Abstract: An anticorrosive pressure-sensitive adhesive tape of the present invention comprises a pressure-sensitive adhesive layer, the anticorrosive pressure-sensitive adhesive tape preventing generation of rust in a cyclic corrosion test in accordance with Cycle D in JIS K5600-7-9 and having an adhesive force after the cyclic corrosion test of 20 N/25 mm or more. The present invention can provide an anticorrosive pressure-sensitive adhesive tape having a superior adhesive force and anticorrosive property than before.

Abstract: An antenna diameter adjustment method for adjusting an antenna diameter by changing a distance between a part of each of a plurality of reflectors at which the radio signal is reflected, the plurality of reflectors each being configured to reflect radio signals emitted from a plurality of radiators from a center of a circle along a radial direction thereof and to radiate the radio signal toward an opposite antenna apparatus, and the center of the circle along the radial direction of the circle.

Abstract: An antenna diameter adjustment method for adjusting an antenna diameter by changing a distance between a part of each of a plurality of reflectors at which the radio signal is reflected, the plurality of reflectors each being configured to reflect radio signals emitted from a plurality of radiators from a center of a circle along a radial direction thereof and to radiate the radio signal toward an opposite antenna apparatus, and the center of the circle along the radial direction of the circle.

Abstract: A point-to-point radio apparatus (10A or 10B) is configured to perform a first channel search (S12) to search for an idle channel available to use in a first point-to-point radio link (11A) in response to receiving a first notification (S11) indicating that a second point-to-point radio link (11E) operated by another point-to-point radio system (1E) is unavailable. This contributes to, for example, efficient channel searches in point-to-point radio systems.

Abstract: A point-to-point radio apparatus (10A or 10B) is configured to perform a first channel search (S12) to search for an idle channel available to use in a first point-to-point radio link (11A) in response to receiving a first notification (S11) indicating that a second point-to-point radio link (11E) operated by another point-to-point radio system (1E) is unavailable. This contributes to, for example, efficient channel searches in point-to-point radio systems.

Abstract: A point-to-point radio apparatus (10A or 10B) is configured to perform a first channel search (S12) to search for an idle channel available to use in a first point-to-point radio link (11A) in response to receiving a first notification (S11) indicating that a second point-to-point radio link (11E) operated by another point-to-point radio system (1E) is unavailable. This contributes to, for example, efficient channel searches in point-to-point radio systems.

Abstract: A radio apparatus (1) notifies a radio apparatus (2) of a new reverse channel to be used in a reverse link (52) and another idle reverse channel(s). If reachability of a forward link (51) is lost by the use of a new forward channel associated with the new reverse channel, the radio apparatus (2) determines a further new forward channel from among forward channel(s) associated with the idle reverse channel(s) of which the radio apparatus (2) has been notified by the radio apparatus (1). This contributes, for example, to a safe switch of the bidirectional operating radio channels without using a redundant connection, when frequency-division multiplexing with fixed frequency spacing is used.

Abstract: A point-to-point radio apparatus (10A or 10B) is configured to perform a first channel search (S12) to search for an idle channel available to use in a first point-to-point radio link (11A) in response to receiving a first notification (S11) indicating that a second point-to-point radio link (11E) operated by another point-to-point radio system (1E) is unavailable. This contributes to, for example, efficient channel searches in point-to-point radio systems.

Abstract: A point-to-point radio apparatus (10A or 10B) is configured to perform a first channel search (S12) to search for an idle channel available to use in a first point-to-point radio link (11A) in response to receiving a first notification (S11) indicating that a second point-to-point radio link (11E) operated by another point-to-point radio system (1E) is unavailable. This contributes to, for example, efficient channel searches in point-to-point radio systems.

Abstract: A radio apparatus (1) notifies a radio apparatus (2) of a new reverse channel to be used in a reverse link (52) and another idle reverse channel(s). If reachability of a forward link (51) is lost by the use of a new forward channel associated with the new reverse channel, the radio apparatus (2) determines a further new forward channel from among forward channel(s) associated with the idle reverse channel(s) of which the radio apparatus (2) has been notified by the radio apparatus (1). This contributes, for example, to a safe switch of the bidirectional operating radio channels without using a redundant connection, when frequency-division multiplexing with fixed frequency spacing is used.

Abstract: A point-to-point radio apparatus (10A or 10B) is configured to perform a first channel search (S12) to search for an idle channel available to use in a first point-to-point radio link (11A) in response to receiving a first notification (S11) indicating that a second point-to-point radio link (11E) operated by another point-to-point radio system (1E) is unavailable. This contributes to, for example, efficient channel searches in point-to-point radio systems.

Abstract: A driving-force controller for an electric vehicle including at least two motors that independently drive left and right wheels, includes a detector that detects driving operation by a driver, and a controller that calculates a demand torque Tr of the driver, the torque difference ?T applied to the left and right wheels during cornering, left and right torque-difference maintaining torques TLK and TRK of the motors when generating the demand torque Tr while maintaining the torque difference ?T, and controls the motors based on the torque-difference maintaining torques TLK and TRK. The controller determines the priorities of a demand torque mode that generates the demand torque Tr and a torque difference mode that generates the torque difference ?T depending on the driving operation detected by the detector.

Abstract: A stop lamp lighting control device for an electric vehicle having an electric regenerative braking system, includes, a first calculation unit that converts a first deceleration threshold value to a first regenerative torque threshold value with a curb weight, a second calculation unit that converting a second deceleration threshold value to a second regenerative torque threshold value with a gross vehicle weight, a third calculation unit that calculates a third regenerative torque threshold value, and a determination unit that controls the stop lamp to be turned on when a regenerative torque value exceeds the first regenerative torque threshold value, the stop lamp to be turned off when the regenerative torque value is equal to or smaller than the second regenerative torque threshold value, and the stop lamp to be turned off when a given state continues.

Abstract: A stop lamp lighting control device for an electric vehicle having an electric regenerative braking system includes a calculation unit that converts a first deceleration threshold value for turning on a stop lamp or a second deceleration threshold value for turning off the stop lamp to a first regenerative torque threshold value for turning-on the stop lamp or a second regenerative torque threshold value for turning-off the stop lamp by calculation assumed that a weight of the vehicle is a curb weight or a gross vehicle weight, and a determination unit that performs a comparison between a regenerative torque value generated by the electric regenerative braking system and the first regenerative torque threshold value or the second regenerative torque threshold value and controls the stop lamp to be turned on or turned off based on the comparison result.

Abstract: A driving-force controller for an electric vehicle including at least two motors that independently drive left and right wheels, includes a detector that detects driving operation by a driver, and a controller that calculates a demand torque Tr of the driver, the torque difference ?T applied to the left and right wheels during cornering, left and right torque-difference maintaining torques TLK and TRK of the motors when generating the demand torque Tr while maintaining the torque difference ?T, and controls the motors based on the torque-difference maintaining torques TLK and TRK. The controller determines the priorities of a demand torque mode that generates the demand torque Tr and a torque difference mode that generates the torque difference ?T depending on the driving operation detected by the detector.

Abstract: A stop lamp lighting control device for an electric vehicle having an electric regenerative braking system, includes, a first calculation unit that converts a first deceleration threshold value to a first regenerative torque threshold value with a curb weight, a second calculation unit that converting a second deceleration threshold value to a second regenerative torque threshold value with a gross vehicle weight, a third calculation unit that calculates a third regenerative torque threshold value, and a determination unit that controls the stop lamp to be turned on when a regenerative torque value exceeds the first regenerative torque threshold value, the stop lamp to be turned off when the regenerative torque value is equal to or smaller than the second regenerative torque threshold value, and the stop lamp to be turned off when a given state continues.

Abstract: A stop lamp lighting control device for an electric vehicle having an electric regenerative braking system includes a calculation unit that converts a first deceleration threshold value for turning on a stop lamp or a second deceleration threshold value for turning off the stop lamp to a first regenerative torque threshold value for turning-on the stop lamp or a second regenerative torque threshold value for turning-off the stop lamp by calculation assumed that a weight of the vehicle is a curb weight or a gross vehicle weight, and a determination unit that performs a comparison between a regenerative torque value generated by the electric regenerative braking system and the first regenerative torque threshold value or the second regenerative torque threshold value and controls the stop lamp to be turned on Or turned off based on the comparison result.

Abstract: An output torque control system includes a control unit which includes an acceleration mode detection unit and an output torque control unit. The acceleration mode detection unit selects a normal acceleration mode which includes output torque information indicating an increased amount of output torque of an electric motor as time elapses or a rapid acceleration mode which includes output torque information indicating the increased amount of output torque of the electric motor as time elapses more largely than in the normal acceleration mode based on a result of a detection by a depressing speed detection unit. The output torque control unit selects one of the output torque information which corresponds to the result of the detection by the acceleration mode detection unit to control the output torque produced by the electric motor based on the selected output torque information.

Abstract: An annular fan case which covers an outer periphery of a fan in an aircraft engine includes: a case body including a first composite material containing a fiber and a resin; and a containment section including a second composite material containing a fiber and a resin, the containment section being formed on an outer periphery of the case body. A resin content of the containment section is set to be lower than the resin content of the case body.

Abstract: A vehicle driving force control device includes: a brake unit configured to generate a brake force of a vehicle; a stroke amount detecting unit configured to detect a stroke amount of a brake pedal of the vehicle; a monitoring unit configured to monitor whether generation of the brake force of the brake unit is abnormal; and a creep torque controlling unit configured to increase a reduction amount of a creep torque of the vehicle as the stroke amount increases, when the monitoring unit determines that the generation of the brake force in the brake unit is abnormal.