission is adapted to operate in a slip state, a full lock-up state or a lock-up release state of the lock-up mechanism. The lock-up mechanism is forcibly shifted from the slip state or from the lock-up release state to the full lock-up state in an operation region where the lock-up mechanism is not normally placed in the full lock-up state, and then whether the forcible shift of the lock-up mechanism has been successfully performed is determined. As such, the region for executing the abnormality diagnosis of the hydraulic control mechanism is extended and thus the frequency of the abnormality diagnosis increases, and therefore abnormalities can be promptly detected.

Abstract: An ECU executes a program including the steps of when an upshift is requested, determining whether engine torque ET changing rate ?ET>threshold value ?ET (1) is established or not: incrementing a recovery timer TE when engine torque ET changing rate ?ET<?ET (2) is established during establishment of engine torque ET changing rate ?ET>threshold value ?ET (1); and initiating an upshift when recovery timer TE>threshold value TE (1).

Abstract: Provided are an automatic transmission abnormality diagnosis apparatus and method for an automatic transmission having: a lock-up mechanism; a shift mechanism; and a control mechanism. The automatic transmission is adapted to operate in a slip state, a full lock-up state or a lock-up release state of the lock-up mechanism. The lock-up mechanism is forcibly shifted from the slip state or from the lock-up release state to the full lock-up state in an operation region where the lock-up mechanism is not normally placed in the full lock-up state, and then whether the forcible shift of the lock-up mechanism has been successfully performed is determined. As such, the region for executing the abnormality diagnosis of the hydraulic control mechanism is extended and thus the frequency of the abnormality diagnosis increases, and therefore abnormalities can be promptly detected.

Abstract: An apparatus for controlling an automotive vehicle including an engine and an automatic transmission. The apparatus is operable upon generation of an engine-output control command requiring an output of the engine during a shift-up action of the transmission initiated in the absence of the engine-output control command, and includes a shifting-progress calculating portion operable to calculate a degree of progress of the shift-up action of the transmission after a moment of generation of the engine-output control command, on the basis of a change of a rotating speed of a rotary element which changes with the progress of the shift-up action, and a gradual-engine-torque-increase control portion operable to control the engine on the basis of the degree of progress of the shift-up action calculated by the shifting-progress calculating portion, so as to gradually increase an output torque of the engine with the progress of the shift-up action.

Abstract: A high acceleration time shift control apparatus and method for a vehicle is provided. The high acceleration time shift control apparatus includes a transmission which achieves plural shift speeds whose gear ratios are different from each other; and a high acceleration time upshifting control device which changes a shift speed of the transmission to a higher speed based on a predetermined determination rotational speed such that an input rotational speed of the transmission substantially reaches a target maximum rotational speed when a request for high acceleration is made by a driver.

Abstract: An ECU executes a program including the steps of when an upshift is requested, determining whether engine torque ET changing rate ?ET>threshold value ?ET (1) is established or not: incrementing a recovery timer TE when engine torque ET changing rate ?ET<?ET (2) is established during establishment of engine torque ET changing rate ?ET>threshold value ?ET (1); and initiating an upshift when recovery timer TE>threshold value TE (1).

Abstract: A shift control apparatus of an automatic transmission of a motor vehicle to which torque is transmitted from an engine via a fluid coupling device is provided. In the automatic transmission including a plurality of hydraulically operated friction elements, a clutch-to-clutch downshift is carried out during coasting of the vehicle by releasing one of the friction elements and engaging another friction element. A controller of the shift control apparatus detects a difference between input and output rotation speeds of the fluid coupling device, and increases an engine speed by a controlled amount based on the difference between the input and output rotation speeds when the clutch-to-clutch downshift is carried out during coasting of the vehicle, so that the vehicle is brought into a minimal driving state in which the engine speed is slightly higher than the output rotation speed of the fluid coupling device.

Abstract: A duty ratio for controlling an engagement force of a friction engagement device on the side of upshift engagement is corrected by an amount corresponding to an intermediate correction control value in the course of the shift. In addition, on a prerequisite condition that learning correction of a constant standby pressure control value at the start of the shift is converged, learning correction is performed for the intermediate correction control value according to a gradient of a turbine speed. Thus, a shift shock is prevented from occurring due to abrupt engagement of the friction engagement device and the like at the completion of the shift.

Abstract: An apparatus for controlling ignition timing during a shift in a vehicular automatic transmission is provided that is capable of suppressing shift shock in the event that input torque of the automatic transmission is affected by external changes, such as changes in fuel and air pressure and the like, by adjusting immediately to those changes. This control apparatus is provided with an ignition timing controller that controls an ignition timing retard amount; a calculator that calculates a basic retard amount; a detector that detects an engine retard amount; a determinator that determines a retard correction value based on a shift mode of the automatic transmission and the like; and a corrector that corrects the ignition timing retard amount of the controller based on the retard correction value, the basic retard amount, and the engine retard amount.

Abstract: An apparatus for controlling an automotive vehicle including an engine, and an automatic transmission including frictional coupling devices and having a plurality of operating positions having respective different speed ratios, which are selectively established by selective engaging and releasing actions of the frictional coupling devices, to transmit a rotary motion of the engine to drive wheels of the vehicle.

Abstract: When it has been determined that control for a predetermined upshift has been started while an accelerator pedal was not being depressed, and that a factor that changes an input torque of an automatic transmission has been generated, an engaging pressure of a predetermined hydraulic frictional engagement device is corrected by a correction amount in accordance with the factor that changes the input torque. As a result, undershooting of an engine speed, as well as shift shock which results from that undershooting, is able to be preferably suppressed.

Abstract: In a vehicle in which a moderate throttle opening degree control of maintaining a degree of throttle opening that is less than a degree of throttle opening that corresponds to an accelerator operation is performed for a predetermined period following a beginning of the accelerator operation, if it is determined that a clutch-to-clutch downshift judgment has been made, the reduction of the engaging pressure of a disengage-side friction engagement device is restrained until it is determined that the moderate throttle opening degree control has ended. Therefore, even if the turbine torque is returned to a normal value at the end of the moderate throttle opening degree control, insufficient engaging torque is avoided, and the takeover of engaging torque for the clutch-to-clutch downshift is smoothly performed while the turbine torque is stable. Hence, occurrence of a shock related to the end of the moderate throttle opening degree control is suitably prevented.