Abstract: A semiconductor memory device according to an embodiment, includes a plurality of semiconductor pillars extending in a first direction and being arranged along a second direction crossing the first direction, two interconnects extending in the second direction and being provided on two sides of the plurality of semiconductor pillars in a third direction crossing the first direction and the second direction, and an electrode film disposed between each of the semiconductor pillars and each of the interconnects. The two interconnects are drivable independently from each other.

Abstract: A vehicle battery heating apparatus is to be mounted in a vehicle that travels with electricity from a battery. The apparatus includes a battery, a heater, a sensor, a controller, and a memory. The battery is mountable in the vehicle to allow the vehicle to travel. The heater heats the battery. The sensor obtains a temperature of the battery. The controller heats the battery with the heater. The memory stores heating target temperatures for respective remaining capacities of the battery. The controller obtains a remaining capacity of the battery, obtains a target temperature from the memory in accordance with the obtained remaining capacity, and sets a target temperature for heating the battery which is not on charge while the vehicle is stopped to the obtained target temperature. The heater heats the battery to the set target temperature.

Abstract: A vehicle battery heating apparatus is to be mounted in a vehicle that travels with electricity from a battery. The apparatus includes a battery, a heater, a sensor, a controller, and a memory. The battery is mountable in the vehicle to allow the vehicle to travel. The heater heats the battery. The sensor obtains a temperature of the battery. The controller heats the battery with the heater. The memory stores heating target temperatures for respective remaining capacities of the battery. The controller obtains a remaining capacity of the battery, obtains a target temperature from the memory in accordance with the obtained remaining capacity, and sets a target temperature for heating the battery which is not on charge while the vehicle is stopped to the obtained target temperature. The heater heats the battery to the set target temperature.

Abstract: Inverterless running control is control in which an inverter is set to a gate cut-off state, an engine is driven to mechanically rotate a motor-generator and to generate in the motor-generator, counter-electromotive torque in accordance with a difference between a counter-electromotive voltage of the motor-generator and a system voltage, and a vehicle runs with drive torque applied to an output shaft as reaction force of the counter-electromotive torque. An ECU controls drive torque to produce driving force determined by an accelerator position by raising or lowering the system voltage during inverterless running control.

Abstract: In a hybrid automobile in which a first motor, an engine, and a drive shaft coupled to an axle are connected respectively to a sun gear, a carrier, and a ring gear of a planetary gear set and a second motor is connected to the drive shaft, during a predetermined travel period in which the engine is operative and respective gates of a first inverter and a second inverter used to drive the first motor and the second motor are both blocked, the engine is controlled such that the first motor rotates at a predetermined rotation speed, and a boost converter is controlled such that a voltage of a drive voltage system power line reaches a target voltage corresponding to an accelerator depression amount.

Abstract: Inverterless running control is control in which an inverter is set to a gate cut-off state, an engine is driven to mechanically rotate a motor-generator and to generate in the motor-generator, counter-electromotive torque in accordance with a difference between a counter-electromotive voltage of the motor-generator and a system voltage, and a vehicle runs with drive torque applied to an output shaft as reaction force of the counter-electromotive torque. An ECU controls drive torque to produce driving force determined by an accelerator position by raising or lowering the system voltage during inverterless running control.

Abstract: In a vane-type variable valve timing adjusting mechanism (VCT), an OCV target current is set to the holding current to hold an actual advance amount in close proximity to the target advance amount during the execution of the holding control. In the holding control, when the deviation between the actual and target advance amounts reaches beyond the holding control region (determination threshold value) and enters into the micro displacement control region, the micro displacement control (pulse-current application control) is started, and the pulse current is applied to the hydraulic control valve to use advantages of pulse current to drive the VCT in the direction of the target advance amount. Thus, when the actual advance amount comes back into close proximity to the target advance amount, the holding control is restarted, and the OCV target current is set to the holding current to hold the actual advance amount at the target advance amount.

Abstract: A variable valve timing adjusting mechanism includes one-way valves in a hydraulic supply passage in an advance hydraulic chamber and in a retard hydraulic chamber respectively and a drain oil passage bypassing each of the one-way valves disposed in parallel in the hydraulic supply passage of each hydraulic chamber. Drain switching valves are disposed in the respective drain oil passages. A controller opens the drain switching valve in a side of the hydraulic chamber where oil is discharged when a deviation between a target displacement angle and an actual displacement angle is more than a predetermined value to perform the maximum speed control for driving the adjusting mechanism in a direction of the target displacement angle at the maximum speed.

Abstract: In a vane-type variable valve timing adjusting mechanism (VCT), an OCV target current is set to the holding current to hold an actual advance amount in close proximity to the target advance amount during the execution of the holding control. In the holding control, when the deviation between the actual and target advance amounts reaches beyond the holding control region (determination threshold value) and enters into the micro displacement control region, the micro displacement control (pulse-current application control) is started, and the pulse current is applied to the hydraulic control valve to use advantages of pulse current to drive the VCT in the direction of the target advance amount. Thus, when the actual advance amount comes back into close proximity to the target advance amount, the holding control is restarted, and the OCV target current is set to the holding current to hold the actual advance amount at the target advance amount.

Abstract: One-way valves are provided in a hydraulic pressure supply passage in an advance hydraulic chamber and a hydraulic pressure supply passage in a retard hydraulic chamber respectively. A drain oil passage bypassing each of the one-way valves is provided in the hydraulic pressure supply passage in the each hydraulic chamber to be in parallel therewith. A drain switching valve is provided in the each drain oil passage. A drain switching control function for switching the hydraulic pressure driving the each drain switching valve is integral with a function of the hydraulic control valve for controlling the hydraulic pressure supplied to the advance hydraulic chamber and the retard hydraulic chamber. It is determined whether the responsiveness of an advance/retard operation is in a normal range based upon a changing rate of the VTC displacement angle during advance/retard operating, thereby determining presence/absence of abnormality in the advance/retard operation.

Abstract: An air-fuel ratio detected by an air-fuel ratio sensor is periodically varied by executing a PI control. During the PI control, a time period in which the detected air-fuel ratio passes through a predetermined rich-side range is defined as a rich-side time constant, and a time period in which the detected air fuel ratio passes through a predetermined lean-side range is defined as a lean-side time constant. A rich-side time delay represents a time period in which an air-fuel correction amount is increasingly corrected to exceed a rich-side threshold, and a lean-side time delay represents a time period in which the air-fuel correction amount is decreasingly corrected to exceed a lean-side threshold. These time constants and time delays are compared with a determining value to diagnose degradation of an air-fuel ratio sensor.

Abstract: An air-fuel ratio detected by an air-fuel ratio sensor is periodically varied by executing a PI control. During the PI control, a time period in which the detected air-fuel ratio passes through a predetermined rich-side range is defined as a rich-side time constant, and a time period in which the detected air fuel ratio passes through a predetermined lean-side range is defined as a lean-side time constant. A rich-side time delay represents a time period in which an air-fuel correction amount is increasingly corrected to exceed a rich-side threshold, and a lean-side time delay represents a time period in which the air-fuel correction amount is decreasingly corrected to exceed a lean-side threshold. These time constants and time delays are compared with a determining value to diagnose degradation of an air-fuel ratio sensor.