Abstract: Provided is a polycarbonate resin composition containing 1-20 parts by weight of an amorphous thermoplastic resin having a glass transition temperature of not lower than 110° C., and 1-50 parts by weight of plate-shaped fillers having a number average major axis length of 0.5-45 ?m, with respect to 100 parts by weight of a matrix resin component containing 35-95 wt % of a polycarbonate resin and 5-65 wt % of a thermoplastic polyester resin.

Abstract: Provided is a polycarbonate resin composition containing 1-20 parts by weight of an amorphous thermoplastic resin having a glass transition temperature of not lower than 110° C., and 1-50 parts by weight of plate-shaped fillers having a number average major axis length of 0.5-45 ?m, with respect to 100 parts by weight of a matrix resin component containing 35-95 wt % of a polycarbonate resin and 5-65 wt % of a thermoplastic polyester resin.

Abstract: A molded body 1 includes a rib part 3 standing on a back surface 2b opposite to a design surface 2a of a main body 2 of the molded body 1. A reduced thickness part 4 is formed on the back surface 2b of the main body 2, the ratio D/T is 0.975 to 1.07 where D is the diameter of a circle that passes through base ends 3b of both side faces 3a of the rib part 3 and is in contact with the design surface 2a of the main body 2 positioned between the base ends 3b, and T is the thickness of the main body 2 at an outer side of the reduced thickness part 4, and t<1.3(T?n) is satisfied where t is the thickness of the rib part 3, and n is the thickness of the reduced thickness part 4.

Abstract: A moulded body 1 includes a rib part 3 standing on a back surface 2b opposite to a design surface 2a of a main body 2 of the moulded body 1. A reduced thickness part 4 is formed on the back surface 2b of the main body 2, the ratio D/T is 0.975 to 1.07 where D is the diameter of a circle that passes through base ends 3b of both side faces 3a of the rib part 3 and is in contact with the design surface 2a of the main body 2 positioned between the base ends 3b, and T is the thickness of the main body 2 at an outer side of the reduced thickness part 4, and t<1.3(T?n) is satisfied where t is the thickness of the rib part 3, and n is the thickness of the reduced thickness part 4.

Abstract: An object of the present invention is to provide a retroreflective sheeting that exhibits proper retroreflection even at a small incident angle with no or less halation, and has superior incident angularities and superior direction characteristics, as well as a film for use in the retroreflective sheeting. The retroreflective sheeting with the above characteristics is obtained by forming reflective elements of a specific triangular pyramidal frustum configuration in a close-packed state on one surface thereof.

Abstract: An object of the present invention is to provide a retroreflective sheeting that exhibits proper retroreflection even at a small incident angle with no or less halation, and has superior incident angularities and superior direction characteristics, as well as a film for use in the retroreflective sheeting. The retroreflective sheeting with the above characteristics is obtained by forming reflective elements of a specific triangular pyramidal frustum configuration in a close-packed state on one surface thereof.

Abstract: A vehicle interior-material is provided that efficiently dampens impact forces with ribs protruding into a limited space enclosed by a vehicle panel and a facer, and that reduces the protrusion height of the ribs, thereby curbing the amount that the vehicle interior material bulges into the space of the vehicle interior. The vehicle interior material includes a facer (2) with a substantially C-shaped cross-section covering a panel ridge (7) extending in a longitudinal direction on the vehicle compartment side of a vehicle panel, a space (4) being provided between the panel ridge and the facer; and a plurality of plate-shaped ribs (3) which are arranged independently from one another, bridging side walls of the facer, the ribs protruding from a rear face of the facer (2) opposite the vehicle panel into the space (4) and arranged at substantially right angles with the longitudinal direction of the vehicle panel.

Abstract: A vehicle interior material is provided that efficiently dampens impact forces with ribs protruding into a limited space enclosed by a vehicle panel and a facer, and that reduces the protrusion height of the ribs, thereby curbing the amount that the vehicle interior material bulges into the space of the vehicle interior. The vehicle interior material includes a facer 2 with a substantially C-shaped cross-section covering a panel ridge 7 extending in a longitudinal direction on the vehicle compartment side of a vehicle panel, a space 4 being provided between the panel ridge and the facer; and a plurality of plate-shaped ribs 3, which are arranged independently from one another, bridging side walls of the facer, the ribs protruding from a rear face of the facer 2 opposite the vehicle panel into the space 4 and arranged at substantially right angles with the longitudinal direction of the vehicle panel.

Abstract: An impact absorbing member for vehicle interior that has improved impact resistance and sufficiently meets the abovementioned safety standard while maintaining a superior heat deformation property, and that has a reduced rib protrusion height and therefore entails a reduced amount of projection in to the vehicle interior space, wherein the above vehicle interior material is molded using synthetic resin regarding which the tan &dgr; (loss tangent) peak height is 0.04 or higher and the peak temperature is −40° to 50° C., as obtained through viscoelasticity measurement.

Abstract: A vehicle interior material is provided that efficiently dampens impact forces with ribs protruding into a limited space enclosed by a vehicle panel and a facer, and that reduces the protrusion height of the ribs, thereby curbing the amount that the vehicle interior material bulges into the space of the vehicle interior. The vehicle interior material includes a facer (2) with a substantially C-shaped cross-section covering a panel ridge (7) extending in a longitudinal direction on the vehicle compartment side of a vehicle panel, a space (4) being provided between the panel ridge and the facer; and a plurality of plate-shaped ribs (3) which are arranged independently from one another, bridging side walls of the facer, the ribs protruding from a rear face of the facer (2) opposite the vehicle panel into the space (4) and arranged at substantially right angles with the longitudinal direction of the vehicle panel.

Abstract: A hydraulic pressure control system for an automatic transmission is capable of reducing the size and simplifying the structure of a lockup controlling hydraulic circuit. An oil pressure output from a solenoid valve acts on an oil pressure chamber. The internal pressure of another oil pressure chamber becomes high only in a forward low-speed range and becomes low in all of the other gear shift ranges. The internal pressure of another oil pressure chamber becomes high only in forward ranges and becomes low in neutral and reverse ranges. The valve member moves in accordance with oil pressures applied to the oil pressure chambers to change over oil paths connected to a clutch control oil chamber and a torque converter oil chamber, whereby a lockup clutch assumes one of engaged, slip, and released states.

Abstract: To provide a hydraulic controller for automatic transmission use which commonalizes a lockup control valve and a friction engagement element control valve, thereby simplifying a hydraulic circuit, reducing the number of parts, and achieving low cost, a lockup solenoid to control engagement or release of a lockup clutch, a first friction engagement element to engage an friction engagement element only in a portion or entirety of a shifting stage to prohibit lockup, and a manual shift lever to determine whether a vehicle exists in a lockup prohibition condition are provided. A switching valve selectively switches the lockup solenoid to either communicate with the lockup clutch or communicate with the foregoing first friction engagement element. The manual shift valve is disposed in a path extending from the switching valve to the first friction engagement element.

Abstract: A lockup control system for an automatic transmission is provided with an electromagnetic valve 11 and a spool valve 13. When the electromagnetic valve 11 is inactive, the spool valve 13 is set so that a pressure at an OFF port 171 of a torque converter 12 is higher than that of an ON port 172, thereby opening a lockup clutch mechanism 19. When the electromagnetic valve 11 is activated, its control pressure Pc becomes lower than a secondary pressure PL2and the spool valve 13 is actuated so that the control pressure Pc is supplied to a clutch control chamber 18. As a result, the lockup clutch mechanism 19 is closed, thereby setting the lockup state. At this time, the control pressure Pc acts directly on the clutch control oil chamber 18, so that the lockup clutch mechanism 19 is controlled with high precision.