Abstract: A battery charging control device for controlling a power generation device installed in an electric vehicle sets a battery energy management area using a current position of a host vehicle as a reference, detects at least one travelable route within the battery energy management area, calculates a battery energy management upper limit value and a battery energy management lower limit value on the basis of a maximum value and a minimum value of energy values required to travel to respective points on the travelable route from the current position, and calculates a battery energy management width by subtracting the management lower limit value from the management upper limit value. When the battery energy management width is not within a predetermined range, the battery energy management area is modified so as to enter the predetermined range.

Abstract: A control device of a lock-up clutch of a torque converter interposed between a transmission and engine used with a vehicle, is disclosed. The control device has a sensor which detects an input rotation speed to the torque converter, a sensor which detects an output rotation speed from the torque converter, a differential pressure control device which controls the differential pressure applied to the lock-up clutch, and a controller which sets a target slip rotation speed of the torque converter; calculates a real slip rotation speed which is a difference between the detected input rotation speed and the detected output rotation speed; and performs feedback control to determine the differential pressure applied to the lock-up clutch so that the real slip rotation speed coincides with the target slip rotation speed.

Abstract: A lock-up clutch control apparatus for controlling a lock-up clutch (6) provided in a torque converter (5) installed between an engine (3) and a transmission (4), is disclosed. The lock-up clutch control apparatus has a differential pressure generator (7,8) which engages, causes a slip of or disengages the lock-up clutch by adjusting the differential pressure supplied to the lock-up clutch (6); a sensor (11/15) for detecting a rotational speed of the engine; a sensor (16) for detecting an input rotational speed to the transmission; and a controller (1). The controller (1) conducts proportional integration control by using a command signal to the differential pressure generator (7,8), so that an actual slip rotational speed, which is the difference between the engine rotational speed (Np) and input rotational speed (Ni) to the transmission, becomes a target slip rotational speed (Nt).

Abstract: A lock-up clutch control device which controls a lock-up clutch provided in a torque converter installed between an engine and a transmission, is disclosed. The lock-up clutch control device changes over between a converter state and a lock-up state of the torque converter according to a differential pressure command value (LUprs) relating to a differential pressure supplied to the lock-up clutch. The lock-up clutch control device includes a differential pressure generating device (7, 8) which generates the differential pressure supplied to the lock-up clutch; input torque detection means (2, 14, 15) which detects an input torque (Te) to the torque converter; and a controller (1).

Abstract: A controller (5) controls the engaging force between a pump impeller (1a) connected to an engine (2) and a turbine runner (1b) connected to an automatic transmission (23). The controller (5) first performs feedforward control of the engaging force. The controller (5) determines a reference value and a target rotation speed based on the capacity characteristics of the torque converter (1), and if the rotation speed of the engine (2) becomes less than the reference value, performs feedback control of the engaging force so that the deviation between the target rotation speed and the rotation speed decreases. When a predetermined condition is satisfied, the controller (5) changes over from feedforward control to feedback control, even if the rotation speed of the engine (21) is not less than the reference value. As a result, the control precision of feedback control when performing a slip lock-up, is increased.

Abstract: A controller (5) performs open loop control of the engaging state of a lockup clutch (2) through a switching mechanism (3, 4) when a torque converter (1) transitions from a first state in which the lockup clutch (2) is disengaged to a second state in which the lockup clutch (2) is at least partially engaged. At this time, the controller (5) estimates the engine torque at the time when open loop control ends, estimates a necessary lockup capacity required for the converter (1) at the time when open loop control ends, based on the estimated engine torque, and controls the engaging state of the lockup clutch (2) through the switching mechanism (3, 4) to make the lockup capacity at the time when open loop control ends become the necessary lockup capacity.

Abstract: A torque converter (1) connecting an engine (14) and a transmission (15) of a vehicle is provided with a lockup clutch (2), and a controller (5) is programmed to increase an engagement force of a lockup clutch (2) under open loop control before shifting to feedback control of the engaging force using a target slip rotation speed. When an engine output torque rapidly decreases during open loop control (S59, S60), the controller (5) decreases the engaging force according to a variation amount of the engine output torque (S61, S65), thereby preventing an unintentional sudden engagement of the lockup clutch (2) due to decrease in the engine output torque.

Abstract: A tightening force of a lockup clutch (2) exerted between a pump impeller (1a) connected to an engine (21) and a turbine runner (1b) connected to an automatic transmission (23) is controlled by a controller (5). The controller (5) determines a target relative rotation speed of the pump impeller (1a) and the turbine runner (1b), and performs feedback control of the tightening force such that the difference between the target relative rotation speed and the real relative rotation speed is decreased. The controller (5) also performs feedforward control of the tightening force. When the variation of the relative rotation speed due to the feedforward control has exceeded the predetermined value, the controller (5) corrects the feedback control amount to moderate the effect of the variation, thereby suppressing sudden change in the tightening force.

Abstract: A control device of a lock-up clutch of a torque converter interposed between a transmission and engine used with a vehicle, is disclosed. The control device has a sensor which detects an input rotation speed to the torque converter, a sensor which detects an output rotation speed from the torque converter, a differential pressure control device which controls the differential pressure applied to the lock-up clutch, and a controller which sets a target slip rotation speed of the torque converter; calculates a real slip rotation speed which is a difference between the detected input rotation speed and the detected output rotation speed; and performs feedback control to determine the differential pressure applied to the lock-up clutch so that the real slip rotation speed coincides with the target slip rotation speed.

Abstract: A lock-up clutch control apparatus for controlling a lock-up clutch (6) provided in a torque converter (5) installed between an engine (3) and a transmission (4), is disclosed. The lock-up clutch control apparatus has a differential pressure generator (7,8) which engages, causes a slip of or disengages the lock-up clutch by adjusting the differential pressure supplied to the lock-up clutch (6); a sensor (11/15) for detecting a rotational speed of the engine; a sensor (16) for detecting an input rotational speed to the transmission; and a controller (1). The controller (1) conducts proportional integration control by using a command signal to the differential pressure generator (7,8), so that an actual slip rotational speed, which is the difference between the engine rotational speed (Np) and input rotational speed (Ni) to the transmission, becomes a target slip rotational speed (Nt).

Abstract: A controller (5) controls the engaging force between a pump impeller (1a) connected to an engine (2) and a turbine runner (1b) connected to an automatic transmission (23). The controller (5) first performs feedforward control of the engaging force. The controller (5) determines a reference value and a target rotation speed based on the capacity characteristics of the torque converter (1), and if the rotation speed of the engine (2) becomes less than the reference value, performs feedback control of the engaging force so that the deviation between the target rotation speed and the rotation speed decreases. When a predetermined condition is satisfied, the controller (5) changes over from feedforward control to feedback control, even if the rotation speed of the engine (21) is not less than the reference value. As a result, the control precision of feedback control when performing a slip lock-up, is increased.

Abstract: A lock-up clutch control device which controls a lock-up clutch provided in a torque converter installed between an engine and a transmission, is disclosed. The lock-up clutch control device changes over between a converter state and a lock-up state of the torque converter according to a differential pressure command value (LUprs) relating to a differential pressure supplied to the lock-up clutch. The lock-up clutch control device includes a differential pressure generating device (7,8) which generates the differential pressure supplied to the lock-up clutch; input torque detection means (2,14,15) which detects an input torque (Te) to the torque converter; and a controller (1).

Abstract: An engaging force of a pump impeller (1a) connected to an engine (21) and a turbine runner (1b) connected to an automatic transmission (23) is controlled by a controller (5). The controller (5) determines a target relative rotation speed of the pump impeller (1a) and the turbine runner (1b), and performs feedback control of the engaging force such that the difference between the target relative rotation speed and the real relative rotation speed is decreased. The controller (5) also performs feedforward control of the engaging force in a increasing direction. When the engine (21) is in a predetermined engine-stall prevention condition, the controller (5) prohibits the feedforward control so as to prevent an interference between feedback control and feedforward control.

Abstract: A slip control system of a lockup torque converter includes a pre-compensator that pre-compensates for a target slip-rotation speed to produce a target slip-rotation speed correction value. A feedback compensator is provided to feedback-control an engagement capacity of a lock-up clutch based on a deviation between the target slip-rotation speed correction value and an actual slip-rotation speed to bring the actual slip-rotation speed closer to the target slip-rotation speed. Also provided is a dead-time processing section that compensates for the target slip-rotation speed correction value to reflect a dead time of dynamic characteristics peculiar to the slip control system in the target slip-rotation speed correction value. The dead-time compensated output is fed to the feedback compensator. The dead time is variable in accordance with a predetermined dead time characteristic.

Abstract: A tightening force of a lockup clutch (2) exerted between a pump impeller (1a) connected to an engine (21) and a turbine runner (1b) connected to an automatic transmission (23) is controlled by a controller (5). The controller (5) determines a target relative rotation speed of the pump impeller (1a) and the turbine runner (1b), and performs feedback control of the tightening force such that the difference between the target relative rotation speed and the real relative rotation speed is decreased. The controller (5) also performs feedforward control of the tightening force. When the variation of the relative rotation speed due to the feedforward control has exceeded the predetermined value, the controller (5) corrects the feedback control amount to moderate the effect of the variation, thereby suppressing sudden change in the tightening force.

Abstract: An antibacterial polyester resin composition which comprises an inorganic antibacterial agent, a thermoplastic polyester resin as a base resin and 5 to 50% by weight of a low molecular weight polyester resin having a number average molecular weight of 1800 to 3000 based on the inorganic antibacterial agent as a vehicle for dispersing the inorganic antibacterial agent.

Abstract: A controller (5) performs open loop control of the engaging state of a lockup clutch (2) through a switching mechanism (3, 4) when a torque converter (1) transitions from a first state in which the lockup clutch (2) is disengaged to a second state in which the lockup clutch (2) is at least partially engaged. At this time, the controller (5) estimates the engine torque at the time when open loop control ends, estimates a necessary lockup capacity required for the converter (1) at the time when open loop control ends, based on the estimated engine torque, and controls the engaging state of the lockup clutch (2) through the switching mechanism (3, 4) to make the lockup capacity at the time when open loop control ends become the necessary lockup capacity.

Abstract: A torque converter (1) comprises a pump impeller (1a) and turbine runner (1b) which transmit a torque via a fluid, and a lockup clutch (2) which engage the pump impeller (1a) and turbine runner (1b) according to an oil pressure. The pump impeller (1a) is connected to an engine (21), and the turbine runner (1b) is connected to an automatic transmission (23). An oil pressure control valve (3) supplies oil pressure to the lockup clutch (2) according to a signal from the controller (5). The controller (5) calculates a rotation speed increase rate of the turbine runner (1b) (S1), and controls the oil pressure of the oil pressure control valve (3) under a pressure increase rate which increases as the rotation speed increase rate (S10) increases, thereby preventing rotation speed fluctuations of the engine (23) accompanying lockup of the lockup clutch (2).

Abstract: A controller (12) controls the engaging force of a lockup clutch (2c) connecting an engine (1) and an automatic transmission (3) via an engaging force regulating mechanism (11, 13). The controller (12) sets a target relative rotation speed (?SLPT) according to a difference between a target engine rotation speed (TGT_EREV) and an input rotation speed (PriREV) of the automatic transmission (3). When an initial engine rotation speed (ST_EREV) is smaller than the target engine rotation speed (TGT_EREV), the controller (12) causes the target relative rotation speed (?SLPT) to gradually vary from an initial relative rotation speed (ST_SREV) to a predetermined target change-over relative rotation speed (CHG_REV). By controlling the engaging force regulating mechanism (11, 13) on the basis of the target relative rotation speed (?SLPT) set in this way, a prompt and appropriate lockup operation of the lockup clutch (2c) is realized in response to the vehicle conditions.

Abstract: A roll paper cutter, for cutting roll paper which is fed out from a roll of paper so that it can be separated from an outer circumference of the roll of paper, comprises: a rail extending in the longitudinal direction of the rail perpendicular to the roll paper feeding direction; a stationary knife fixed at and supported by a carriage moving along the rail in the longitudinal direction of the rail; and a rotary knife pivotally supported by the carriage and rotated coming into contact with the stationary knife when the carriage is moved. When the carriage is moved in the longitudinal direction of the rail, a cutting edge intersection formed by the rotary knife, which is rotated by the movement of the carriage, and also formed by the stationary knife crosses and cuts the roll paper in the width direction.