Toyota Jidosha Kabushiki Kaisha

Tatsuya Hattori

Hiroyuki Yoshida

Masuji Oshima

Makoto Sekizuka

Makoto Nishida

Shigeki Hayashi

Hideyuki Murasato

Makoto Nagano

Jun Kawamoto

Kenichi Maehara

According to an aspect of the present invention, provided is a non-aqueous electrolyte secondary battery including a positive electrode, a negative electrode, and a non-aqueous electrolyte. The positive electrode includes a positive electrode current collector, a positive electrode active material layer which is formed on the positive electrode current collector except for an exposed part of the positive electrode current collector, and an inorganic filler layer formed at a boundary part between the exposed part of the positive electrode current collector and the positive electrode active material layer. A stacking part in which the inorganic filler layer is overlaid with the positive electrode active material layer is formed at the boundary part, and an end surface of the positive electrode active material layer closer to the boundary part is covered with the inorganic filler layer.

Non-aqueous electrolyte secondary battery

An occupant protection device includes an airbagthat is inflated with gas from an inflatorat a side of an occupant B to protect the body of the occupant B from the shoulder Ba to the lumbar Bd, the airbaghaving substantially the same vertical dimension as that of a seat back Aa. In this occupant protection device, uninflatable sectionsandare formed in a vertical center portionof the airbag, that is, at a position corresponding to the chest Bb and the abdomen Bc of the occupant B. Accordingly, a region which is thinner than an upper portionand a lower portionof the airbagin a vehicle width direction when the airbagis inflated and that extends substantially parallel to the seat back Aa is formed substantially at the center of the airbag

Occupant protection device

An engine controller includes a accelerator stroke detector, vehicle speed and vehicle acceleration sensors, first and second model learning units and a drive control unit. The first model learning unit constructs a vehicle acceleration model that exhibits and updates vehicle acceleration characteristics as required by a driver. The first unit includes a first learning program for updating acceleration model, and generates a first output (Gx) in response to the detected accelerator stroke and vehicle speed according to the first program. The first unit calculates a deviation (.DELTA.G) between the detected vehicle acceleration (G) and the first output (Gx), and modifies the first output (Gx) to decrease the deviation (.DELTA.G) to provide an updated acceleration model as required by the driver. The second model learning unit is for constructing a sensitivity model used to regulate the opening angle of an engine throttle valve. The second unit includes a second learning program for updating the sensitivity model and generating a second output (Thx) in response to the detected accelerator stroke and vehicle speed. As a consequence, the output (Thx) is modified to decrease the deviation (.DELTA.G) which provides for an update to the sensitivity model. The drive control unit controls the throttle angle referring to a target value determined on the basis of the second output (Thx).

Apparatus for controlling vehicle driving power

Disclosed is a driving power control apparatus for a vehicle driven by an engine. A throttle valve which is openable and closable by a DC motor is provided in an air intake passage of the engine. The vehicle is provided with an acceleration sensor and a vehicle speed sensor. The vehicle is further provided with an accelerator pedal sensor for detecting the manipulation amount of the accelerator pedal that is manipulated by a driver. The vehicle is also provided with a neuro computer and a throttle computer for controlling the angle of the throttle valve based on the result of the detection by various sensors. With the acceleration detected by the acceleration sensor used as teaching data to be compared, the neuro computer learns the relationship among the manipulation amount detected by the accelerator pedal sensor, the speed detected by the vehicle speed sensor and the acceleration, as the output of a 'requested-acceleration model'. The neuro computer computes a throttle sensitivity from the difference between the output of the 'requested-acceleration model' and the output of a standard 'reference acceleration model' previously learned. Based on the throttle sensitivity output from the neuro computer, the throttle computer controls the DC motor in accordance with the manipulation of the accelerator pedal. Accordingly, the angle of the throttle valve is controlled and the output of the engine is controlled, thus controlling the driving power of the vehicle.

Driving power control apparatus for vehicle

A neural network of a neuro computer has learned a prediction pattern based on the vehicle speed and time series data of the acceleration stroke received before the shipment of a vehicle. Based on the vehicle speed and time series data of the acceleration stroke, a request on the acceleration is predicted by a neural network computer during driving. At this time, an acceleration sensor or the like is not used, and the acceleration request is predicted more directly. Based on the prediction result, the throttle sensitivity is computed and set. A throttle computer refers to the throttle sensitivity to open or close the throttle valve to control the output of the engine.

Growing community of inventors

Susono, Japan

Tatsuya Hattori