Abstract: A control method for causing a vehicle to travel along a target path with high followability includes: a process of measuring deviation in a lateral direction with respect to a magnetic marker; a process of obtaining vehicle azimuth; a process of calculating, for a control point set at a position different from a position of a magnetic unit in a longitudinal direction of the vehicle, deviation of a control point in the lateral direction with respect to the target path, based on the deviation in the lateral direction with respect to the magnetic marker and the vehicle azimuth; a process of calculating a designated steered angle as a control target of the steered angle for bringing the deviation of the control point in the lateral direction closer to zero; and a process of controlling the steered angle of a steered wheel by taking the designated steered angle as the control target.

Abstract: An optical connector ferrule is a member in which an optical fiber is fixed inside a body section, and the distal-end side thereof forms a connection end surface for the optical fiber. An internal space in which the optical fiber is accommodated is formed inside the body section. The internal space runs through from the rear end to the distal end of the body section. An adhesive injection window that is open to the outside is formed in the upper surface of the body section. The adhesive injection window and the internal space are communicated inside the body section via a reduced-diameter section. In plan view, the area (area of the smallest section) of the reduced-diameter section is smaller than the open area of the adhesive injection window.

Abstract: An RNA methyltransferase inhibitor comprising sulfonamide-based compounds and/or pyrazoline-based compounds is provided

Abstract: Provided are: a composition having an excellent anti-norovirus effect; use of a theaflavin compound for the preparation of the composition; and a method for preventing infection with a norovirus using a theaflavin compound. A theaflavin compound is used as an active ingredient for preventing infection with a norovirus. The theaflavin compound is preferably used together with an alcohol. The theaflavin compound is preferably one or more members selected from the group consisting of theaflavin, theaflavin-3-O-gallate, theaflavin-3?-O-gallate and theaflavin-3,3?-O-digallate that are derived from tea components.

Abstract: A control device of a lock-up clutch according to the disclosure is mounted on a vehicle including an engine, a transmission, a fluid-type power transmitting device interposed between the engine and the transmission, and the lock-up clutch provided on the fluid-type power transmitting device. The control device includes: a controller configured to slip-engage the lock-up clutch when accelerator opening of the vehicle changes in an accelerating direction, and configured to make a slip-engagement amount larger when a state of the fluid-type power transmitting device when the accelerator opening of the vehicle changes in the accelerating direction is a driven state than the slip-engagement amount when the state of the fluid-type power transmitting device is a driving state.

Abstract: Provided are: a composition having an excellent anti-norovirus effect; use of a theaflavin compound for the preparation of the composition; and a method for preventing infection with a norovirus using a theaflavin compound. A theaflavin compound is used as an active ingredient for preventing infection with a norovirus. The theaflavin compound is preferably used together with an alcohol. The theaflavin compound is preferably one or more members selected from the group consisting of theaflavin, theaflavin-3-O-gallate, theaflavin-3?-O-gallate and theaflavin-3,3?-O-digallate that are derived from tea components.

Abstract: A control device includes a controller configured to perform control to increase a rotational speed of a power source when a brake is stepped on and accelerator opening becomes a predetermined value or larger while a vehicle stops, and thereafter, when the brake is stepped off, engage a plurality of engaging units to transmit a power, and start the vehicle. The controller includes: a parameter obtaining unit configured to obtain a parameter indicating requested acceleration when the vehicle starts; and a slip control unit configured to perform slip control on at least one of the plurality of engaging units such that difference in rotational speed occurs between frictionally engaging elements and set number of engaging units on which the slip control is performed according to a value of the obtained parameter when the vehicle starts.

Abstract: A control device for a vehicle is provided. The vehicle includes a transmission and an engine configured to input a torque into the transmission. The transmission has multiple transmission stages and includes a first engagement mechanism and a second engagement mechanism. The control device includes an ECU configured to: (a) control the second engagement mechanism when a second transmission stage is set such that the capacity of torque transmission of the second engagement mechanism is increased and a thrust for separating a first member and a second member of the first engagement mechanism from each other in an axial direction is generated; (b) calculate a decrement in an output torque of the transmission when the capacity of torque transmission of the second engagement mechanism is increased; and (c) increase a torque input into the transmission by the engine based on the decrement in the output torque by controlling the engine.

Abstract: A control device includes a deceleration flex-torque calculation unit that calculates a target torque capacity of a lock-up clutch when a state of the lock-up clutch is controlled to a deceleration flex control state, an acceleration flex-torque calculation unit that calculates a target torque capacity of the lock-up clutch when the state of the lock-up clutch is controlled to an acceleration flex control state, and a control unit that controls a torque capacity of the lock-up clutch to a target torque capacity calculated by the acceleration flex-torque calculation unit, during a period until a target torque capacity calculated by the acceleration flex-torque calculation unit falls below a target torque capacity calculated by the deceleration flex-torque calculation unit, when the state of the lock-up clutch is shifted from the acceleration flex control state to the deceleration flex control state.

Abstract: A control device for a vehicle is provided. The vehicle includes a transmission and an engine configured to input a torque into the transmission. The transmission has multiple transmission stages and includes a first engagement mechanism and a second engagement mechanism. The control device includes an ECU configured to: (a) control the second engagement mechanism when a second transmission stage is set such that the capacity of torque transmission of the second engagement mechanism is increased and a thrust for separating a first member and a second member of the first engagement mechanism from each other in an axial direction is generated; (b) calculate a decrement in an output torque of the transmission when the capacity of torque transmission of the second engagement mechanism is increased; and (c) increase a torque input into the transmission by the engine based on the decrement in the output torque by controlling the engine.

Abstract: A control device includes a deceleration flex-torque calculation unit that calculates a target torque capacity of a lock-up clutch when a state of the lock-up clutch is controlled to a deceleration flex control state, an acceleration flex-torque calculation unit that calculates a target torque capacity of the lock-up clutch when the state of the lock-up clutch is controlled to an acceleration flex control state, and a control unit that controls a torque capacity of the lock-up clutch to a target torque capacity calculated by the acceleration flex-torque calculation unit, during a period until a target torque capacity calculated by the acceleration flex-torque calculation unit falls below a target torque capacity calculated by the deceleration flex-torque calculation unit, when the state of the lock-up clutch is shifted from the acceleration flex control state to the deceleration flex control state.

Abstract: With a hydraulic control operation amount generation apparatus for an automatic transmission and a control apparatus for an automatic transmission, a control operation amount at which any desired target packing control execution time can be realized is generated on a hydraulic model by determining formulae of the 2n?2 constraint conditions corresponding to the n hydraulic control phases relating to the packing control of the engagement devices.

Abstract: A slip control device includes a control unit configured to: calculate a difference value between a target value and a current value or an estimated value of a difference in a rotational speed between an input shaft and an output shaft of a fluid type power transmitting device, or a difference value being a difference between a target value and a current value or an estimated value of a speed of an engine; calculate an inclination of torque capacity of the fluid type power transmitting device with respect to an input parameter at a current value of the input parameter having correlative relationship with the torque capacity of the fluid type power transmitting device; calculate torque capacity of a lock-up clutch by multiplying the inclination by the difference value; and control a slip amount of the lock-up clutch by using the calculated torque capacity.

Abstract: A control device of a lock-up clutch according to the disclosure is mounted on a vehicle including an engine, a transmission, a fluid-type power transmitting device interposed between the engine and the transmission, and the lock-up clutch provided on the fluid-type power transmitting device. The control device includes: a controller configured to slip-engage the lock-up clutch when accelerator opening of the vehicle changes in an accelerating direction, and configured to make a slip-engagement amount larger when a state of the fluid-type power transmitting device when the accelerator opening of the vehicle changes in the accelerating direction is a driven state than the slip-engagement amount when the state of the fluid-type power transmitting device is a driving state.

Abstract: A control device includes a controller configured to perform control to increase a rotational speed of a power source when a brake is stepped on and accelerator opening becomes a predetermined value or larger while a vehicle stops, and thereafter, when the brake is stepped off, engage a plurality of engaging units to transmit a power, and start the vehicle. The controller includes: a parameter obtaining unit configured to obtain a parameter indicating requested acceleration when the vehicle starts; and a slip control unit configured to perform slip control on at least one of the plurality of engaging units such that difference in rotational speed occurs between frictionally engaging elements and set number of engaging units on which the slip control is performed according to a value of the obtained parameter when the vehicle starts.

Abstract: A slip control device includes a control unit configured to: calculate a difference value between a target value and a current value or an estimated value of a difference in a rotational speed between an input shaft and an output shaft of a fluid type power transmitting device, or a difference value being a difference between a target value and a current value or an estimated value of a speed of an engine; calculate an inclination of torque capacity of the fluid type power transmitting device with respect to an input parameter at a current value of the input parameter having correlative relationship with the torque capacity of the fluid type power transmitting device; calculate torque capacity of a lock-up clutch by multiplying the inclination by the difference value; and control a slip amount of the lock-up clutch by using the calculated torque capacity.

Abstract: With a hydraulic control operation amount generation apparatus for an automatic transmission and a control apparatus for an automatic transmission, a control operation amount at which any desired target packing control execution time can be realized is generated on a hydraulic model by determining formulae of the 2n?2 constraint conditions corresponding to the n hydraulic control phases relating to the packing control of the engagement devices.

Abstract: The optical connector ferrule has a second alignment board and a housing part having a first alignment board and a pair of side support parts. The first alignment board has a surface in which bare fiber parts of a optical fiber ribbon are positioned in a width direction and has holding grooves for arranging bare fiber parts. Side support parts support ends of the first alignment board and have an open part larger than a width of the ribbon in a upper and/or lower surface side of the first alignment board. The second alignment board has a positioning part for positioning in the width direction by engaging with a part of bare fiber parts on holding grooves and a fixing part for pressing and fixing bare fiber parts. The second alignment board is arranged to face the first alignment board and to sandwich bare fiber parts.

Abstract: [Problems] Provided is a novel sheet for packaging electronic parts which is excellent in transparency and suitability for thickness reduction. [Means for solving Problems] The sheet for packaging electronic parts is one obtained by biaxially drawing a styrene resin composition comprising 7 to 99.5 mass % of a polystyrene resin (A), 0.5 to 3 mass % of a high-impact polystyrene resin (B) which has a rubber content of 4 to 10 mass %, and 0 to 92.5 mass % styrene-conjugated diene block copolymer (C) wherein the molecular weight of the styrene block part is at least 10,000 and less than 130,000. This sheet has a thickness of 0.1 to 0.7 mm and an orientation release stress value as measured in conformity with ASTM D-1504 of 0.2 to 0.8 MPa.

Abstract: A fiber sensor comprising: an optical waveguide unit having a measurement surface formed at an end of an optical waveguide; and a channel unit through which a specimen, serving as a measurement object to be measured by contact with the measurement surface, is caused to flow in and out via a specimen channel, wherein the optical waveguide is fixed to the optical waveguide unit such that the measurement surface forms a part of a channel wall surface of the channel unit, and the optical waveguide unit is provided so as to be detachable from the channel unit.