Abstract: To provide a rotational angle detection apparatus which can determine abnormality of the rotational angle detection apparatus only by detection information of the rotational angle detection apparatus even when the rotational speed is low. A rotational angle detection apparatus totals sensor output values of N?1 pieces of the rotation detection sensors other than the diagnosis object sensor; calculates a value obtained by inverting positive/negative of a total value, as an estimation value of sensor output value of the diagnosis object sensor; calculates an estimation difference which is a difference between a sensor output value of the diagnosis object sensor, and the estimation value of sensor output value of the diagnosis object sensor; and determines that abnormality occurred in the diagnosis object sensor, when the estimation difference is out of a determination range for estimation difference.

Abstract: To provide a rotational angle detection apparatus which can determine abnormality of the rotational angle detection apparatus only by detection information of the rotational angle detection apparatus even when the rotational speed is low. A rotational angle detection apparatus totals sensor output values of N-1 pieces of the rotation detection sensors other than the diagnosis object sensor; calculates a value obtained by inverting positive/negative of a total value, as an estimation value of sensor output value of the diagnosis object sensor; calculates an estimation difference which is a difference between a sensor output value of the diagnosis object sensor, and the estimation value of sensor output value of the diagnosis object sensor; and determines that abnormality occurred in the diagnosis object sensor, when the estimation difference is out of a determination range for estimation difference.

Abstract: The control apparatus for an internal combustion engine includes a throttle opening learning value calculation unit for calculating a throttle opening learning value based on a deviation between a target throttle opening and a learning throttle opening, controls the throttle opening by a learning corrected target throttle opening obtained by correcting the target throttle opening with the throttle opening learning value, and updates and stores a real-time learning value and a long time learning value based on a magnitude relation between values respectively obtained by adding the long time learning value to throttle openings respectively indicated by two effective opening area axis points of a correlation map, between which lies an actual effective opening area, and an actual throttle opening when the throttle opening learning value composed of the real-time learning value and the long time learning value is to be calculated.

Abstract: The control apparatus for an internal combustion engine includes a throttle opening learning value calculation unit for calculating a throttle opening learning value based on a deviation between a target throttle opening and a learning throttle opening, controls the throttle opening by a learning corrected target throttle opening obtained by correcting the target throttle opening with the throttle opening learning value, and updates and stores a real-time learning value and a long time learning value based on a magnitude relation between values respectively obtained by adding the long time learning value to throttle openings respectively indicated by two effective opening area axis points of a correlation map, between which lies an actual effective opening area, and an actual throttle opening when the throttle opening learning value composed of the real-time learning value and the long time learning value is to be calculated.

Abstract: To provide a fuel supply device for an internal combustion engine including an ECU (22), in which, when the pressure in the fuel rail (2) is a high pressure greater than a maximum pressure (Pm) that can drive the injector (1) and the stopped engine (100), the ECU (22) opens the injector (1) to inject high pressure fuel in the fuel rail (2) into the stopped engine (100).

Abstract: To provide a fuel supply device for an internal combustion engine including an ECU (22), in which, when the pressure in the fuel rail (2) is a high pressure greater than a maximum pressure (Pm) that can drive the injector (1) and the stopped engine (100), the ECU (22) opens the injector (1) to inject high pressure fuel in the fuel rail (2) into the stopped engine (100).

Abstract: A cylinder identifying system for detecting reference position on a per cylinder basis with high accuracy and reliability independently of rotation states of an engine includes a means (31) for generating a plurality of crank angle pulses during rotation of a crankshaft (12), a means (21) for generating cylinder identifying pulses during rotation of a cam shaft (11), a means (40) for detecting reference positions on the basis of the crank angle pulses, a means (40) for setting cylinder identifying intervals with reference to the reference positions, a means (40) for identifying cylinders on the basis of the cylinder identifying pulse signals in the cylinder identifying intervals, and a means (40) for detecting low and high rotation speed ranges of the engine (10). Procedures of first and second performance specifications corresponding to low and high engine rotation speed ranges are changed over in dependence on the engine operation states.

Abstract: A crank angle position signal is generated which corresponds to rotational angles of a crankshaft and includes a specific signal for obtaining reference crank angle positions of cylinders. A cylinder identification signal is generated corresponding to the respective cylinders in accordance with the rotation of at least one of an intake-side cam and an exhaust-side cam which are subjected to VVT control. Correlation between the reference crank angle positions and cylinder groups is specified based on a combination of the reference crank angle positions and the cylinder identification signal. Cylinder identification ranges of a prescribed angular length in consideration of an advance angle and a retard angle are set based on the reference crank angle positions. The cylinders are identified based on the reference crank angle positions whose correlation with cylinder groups within each of the cylinder identification ranges has been specified, and the cylinder identification signal.

Abstract: Even if the engine is started from any crank angle position, it is possible to correctly determine the rotational direction of a crankshaft, so that fuel injection or ignition can be stopped when the crankshaft is rotating in the reverse direction. A measurement member has a plurality of angular position detection portions arranged at equal intervals in a circumferential direction of the crankshaft and a plurality of reference position detection portions at which a part of the angular position detection portions is missing. A crank angle sensor is arranged near the measurement member for generating a crank angle signal representative of the rotational position of the crankshaft. A period detector detects periods of pulses of the crank angle signal. A reference position determiner determines a plurality of reference positions based on the signal periods. A counter counts the pulses of the crank angle signal.

Abstract: Even if the engine is started from any crank angle position, it is possible to correctly determine the rotational direction of a crankshaft, so that fuel injection or ignition can be stopped when the crankshaft is rotating in the reverse direction. A measurement member has a plurality of angular position detection portions arranged at equal intervals in a circumferential direction of the crankshaft and a plurality of reference position detection portions at which a part of the angular position detection portions is missing. A crank angle sensor is arranged near the measurement member for generating a crank angle signal representative of the rotational position of the crankshaft. A period detector detects periods of pulses of the crank angle signal. A reference position determiner determines a plurality of reference positions based on the signal periods. A counter counts the pulses of the crank angle signal.

Abstract: A cylinder identifying system for an internal combustion engine enables fuel injection and ignition controls for individual cylinders to be speedily performed upon starting of engine. A cylinder identifying means (10) operating on the basis of a crank angle signal (SGT) and a cam signal (SGC) includes a pulse signal number storage means (12) for dividing an ignition control period of each cylinder into plural subperiods for counting for storage signal numbers of specific pulses generated over plural subperiods, and a subperiod discriminating means (14) for determining discriminatively a sequential order of the plural subperiods on the basis of combinations of the numbers of the specific pulses generated during the plural subperiods. The combinations of the numbers of specific pulses generated during the plural subperiods differ one another correspondingly to the plural subperiods independently from the start points thereof.

Abstract: A crank angle position signal is generated which corresponds to rotational angles of a crankshaft and includes a specific signal for obtaining reference crank angle positions of cylinders. A cylinder identification signal is generated corresponding to the respective cylinders in accordance with the rotation of at least one of an intake-side cam and an exhaust-side cam which are subjected to VVT control. Correlation between the reference crank angle positions and cylinder groups is specified based on a combination of the reference crank angle positions and the cylinder identification signal. Cylinder identification ranges of a prescribed angular length in consideration of an advance angle and a retard angle are set based on the reference crank angle positions. The cylinders are identified based on the reference crank angle positions whose correlation with cylinder groups within each of the cylinder identification ranges has been specified, and the cylinder identification signal.

Abstract: An engine control apparatus for preventing erroneous cylinder identification by clearing cylinder identification information upon detection of on/off operation of a starter (50) includes a sensor (32) for generating crank angle pulse signals with dropout portions corresponding to reference positions defined by tooth dropout sections provided in an angular position detecting member (31), a sensor (22) for generating cylinder identifying pulse signals, an electronic control unit (40) for identifying cylinders of the engine (10) and crank angle positions on the basis of sensor output signals. The electronic control unit (40) includes means for detecting changeover of driving/non-driving states of the starter (50), means for detecting an engine rotation speed (NE), and cylinder identification information invalidating means responsive for changeover of the starter driving states in an engine starting operation to inhibit the information from being employed in succeeding cylinder identification.

Abstract: A method of preparing an enzyme immobilizing carrier includes the steps of providing a material consisting of kaolin mineral. The material is subject to acid treatment with a strong acid having a pH of 4 or less, and hydrothermal treatment at a temperature of from about 100.degree. C. to about 250.degree. C. The material is dried, thereby producing a porous powder. The porous powder is baked at a temperature of from about 350.degree. C. to about 1000.degree. C., for thereby producing the carrier.

Abstract: An enzyme immobilizing carrier is formed from a porous powder. The powder uses kaolin mineral as a starting material, which starting material is subjected to acid treatment by a strong acid. The acid treated kaolin mineral is then subjected to a hydrothermal treatment. The acid and hydrothermal treated kaolin mineral is then subjected to a baking treatment.