Abstract: A semiconductor structure includes a semiconductor device, an overlying silicon nitride diffusion barrier layer, and an interconnect structure extending through the silicon nitride diffusion barrier layer. The interconnect structure includes a titanium diffusion barrier structure in contact with the silicon nitride diffusion barrier layer to form a continuous hydrogen diffusion barrier structure.

Abstract: A vehicle control system includes a power generator including an internal combustion engine and an electric motor, a storage battery that stores a generated power, a travel electric motor rotates a driving wheels using power supplied from the storage battery, a storage unit that stores a travel history of the vehicle, an extractor that checks information indicating a current position information and travel environment of the vehicle with the travel history to extract travel records having a degree of matching equal to or greater than a predetermined value, a future consumption estimator that estimates a future consumption of the vehicle on the basis of an energy consumption that is associated with a pattern of a travel record having a highest energy consumption of the vehicle or a travel record having a highest occurrence frequency, and a controller that activates the power generator on the basis of the estimated future consumption.

Abstract: A vehicle support device includes an estimation unit that estimates an energy replenishment point on the basis of the number of times of use or a frequency of use of each energy replenishment point at which a power was stored in a power storage battery of a vehicle in the past, the vehicle including a power generation unit including an internal combustion engine that outputs a motive power to be used by an electric motor, and the electric motor that generates a power using the motive power output, the power storage battery that stores the power generated or a power supplied at the energy replenishment point, an electric motor for traveling that is connected to driving wheels of the vehicle and driven using the power supplied from the power storage battery to rotate the driving wheels, and an information providing unit that provides information on the energy replenishment point.

Abstract: A vehicle control system, a vehicle control method, and a computer readable storage medium capable of controlling a charging ratio in accordance with a user's characteristics are provided. A vehicle control system includes: a power generator including an internal combustion engine is configured to output power and a power generator is configured to generate electric power using the power output by the internal combustion engine; an information acquirer is configured to acquire identification information for identifying a user; and a controller is configured to adjust a period in which the power generator is operated or an electric power per unit time generated by the power generator in accordance with the identification information acquired by the information acquirer.

Abstract: A heat exchange system for a vehicle includes: a first cooling circuit (L1-1, L1-2) is configured to cool an internal combustion engine; a second cooling circuit (L2-1, L2-2) is configured to cool a driving electric motor outputs a driving force; a first heat exchanger (106) is configured to exchange heat between the first cooling circuit and the second cooling circuit; a first sensor (151) is configured to detect a temperature of the first cooling circuit; a second sensor (152) is configured to detect a temperature of the second cooling circuit; and a controller (155) is configured to execute control of performing heat exchange between a coolant in the first cooling circuit and a coolant in the second cooling circuit using the first heat exchanger when the temperature detected by the first sensor is lower than the temperature detected by the second sensor.

Abstract: A gear change control device is provided in which a feedback control level for making an actual gear ratio between input rotational speed and output rotational speed of a transmission coincide with a target gear ratio is calculated. A control level calculation device calculates the feedback control level based on a deviation of acceleration of change in the actual gear ratio with respect to acceleration of change in the target gear ratio thereby making it possible to enhance the control responsiveness compared with a case in which the feedback control level is calculated based on the deviation of the actual gear ratio with respect to the target gear ratio, and also to detect the occurrence of a deviation of the actual value from the target value at early stage and carry out feedback, thus enabling gear change control to be carried out more linearly than in a conventional manner.

Abstract: A gear change control device is provided in which a feedback control level for making an actual gear ratio between input rotational speed and output rotational speed of a transmission coincide with a target gear ratio is calculated. A control level calculation device calculates the feedback control level based on a deviation of acceleration of change in the actual gear ratio with respect to acceleration of change in the target gear ratio thereby making it possible to enhance the control responsiveness compared with a case in which the feedback control level is calculated based on the deviation of the actual gear ratio with respect to the target gear ratio, and also to detect the occurrence of a deviation of the actual value from the target value at early stage and carry out feedback, thus enabling gear change control to be carried out more linearly than in a conventional manner.

Abstract: A dual clutch transmission is provided in which at a time of pre-shifting when, while one of first and second driving force transmission paths extending from first and second input shafts to an output shaft is transmitting the driving force, the selection device for the other driving force transmission path is operated, the driving force of an internal combustion engine is changed by a command from an electronic control unit. Even if a driving force or braking force due to inertia occurs as a result of a change in the rotational speed of the first and second input shafts accompanying the pre-shifting, it is possible to reduce the shift shock by compensating for the driving force or braking force due to the inertia by changing the driving force of the engine.

Abstract: A dual clutch transmission is provided in which since at a time of pre-shifting when, while running, via one driving force transmission path of first and second driving force transmission paths extending from a first and second input shafts (12, 13) to an output shaft (14), selection means (S1, S2) for the other driving force transmission path is operated, the driving force of an internal combustion engine (E) is changed by a command from an electronic control unit (U), even if a driving force or braking force due to inertia occurs as a result of a change in the rotational speed of the first and second input shafts accompanying the pre-shifting, it is possible to reduce the shift shock by compensating for the driving force or braking force due to the inertia by changing the driving force of the internal combustion engine (E).

Abstract: Several low-friction-coefficient road-surface determination devices determine whether a road surface has a low friction coefficient based on the highest and lowest wheel speeds; the wheel speeds of front and rear wheels; wheel speeds of a left-hand and right-hand driving wheels; and by comparing a reference vehicle-body acceleration calculated from a driving force of an engine with an actual vehicle-body acceleration calculated from a calculated number of revolutions of differential gears. A low-friction-coefficient road-surface total-determination device makes a total determination as to whether the road surface has a low friction coefficient based on the determination results of the low-friction-coefficient road-surface determination devices. Accordingly, each low-friction-coefficient road-surface determination device is capable of compensating for disadvantages of the other devices.

Abstract: A driving force controlling apparatus includes a driving force controller configured to determine a state of a road surface. A driving force controller is configured to control a driving force of a vehicle based on the road surface state. A rear-wheel speed sensor is configured to detect a rear-wheel speed. A low-friction-coefficient road surface determining device is configured to determine whether the road surface is a low-friction-coefficient road surface using the rear-wheel speed on a predetermined condition. A determination prohibition device is configured to prohibit the low-friction-coefficient road surface determining device from determining whether the road surface is a low-friction-coefficient road surface, if (a) the rear-wheel speed sensor is abnormal, or if (b) a predetermined time has elapsed from when a shift range is changed from a reverse range to a drive range and/or (c) a gear position has become greater than or equal to a predetermined gear position.

Abstract: A driving force controlling apparatus includes a driving force controller configured to determine a state of a road surface. A driving force controller is configured to control a driving force of a vehicle based on the road surface state. A rear-wheel speed sensor is configured to detect a rear-wheel speed. A low-friction-coefficient road surface determining device is configured to determine whether the road surface is a low-friction-coefficient road surface using the rear-wheel speed on a predetermined condition. A determination prohibition device is configured to prohibit the low-friction-coefficient road surface determining device from determining whether the road surface is a low-friction-coefficient road surface, if (a) the rear-wheel speed sensor is abnormal, or if (b) a predetermined time has elapsed from when a shift range is changed from a reverse range to a drive range and/or (c) a gear position has become greater than or equal to a predetermined gear position.

Abstract: Several low-friction-coefficient road-surface determination devices determine whether a road surface has a low friction coefficient based on the highest and lowest wheel speeds; the wheel speeds of front and rear wheels; wheel speeds of a left-hand and right-hand driving wheels; and by comparing a reference vehicle-body acceleration calculated from a driving force of an engine with an actual vehicle-body acceleration calculated from a calculated number of revolutions of differential gears. A low-friction-coefficient road-surface total-determination device makes a total determination as to whether the road surface has a low friction coefficient based on the determination results of the low-friction-coefficient road-surface determination devices. Accordingly, each low-friction-coefficient road-surface determination device is capable of compensating for disadvantages of the other devices.