Abstract: A cylinder identifying apparatus has a generator which generates a cylinder discrimination signal, a generator which generates a crank angle position signal, and a control unit which obtains the number of detections of the crank angle position signal, the number of detections of the cylinder discrimination signal, the number of detections of the crank angle position signal at the time of detection of the cylinder discrimination signal, etc. The control unit sets a cylinder discrimination period B35° to B75° CA if the present reference crank position is a first-time detection result after startup, sets a cylinder discrimination period B75° to B75° CA if the present reference crank position is a second-time or some other subsequent detection result, obtains the number of detections of the cylinder discrimination signal, and identifies a cylinder on the basis of the number of pulse dropouts and the number of detections of the cylinder discrimination signal.

Abstract: An actuator for changing a relative position of at least an intake or exhaust camshaft, and a crank shaft; a cylinder identifying unit for performing cylinder identification in accordance with results detected by a crank angle sensor and a cam angle sensor; a valve timing detecting unit for detecting valve timing in accordance with the results detected by the crank angle sensor and the cam angle sensor; and an OCV for controlling the actuator based on a value detected by the valve timing detecting unit are provided. Control is performed at a neutral point by a valve timing controlling unit when the cylinder identification by the cylinder identifying unit is in an indefinite state.

Abstract: An internal combustion engine control apparatus can reliably detect abnormality in a crank angle position signal to ensure a fail safe function upon occurrence of the abnormally. A fuel injection signal and an ignition signal is generated based on the result of cylinder identification performed by a cylinder identification part and the crank angle position of the crank angle position signal. An abnormality determination part determines whether the crank angle position signal is abnormal. The cylinder identification part includes a cylinder identification resetting part for resetting the current content of the cylinder identification performed by the cylinder identification part upon determination of abnormality.

Abstract: Controlled variable computing apparatus for an internal combustion engine 101 includes, a revolution signal generating unit 111, 112, 121, 122 for outputting a revolution signal in synchronism with revolution of the internal combustion engine and a control unit 150 for computing a controlled variable for a control target time the revolution signal is inputted, in which the control unit 150 includes, a controlled variable computing unit for computing a driving timing and a driving time period for the control target, and a driving control unit for controlling the driving of the control target each time the revolution signal is inputted, in which if the operation time period of the controlled variable computing unit overlaps the operation time period of the driving control unit, the driving control unit is prioritized to perform its operation by suspending an operation of the controlled variable computing unit.

Abstract: A fuel control unit and a fuel injection control method for a multi-cylinder engine adjust the pulse width of asynchronous injection so as to set the air-fuel ratio of a fuel-air mixture in a first cylinder to 17 or more but under 21 if it is determined according to an engine speed (Ne) that an engine is in an idling mode and if it is determined according to the opening of a throttle valve that a condition for starting the acceleration of the engine has been satisfied. The foregoing first cylinder is the cylinder in which compression pressure increases first following the determination described above.

Abstract: A lean burn engine adapted to establish a specified air-fuel ratio leaner by predetermined rate than a stoichiometric air-fuel ratio in a range of low engine speeds and low engine loads is provided with an air intake system of a low speed type which provides a high charging efficiency in a range of low engine speeds and an exhaust system capable of eliminating a nitrogen oxide emission in the exhaust even during lean burning.

Abstract: An automobile engine control system estimates a required amount of intake air to be introduced at the end of an intake stroke, based on a change in a factual amount of intake air introduced prior to the end of an intake stroke, and determines a control parameter for controlling engine output based on the required amount of intake air. When the engine operates in a high pulsation range of engine loads, in which pulsation of intake air is at a high level, the determination of the control parameter is based on the required amount of intake air.

Abstract: An engine control system establishes the injection amount of fuel based on a predicted amount of intake air at the end of an intake stroke based on a rate of change in the amounts of intake air between previous and current periods. An ignition time is based on an actual amount of intake air detected after the end of the intake stroke.

Abstract: A fuel injection control system for an engine includes fuel injection valves, each of which injects fuel to one cylinder a plurality of times during each cycle. The system has an arithmetic device for calculating a required fuel injection amount based on driving conditions and a trailing side injection capability of a trailing side injection time point, a determination device for comparing the required fuel injection amount with the trailing side injection capability and determining which is greater, and a fuel injection controller for setting a leading side injection time point and a trailing side injection time point and setting a leading side injection amount and a trailing side injection amount.