Abstract: As a nonaqueous electrolyte secondary battery separator which has improved mechanical strength and which retains flexibility, provided is a nonaqueous electrolyte secondary battery separator including: a mixed layer which contains a heat-resistant resin and a porous base material that includes a porous film containing a polyolefin-based resin as a main component; and a heat-resistant layer which contains the heat-resistant resin and which is in contact with the mixed layer. When an SEM image which includes a cross section of the nonaqueous electrolyte secondary battery separator in a thickness direction is analyzed, luminance distribution of the mixed layer in the thickness direction satisfies specific conditions.

Abstract: As a nonaqueous electrolyte secondary battery separator which has improved mechanical strength and which retains flexibility, provided is a nonaqueous electrolyte secondary battery separator containing a heat-resistant resin that contains N (nitrogen) and a porous base material that includes a porous film containing a polyolefin-based resin as a main component. A ratio of N2 to N1 is not less than 50% and not more than 80%, where N1 is a proportion of N (nitrogen) present when an energy dispersive X-ray analysis is carried out at an acceleration voltage of 1.5 kV and N2 is a proportion of N (nitrogen) present when an energy dispersive X-ray analysis is carried out at an acceleration voltage of 5.0 kV.

Abstract: Provided is a nonaqueous electrolyte secondary battery porous layer which is capable of improving a capacity maintenance ratio shown when a nonaqueous electrolyte secondary battery is repeatedly subjected to a charge-discharge cycle. The nonaqueous electrolyte secondary battery porous layer contains at least one type of a resin having an amide bond, and an aspect ratio of a pore therein is not less than 1.0 and not more than 2.2.

Abstract: A vehicle power transmission device in which an engine 61 equipped with a turbo charger 62 and a fluid coupling 2 with a lockup clutch are combined together, wherein a timing for connecting the lockup clutch 25 is normalized to accomplish a smooth connecting during the low-speed traveling after the start. A lockup clutch control device is equipped with means for detecting the operating condition of the turbo charger 62, and the lockup clutch 25 starts to be connected at a moment before the turbo charger 62 reaches a high output state. The lockup clutch 25 is connected within a short period of time without producing a shock due to connection and the vehicle, thereafter, accelerates smoothly. A rate of change in the revolution of the engine 61 or the pressure in the intake pipe 63 is detected to detect the operating condition of the turbo charger 62.

Abstract: A vehicle power transmission device in which an engine 61 equipped with a turbo charger 62 and a fluid coupling 2 with a lockup clutch are combined together, wherein a timing for connecting the lockup clutch 25 is normalized to accomplish a smooth connecting during the low-speed traveling after the start. A lockup clutch control device is equipped with means for detecting the operating condition of the turbo charger 62, and the lockup clutch 25 starts to be connected at a moment before the turbo charger 62 reaches a high output state. The lockup clutch 25 is connected within a short period of time without producing a shock due to connection and the vehicle, thereafter, accelerates smoothly. A rate of change in the revolution of the engine 61 or the pressure in the intake pipe 63 is detected to detect the operating condition of the turbo charger 62.