Abstract: Disclosed is a coated metal pipe including a metal pipe and a multi-layered coating film that covers an outer circumferential surface of the metal pipe. The multi-layered coating film includes a chemical conversion layer and a primer layer, and these layers are provided in this order from the inside. The primer layer contains polyamide imide and at least one kind of additive component selected from polyamide, a fluorine resin, a silane coupling agent, and an epoxy resin.

Abstract: A hybrid electric vehicle including a gradient acquiring portion which acquires a gradient of a road surface on which the vehicle is running, and a control portion which determines whether the vehicle runs on a first driving by means of power from the motor by releasing the engagement and disengagement portion, or on a second driving by means of power from at least the internal combustion engine by applying the engagement and disengagement portion. The control portion restricts a switch from the second driving to the first driving when the gradient of the downward slope is equal to or greater than a threshold value. The control portion holds the second driving when the switch from the second driving to the first driving is restricted, even though the control portion obtains a request for a switch to the first driving while the vehicle runs the downward slope on the second driving.

Abstract: Disclosed is a coated metal pipe including a metal pipe and a multi-layered coating film that covers an outer circumferential surface of the metal pipe. The multi-layered coating film includes a chemical conversion layer and a primer layer, and these layers are provided in this order from the inside. The primer layer contains polyamide imide and at least one kind of additive component selected from polyamide, a fluorine resin, a silane coupling agent, and an epoxy resin.

Abstract: Disclosed is a coated metal pipe including a metal pipe and a multi-layered coating film that covers an outer circumferential surface of the metal pipe. The multi-layered coating film includes a chemical conversion layer and a primer layer, and these layers are provided in this order from the inside. The chemical conversion layer contains a zirconium oxide and/or a zirconium hydroxide. The primer layer contains a polyamide imide and/or an epoxy resin.

Abstract: Disclosed is a coated metal pipe including a metal pipe and a multi-layered coating film that covers an outer circumferential surface of the metal pipe. The multi-layered coating film includes a chemical conversion layer and a primer layer, and these layers are provided in this order from the inside. The primer layer contains polyamide imide and at least one kind of additive component selected from polyamide, a fluorine resin, a silane coupling agent, and an epoxy resin.

Abstract: Disclosed is a coated metal pipe including a metal pipe and a multi-layered coating film that covers an outer circumferential surface of the metal pipe. The multi-layered coating film includes a chemical conversion layer and a primer layer, and these layers are provided in this order from the inside. The chemical conversion layer contains a zirconium oxide and/or a zirconium hydroxide. The primer layer contains a polyamide imide and/or an epoxy resin.

Abstract: A hybrid electric vehicle including a gradient acquiring portion which acquires a gradient of a road surface on which the vehicle is running, and a control portion which determines whether the vehicle runs on a first driving by means of power from the motor by releasing the engagement and disengagement portion, or on a second driving by means of power from at least the internal combustion engine by applying the engagement and disengagement portion. The control portion restricts a switch from the second driving to the first driving when the gradient of the downward slope is equal to or greater than a threshold value. The control portion holds the second driving when the switch from the second driving to the first driving is restricted, even though the control portion obtains a request for a switch to the first driving while the vehicle runs the downward slope on the second driving.

Abstract: Disclosed is a metal pipe which is for vehicle piping and which exhibits high corrosion resistance without the corrosion resistance being strengthened by means of a coating or a resin coating-layer, due to a hot-dip plating coating-layer being formed by applying a hot-dip plating to the pipe. The disclosed metal pipe for vehicle piping has a plating coating-layer formed on the surface of a formed metal pipe, said plating coating-layer being formed by means of hot-dip plating on the surface of the metal pipe, and the plating coating-layer being formed from a hot-dip plating alloy comprising at least 3 weight % Al, 1-15 weight % Mg, and Zn and unavoidable impurities as the remainder.

Abstract: The present invention provides a method of removing a coated resin layer of a resin-coated metal tube whereby a resin layer can be stripped rapidly without the risk of damaging a plating layer. In a method of removing a coating resin layer of a resin-coated metal tube according to the present invention, a coating resin layer is removed by a rotating body of a rotating body stripping apparatus, whereupon the coating resin layer is removed by a laser beam of a laser apparatus.

Abstract: The present invention provides a method of removing a coated resin layer of a resin-coated metal tube whereby a resin layer can be stripped rapidly without the risk of damaging a plating layer. In a method of removing a coating resin layer of a resin-coated metal tube according to the present invention, a coating resin layer is removed by a rotating body of a rotating body stripping apparatus, whereupon the coating resin layer is removed by a laser beam of a laser apparatus.

Abstract: A shift control apparatus comprises clutches driven by shift solenoids and whether or not the raising of the rotation speed occurs in an internal combustion engine is determined. If the raising of the engine rotation speed is detected, a hydraulic pressure learn correction is made to engagement hydraulic pressure and a time learn correction is made to the hydraulic pressure supply preparation time. The correction ratio of the energization-hydraulic pressure characteristic (I-P characteristic) of clutch clearance and the shift solenoid is set so as to become an appropriate distribution ratio and the learning is started based thereon.

Abstract: A system for controlling an automatic transmission of a vehicle, wherein the initial value of the desired pressure to be supplied to a hydraulic clutch for the current gear now being engaged is determined appropriately, when conducting a power-on downshifting, so as to decrease the shift shock experienced by the vehicle occupant effectively, irrespectively of the change in the throttle opening, while ensuring to reduce the volume of the mapped data.

Abstract: A system for controlling an automatic transmission of a vehicle, in which a pressure supply time to complete removal of the clutch-stroke play is determined based on the input shaft rotational speed. And a residual oil amount in the clutch is estimated and the time is corrected by the residual oil amount. The preparatory pressure to be supplied within the time is also determined based on the input shaft rotational speed and the ATF temperature. With this, it becomes possible to effect the clutch-stroke play removal within a less variant time and with a good response, thereby decreasing the shift shock effectively so as to improve the feeling of the vehicle occupant.

Abstract: A system for controlling an automatic transmission of a vehicle, wherein a pressure to be supplied to the hydraulic clutch of a target gear is determined based on a desired value of acceleration of gravity acting in the longitudinal direction of the vehicle and other parameters including an engine torque, thereby decreasing the shift shock effectively, while ensuring to finish the shift within an expected period of time. Moreover, the engine torque is estimated using a parameter indicative of inertia torque used for raising the engine speed. With this, it becomes possible to determine the engine torque inputted to the transmission, thereby decreasing the shift shock more effectively.

Abstract: A system for controlling an automatic transmission of a vehicle, wherein the hydraulic pressure to be supplied to the frictional engaging element such as a hydraulic clutch is determined, taking the performance of tracking or follow-up of the hydraulic pressure into account so as to enhance the control toughness against the engine speed change, thereby decreasing the shift shock effectively so as to improve the feeling of the vehicle occupant, while ensuring to prevent the engine from revving over or excessively. Further, the friction coefficient of the hydraulic clutch is calculated additionally taking parameters including the rotational difference thereof into account to determine the pressure to be supplied to the frictional engaging element, thereby further decreasing the shift shock effectively.

Abstract: A shift control apparatus comprises clutches driven by shift solenoids and whether or not the raising of the rotation speed occurs in an internal combustion engine is determined. If the raising of the engine rotation speed is detected, a hydraulic pressure learn correction is made to engagement hydraulic pressure and a time learn correction is made to the hydraulic pressure supply preparation time. The correction ratio of the energization-hydraulic pressure characteristic (I-P characteristic) of clutch clearance and the shift solenoid is set so as to become an appropriate distribution ratio and the learning is started based thereon.

Abstract: A lock-up control device is provided to control the engaging and release of a lock-up clutch, which is arranged in parallel with a torque converter to transmit driving force of an engine of a car. Herein, target driving force is calculated based on accelerator pedal opening and car velocity. A present shift position is detected using a shift map based on accelerator pedal opening, car velocity and engine speed. Target engine torque is calculated based on the target driving force and present shift position as well as a torque amplification ratio, which is detected when the torque converter is placed in a torque amplification state. A lock-up release instruction is issued under conditions that the torque converter is placed in the torque amplification state while the target engine torque is greater than a preset value, which is determined in advance based on a torque characteristic of the engine.

Abstract: A drive control device is provided for a vehicle which has an automatic transmission and which is capable of setting a throttle opening independently of an accelerator opening. Herein, the drive control device detects a shift range and an engine speed, based on which prescribed controls are made with regard to a throttle and a clutch. That is, if the engine speed is higher than a predetermined engine speed value when the shift range is changed over from a non-running range (e.g., N range) to a running range (e.g., D range), the drive control device controls the throttle opening substantially in a fully closed state while controlling clutch oil pressure of a start-mode-engaged gear to be set at a predetermined oil pressure value which is greater than zero and at which the clutch does not have a torque transmission capacity.

Abstract: A system for controlling an automatic transmission of a vehicle, wherein the hydraulic pressure to be supplied to the frictional engaging element such as a hydraulic clutch is determined, taking the performance of tracking or follow-up of the hydraulic pressure into account so as to enhance the control toughness against the engine speed change, thereby decreasing the shift shock effectively so as to improve the feeling of the vehicle occupant, while ensuring to prevent the engine from revving over or excessively. Further, the friction coefficient of the hydraulic clutch is calculated additionally taking parameters including the rotational difference thereof into account to determine the pressure to be supplied to the frictional engaging element, thereby further decreasing the shift shock effectively.

Abstract: A system for controlling an automatic transmission of a vehicle, in which a pressure supply time to complete removal of the clutch-stroke play is determined based on the input shaft rotational speed. And a residual oil amount in the clutch is estimated and the time is corrected by the residual oil amount. The preparatory pressure to be supplied within the time is also determined based on the input shaft rotational speed and the ATF temperature. With this, it becomes possible to effect the clutch-stroke play removal within a less variant time and with a good response, thereby decreasing the shift shock effectively so as to improve the feeling of the vehicle occupant.