Abstract: Disclosed here is a control unit employed for an internal combustion engine and provided with air flow sensor output correcting element capable of correcting a detected voltage error to occur in the air flow sensor according to a surge voltage and a supply voltage at each actuation of the thermal type air flow sensor. The thermal type air flow sensor output correcting element includes surge time measuring element for measuring a surge time in a value detected in the thermal type air flow sensor at the time of the sensor power on and supply voltage detecting means. The output correcting element thus calculates a warming-up characteristic correction amount for the thermal type air flow sensor according to the measured surge time and the detected supply voltage.

Abstract: An invention that judges whether an engine is being cranked by a starter based on the conditions that a prior cranking control has ended, the engine rotates at or less than a limit rotation velocity leading to an engine stall, and a battery voltage falls to or below a predetermined value. When such conditions are met, then engine cranking control is started. The engine can be shifted to the cranking control without an input signal from a starter switch and the engine can be promptly cranked.

Abstract: A cam cylinder (5) is provided with a first group cam (5a) and a second group cam (5b), respectively. A first group lens system (2) and a second group lens system (3) are engaged through a first group driving pin 8 and a second group driving pin 9 with the first and second group cams (5a and 5b), respectively. The first and second group lens systems (2 and 3) are biased by a spring (10) and are placed under a biased force acting in the opposite directions along an optical axis.

Abstract: A stream of pulses related to rotation rate drives an interrupt to store first timer values of a first timer and to set a second timer to run from zero. At predetermined fixed time intervals, second timer values of the second timer are stored. The stored first timer values are sampled to determine a first rate related to the input stream. The stored second timer values are sampled to determine a second rate. The first and second rates are selectively used as a final rotation rate related to the input stream.

Abstract: A cylinder intake air mass quantity for an engine is calculated in accordance with the cylinder intake air volume quantity, the manifold air mass quantity and a manifold volume. The cylinder intake air volume quantity is calculated in accordance with a cylinder volume at an intake valve closing timing. The manifold air mass quantity is calculated from a balance between an intake manifold inflow air mass quantity and an intake manifold outflow air mass quantity. The manifold inflow air mass quantity Qa·&Dgr;t is reset to a minimum setting value when an engine stop state with no intake air induction is detected.

Abstract: A camshaft rotational phase detecting apparatus for an engine provided with a variable valve timing control mechanism which controls a camshaft rotational phase of an engine valve to a target camshaft rotational phase by varying a rotational phase of a camshaft relative to a crankshaft. The camshaft rotational phase detecting apparatus is configured to detect a camshaft rotational phase as a detected camshaft rotational phase based on a signal from a sensor. In the apparatus, the detected camshaft rotational phase is substituted with a maintained rotational phase for a predetermined period and is substituted with a target camshaft rotational phase after a lapse of the predetermined period, when the camshaft rotational phase is not detected. In the apparatus, the maintained rotational phase is set corresponding to the detected camshaft rotational phase detected before a timing that the camshaft rotational phase is not detected.

Abstract: An engine cylinder induction air quantity measuring apparatus includes a controller to calculate an intake manifold inside air quantity of air in an intake manifold, from a sensed intake air quantity by performing a balance calculation to calculate a balance between an intake manifold inflow air quantity, and an intake manifold outflow air quantity; and to calculate a cylinder induction air quantity in accordance with the intake manifold inside air quantity. The controller is configured to determine whether an engine stop position of the engine is within the valve overlap period; and to set the intake manifold inside air quantity equal to an overlap stop mode final air quantity for use as an initial value of the intake manifold inside air quantity in a next start of the engine when the engine stop position is within the valve overlap period.

Abstract: Disclosed here is a control unit employed for an internal combustion engine and provided with air flow sensor output correcting means capable of correcting a detected voltage error to occur in the air flow sensor according to a surge voltage and a supply voltage at each actuation of the thermal type air flow sensor. The thermal type air flow sensor output correcting means includes surge time measuring means for measuring a surge time in a value detected in the thermal type air flow sensor at the time of the sensor power on and supply voltage detecting means. The output correcting means thus calculates a warming-up characteristic correction amount for the thermal type air flow sensor according to the measured surge time and the detected supply voltage.

Abstract: An engine cylinder induction air quantity measuring apparatus includes a controller to calculate an intake manifold inside air quantity of air in an intake manifold, from a sensed intake air quantity by performing a balance calculation to calculate a balance between an intake manifold inflow air quantity, and an intake manifold outflow air quantity; and to calculate a cylinder induction air quantity in accordance with the intake manifold inside air quantity. The controller is configured to determine whether an engine stop position of the engine is within the valve overlap period; and to set the intake manifold inside air quantity equal to an overlap stop mode final air quantity for use as an initial value of the intake manifold inside air quantity in a next start of the engine when the engine stop position is within the valve overlap period.

Abstract: A stream of pulses related to rotation rate drives an interrupt to store first timer values of a first timer and to set a second timer to run from zero. At predetermined fixed time intervals, second timer values of the second timer are stored. The stored first timer values are sampled to determine a first rate related to the input stream. The stored second timer values are sampled to determine a second rate. The first and second rates are selectively used as a final rotation rate related to the input stream.

Abstract: Engine cranking control is ended when it is detected that the battery voltage for driving the starter is lowered to at least as low as a starter drive judgement value and thereafter, returns to at least a starter stop judgement value during the engine cranking control that is started on condition that an engine is rotating. A start for driving a starter and a stop of driving the starter can be distinguished based on battery voltage where the battery voltage recovers due to a rapid reduction of consuming current and a rapid increase of a generating current when a driver recognizes an engine combustion completion and stops a starter driving. As a result, on increase of an engine friction, the cranking control is accurately ended, preventing deterioration of a fuel economy and excess exhaust gas emission.

Abstract: An invention that judges whether an engine is being cranked by a starter based on the conditions that a prior cranking control has ended, the engine rotates at or less than a limit rotation velocity leading to an engine stall, and a battery voltage falls to or below a predetermined value. When such conditions are met, then engine cranking control is started. The engine can be shifted to the cranking control without an input signal from a starter switch and the engine can be promptly cranked.

Abstract: In apparatus and method for calculating a mass air quantity sucked into a cylinder of an internal combustion engine, income and outgo calculations between a mass air quantity flowing into an intake manifold and that flowing out from the intake manifold is performed to calculate the mass air quantity within the intake manifold and calculates a mass air quantity sucked into a corresponding cylinder of the engine on the basis of the mass air quantity within the intake manifold and a volume of the corresponding cylinder; and the mass air quantity within the intake manifold calculated as a result of the income and outgo calculations of the mass air quantity during a stop of the engine is corrected on the basis of a crank angular position during a step of the engine to calculate finally the mass air quantity within the intake manifold during the stop of the engine.

Abstract: In apparatus and method for calculating a mass air quantity sucked into a cylinder of an internal combustion engine, income and outgo calculations between a mass air quantity flowing into an intake manifold and that flowing out from the intake manifold is performed to calculate the mass air quantity within the intake manifold and calculates a mass air quantity sucked into a corresponding cylinder of the engine on the basis of the mass air quantity within the intake manifold and a volume of the corresponding cylinder; and the mass air quantity within the intake manifold calculated as a result of the income and outgo calculations of the mass air quantity during a stop of the engine is corrected on the basis of a crank angular position during a step of the engine to calculate finally the mass air quantity within the intake manifold during the stop of the engine.

Abstract: In fuel injection control apparatus and method for an engine having a variably operated engine valve in which at least a closure timing of an intake valve is variably controlled, a controller determines whether an actual closure timing of the intake valve is in a steady state, calculates a volume of a cylinder calculated from a target control value of the closure timing of the intake valve when determining that the actual closure timing is in the steady state and a fresh-air rate within the cylinder, calculates a mass air quantity sucked into the cylinder on the basis of a mass air quantity within an intake manifold calculated by income and outgo calculations of inflow and outflow quantities of a mass air within the intake manifold and a volume of the manifold, and calculates a fuel injection quantity on the basis of the mass air quantity sucked into the cylinder.

Abstract: A camshaft rotational phase detecting apparatus for an engine provided with a variable valve timing control mechanism which controls a camshaft rotational phase of an engine valve to a target camshaft rotational phase by varying a rotational phase of a camshaft relative to a crankshaft. The camshaft rotational phase detecting apparatus is configured to detect a camshaft rotational phase as a detected camshaft rotational phase based on a signal from a sensor. In the apparatus, the detected camshaft rotational phase is substituted with a maintained rotational phase for a predetermined period and is substituted with a target camshaft rotational phase after a lapse of the predetermined period, when the camshaft rotational phase is not detected. In the apparatus, the maintained rotational phase is set corresponding to the detected camshaft rotational phase detected before a timing that the camshaft rotational phase is not detected.

Abstract: A cylinder intake air mass quantity for an engine is calculated in accordance with the cylinder intake air volume quantity, the manifold air mass quantity and a manifold volume. The cylinder intake air volume quantity is calculated in accordance with a cylinder volume at an intake valve closing timing. The manifold air mass quantity is calculated from a balance between an intake manifold inflow air mass quantity and an intake manifold outflow air mass quantity. The manifold inflow air mass quantity Qa·&Dgr;t is reset to a minimum setting value when an engine stop state with no intake air induction is detected.

Abstract: In fuel injection control apparatus and method for an engine having a variably operated engine valve in which at least a closure timing of an intake valve is variably controlled, a controller determines whether an actual closure timing of the intake valve is in a steady state, calculates a volume of a cylinder calculated from a target control value of the closure timing of the intake valve when determining that the actual closure timing is in the steady state and a fresh-air rate within the cylinder, calculates a mass air quantity sucked into the cylinder on the basis of a mass air quantity within an intake manifold calculated by income and outgo calculations of inflow and outflow quantities of a mass air within the intake manifold and a volume of the manifold, and calculates a fuel injection quantity on the basis of the mass air quantity sucked into the cylinder.

Abstract: A complex cable for under-floor wiring can be wired in restricted spacious office floors and lowers installation costs. The complex cable includes a fiber-optic cable and a plurality of communications cables for data transmission. The fiber-optic cable includes a plurality of fiber-optic cords, a plurality of interposition members and a plastic tape assembling the cords and members all from outside. The communications cables include respectively a plurality of twin-wire strands and a plastic tape assembling the strands from outside. The fiber-optic cable is surrounded by a plurality of communications cables in parallel relation to one another over the length of the fiber-optic cable. The fiber-optic cable and the communications cables are further wrapped by a plastic tape.

Abstract: Flat cables 12 are arranged on a plane, and insulating sheaths 11 are fused and connected at ends of the flat cables 12 to form a first fused portion 16. A second fused portion 17 is formed next to the first fused portion 16. Further, the insulating sheaths 11 are fused and connected in intermediate positions of the respective flat cables 12, thereby forming a third fused portion 19. The first fused portion 16 strengthens the connection of a flat multiple-core cable at its opposite ends without fusing and adhering a tape thereto. The second fused portion 17 prevents the flat multiple-core cable from being bent during the insertion into a terminal in an equipment. After the insertion, the second fused portion 17 having a sufficient flexibility permits the flat multiple-core cable to be bent near the opening of the terminal.