Denso Corporation

Toyota Shatai Kabushiki Kaisha

Nippondenso Co., Ltd.

Hiroshi Okumura

Katsuhiko Kawai

Koji Sakakibara

Naoki Kokubo

Yasunari Sakai

Akira Oosumi

Shinichi Shibasaki

Masaya Kobayashi

A pillar structure that reduces bending deformation of the pillar toward the vehicle interior, during a vehicle side collision, by suppressing cross-sectional collapse of the pillar. In a pillar which is erected on a side face of a body of an automobile and in which an outer panel and an inner panel form a closed cross-section, at sites where a collision load is likely to act strongly and locally during a side collision such as a site opposing an end of an impact beam that is provided inside a front door and that extends in the front-rear direction, and a site where a hinge joint is formed, grooves having a substantially square C-shaped cross section are formed in a front face portion, of an outer panel having a hat-shaped cross section, that faces toward the front of the vehicle, and/or a rear face portion thereof that faces toward the rear of the vehicle. The grooves are formed over the entire width in the vehicle width direction of the front face portion and rear face portion in a substantially horizontal direction. According to this configuration, during a side collision, the collision load is received by ridge portions of the grooves, whereby collapse deformation of the pillar is reduced.

Pillar structure for automobile

An automobile roof structure in which each end of the roof reinforcement member is connected to a roof side rail via a bracket, the base end of the bracket is fixed to the end of the roof reinforcement member, a base plate of the bracket has upstanding sections that extend to a head edge of the base plate, the upper end of an upstanding end edge of each upstanding section abuts the upper end of a vehicle interior side-surface of the roof side rail, a gap is provided between the lower portion of the upstanding end edge and the side surface. A rotational moment M that is induced in the roof side rail by a collision load acting from the center pillar is not transmitted to the roof reinforcement member

Automobile roof structure

An abnormality determination apparatus of a throttle control system calculates an integrated value of a deviation between an actual throttle angle and a target throttle angle. The abnormality determination apparatus determines existence or nonexistence of an abnormality in the throttle control system by comparing the integrated value with an abnormality determination value. The abnormality determination value is changed so that the abnormality determination value becomes smaller in a low-speed traveling period than in a high-speed traveling period. Thus, in the low-speed traveling period, in which an influence of the abnormality in the throttle control system on an operating state of an engine becomes larger than in the high-speed traveling period, the abnormality in the throttle control system can be detected and failsafe processing can be started in an early stage of the abnormality.

Throttle system abnormality determination apparatus

The following conditions are used as requirements for executing a fuel property detection: an intake air temperature is lower than a restart judging value; a water temperature is in a predetermined range; and it is in an idle operation. In a case that the requirements are established, an injection amount of fuel and a combustion amount of fuel are calculated. After that, the injection amount is corrected by using a learned value for correcting an error of system, and the combustion amount is corrected according an intake pressure. A fuel property parameter for evaluating the fuel property is calculated based on a ratio of an accumulated value of the combustion amount relative to an accumulated value of the injection amount during a predetermined time. A command value of the injection amount for a fuel injection valve is corrected according to the fuel property parameter calculated above. As a result, the fuel property is reflected in the command value of the injection amount.

Apparatus for detecting fuel property for internal combustion engine

Apparatus for detecting the fuel property for an internal combustion engine

A signal rotor 6 rotates in synchronism with a crank shaft of the internal combustion engine. A pickup sensor 7 is disposed in a confronting relation to the signal rotor 6 to generate an angle signal S1 proportional to rotation of the internal combustion engine. An ignition signal producing means (31, 32) calculates an ignition timing on the basis of the angle signal S1 and generates an ignition signal (S41, S42) for igniting the internal combustion engine. A time mask means monitors a parameter representative of a battery voltage Vs, and prohibits the angle signal S1 from entering into the ignition signal producing means for a predetermined time in response to a detection of a predetermined amount fluctuation of the parameter.

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Kariya, Japan

Hiroshi Okumura