Abstract: A buried piping replacement period prediction apparatus includes a buried piping attribute data acquisition unit and an exceedance-probability-of-corrosion-depth prediction unit. The buried piping attribute data acquisition unit acquires attribute data of buried piping. The attribute data of the buried piping includes a first environmental factor of the buried piping, a first burial period of time of the buried piping, and a nominal pipe wall thickness or an allowable corrosion depth of the buried piping. The exceedance-probability-of-corrosion-depth prediction unit calculates an exceedance probability of corrosion depth of the buried piping in a certain period from an exceedance-probability-of-corrosion-depth prediction model for the first environmental factor, the first burial period of time, and the nominal pipe wall thickness or the allowable corrosion depth.

Abstract: Provided is a device for measuring the concentration of a dissolved component, whereby the concentration of a plurality of types of dissolved components in water can be measured easily and with good precision. A device for measuring the concentration of a dissolved component has: a cell assembly 3 in which a plurality of cells 1 are connected by a joint member 2 and integrated, and a measurement reagent is accommodated in each of the cells 1; and a measuring main body 5 having a measurement unit (light-emitting element 8 and light-receiving element 9) for measuring transmittance and absorbance, the cells 1 of the cell assembly 3 being inserted into the measurement unit. A cap 4 is detachably mounted to each cell 1.

Abstract: In a vehicle body side structure, a first fragile portion that induces bending deformation toward the inside of a vehicle cabin when a load is input from the front and a second fragile portion that induces bending deformation toward an area outside the vehicle cabin when a load is input from the front are formed in an inclined region of a front pillar extending diagonally rearward and upward from a front end portion of the front pillar toward a roof side rail. The first fragile portion is positioned in front of the second fragile portion.

Abstract: A vehicle body floor structure reinforces a floor body by a reinforcing portion, and the floor body includes a side sill, an outrigger, a floor cross member, and a tunnel frame. The reinforcing portion includes a first member that connects a corner portion between the side sill and a vehicle body skeleton part formed by the outrigger to a corner portion between a vehicle body skeleton part formed by the floor cross member and a vehicle body skeleton part formed by the tunnel frame, and a second member that connects a front-end vehicle body skeleton part of a front end of the floor body to a middle portion of the first member.

Abstract: In a vehicle body side structure, a first fragile portion that induces bending deformation toward the inside of a vehicle cabin when a load is input from the front and a second fragile portion that induces bending deformation toward an area outside the vehicle cabin when a load is input from the front are formed in an inclined region of a front pillar extending diagonally rearward and upward from a front end portion of the front pillar toward a roof side rail. The first fragile portion is positioned in front of the second fragile portion.

Abstract: A vehicle body floor structure reinforces a floor body by a reinforcing portion, and the floor body includes a side sill, an outrigger, a floor cross member, and a tunnel frame. The reinforcing portion includes a first member that connects a corner portion between the side sill and a vehicle body skeleton part formed by the outrigger to a corner portion between a vehicle body skeleton part formed by the floor cross member and a vehicle body skeleton part formed by the tunnel frame, and a second member that connects a front-end vehicle body skeleton part of a front end of the floor body to a middle portion of the first member.

Abstract: An control apparatus for an automatic transmission includes: a failure shift stage setting section configured to set, to the target shift stage, a shift stage which can be attained in a state in which the one of the solenoids judged that the failure is generated is not energized; and a failure neutral state through section configured to control the solenoids at a predetermined vehicle speed or over so that the automatic transmission is brought to a neutral state, when the target shift stage is a shift stage at which the vehicle speed is suddenly decreased when the solenoids are controlled so that the automatic transmission attains the target shift stage, and to control the solenoids below the predetermined vehicle speed so that the automatic transmission attains the target shift stage.

Abstract: A shift control device comprises: a thermal load prediction unit which predicts a thermal load state of a friction element upon completion of a shift from a current thermal load state of the friction element; and a shift control unit which, when the thermal load state upon shift completion predicted by the thermal load prediction unit corresponds to a predetermined state, either performs the shift in a modified shift mode in which a heat generation amount of the friction element is smaller than the heat generation amount of the friction element when the predetermined state is not established, or prohibits the shift. The predetermined state is set at a different state in a case where the shift is an upshift and in a case where the shift is a downshift, and is set on the basis of a gradient of a traveling road.

Abstract: An control apparatus for an automatic transmission includes: a failure shift stage setting section configured to set, to the target shift stage, a shift stage which can be attained in a state in which the one of the solenoids judged that the failure is generated is not energized; and a failure neutral state through section configured to control the solenoids at a predetermined vehicle speed or over so that the automatic transmission is brought to a neutral state, when the target shift stage is a shift stage at which the vehicle speed is suddenly decreased when the solenoids are controlled so that the automatic transmission attains the target shift stage, and to control the solenoids below the predetermined vehicle speed so that the automatic transmission attains the target shift stage.

Abstract: A shift control device comprises: a thermal load prediction unit which predicts a thermal load state of a friction element upon completion of a shift from a current thermal load state of the friction element; and a shift control unit which, when the thermal load state upon shift completion predicted by the thermal load prediction unit corresponds to a predetermined state, either performs the shift in a modified shift mode in which a heat generation amount of the friction element is smaller than the heat generation amount of the friction element when the predetermined state is not established, or prohibits the shift. The predetermined state is set at a different state in a case where the shift is an upshift and in a case where the shift is a downshift, and is set on the basis of a gradient of a traveling road.

Abstract: A shift control system for a vehicle automatic transmission includes a vehicle speed sensor for detecting a vehicle speed, and a first control means normally performs a shift control of the transmission so that a target speed ratio of the transmission is achieved, which is determined based at least on a vehicle speed detected by the vehicle speed sensor. The shift control system further includes a second control means that properly performs shift control of the transmission when the vehicle speed sensor is in trouble, by generating a command for holding or changing a current speed ratio based on an input rotation speed of the transmission and/or driver's accelerating or decelerating operation of the vehicle.

Abstract: While a voltage value of the battery detected by a battery voltage-detecting part is less than a predetermined threshold voltage value for determining a low voltage state, a rotation sensor malfunction-detecting part stops calculating a vehicle speed and uses the vehicle speed calculated at a time immediately before a time when a voltage value of a battery becomes less than the threshold voltage value for determining the low voltage state, for detecting malfunction in a rotation sensor.

Abstract: In a vehicular control unit, a main power supply voltage detecting section to detect a voltage value of a main power supply is provided and, an abnormality determining section determines an abnormality occurs in the main power supply voltage detecting section when the main power supply voltage detecting section negatively detects the voltage value of the main power supply and a power supply stop command output section outputs a command to stop the supply of the continuous power supply to the power supply control circuit without an execution of a shut-off process when the abnormality determining section determines that the abnormality occurs in the main power supply voltage detecting section.

Abstract: In a vehicular control unit, a main power supply voltage detecting section to detect a voltage value of a main power supply is provided and, an abnormality determining section determines an abnormality occurs in the main power supply voltage detecting section when the main power supply voltage detecting section negatively detects the voltage value of the main power supply and a power supply stop command output section outputs a command to stop the supply of the continuous power supply to the power supply control circuit without an execution of a shut-off process when the abnormality determining section determines that the abnormality occurs in the main power supply voltage detecting section.

Abstract: A starting shift control system for a continuously variable transmission is provided which includes a control unit having a high start judgment device for judging whether or not a high start in a high speed side gear ratio is caused on the basis of a comparison between the generated number of the input rotation pulses and the generated number of the output rotation pulses from the time a first vehicle starting operation is performed after start of a prime mover, and a high start control device for restricting downshifting from the high speed side gear ratio to a target gear ratio when a start of the vehicle is judged to be the high start. A starting shift control method is also provided.

Abstract: A shift control system for a vehicle automatic transmission includes a vehicle speed sensor for detecting a vehicle speed, and a first control means normally performs a shift control of the transmission so that a target speed ratio of the transmission is achieved, which is determined based at least on a vehicle speed detected by the vehicle speed sensor. The shift control system further includes a second control means that properly performs shift control of the transmission when the vehicle speed sensor is in trouble, by generating a command for holding or changing a current speed ratio based on an input rotation speed of the transmission and/or driver's accelerating or decelerating operation of the vehicle.

Abstract: After an engine (1) has started, a controller (6) starts determining whether lockup should be prohibited or permitted based on the cooling water temperature of an engine (1) or the oil temperature of a transmission (2). Once it has been determined that lockup should be permitted, the controller (6) stops determining whether lockup should be prohibited or permitted until the next time the engine (1) is started. In this way, once the conditions for determining that lockup should be permitted hold, lockup prohibition or permission based on the engine cooling water temperature or transmission oil temperature is no longer determined, so repeat engaging and disengaging of the lockup clutch (5) due to fluctuations of engine cooling water temperature or transmission oil temperature, is prevented.

Abstract: The vehicle comprises a continuously variable transmission and traction control system (TCS) which controls a driving force. When the TCS is not operating, a controller computes a final target ratio based on a sensor detected vehicle speed. When the TCS is operating, the final target ratio is computed based on an estimated vehicle speed, and the final target ratio is limited by a speed ratio upper limiting value computed based on the sensor detected vehicle speed. The controller controls a speed change actuator so that a real speed ratio approaches the final target ratio.

Abstract: An alarm is emitted when a vehicle attempts to start when the speed ratio of a toroidal continuously variable transmission is small. A sensor (63. 67. 73) detects that the speed ratio is smaller than a predetermined range. A microprocessor (61) controls an alarm (68) to operate when an ignition switch (66) is in a position for starting an engine, while the speed ratio is smaller than the predetermined range.