Nippondenso Co., Ltd.

Idemitsu Petrochemical Co., Ltd.

Denso Corporation

Toyota Jidosha Kabushiki Kaisha

Other

Toyota Jidosha Kogyo Kabushiki Kaisha

Tetsuya Nakamura

Nobuhito Hobo

Akira Masuda

Minoru Sugawara

Katsuhiko Tada

Takeshi Matsui

Yutaka Suzuki

Yoshihiko Tsuzuki

Satoshi Haseda

Osamu Ito

Senta Tojo

Koki Hirano

Tetsuya Toyao

Hiromasa Aoki

Masaya Tsubokawa

Shigeru Maehara

Takamoto Watanabe

Toshiki Matsumoto

Masayuki Imanishi

Masaru Nakagawa

Kazuo Shinoda

Katsuhiro Morikawa

Tatehito Ueda

Kanehito Nakamura

Hiroshi Sami

Shizuo Kawai

Sumio Masuda

Kinji Hodaira

Yasuhisa Sugita

Kenji Tanaka

Yukinori Miyata

Yushi Fukuda

Haruhiko Ogiso

Yasushi Tanaka

Mikio Kumano

Takashi Naitou

Hiroshi Takai

Masaya Takatsuji

Shuji Hachitani

Tatsuya Fujita

Hidenao Shiraki

Ken Fukuda

Takashi Naito

Atsushi Okajima

Naoki Nagata

Hiroshi Jounishi

Yoshihide Endou

An inter-vehicle communication apparatus mounted to a subject vehicle is disclosed. The apparatus includes: reception section receiving information about a peripheral vehicle from the peripheral vehicle; a detection section configured to identify the peripheral vehicle that satisfies a predetermined condition as a same directing peripheral vehicle based on the information about the peripheral vehicle; a determination section configured to determine whether the subject vehicle is one of a lead vehicle and a tail vehicle in a group of vehicles including the subject vehicle and the same directing peripheral vehicle; and a transmission control section configured to control the transmission section based on the determination by the determination section.

Inter-vehicle communication apparatus and inter-vehicle communication method

In a synchronous detection method, an input signal is averaged over at least first and second phase ranges of a target carrier wave within each period thereof to obtain at least first and second moving average values of the input signal within the at least first and second phase ranges, respectively. The first phase range corresponds to a positively oscillating phase range of the target carrier wave, and the second phase range corresponds to a negatively oscillating phase range thereof. A difference between the first and second moving averages is calculated as a detection result of the target carrier wave.

Synchronous detection method and device

An apparatus for monitoring an area adjacent to a subject vehicle includes an image taking device for taking an image of an area at and around a place to which the subject vehicle is directed. A predicting device operates for predicting a region to which the subject vehicle will travel. The predicted region has a left-hand boundary and a right-hand boundary. A setting device operates for setting a detection area near at least one of the left-hand boundary and the right-hand boundary of the predicted region. The detection area extends along a direction of travel of the subject vehicle. A deciding device operates for deciding whether or not a three-dimensional object exists in the detection area in response to the image taken by the image taking device. The three-dimensional object is, for example, a cut-in vehicle with respect to the subject vehicle.

Apparatus for monitoring area adjacent to vehicle

Provided are a propylene-ethylene block copolymer having MFR of from 0.01 to 1.0 g/10 min and comprised of (A) from 85 to 97% by weight a 25&deg; C. xylene-insoluble fraction and (B) from 3 to 15% by weight of a 25&deg; C. xylene-soluble fraction, wherein the fraction (A) is such that its stereospecificity index measured through,C-NMR is at least 98.0%, its intrinsic viscosity &lsqb;&eegr;&rsqb; falls between 2.5 and 5.5 dl/g, and its weight-average molecular weight, Mw, measured through GPC and the content, S, of the fraction having a molecular weight of at most 10,therein satisfy S (wt. %)&lE;&minus;5.3&times;10,Mw&plus;7.58, and the fraction (B) is such that its ethylene unit content measured through,C-NMR falls between 30 and 70% by weight, and its intrinsic viscosity &lsqb;&eegr;&rsqb; falls between 2.5 and 9.0 dl/g; and its blow-molded articles. The copolymer has good heat resistance, high rigidity, good impact resistance and good drawdown resistance, and its blow-molded articles have well-balanced rigidity and low-temperature barrier resistance.

Propylene-ethylene block copolymer, resin composition, and blow-molded article

A propylene resin composition composed of a nucleating agent and a propylene resin having a melt index (MI) of not greater than 1.2 g/10 min and satisfying a relationship between elongational viscosity (.eta..sub..EPSILON.) and melt index (MI) represented by

Propylenic resin and blow molded article made therefrom

An automotive obstacle detecting system is provided which includes a radar to measure the distance to a target present within a detectable zone. The system monitors a distance limit measurable by the radar and determines a reduction in ability to measure the distance to the target by comparing the distance limit with a given reference value.

Obstacle detecting system for automotive vehicle

A propylene resin composition containing a phenolic antioxidant, and a phosphorus-containing antioxidant which has a differential melt index (.DELTA.MI) calculated from a melt index (MIi) as measured at a propylene temperature of 230.degree. C. and under a load of 2,160 g and a melt index (MIe) as measured at a propylene temperature of 230.degree. C. and under a load of 2,160 g after five repetitions of a 100% recycle test is not greater than 0.5 g/10 min, and MIe is not greater than 1.2 g/10 min. This propylene resin composition enables manufacture of large-sized blow-molded articles featuring light weight, excellent rigidity, dimensional stability, heat resistance and showing good drawdown resistance, suitable for continuous blow molding. Blow moldings are advantageously used as automobile bumpers, bumper beams, or like parts.

Resin-made shock absorbing member for a vehicle and method for producing

Tubular parison of a molten resin to such an extent as to melt undergoes a pre-blow with a blow molding apparatus, whereupon the blown tubular parison is clamped between dies of a blow molding apparatus, and also, is mutually weld together with parts of the inside faces of the tubular parison to form a multiple of isolated hollows in the parison. Gas is fed through a multiple of gas feed nozzles which are provided in the die into the hollow portions. A number of the hollow portions are opened in a second process to form a functional part.

Car interior member and method for producing the same

It is the primary object of the present invention to provide a catalyst converter which can hold a sufficient amount of catalyst to raise the temperature thereof to the catalyst activation temperature in a short time without enlarging the metal carrier itself. The metal carrier 1 is arranged in the course of an exhaust manifold 3 of an engine 2 and is composed of an alternating winding of a flat sheet 7 and a corrugated sheet 8, wherein slit parts 9 are formed in the flat sheet 7 and the corrugated sheet 8 of the metal carrier 1 in an end portion thereof, on the side the engine 2.

Metal carrier

The car interior member and its molding method are offered to improve recycling and to reduce the number of parts. The instrument panel 10 as the car interior member is made by molding integrally the core member 11 organizing the main structure of certain area of car interior and the functional member 12, 13, 14 having particular function and attached to the core member 11 by the blow molding. On the occasion of then, the number of parts can be more reduced when the base layer arranging the most inside and the foamed layer and the surface layer arranging outside of the base layer are effected by the multilayer blow molding in case of the instrument panel 10 formed with the multi-layer construction.

Car interior member and molding method of the same

A self-heat generating type honeycomb filter is mounted in an exhaust pipe line of an engine, and a plane plate and a corrugated plate are layered, then wound, and the first slit portion and second slit portion having openings, respectively, are formed between an up-stream and down stream side end portions of the plane and corrugated plates. An electric current is applied between the up-stream and down stream side end portions, to heat the first and second slit portions. Accordingly, a self-heat generation type catalytic converter capable of realizing both high resistance and low thermal capacity, and further ensuring a reduction in thermal conduction, and durability, and raising the temperature up to the sufficient level with less power consumption, can be provided.

Self-heat generation type honeycomb filter and its apparatus

An apparatus for controlling the timing of fuel injection into a diesel engine, including means for computing a target time at which injection should occur and means for sensing when injection actually occurs, with respect to a reference crankshaft position, feedback control means for adjusting the actual injection time to bring this into coincidence with the target injection time, means for sensing when firing of fuel within an engine cylinder actually occurs and for computing a target firing time based on the current operating status of the engine. A compensation factor is computed based on the difference between the actual and target firing times, and is utilized to modify the actual fuel injection time such as to bring the actual and target firing times into coincidence. Means are included for judging whether the engine operating status will permit reliable firing time data to be acquired, and for selectively enabling and inhibiting computation of successive new values of compensation factor based on this judgement.

Fuel injection timing control apparatus for a diesel engine, including a

A fuel injection arrangement for a diesel engine. An overflow passage for high pressure fuel is provided in the engine's fuel injection pump. A solenoid valve is disposed in the overflow passage for controlling the fuel injection amount through its on-off operation. The time when the fuel injection pump starts injecting fuel is detected by an injection start detector. To this injection starting time point is added a target injection period to determine an injection end time. At this injection end time the solenoid valve is opened to discontinue the fuel injection. The target injection period is determined according to operating conditions of the engine. Since this apparatus detects the actual injection start point and controls the injection period on the basis of the result of the detection, the fuel injection amount can be controlled extremely accurately.

Fuel injection control apparatus for diesel engines

In a diesel engine controlling system having a fuel injection pump, a fuel injection timing adjusting device is controlled by a drive pulse signal whose duty cycle is controlled by a microcomputer. The duty cycle is determined such that a basic duty cycle obtained by using engine rotational speed and injection quantity, is modified or corrected by way of a correction factor and a forecast correction factor. The-first mentioned correction factor comprises an integration component and a proportional component both derived from the difference between a measured fuel injection or ignition timing and a desired or reference fuel injection or ignition timing, which is calculated by using the engine rotational speed and the injection quantity. The forecast correction factor corresponds to a differential value of the basic duty cycle or the desired fuel injection or ignition timing. In order to detect the fuel injection or ignition timing a timing detector is employed, where the state of an output signal from the detector is monitored to prohibit calculation of the difference or error, thereby correcting the basic duty cycle by only the forecast correction factor when the detector is in abnormal condition.

Apparatus for controlling fuel injection timing

Growing community of inventors

Chiryu, Japan

Tetsuya Nakamura