Abstract: The formation mechanisms of devastating Hurricanes and Typhoons in the Northern Equator were analyzed. These Hurricanes and Typhoons have taken lives, property and devastation to the environment. We created a solution to save lives and the environmental effects. Hurricanes and Typhoons were found to form by the following two mechanisms: Mechanism (I): “High Sea-Surface Temperatures” along the Equator zone. Mechanism (II): “Anti-Clock-Wise Strong Westward Winds” along the Equator zone. We can prevent Mechanism (I). Various experiments were performed to prevent Mechanism (I). Results: spraying sea-water above the forming zone for about 20 min. reduces the Sea-surface temperature to 15.0° and prevents formations of Hurricanes and Typhoons. Also, as the best way to carry-out this process, is to find the high temperature zones by helicopters or drones equipped with Infrared-thermometers and guide Fireboat-fleets to the location even before the formations of Hurricanes and Typhoons.

Abstract: A hydraulic control apparatus of an automatic transmission having engagement pressure solenoid valves configured to regulate an engagement pressure supplied to a hydraulic servo of a frictional engagement element and to output the engagement pressures from a predetermined number of the engagement pressure solenoid valves to establish respective transmission gear speeds.

Abstract: A hydraulic control apparatus of an automatic transmission having engagement pressure solenoid valves configured to regulate an engagement pressure supplied to a hydraulic servo of a frictional engagement element and to output the engagement pressures from a predetermined number of the engagement pressure solenoid valves to establish respective transmission gear speeds.

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: A shift control apparatus for controlling shifting actions of an automatic transmission including a hydraulically operated frictional coupling device having a hydraulic cylinder which is supplied with a working fluid when the frictional coupling device is engaged, the shift control apparatus including a transient-hydraulic-pressure control device operable to control a transient value of a hydraulic pressure in the hydraulic cylinder according to an electric signal, upon releasing of the frictional coupling device, and an accumulator having a back-pressure chamber a back pressure of which is controllable, and an accumulator chamber connected to the hydraulic cylinder of the frictional coupling device and operable to control a transient value of the hydraulic pressure in the hydraulic cylinder, when the frictional coupling device is engaged with the working fluid being supplied to the hydraulic cylinder, and a back-pressure increasing portion operable to increase the back pressure in the back-pressure chamber o

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: An automatic transmission has a first brake, a third brake and a hydraulic actuator for the third brake substantially axially aligned in sequence from rear to front in a radially outer area of the transmission. In addition, a first planetary gear unit, a first one-way clutch and a second one-way clutch are provided in an axial sequence from rear to front, in a radially inner area of the transmission. In this manner, component members are mounted with good spatial efficiency in both radial and axial dimensions. Furthermore, because a carrier of the first planetary gear is connected to a third brake through the first one-way clutch, the carrier can be reversely rotated by disengaging the third brake, enabling six forward speeds.

Abstract: A vehicular automatic shift control unit for executing a cooperative shift control (an upshift inhibition and a downshift) of an automatic transmission based on an information associated with a road condition around a vehicle or a road condition in front of the vehicle, is provided with judging means for judging whether a vehicle exists in a predetermined area including a branch point of the road during execution of the cooperative shift control, and gear ratio maintaining control means for maintaining a gear ratio of the automatic transmission if it is judged that the vehicle exists in the predetermined area.

Abstract: A shift control apparatus for controlling shifting actions of an automatic transmission including a hydraulically operated frictional coupling device having a hydraulic cylinder which is supplied with a working fluid when the frictional coupling device is engaged, the shift control apparatus including a transient-hydraulic-pressure control device operable to control a transient value of a hydraulic pressure in the hydraulic cylinder according to an electric signal, upon releasing of the frictional coupling device, and an accumulator having a back-pressure chamber a back pressure of which is controllable, and an accumulator chamber connected to the hydraulic cylinder of the frictional coupling device and operable to control a transient value of the hydraulic pressure in the hydraulic cylinder, when the frictional coupling device is engaged with the working fluid being supplied to the hydraulic cylinder, and a back-pressure increasing portion operable to increase the back pressure in the back-pressure chamber o

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: A method and apparatus of controlling a synchronous motor having a rotor, and a stator which produces a magnetic flux for rotating the rotor about an axis thereof, the method including the steps of detecting an angular position and a rotating speed of the rotor; estimating a phase difference between a voltage and an electric current of the synchronous motor, on the basis of the detected rotating speed of the rotor; and adjusting an advance angle of the rotor upon excitation of the synchronous motor, as a result of comparison of the detected rotating speed of the rotor with a target value, to thereby control the rotating speed and direction of the rotor.

Abstract: A vehicle drive control apparatus includes an engine that generates power through combustion of fuel, an automatic transmission that transmits a reverse input from a driving wheel to the engine and automatically performs a gear shifting among a plurality of forward gear stages each having a different gear ratio, a fluid power transmission device interposed between the automatic transmission and the engine for transmitting power through fluid, the fluid power transmission device having a lock-up clutch, and a controller.

Abstract: An automatic engine stop/restart-type vehicle and control method determine whether a vehicle is in a non-running range. The vehicle comprises: an engine; a transmission, an oil pump and a controller. The transmission has a coupling element that transmits an output torque of the engine. The oil pump supplies a hydraulic pressure to the transmission. The controller controls an output from the engine; controls the hydraulic pressure supplied to the transmission; and determines whether the engine is in an automatic stop state when a manually set mode of the transmission is shifted from a non-running range to a running range. A hydraulic pressure compensation procedure is performed to conform friction coupling characteristics of the coupling element and input characteristics of the transmission with each other if the controller determines that the engine is in the automatic stop state.

Abstract: A condition for driving an electric oil pump is set. A turbine speed or an input speed of an automatic transmission is measured. A correction amount for a hydraulic pressure is calculated on the basis of the turbine speed obtained by reference to a relation between the turbine speed and hydraulic pressure, and a correction amount for a drive duty ratio of the electric oil pump which is required for generation of the corrected hydraulic pressure is calculated. The procedure is resumed after the procedure has been performed. The condition for driving the electric oil pump is updated on the basis of the correction amount for the drive duty ratio calculated.

Abstract: An electric oil pump capable of suppressing wear of an electric oil pump used as auxiliary to a main oil pump to thereby prolong the life of the pump and avoid any need to provide a larger pump. An electric oil pump (40) is operated only for a predetermined acceptable operation time, and the engine (12) is thereafter activated to cause the mechanical oil pump (36) to supply oil pressure. This arrangement can limit successive operating time for the electric oil pump (40), suppressing wear of the electric oil pump (40) and thus prolonging its life. Provision of a larger electric oil pump (40) can also be avoided.

Abstract: An automatic transmission has a first brake, a third brake and a hydraulic actuator for the third brake substantially axially aligned in sequence from rear to front in a radially outer area of the transmission. In addition, a first planetary gear unit, a first one-way clutch and a second one-way clutch are provided in an axial sequence from rear to front, in a radially inner area of the transmission. In this manner, component members are mounted with good spatial efficiency in both radial and axial dimensions. Furthermore, because a carrier of the first planetary gear is connected to a third brake through the first one-way clutch, the carrier can be reversely rotated by disengaging the third brake, enabling six forward speeds.