CLIAMS:1. A method for detecting movement of a piston towards Top Dead Centre (TDC) of a cylinder of an engine, the method comprising acts of:
generating a first output signal by a crank speed sensor when each of plurality of teeth of a sensor wheel is proximal to the crank speed sensor, wherein adjacent teeth of the plurality of teeth of the sensor wheel are separated by a first predetermined gap;
generating a second output signal by the crank speed sensor when a second predetermined gap between at least two adjacent teeth of the plurality of teeth is proximal to the crank speed sensor;
determining, by a control unit of the engine, whether amplitude of the second output signal is greater than amplitude of the first output signal; and
detecting, by the control unit, the movement of the piston towards the TDC of the cylinder if the amplitude of the second output signal is greater than the amplitude of the first output signal.

2. The method as claimed in claim 1, wherein proximity between the crank speed sensor and the sensor wheel ranges from 0.5mm to 1mm.

3. A system for detecting movement of a piston towards Top Dead Centre (TDC) of a cylinder of an engine:
a sensor wheel mounted on a crankshaft of the engine, wherein the sensor wheel is configured to rotate along with the crank shaft, the sensor wheel comprises: a plurality of teeth, wherein adjacent teeth of the plurality of teeth is separated by a first predetermined gap; and
a second predetermined gap provided between at least two adjacent tooth of the plurality of teeth;
a crank speed sensor mounted proximal to the sensor wheel, wherein the crank speed sensor is configured to:
generate a first output signal when each of the plurality of teeth is proximal to the crank speed sensor;
generate a second output signal when the second predetermined gap is proximal to the crank speed sensor; and
a control unit interfaced with the crank speed sensor, wherein the control unit is configured to detect the movement of the piston towards the TDC position of the cylinder upon determining amplitude of second output signal greater than the amplitude of the first output signal.

4. The system as claimed in claim 3, wherein the crank speed sensor is at least one of Hall Effect sensor and a magnetic type sensor.

5. A method for detecting compression stroke during operation of an engine, the method comprising acts of:
detecting, by a control unit of the engine, movement of a piston towards top dead center of a cylinder of the engine;
generating, by a crank speed sensor interfaced with the control unit, a first speed signal when plurality of teeth of a sensor wheel is proximal to the crank speed sensor;
comparing, by the control unit, number of cycles in the first speed signal and a second speed signal, wherein the second speed signal is generated by the crank speed sensor during previous movement of the piston towards the TDC of the cylinder; and
detecting, by the control unit, the compression stroke of the engine upon determining signal frequency in the first speed signal less than signal frequency in the second speed signal.

6. The method as claimed in claim 5, wherein the less number of cycles in the first speed signal indicates low acceleration of the sensor wheel and more number of cycles in the first speed signal indicates high acceleration of the sensor wheel.

7. The method as claimed in claim 5 further comprises act of providing a signal, by the control unit, to an ignition coil for igniting a charge in the cylinder upon detecting the compression stroke.

8. A system for detecting a compression stroke during operation of an engine, the system comprising:
a sensor wheel mounted on a crankshaft of the engine, wherein the sensor wheel is configured to rotate along with the crank shaft, the sensor wheel comprises: a plurality of teeth, wherein adjacent teeth of the plurality of teeth is separated by a first predetermined gap; and
a second predetermined gap provided between at least two adjacent teeth of the plurality of teeth;
a crank speed sensor mounted proximal to the sensor wheel, wherein the crank speed sensor is configured to generate a first speed signal when the plurality of teeth is proximal to the crank speed sensor; and
a control unit interfaced with the crank speed sensor, wherein the control unit is configured to:
detect the movement of the piston to the TDC position of the cylinder;
compare number of cycles in the first speed signal and a second speed signal, wherein the second speed signal is generated by the crank speed sensor during previous movement of the piston towards the TDC of the cylinder; and
detect the compression stroke of the engine upon determining signal frequency in the first speed signal less than signal frequency of the second speed signal.

9. The system as claimed in claim 8, wherein the crank speed sensor is supported by a support bracket.

10. The system as claimed in claim 8, wherein the control unit provides a signal to an ignition coil for igniting a charge in the cylinder upon detecting the compression stroke.

,TagSPECI:TECHNICAL FIELD

The present disclosure in general relates to a field of automotive engineering. Particularly but not exclusively the disclosure relates to an internal combustion engine (ICE) of a vehicle. Further, embodiments disclose a method and system for detecting movement of a piston towards Top Dead Centre (TDC) position of a cylinder, and a method and system for detecting compression stroke of the engine for ignition.

BACKGROUND
Presently, most of the internal combustion engines of vehicles are provided with a fuel-injection system. The fuel injection system is controlled by an electronic engine management unit for ignition of the engine. In multi-cylinder engines, a cam phase sensor is used to determine Top dead center (TDC) position of a piston in respective cylinders. The TDC identification of individual cylinder is required for the proper injection and ignition of the engine. The primary expectation from the fuel injection system is best-in-class fuel efficiency with low system cost. Hence, there is a continuous effort to reduce the overall engine management system cost without compromising the performance of the engine. The engine management system cost can be reduced by elimination of sensors/actuators which are not crucial. For eliminating any sensor or actuator, a robust alternate logic has to be developed which facilitates the engine management system to work effectively without the particular sensor/actuator. In addition, the associated hardware also needs to be incorporated.
One such conventional method and apparatus for determining phase and position of an engine using a single sensor is disclosed in 2925/CHE/2011 (herein after referred as ’25 Patent publication) discloses. The apparatus disclosed in ’25 patent application comprises a first wheel fixed to a camshaft, a second wheel fixed to the camshaft, a third wheel which is driven by the second wheel. The first wheel has a single tooth on its circumference. The second wheel and the third wheel have plurality of teeth on their circumference and are mechanically coupled. A common sensor is placed in the proximity of the circumferences of the first wheel and the third wheel. The sensor is a magnetic sensor and generates a signal indicative of motion of teeth in its proximity. When the camshaft starts rotating, the three wheels start rotating. The sensor generates a combined signal which provides information regarding the teeth on the sensor wheel. The sensor output is used by an engine control unit to determine phase of the engine and also the exact crank angle for computing timing for injection/ignition of fuel into the cylinders of the engine.
In the above conventional method, multiple wheels are used for determining phase and position of the engine. Several other conventional techniques disclose usage of two sensors, a crank speed sensor for measuring the engine speed based on the sensor wheel rotations and a pressure sensor for detecting the TDC. Thus, the solution provided by the conventional method is not economical.
In addition to the above, in the conventional internal combustion engine, the spark plug generates the spark during each movement of the piston to TDC position. This results in waste of the energy. Also generation of the spark during the exhaust stroke of the engine might result in back firing in case of the carbureted type gasoline and gas engines.
In light of the above, there is a need to develop a method and system for detecting movement of piston towards TDC position of a cylinder, and a method and system for detecting compression stroke of the engine before ignition to overcome the one or more limitations stated above.

SUMMARY OF THE DISCLOSURE

The shortcomings of the prior art are overcome and additional advantages are provided through the provision as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the present disclosure there is provided a method for detecting movement of a piston towards Top Dead Centre (TDC) of a cylinder of an engine. The method comprises act of generating a first output signal by a crank speed sensor when each of plurality of teeth of a sensor wheel is proximal to the crank speed sensor, wherein adjacent teeth of the plurality of teeth of the sensor wheel are separated by a first predetermined gap. The method further comprises act of generating a second output signal by the crank speed sensor when a second predetermined gap between at least two adjacent teeth of the plurality of teeth is proximal to the crank speed sensor. Upon generating the first output signal and the second output signal, a control unit of the engine determines whether amplitude of the second output signal is greater than amplitude of the first output signal. The control unit detects the movement of the piston towards the TDC of the cylinder if the amplitude of the second output signal is greater than the amplitude of the first output signal.

In an embodiment, the present disclosure provides a method wherein proximity between the crank speed sensor and the sensor wheel ranges from 0.5mm to 1mm.

In another non-limiting embodiment of the present disclosure there is provided a system for detecting movement of a piston towards Top Dead Centre (TDC) of a cylinder of an engine. The system comprises a sensor wheel mounted on a crankshaft of the engine, wherein the sensor wheel is configured to rotate along with the crank shaft. The sensor wheel comprises a plurality of teeth separated by a first predetermined gap and a second predetermined gap provided between at least two adjacent teeth of the plurality of teeth. The system also comprises a crank speed sensor mounted proximal to the sensor wheel, wherein the crank speed sensor is configured to generate a first output signal when each of the plurality of teeth is proximal to the crank speed sensor and a second output signal when the second predetermined gap is proximal to the crank speed sensor. The system further comprises a control unit interfaced with the crank speed sensor, wherein the control unit is configured to detect the movement of the piston towards the TDC position of the cylinder if amplitude of the second output signal greater than amplitude of the first output signal.

In an embodiment, the crank speed sensor is at least one of Hall Effect sensor and or a magnetic type sensor.

In yet another non-limiting embodiment of the present disclosure there is provided a method for detecting compression stroke of an engine. The method comprise act of detecting movement of a piston towards Top Dead Center (TDC) of a cylinder of the engine by a control unit of the engine. Upon detecting the movement of the piston towards the TDC of the cylinder, a crank speed sensor generates a first speed signal. The first speed signal is generated when plurality of teeth of a sensor wheel is proximal to the crank speed sensor. The method further comprises the act of comparing signal frequency of the first speed signal with signal frequency of second speed signal. The second speed signal is generated by the crank speed sensor during previous movement of the piston towards the TDC of the cylinder. The control unit detects the compression stroke upon determining signal frequency in the first speed signal less than signal frequency in the second speed signal.
In an embodiment, the low signal frequency indicates acceleration of the sensor wheel is less and high signal frequency indicates the higher acceleration of the sensor wheel.

In an embodiment, a signal is provided by the control unit to an ignition coil for igniting a charge in the cylinder upon detecting the compression stroke.

In still another non-limiting embodiment of the present disclosure there is provided a system for detecting compression stroke of an engine. The system comprises a sensor wheel mounted on a crankshaft of the engine, wherein the sensor wheel is configured to rotate along with the crank shaft. The sensor wheel comprises a plurality of teeth, wherein adjacent teeth of the plurality of teeth is separated by a first predetermined gap and a second predetermined gap is provided between at least two adjacent teeth of the plurality of teeth. Further, a crank speed sensor will be mounted proximal to the sensor wheel, wherein the crank speed sensor is configured to generate a first speed signal when the plurality of teeth is proximal to the crank speed sensor. The system also comprises a control unit interfaced with the crank speed sensor, wherein the control unit is configured to detect the movement of the piston to the TDC position of the cylinder, compares signal frequency of the first speed signal with signal frequency of the second speed signal. The control unit detects the compression stroke upon determining signal frequency of the first speed signal less than the signal frequency of the second speed signal.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Fig. 1a illustrates schematic representation of an internal combustion engine with a crank speed measurement system according to an exemplary embodiment of the present disclosure;
Fig.1b illustrates schematic representation of a cylinder with a crank speed measurement system according to an exemplary embodiment of the present disclosure;
Fig. 2 shows a graph representing signals generated by a crank speed sensor corresponding to movement of the piston according to an exemplary embodiment of the present disclosure;
Fig.3 illustrates a flowchart showing method for detecting movement of a piston towards TDC position of the cylinder in accordance with embodiments of the present disclosure; and
Fig.4 illustrates a flowchart showing method for detecting compression stroke during operation of an engine in accordance with embodiments of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION OF THE DISCLOSURE

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, and designed in a wide variety of different configurations, all of which are explicitly contemplated and make part of this disclosure.

Fig. 1a illustrates schematic representation of an internal combustion engine 100 with a crank speed measurement system according to an exemplary embodiment of the present disclosure. The crank speed measurement system comprises a sensor wheel 101 and a crank speed sensor 103. In an embodiment, the crank speed sensor 103 is at least one of a Hall Effect sensor and a magnetic type sensor. The sensor wheel 101 is mounted on a crankshaft 105 of the engine 100, and is configured to rotate at the speed of crankshaft 105. The engine 100 includes a cylinder 107 as shown in Fig.1b. In an embodiment, the crank speed measurement system disclosed in the present disclosure is used for a single cylinder of the engine. The cylinder 107 comprises a piston 109 and a connecting rod 111. One end of the connecting rod 111 is connected to the piston 109 and other end of the connecting rod 111 is connected to the crankshaft 105 through a crank (not shown in Fig.1a). The crank speed sensor 103 is mounted proximal to the sensor wheel 101. In an embodiment, the proximity between the sensor wheel 101 and the crank speed sensor 103 ranges from 0.5 mm to 1mm. The crank speed sensor 103 is mounted proximal to the sensor wheel 101 such that end of the crank speed sensor 103 radially focuses the sensor wheel 101. In an embodiment, the sensor wheel 101 is locked onto the crankshaft 105 to avoid slippage of the sensor wheel 101. The sensor wheel 101 includes plurality of teeth 102. A first predetermined gap is provided between adjacent teeth of the plurality of teeth. The sensor wheel 101 is also provided with a second predetermined gap 104 between at least two adjacent teeth of the plurality of teeth 102. In an embodiment, the second predetermined gap 104 in the sensor wheel 101 is associated to top dead center (TDC) 113 position of the cylinder 107 of the engine 100. In an embodiment of the present disclosure, the second predetermined gap is orientated such that it comes proximal to the crank speed sensor 103 when the piston reaches TDC position 113 of the cylinder.

In an embodiment, during operation of the engine 100 the crankshaft 105 rotates which in turn rotates the sensor wheel 101. The crank speed sensor 103 measures the rotation of the sensor wheel 101. When the sensor wheel 101 rotates, each of the plurality of teeth 102 of the sensor wheel 101 is proximal to the crank speed sensor 103. During such movement, the crank speed sensor 103 generates a first output signal due to magnetic flux created when each of the plurality of teeth 102 is proximal to the crank speed sensor 103, and a first output signal will be generated. The first output signal is provided to a control unit of the engine. The control unit is interfaced with the crank speed sensor 103. In an embodiment, the control unit is an engine management system of the vehicle. Further, the crank speed sensor 103 generates a second output signal when the second predetermined gap is proximal to the crank speed sensor 103. The second output signal is provided to the control unit. Fig.2 shows a graph representing first output signal and second output signal. The x-axis of the graph represents time and y axis of the graph represents velocity of the sensor wheel 101. The velocity of the sensor wheel 101 is represented by the first output signal when the plurality of teeth 102 is proximal to the crank speed sensor 103. The velocity of the sensor wheel 101 is represented by the second output signal when the second predetermined gap is proximal to the crank speed sensor 103.

In an embodiment, the control unit compares the amplitude of the first output signal and the second output signal, and if control unit determines that the amplitude of the second output signal is greater than the amplitude of the first output signal as shown in Fig.2, then the movement of piston 109 towards TDC 113 position is detected. So when the second output signal is detected by the control unit and if the amplitude of the second output signal is greater than the amplitude of the first output signal, the control unit detects the movement of the piston 109 to TDC 113 of the cylinder 107 of the engine 100.

In an embodiment, the present disclosure provides a method to detect the compression stroke of the engine 100 for ignition of the engine 100. During the operation of the engine 100, the piston 109 moves to the TDC 113 of the cylinder 107 during the compression stroke and the exhaust stroke. When the piston 109 moves towards the TDC 113, the crank shaft 105 rotates which in turn rotates the sensor wheel 101. The crank speed sensor 103 measures the acceleration of the sensor wheel 101, and generates a signal corresponding to rotation of the sensor wheel. In an embodiment, the crank speed sensor 103 which is proximal to the sensor wheel 101 generates a first speed signal when the plurality of teeth 102 of the sensor wheel 101 is proximal to the crank speed sensor 103. The first speed signal is fed to the control unit and then the control unit compares the first speed signal with a second speed signal. In an embodiment of the disclosure, the second speed signal is the signal which was generated during previous movement of the piston to the TDC of the cylinder. As an example, the previous movement of the piston to the TDC of the cylinder is during exhaust stroke of the engine. Generally, the acceleration of the sensor wheel 101 during the compression stroke is less as there is high resistance to the piston 109 to move downwards. Due to less acceleration of the sensor wheel 101, signal frequency of the first speed signal during compression stoke may be less. The acceleration of the sensor wheel 101 during the exhaust stroke is high due to less resistance on the piston 109 as the exhaust valve is opened. Due to high acceleration of the sensor wheel 101, the signal frequency in the second speed signal may be more. The control unit compares the signal frequency of the first speed signal and the second speed signal, if the control unit detects that the signal frequency in the first speed signal is less than the signal frequency of the second speed signal the compression stroke is detected for ignition of the engine 100. In an embodiment, upon detecting the compression stroke, the control unit provides a signal to the ignition coil 117 for igniting charge in the cylinder 107.

If the control unit detects that the signal frequency in the first speed signal is more than the signal frequency in the second signal then the exhaust stroke is detected, and the signal will not be provided for the ignition coil by the control unit.

In an embodiment, the control unit compares number of cycles in the first speed signal with number of cycles in the second speed signal. The control unit detects the compression stroke for ignition of the engine 100 if the number of cycles in the first speed signal is less than the number of cycles in the second speed signal.

If the control unit detects that the number of cycles in the first speed signal is more than the number of cycles in the second speed signal then the exhaust stroke is detected, and the signal will not be provided for the ignition coil by the control unit.

Fig.3 illustrates a flowchart showing a method for detecting movement of a piston 109 to TDC 113 of the cylinder 107 in accordance with an exemplary embodiment of the present disclosure.

As illustrated in Fig.3, the method 300 comprises one or more blocks for detecting movement of a piston to TDC of the cylinder. The order in which the method 300 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the spirit and scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.

At block 301, a crank speed sensor 103 generates a first output signal. During operation of an engine 100 of a vehicle, the crankshaft 105 of the engine rotates which in turn rotates a sensor wheel 101 mounted on the crankshaft 105. The sensor wheel 101 comprises plurality of teeth 102 with a first predetermined gap between adjacent teeth of the plurality of teeth 102. The sensor wheel 101 also includes a second predetermined gap 104 between at least two adjacent teeth of the plurality of teeth 102. The sensor wheel 101 generates a first output signal when each of the plurality of teeth 102 is proximal to the crank speed sensor 103. The first output signal is provided to a control unit which is interfaced with the crank speed sensor 103.

At block 303, the crank speed sensor 103 generates a second output signal. The crank speed sensor 103 generates the second output signal when the second predetermined gap 104 of the sensor wheel 101 is proximal to the crank speed sensor 103. The second predetermined gap 104 is associated with the TDC 113 position of the piston 109 towards the cylinder 107. The second predetermined gap 104 is provided between at least two adjacent teeth of the plurality of teeth 102 of the sensor wheel 101. The second predetermined gap 104 is provided such that when the second predetermined gap 104 is proximal to the crank speed sensor 103, the control unit detects the movement of the piston 109 towards the TDC 113 of the cylinder 107.

At block 305, the control unit determines whether amplitude of the second output signal is greater than the amplitude of the first signal. If the amplitude of the second output signal is greater than the amplitude of the first signal, the control unit detects the movement of the piston 109 towards the TDC 113 of the cylinder 107 at block 307. If the amplitude of the second output signal is less than or equal to the amplitude of the first output signal, the control unit detects that the piston 109 is not in TDC 113 of the cylinder 107 at block 309.

Fig.4 illustrates a flowchart showing a method for detecting compression stroke during operation of an engine in accordance with an exemplary embodiment of the present disclosure.

At block 401, a crank speed sensor 103 generates a first output signal. During operation of an engine 100 of a vehicle, the crankshaft 105 of the engine rotates which in turn rotates a sensor wheel 101 mounted on the crankshaft 105. The sensor wheel 101 comprises plurality of teeth 102 with a first predetermined gap between adjacent teeth of the plurality of teeth 102. The sensor wheel 101 also includes a second predetermined gap 104 between at least two adjacent teeth of the plurality of teeth 102. The sensor wheel 101 generates a first output signal when each of the plurality of teeth 102 is proximal to the crank speed sensor 103. The first output signal is provided to a control unit which is interfaced with the crank speed sensor 103.

At block 403, the crank speed sensor 103 generates a second output signal. The crank speed sensor 103 generates the second output signal when the second predetermined gap 104 of the sensor wheel 101 is proximal to the crank speed sensor 103. The second predetermined gap 104 is associated with the TDC 113 position of the piston 109 towards the cylinder 107. The second predetermined gap 104 is provided between at least two adjacent teeth of the plurality of teeth 102 of the sensor wheel 101. The second predetermined gap 104 is provided such that when the second predetermined gap 104 is proximal to the crank speed sensor 103, the control unit detects the movement of the piston 109 towards the TDC 113 of the cylinder 107.

At block 405, the control unit determines whether amplitude of the second output signal is greater than the amplitude of the first output signal. If the amplitude of the second output signal is greater than the amplitude of the first output signal, the control unit detects the movement of the piston 109 towards the TDC 113 of the cylinder 107 at block 407. If the amplitude of the second signal is less than or equal to the amplitude of the first output signal, the control unit detects that the piston 109 is not in TDC 113 of the cylinder 107 at block 409.
At block 411, the control unit compares the signal frequency between first speed signal and second speed signal i.e the control unit compares signal frequency of the first speed signal with the signal frequency recorded by the control unit at exhaust TDC. The crank speed sensor 103 mounted proximal to the sensor wheel 101 generates the first speed signal when each of the plurality of teeth 102 on the sensor wheel 101 is proximal to the crank speed sensor 103. The acceleration of the sensor wheel 101 during movement of the piston 109 towards the TDC 113 is less due to more resistance on the piston 109. Therefore, the signal frequency in the first speed signal is less. The first speed signal is provided to the control unit which is interfaced with the crank speed sensor 103. The first speed signal is provided to the control unit which is interfaced with the crank speed sensor 103. The crank speed sensor 103 generates the second speed signal during previous movement of the piston 109 to towards TDC 113 of the cylinder 107. In an embodiment, the previous movement of the piston 109 towards TDC 113 of the cylinder 107 is during exhaust stroke of the cylinder 107. During the exhaust stroke, resistance on the piston 109 is less due to which the acceleration of the sensor wheel 101 is more. The second speed signal is provided to the control unit. The control unit compares the signal frequency of the first speed signal with the signal frequency of the second speed signal. If the signal frequency of the first speed signal is less than the signal frequency of the second speed signal, the control unit detects compression TDC at block 413. If the signal frequency of the first speed signal is equal to the signal frequency of the second speed signal then it indicates piston at TDC during exhaust stroke at block 415.

In an embodiment, upon detecting the compression stroke, the control unit provides a signal to the ignition coil 117 for igniting charge in the cylinder 107.

ADVANTAGES
In an embodiment, the crank speed system simplifies the engine management system by eliminating use of a cam phase sensor for detecting piston movement towards TDC of cylinder.
In an embodiment, the crank speed system utilizes a single sensor and a single sensor wheel for detecting the piston movement towards TDC of the cylinder and for detecting compression stroke of the engine.
In an embodiment, the present disclosure reduces cost associated with the engine management system by reducing the number of sensors.
In an embodiment, the present disclosure saves energy by eliminating the spark in the exhaust stroke.

INDUSTRIAL APPLICABILITY

In one embodiment, the crank speed system as disclosed in the present disclosure is used in a single cylinder internal combustion engines for detecting movement of piston towards the TDC of the cylinder and for detecting compression stroke of the engine.

In one embodiment, the crank speed system as disclosed in the present disclosure is applicable for use in single cylinder engines.

EQUIVALENTS

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”

In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

REFERRAL NUMERALS

Reference number Description
100 Engine
101 Sensor wheel
102 Plurality of teeth
103 Crank speed sensor
104 Second predetermined gap
105 Crankshaft
107 Cylinder
109 Piston
111 Connecting rod
113 Top Centre Center (TDC)
115 Bottom Dead Centre (BDC)