Abstract: A vehicle air-conditioning apparatus includes: an indoor heat exchanger that evaporates a refrigerant; a cooperative device group that forms, with the indoor heat exchanger, a refrigeration cycle; a waste heat recovery part that recovers waste heat from a waste heat source and a heat-release part that releases, to an indoor heat exchanger, heat transmitted to the heat-release part, and that is switchable between (a) a heat-releasing state in which the waste heat recovered by the waste heat recovery part is transmitted to the heat-release part, and (b) a heat-release-stopped state in which the heat recovered by the waste heat recovery part is less transmittable than when in the heat-releasing state; and a controller to switch between (i) a heat-release-stopped state when the refrigerant is being exchanged between the indoor heat exchanger and the cooperative device group, and (ii) a heat-releasing state when the exchange of the refrigerant is stopped.

Abstract: An assembly-type packaging box is configured by erecting a front and rear panel along valley fold lines respectively in front of and behind a bottom panel; then folding outer panels, upper-edge panels, and inner panels, such that rear folding tabs extending from a side of the rear panel are folded in between the outer and inner panel. This allows the upper-edge panels to form a frame having a predetermined width at an opening portion. Folding protrusions, which fix positions of the upper-edge panels forming the frame by abutting on the rear folding tabs folded in between each of the outer panels and each of the inner panels, are formed on sides of the inner panels. With this configuration, the box allows to prevent displacement of the upper-edge panel forming the frame and generation of a gap caused by the displacement of the upper-edge panel.

Abstract: An assembly-type packaging box, being a cuboid when assembled, is configured by erecting a front and rear panel in front and rear of a bottom panel across fold lines, respectively, and erecting a left and right outer panel on the left and right of the bottom panel across fold lines, respectively. Front folding tabs extending from the front panel are disposed along inner surfaces of the left and right outer panels, and left and right-front folding-back tab are provided connectedly on front sides of the left and right outer panels, respectively. When a packaging box is assembled, the folding-back tabs are positioned at the front and rear in the depth direction of the left upper-edge panel and the right upper-edge panel (frame members) which form a frame. This configuration can prevent cut surfaces of sheet material to appear on a ridge line where surfaces intersect, without causing a cost rise.

Abstract: An assembly-type packaging box is configured by erecting a front and rear panel along valley fold lines respectively in front of and behind a bottom panel; then folding outer panels, upper-edge panels, and inner panels, such that rear folding tabs extending from a side of the rear panel are folded in between the outer and inner panel. This allows the upper-edge panels to form a frame having a predetermined width at an opening portion. Folding protrusions, which fix positions of the upper-edge panels forming the frame by abutting on the rear folding tabs folded in between each of the outer panels and each of the inner panels, are formed on sides of the inner panels. With this configuration, the box allows to prevent displacement of the upper-edge panel forming the frame and generation of a gap caused by the displacement of the upper-edge panel.

Abstract: An oscillation-preventing member for a stylus-tip protector is provided with a base member and a pair of leg parts integrally formed by employing a flexible sheet material. The pair of leg parts is bent at the same angle and in the same direction with respect to the base member. This oscillation-preventing member is mounted on a cartridge body, sandwiching a cartridge case from both outer sides with the pair of leg parts to prevent oscillation of a stylus-tip protector by bringing the base member into contact with part of the stylus-tip protector. This structure allows to provide an oscillation-preventing member for a stylus-tip protector, being attached/detached easily, manufactured at low costs, and configured to reliably prevent oscillation of a stylus-tip protector according to an impact.

Abstract: An oscillation-preventing member for a stylus-tip protector is provided with a base member and a pair of leg parts integrally formed by employing a flexible sheet material. The pair of leg parts is bent at the same angle and in the same direction with respect to the base member. This oscillation-preventing member is mounted on a cartridge body, sandwiching a cartridge case from both outer sides with the pair of leg parts to prevent oscillation of a stylus-tip protector by bringing the base member into contact with part of the stylus-tip protector. This structure allows to provide an oscillation-preventing member for a stylus-tip protector, being attached/detached easily, manufactured at low costs, and configured to reliably prevent oscillation of a stylus-tip protector according to an impact.

Abstract: A passenger compartment duct is provided with a passenger compartment air blow opening through which air is supplied into a passenger compartment and a cab-air-supply-duct communicating opening communicating with a cab air supply duct. The cab air supply duct is provided with a cab air blow opening through which air is supplied into a cab and a passenger-compartment-duct communicating opening communicating with the passenger compartment air supply duct. There are provided a damper turning communication from the passenger compartment air supply duct to the cab air supply duct ON or OFF, a cab air outlet through which air in the cab is discharged to the outside of the cab, and a damper opening or closing the cab air outlet. The cab air outlet includes a first outlet opened so as to communicate with an air intake side of cab air-conditioning units and a second outlet opened so as to communicate with the passenger compartment.

Abstract: In a railway-car total heat exchange ventilation system for railway-car air-conditioning ventilation equipment, a value of heat load outside the car, calculated on the basis of the difference between the external air temperature detected by the car-exterior temperature detection sensor and the temperature inside the car detected by the car-interior temperature detection sensor, is compared with a value of heat load inside the car, calculated by multiplying the amount of average heat generation per passenger by the current number of people on board inside the car calculated from the passenger weight detected by the passenger weight detection device. A variation in a future temperature inside the car is predicted, and switching between a heat exchange operation of the heat exchanger and a normal operation is carried out on the basis of the predicted result, so that the comfort inside the car is maintained.

Abstract: A passenger compartment duct is provided with a passenger compartment air blow opening through which air is supplied into a passenger compartment and a cab-air-supply-duct communicating opening communicating with a cab air supply duct. The cab air supply duct is provided with a cab air blow opening through which air is supplied into a cab and a passenger-compartment-duct communicating opening communicating with the passenger compartment air supply duct. There are provided a damper turning communication from the passenger compartment air supply duct to the cab air supply duct ON or OFF, a cab air outlet through which air in the cab is discharged to the outside of the cab, and a damper opening or closing the cab air outlet. The cab air outlet includes a first outlet opened so as to communicate with an air intake side of cab air-conditioning units and a second outlet opened so as to communicate with the passenger compartment.

Abstract: A suspension structure is provided having a shock absorber for dampening the vibration from a wheel and a stabilizer for suppressing the up and down strokes in opposite phases generated from opposing wheels on a vehicle. The end portion of the stabilizer is connected to the lower end portion of the shock absorber.

Abstract: A fuel injection device 1A which includes a common rail 4 for accumulating fuel delivered by a high pressure pump 3B in a pressure-accumulated state, an injector for injecting in a cylinder of the diesel engine fuel supplied through a high pressure fuel supply passage 21 branched from the common rail 4, and an ECU 80A for outputting an injection command signal for injecting the fuel from the injector 5A. The fuel injection device 1A further includes an orifice 75 in the high pressure fuel supply passage 21 on the side of the common rail 4, and a differential pressure sensor SdP for detecting the pressure difference of the pressures on the upstream and downstream sides of the orifice 75. The ECU 80A calculates an actual fuel supply amount that passes the orifice 75 based on a signal from the differential pressure sensor SdP.

Abstract: A suspension structure is provided having a shock absorber for dampening the vibration from a wheel and a stabilizer for suppressing the up and down strokes in opposite phases generated from opposing wheels on a vehicle. The end portion of the stabilizer is connected to the lower end portion of the shock absorber.

Abstract: When a racing of engine occurred during a speed change, an oil pressure is forcibly supplied to a friction engagement element to be released, and a back pressure of an accumulator disposed in an oil supply pipe of this friction engagement element of release side is increased in stepwise.

Abstract: The present invention describes a method and a device for determining the direction towards which an input shaft rotation speed changes along with the release of a friction engagement element during transmission operation, and based on the direction of change, determining whether the transmission operation is a power-on state transmission operation or a power-off state transmission operation, and based on the result of determination, deciding either the release-side friction engagement element or the connection-side friction engagement element as the main object of control for performing the transmission operation.

Abstract: In a constitution that a transmission torque capacities of friction engagement elements are determined based on an input shaft torque of a speed change mechanism and a torque sharing ratio, a change velocity of the torque sharing ratio of when the transmission torque capacity of a release side friction engagement element is changed from a value greater than a critical transmission torque capacity to a value smaller than the critical transmission torque capacity, is abruptly altered when the input shaft torque is equal to or less than predetermined value.

Abstract: In an automatic transmission for conducting a gear change by replacing friction engagement elements, a transmission torque capacity of an engage side friction engagement element at a torque phase is corrected based upon a change amount per unit time of a turbine rotation speed at the torque phase or a torque phase time.

Abstract: When a racing of engine occurred during a speed change, an oil pressure is forcibly supplied to a friction engagement element to be released, and a back pressure of an accumulator disposed in an oil supply pipe of this friction engagement element of release side is increased in stepwise.

Abstract: In an automatic transmission for conducting a gear change by replacing friction engagement elements, a transmission torque capacity of an engage side friction engagement element at a torque phase is corrected based upon a change amount per unit time of a turbine rotation speed at the torque phase or a torque phase time.

Abstract: In a constitution that a transmission torque capacities of friction engagement elements are determined based on an input shaft torque of a speed change mechanism and a torque sharing ratio, a change velocity of the torque sharing ratio of when the transmission torque capacity of a release side friction engagement element is changed from a value greater than a critical transmission torque capacity to a value smaller than the critical transmission torque capacity, is abruptly altered when the input shaft torque is equal to or less than a predetermined value.

Abstract: A basic speed change ratio of a continuously variable transmission is set depending on operation conditions, a target speed change ratio that follows the basic speed change ratio at a predetermined rate of changing the speed is obtained, and the speed change ratio is controlled according to the target speed change ratio. Based on the basic speed change ratio and the target speed change ratio, furthermore, a rate of progress in the change of speed is operated according to rate of progress=1--(.vertline.basic speed change ratio--target speed change ratio.vertline.)/basic speed change ratio. Based on the rate of progress and the throttle opening degree, the up-shift is discriminated to be in any one of a first up-shift mode where the throttle opening degree is maintained constant, a second up-shift mode where the throttle is fully closed or a third up-shift mode where the throttle is closed to a half opened state to shift the acceleration to a steadily traveling state.