Denso Corporation

Toyota Jidosha Kabushiki Kaisha

Yoshiki Hayakawa

Masumi Fukuman

Akihiro Kida

Kunihiro Sugihara

Motonari Ohbayashi

Yuki Minase

Motonari Obayashi

Takuya Nakagawa

Hidenori Tanaka

Yutaka Hamamoto

An object detection device is configured to be mounted to an own vehicle to detect an object present around the own vehicle. The object detection device includes a coordinate acquisition section and an object recognition section. The coordinate acquisition section acquires position coordinates of a detection point corresponding to the object on the basis of a plurality of images captured at different positions along with movement of the own vehicle by one imaging section mounted to the own vehicle. The object recognition section recognizes the object without using position coordinates of a movement point that is a detection point corresponding to a moving object but using position coordinates of a stop point that is a detection point different from the movement point.

Object detection device, object detection method, and storage medium

The parking assist apparatus includes a sensor that detects an object by receiving a reflected wave reflected by the object by a transmitted wave, and a controller that executes parking assist control for parking the vehicle in a parking space set based on a detection result of the sensor. The controller provides a predetermined margin to a size of a peripheral object, which is an object detected by the sensor and exists around the parking space, in a provisional direction in which the parking space is narrowed. The controller executes parking assist control using a size of the peripheral object to which the margin is provided. When the size of the peripheral object newly detected by the sensor becomes larger than the size to which the margin is provided, the controller executes parking assist control using the size of the peripheral object newly detected by the sensor.

Parking assist apparatus

A moving object determination device applied to a vehicle, the device includes at least a predicted time calculation unit, a time difference calculation unit, and a moving/stationary determination unit. The predicted time calculation unit calculates a predicted time from when an obstacle starts to be detected by the first sensor to when the obstacle will no longer be detected by the second sensor based on a traveling speed of the obstacle and a length of the obstacle. The time difference calculation unit calculates a real time from when the obstacle has been detected by the first sensor to when the obstacle has no longer been detected by the second sensor, and calculates a time difference between the real time and the predicted time. The moving/stationary determination unit determines that the obstacle is a stationary object in response to the time difference being equal to or greater than a predetermined value.

Moving object determination device

Provided is an obstacle detecting unit that acquires a detection signal based on a distance between a vehicle and an obstacle around the vehicle; an image acquiring unit that acquires an image signal corresponding to an image around the vehicle; and a control unit that executes, based on the detection signal and the image signal, an automatic parking process detecting the parking space and parking the vehicle in the parking space. The control unit is configured to execute, when executing the automatic parking process, a fault handling process depending on a state of the automatic parking process in the case where a fault occurs in either the obstacle detecting unit or the image acquiring unit.

A fuel injection controller calculates a fuel pressure-feeding start angle of a fuel pump as a valve opening start angle of a metering valve, which regulates a discharge amount, by adding a base angle and a feedback correction value. The base angle is calculated in accordance with a command injection amount and target fuel pressure based on a basic map. The feedback correction value is calculated based on differential pressure between sensed fuel pressure and the target fuel pressure. If an abnormality is caused in either one of two metering valves, the base angle is calculated based on an abnormal period map instead of the basic map. Thus, controllability of the fuel pressure is maintained high even when the abnormality is caused in a part of multiple pressure-feeding systems including multiple plungers of the fuel pump.

Fuel injection controller

An accumulator fuel injection system working to energize fuel injectors to inject fuel at a sequence of injection timings into an internal combustion engine and also to control a fuel pump to feed the fuel to an accumulator at a sequence of controlled times for compensating for the amount of the fuel flowing out of the accumulator under feedback control. When having found a failure in operation of at least one of the fuel injectors, the system alters a mode of the feedback control to decrease the amount of fuel fed to the accumulator at one of the sequence of the controlled times which is at a selected interval away from one of the sequence of the injection timings at which the at least one of the fuel injectors is to be energized, thereby ensuring a steady balance between the amounts of fuel flowing into and out of the accumulator.

Fuel injection control system ensuring steady balance in pressure in accumulator

An ECU controls an intake metering valve and sets an upper limit of an integral term, which is obtained based on a pressure difference between a target rail pressure and an actual rail pressure of a common rail. Furthermore, the ECU reduces the target rail pressure when the integral term is limited.

Fuel injection apparatus having common rail and subject device control system

An accumulator fuel injection systemcomprises a PC sensorfor detecting a common rail pressure, a pressure limiterfor keeping the common rail pressure below a high limit pressure by opening its valve when the common rail pressure exceeds the high limit pressure, and an ECUfor controlling flow rate of fuel to be injected from an injectorso that the common rail pressure reaches the high limit pressure when an engine is started in a state in which an abnormality has occurred in the supply under pressure by a supply pump. It is possible to keep the common rail pressure within an actually used region by opening the pressure limiter after the engine is started, even in a state in which a full open abnormality has occurred at a suction flow control valve

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Kuwana, Japan

Yoshiki Hayakawa