Abstract: Provided is an internal combustion engine control device capable of reducing a control error of the ignition timing as compared with the conventional technique. The internal combustion engine control device of the present disclosure includes a neural network model that receives three or more variables including at least a rotation speed, a load, and another specific variable of an internal combustion engine as inputs and outputs a control amount of the internal combustion engine. The neural network model includes a first neural network model having a reference value of the specific variable as an input and a second neural network model having a current value of the specific variable as an input.

Abstract: An encoder includes a code disc and a processor communicatively coupled with the code disc. The code disc is configured to rotate along with a rotating object and includes a plurality of fan teeth extending radially. Each of the fan teeth includes a first line segment edge, a second line segment edge, and an arc edge along a circumference of the code disc and connecting the first line segment edge and the second line segment edge. The first line segment edges of the fan teeth are arranged at the code disc with equal intervals. A length of the arc edge of one of the fan teeth is different from lengths of the arc edges of other ones of the fan teeth, and the lengths of the arc edges of the other ones of the fan teeth equal each other. The processor is configured to detect a rotation of the code disc to obtain a detection signal, and obtain a rotation parameter of the rotating object based on the detection signal.

Abstract: Provided is a conical nano-carbon material functionalized needle tip, formed by assembling a nano-carbon material with a material of a needle tip by means of a covalent bond; and the material of the needle tip is a metal selected from one or more of tungsten, iron, cobalt, nickel and titanium. Further provided is a method for preparing the conical nano-carbon material functionalized needle tip. The conical nano-material functionalized needle tip has an outstanding interface formed by metal-carbide covalent bonds, and the orientation of the conical nano-material is matched with the axial direction of the metal needle tip (illustrated in FIG. 6). The proposed preparation method affords a robust interface and avoids the potential pollution to the nano-material caused during the deposition of fixing materials, such as carbon or platinum or the like, in other preparation methods.

Abstract: An exact synchronization method for determining an angular position of an engine, modulo one engine cycle, by a crankshaft sensor and of at least one camshaft sensor. The method includes: estimating a continuous estimated interval assumed to contain the angular position, on receipt of a “marker” event, determining an angular position corresponding to each one of the possible occurrences of this “marker”, comparing the determined angular position with the estimated interval. If exactly one of the determined angular positions belongs to the estimated interval, then this angular position is the angular position of the engine. And an engine control method using such a method.

Abstract: Methods and systems are provided for reducing late burn induced cylinder pre-ignition events. Forced entry of residuals from a late burning cylinder into a neighboring cylinder may be detected based on engine block vibrations sensed in a window during an open exhaust valve of the late burning cylinder. In response to the entry of residuals, a pre-ignition mitigating action, such as fuel enrichment or deactivation, is performed in the neighboring cylinder.

Abstract: A method of controlling the ignition of a gasoline engine having an ignition coil which generates a spark on a spark plug, whereby the instant when coil charging starts is determined for each engine cycle as a function of the angular position of the crankshaft and the rotation speed of the engine, by calculating the ratio between the crankshaft angle of rotation still to pass through before the crankshaft reaches the angular position at which the ignition spark is to be produced, and the time required to charge the coil.

Abstract: An engine control system includes a determination module and a detection module. The determination module, based on an engine vibration signal generated by an engine vibration sensor, determines a frequency of engine vibration and determines a crankshaft position corresponding to the engine vibration. The detection module detects engine oil aeration and starvation when the frequency and crankshaft position are greater than predetermined thresholds, respectively.

Abstract: An engine control system, a controller for the engine control system, and a method of controlling a combustion process in an internal combustion engine operating at an engine operating condition. The engine control is based on closed-loop control of ignition dwell. Ignition dwell is defined as time or crank angle difference between an end of fuel injection (EOI), or some other aspect of an injection control signal, and a start of combustion (SOC), or some other aspect of an internal combustion event. One or more engine control devices, such as a fuel injector or an exhaust gas recirculation valve may be varied to control ignition dwell. By providing such a closed-loop engine control based on ignition dwell, the air/fuel charge mixture, and/or stratification present in the combustion chamber at the moment combustion starts may be controlled.

Abstract: In an apparatus for controlling an engine, an input switching unit switches an input signal to be inputted to an input path from a crank signal to a cam signal when it is determined that the crank signal is abnormal. An event signal generating unit generates a crank-input event signal while it is determined that the crank signal is abnormal by an abnormality determining unit. The crank-input event signal has a level that repetitively changes in a predetermined direction. Each level change of the crank-input event signal is synchronized with a corresponding level change of the crank signal. A monitoring unit monitors a level change of the crank-input event signal while it is determined that the crank signal is abnormal by the abnormality determining unit.

Abstract: A control apparatus for an internal combustion engine, includes: a fuel injection unit; an ignition unit; a crank angle detection unit; a fuel pump; a booster unit; an ignition discharge unit; and a control unit that controls the fuel injection unit, the ignition unit, and the fuel pump, that ascertains ignition timings based on crank signals output from the crank angle detection unit, and that performs a startup control sequence that is made up of fuel injection processing, voltage boosting processing, ignition processing, and fuel supply processing.

Abstract: An ignition device for an internal combustion engine including: an exciter coil that generates an AC voltage having a positive half wave and first and second negative half waves generated before and after the positive half wave with rotation of the internal combustion engine; and an ignition control portion that controls an ignition position of the engine using a microprocessor to which a power supply voltage is supplied from a power supply circuit that converts the voltage having the negative half waves generated by the exciter coil to a DC voltage, wherein the ignition control portion is comprised so as to cause a timer to start a counting operation at the start of the operation of the microprocessor, regard a measurement value of the timer as time between generation of the first negative half wave and generation of the second negative half wave to arithmetically operate counting data for measuring the ignition position based on rotational speed information of the engine obtained from the time, and immediat

Abstract: An engine system that compensates for disturbances in a crankshaft signal is provided. The system includes: an error module that computes an error between an ideal period and an actual period of a crankshaft signal; a correction factor module that determines a correction factor based on the error; and a compensation module that applies the correction factor to the actual period of the crankshaft signal.

Abstract: In an apparatus for controlling an engine, an abnormality determining unit determines whether the crank signal is abnormal based on a state of a input signal for an interval measuring unit. The interval measuring unit measures a time interval from when a predetermined-directed level change appears in the input signal and a temporally next predetermined-directed level change appears therein. An input unit switches the input signal for the interval measuring unit from a crank signal to a cam signal when it is determined that the crank signal is abnormal. The crank signal has a level that repetitively changes in a predetermined direction each time the crankshaft rotates by a first angle. The cam signal has a level that repetitively changes in time in a predetermined direction each time the camshaft rotates at least by a second angle different from the first angle.

Abstract: The present invention generally includes a method of detecting a misfire in an internal combustion engine. The method includes detecting a first engine speed at a first crankshaft position that corresponds to about a top dead center compression position of a first piston within a first cylinder and detecting a second engine speed at a second crankshaft position that corresponds to about a position subsequent to the top dead center compression position. The method determines whether the misfire occurred in the first cylinder based on the first engine speed and the second engine speed. The method provides an improved signal to noise ratio for engine misfire detection.

Abstract: The invention is directed to a method for operating a two-stroke engine having a cylinder in which a combustion chamber is formed and which includes devices for metering fuel and supplying combustion air as well as an ignition device for igniting a mixture in the combustion chamber. In the method, fuel and combustion air are supplied to the engine and the mixture in the combustion chamber is ignited. The combustion chamber is delimited by a piston which drives a crankshaft rotatably journalled in a crankcase. A control is provided which controls the metering of fuel and the ignition of the mixture in the combustion chamber. In the method, the two-stroke engine is controlled in at least one operating state so that the number of combustions is less than the number of revolutions of the crankshaft in the same time interval.

Abstract: A cylinder discriminating device includes a cylinder discriminating section. A crank rotor includes first and second non-tooth portions asymmetrically positioned on the crank rotor. The first non-tooth portion is positioned to correspond to a top dead center of a specific cylinder. A crank signal is outputted when each of the plurality of the tooth portions is detected. A cam signal is outputted when a predetermined tooth portion of a cam rotor is detected. And, the cylinder discriminating section discriminates the specific cylinder by detecting the first non-tooth portion based on number of the crank signals detected during a time period from a time when one of the first and second non-tooth portions is detected to a time when the other of the first and second non-tooth portions is detected, and by detecting whether or not the cylinder discriminating section detects the cam signal during the same time period.

Abstract: In an apparatus, an abnormality determining circuit determines whether a crank signal is abnormal, and a switching circuit switches an input signal to an edge interval measuring circuit from the crank signal to a cam signal when it is determined that the crank signal is abnormal. The edge interval measuring circuit measures an edge interval of temporally adjacent same-directed edges of the cam signal. A count-value control circuit identifies angular positions of a crankshaft based on the cam signal to initialize a count value of a count unit based on the identified angular positions of the crankshaft. The count-value control unit circuit changes an integral number based on a predetermined waveform pattern of the cam signal to shift the count value of the count unit as in the case of the crank signal inputting to the edge interval measuring circuit.

Abstract: An electronic control unit for an internal combustion engine having a fuel injection system and an ignition system including: timing determination means (2) for determining timing sequences for injection events of the fuel injection system and ignition events of the ignition system and to provide update timing sequence data (10) to a schedule sequencing means (3) adapted to control at least one driver circuit (4) wherein the at least one driver circuit (4) is adapted to provide drive pulses (11) to the fuel injection system and ignition system; wherein the schedule sequencing means (3) is adapted to select between update sequence data to at least one of an injection of ignition event, such that the update timing sequence data is selected when there is no current injection occurring.

Abstract: A variable reluctance sensor for use with an ignition timing device includes a support tube insertable in a bore extending from a first end to a second end. A sensor housing is insertable in the bore, while a variable reluctance probe is disposed in the sensor housing.

Abstract: An engine control device is provided to reliably detect an abnormality in crank pulses. The device determines that there is an abnormality in crank pulses when the situation, in which a standard pitch crank pulse counter T does not reach a prescribed value T0 between irregular pitch crank pulses (interval abnormality), repeatedly occurs at least a prescribed value CNT0 times, when an irregular pitch is not detected for a prescribed period of time for the crank pulse counter T to count up to TMAX or longer, or when the situation, in which a prescribed number or more of clank pulses are not detected for a prescribed period of time, repeatedly occurs at least a count-up value KMAX of times.

Abstract: A method for determining the crankshaft position of an internal combustion engine is described with which, in the event of failure of the crankshaft sensor, the crankshaft position may be determined with relative precision at all times. For this purpose, the camshaft position is continuously detected by an absolute angle sensor, preferably in a defined time grid. By analyzing the camshaft positions detected in that way, a value for the instantaneous crankshaft position is determined.

Abstract: In a method of controlling an internal combustion engine, at least one operating variable is controlled, a pre-control ignition timing efficiency is formed as a function of operating parameters of the engine and/or external intervention measures, and the pre-control ignition timing efficiency determines the setpoint values of the at least one operating variable. In a transition from a first operating state to a second operating state, the pre-control ignition timing efficiency is varied by a transition function.

Abstract: The invention is directed to an ignition circuit for a two-stroke engine in a portable handheld work apparatus. A spark plug (2) is connected via a switch (14) to a voltage source (16). The ignition switch (14) is actuated by an electronic control circuit (15) which closes the ignition switch (14) in dependence upon the crankshaft angle and additional operating parameters such as the rpm of the engine (1) in order to trigger an ignition spark per revolution of the crankshaft (10). To limit rpm, the ignition switch (14) is held open when a pregiven end rpm is exceeded in order to suppress an ignition spark over at least one crankshaft revolution.

Abstract: Piston stroke recognition methods for small internal combustion engines, such as single and two cylinder engines, in which the ignition-related trigger pulses corresponding to the engine cylinders are the only input signal used for stroke recognition.

Abstract: A hardware system is provided for performing angle-to-time and time-to-angle conversions in a dynamic angular measurement and control system. The system has the capability of updating scheduled event times of other hardware timers in the system that are being used to generate output events at some specific angular position in the future. One application of the system is in automotive powertrain control systems in which the position of the engine is determined from a pulsed signal generated by a rotating crankshaft that accelerates and decelerates over time. The system performs critical calculations in hardware which consumes less CPU bandwidth than existing systems, resulting in potential cost savings for the overall system.

Abstract: Cylinder judgment signals are output from cam sensors at every uneven crank angle interval. The number of cylinder judgment signals output per cam sensor during a time period between a previous output and a present output of cylinder judgment signals from the other cam sensor, is counted up, to judge a specific cylinder based on the number of outputs. As a result, cylinders other than the specific cylinder are judged based on the judgment result and the cylinder judgment signals. Simultaneously, a time period from the previous cylinder judgment to the present cylinder judgment is calculated, to judge erroneous detection of cylinder judgment signal due to noise based on a ratio between a previous calculation value and a present calculation value of the time period. When the erroneous detection is judged, the cylinder judgment result based on the cylinder judgment signals is canceled.

Abstract: The invention discloses an apparatus and method that calculates parameters for ignition control with respect to a reference cylinder every 180° of crank angle and actuates a dwell-on period and the ignition of the ignition cylinder based on those parameters. A timer-monitored period between crank-position sensor pulse is minimized by setting a reference angle, and misfires are prevented by forcing the dwell-on period and the ignition of the ignition cylinder based on a number of crank-position sensor pulses corresponding to a pre-dwell-on period. Errors relating to missing pulses are also prevented.

Abstract: In an engine having a crankshaft and a camshaft, the current angular position of a rotor fixed to the crankshaft is detected, and a top dead center (TDC) position of the crankshaft is determined based on the current angular position of the rotor, wherein the TDC position is one of an ignition top dead center (ITDC) and a gas transfer top dead center (GTDC). This determination may be made using a learning routine the first time the engine is started. The camshaft angle is then determined based on the TDC value and the current rotor position, and transmitted to a control unit for the engine. The current angular position of the rotor and the camshaft angle are stored in a memory unit when the engine stops, for use the next time the engine is started.

Abstract: A crank sensor outputs a crank signal including an angle indicating part and a reference position indicating part. A cam sensor outputs a cam signal including an angle indicating part and a reference position indicating part. A microcomputer executes a cylinder determining processing using the crank signal alone, and also executes a cylinder determining processing using the cam signal alone. In addition, the microcomputer detects abnormality of the crank signal and the cam signal. The cylinder determining processing using the crank signal alone is prohibited when both the crank signal and the cam signal become abnormal while operating the engine. Then, the prohibition of the cylinder determining processing is withdrawn on the condition that the cam signal is recovered to normal.

Abstract: An engine control system executes given control tasks, for example, at a 30° angular interval of an engine crank shaft. If a failure of a crank sensor has occurred, it becomes impossible to determine the 30° angular interval of the crank shaft. In this case, the engine control system works to calculate one-third of an interval (e.g., a 90° crank angle) between consecutive inputs of cam angular position signals to define a dummy 30° crank angle as a trigger for initiating the control tasks. If the cam angular position signal is inputted before the number of times the control tasks should be executed, in sequence, at an interval of the dummy 30° crank angle is not yet reached, each of the control tasks is executed immediately the same number of times as that the control task has not yet been executed at the dummy 30° crank angle time interval.

Abstract: A method and a device for detecting mispolarization in a signal transducer is described, with which the output signal of the signal transducer—that has at least one singularity—is converted into a square-wave signal. Intervals between specifiable signal-level changes are monitored in the region of the singularity, or plausibility windows are set, within which specifiable events must occur. If the intervals do not correspond to the expected intervals, or if specifiable events do not occur within the specifiable time windows or plausibility windows, mispolarization is detected. The method for detecting mispolarization is used, for example, in the case of a signal transducer having a plurality of uniform angular points and one reference point, but it is not limited to such transducers.

Abstract: A method and system for controlling an internal combustion engine system upon loss of a crankshaft position sensor signal produced by such system is provided. The method includes providing a control module having a central processing unit and a time processor unit associated with such central processing unit. The time processor unit has programmed into is a first code for operating the engine system in the presence of a proper crankshaft position sensor signal. The control module stores a second code for loading into the time processor unit to operate the engine system with the time processor unit upon detection of an improper crankshaft position sensor signal. Initially, the engine system is operated with the time processor unit executing the first code. The method monitors the crankshaft position signal for a fault. Upon detection of the fault, the method loads the second code into the time processor unit and operates the engine system with the time processor unit executing the second code.

Abstract: A method and a device for controlling knock in response to the failure of a phase detector are described, which implement the normal, cylinder-selective knock control under the condition, that the dual ignition is not activated. If the dual ignition is activated when the phase detector fails, then the knock control is carried out, using a non-cylinder-selective measure. Such a non-cylinder-selective measure could include safety-ignition retard or knock control, using one knock-detection threshold value for all of the cylinders.

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: A method for determining the crankshaft position of an internal combustion engine is described with which, in the event of failure of the crankshaft sensor, the crankshaft position may be determined with relative precision at all times. For this purpose, the camshaft position is continuously detected by an absolute angle sensor, preferably in a defined time grid. By analyzing the camshaft positions detected in that way, a value for the instantaneous crankshaft position is determined.

Abstract: A method of providing engine timing information for an engine having a plurality of cylinders including detecting a fault for a crankshaft sensor generating engine timing information with a camshaft sensor, providing spark and fuel with the engine timing information generated by the camshaft sensor, and shutting off fuel to at least one of the cylinders.

Abstract: A plurality of cam sensors are provided for outputting cylinder judgment signals and the output number of cylinder judgment signals between reference crank angle positions are counted for each cam sensor, to thereby perform cylinder judgment based on combination of the output number of the counted cylinder judgment signals.

Abstract: An engine control unit receives a crank signal that includes a pulse train of a predetermined angle interval corresponding to rotation of an engine crankshaft. An edge time measuring counter measures a pulse interval. A frequency multiplication counter generates frequency multiplication clocks of an integer times the next pulse on the basis of the pulse interval of this time. An angle counter for ignition and/or injection operates on the basis of the frequency multiplication clocks. When a failure in a crank signal system is detected, a CPU switches the angle counter by a change-over switch so as to be used as a free-run counter which operates on the basis of time clocks, and generates a control signal for controlling the engine in accordance with the value of the free-run counter.

Abstract: A cylinder identifying system for an internal combustion engine capable of establishing a complicated cam signal pulse pattern without need for setting specific periods for cylinder identification while enhancing control performance by reducing a crank rotation angle required for cylinder identification. A cylinder identifying means (10) for identifying discriminatively individual cylinders on the basis of a crank angle pulse signal (SGT) and a cam pulse signal (SGC) includes a pulse signal number storage means (12) for counting for storage signal numbers of specific pulses generated over a plurality of subperiods which are defined by dividing an ignition control period for each of the individual cylinders into plural subperiods, and an information series storage means (15) for storing information series each composed of a combination of the signal numbers generated during plural subperiods, respectively. The individual cylinders are identified on the basis of the information series.

Abstract: An engine control system for use in automotive vehicles is provided which is designed to execute given control tasks, for example, at a 30° angular interval of a crank shaft of the engine determined by sequential inputs of crank angle signals from a crank sensor. If a failure of the crank sensor has occurred, it becomes impossible to determine the 30° angular interval of the crank shaft. In this case, the engine control system works to calculate one-third of an interval (e.g., a 90° crank angle) between consecutive inputs of cam angular position signals provided by a cam sensor to define a dummy 30° crank angle as a trigger for initiating the control tasks.

Abstract: In the case of a process for recognizing the rotating direction of an internal-combustion engine using a crankshaft angle sensor, a camshaft angle sensor and an electronic internal-combustion engine control unit which processes the signals of these two sensors, a certain first crankshaft position, which can be sensed by the crankshaft angle sensor and which exists in the case of a reversely rotating internal-combustion engine, is assigned to a certain camshaft position which can be sensed by the camshaft angle sensor. A certain second crankshaft position, which exists in the case of a forward-rotating internal-combustion engine, is assigned to the same camshaft position. These assignments are stored in the internal-combustion engine control unit so that they can be queried to recognize the rotational direction of the engine.

Abstract: A crank angle detecting apparatus of an engine is equipped with a camshaft sensor for outputting the same number of pulse signals CAM as the cylinder number at every stroke phase difference between the cylinders, and further equipped with a crankshaft sensor for outputting a position signal POS 10 at every unit crank angle. A signal of the output position signals POS 10 is omitted at the position where the leading pulse of the pulse signals CAM is generated. On the other hand, a counter CNTFST is equipped for counting up the generation of the position signals POS 10 which will be cleared every time the pulse signal CAM is generated. When the value of the counter CNTFST is equal to or above a threshold value at the time the pulse signal CAM is generated, then the pulse signal CAM is determined as a leading pulse, and the first position signal POS 10 output after the determination is set as the reference position.

Abstract: An engine control unit receives a crank signal that includes a pulse train of a predetermined angle interval corresponding to rotation of an engine crankshaft. An edge time measuring counter measures a pulse interval. A frequency multiplication counter generates frequency multiplication clocks of integer times by the next pulse on the basis of the pulse interval of this time. An angle counter for ignition and/or injection operates on the basis of the frequency multiplication clocks. When a failure in a crank signal system is detected, a CPU switches the angle counter by a change-over switch so as to be used as a free-run counter which operates on the basis of time clocks, and generates a control signal for controlling the engine in accordance with the value of the free-run counter.

Abstract: An apparatus for controlling ignition timing in an internal combustion engine includes a cam sensor for generating a standard position signal for each standard piston position, a position sensor for generating a single angle signal, a control unit for controlling ignition timing based on the standard position signal and the single angle signal, a timer for detecting a time from the standard position signal before the ignition timing, and a device for setting an ignition-starting timing after said standard position signal when an engine rotation speed is less than a predetermined rotation speed.

Abstract: An electronic control unit for an internal combustion engine is able to accurately identify cylinders even in such a case as starting an engine while the engine is still cold or with a deteriorated battery or even if the engine is started hurriedly, or hastened start is repeated. In the electronic control unit that measures the cycle of a signal issued from a crank angle sensor and identifies a cylinder according to a calculated value based on the cycle to control the internal combustion engine, the ratio of a present signal cycle and a previous signal cycle is compared with a judgment value, and cylinder identification is effected based on a time series pattern of the ratio, and the judgment value is changed on the basis of at least one of the temperature of the engine and battery voltage.