Systems for efficiently starting an engine of a hybrid electric vehicle are provided. An example of a system comprises a first processor and a second processor. The second processor is configured to determine when to start an internal combustion engine, cause energy to be supplied from an energy storage device to a generator/motor to cause the generator/motor and crankshaft to rotate to at least a hold speed, transmit a first instruction to a first processor when determining that the internal combination engine should be started. The first processor does not supply fuel to at least one cylinder of the internal combustion engine in response to the first instruction. The second processor is configured to transmit a second instruction to the first processor after a variable period of time has elapse after the generator/motor or crankshaft has reached at least the hold speed.

An engine synchronisation arrangement of an internal combustion engine having a crank-shaft and a camshaft geared together with a fixed rotation ratio includes a crank-shaft wheel cooperating with a first sensor and, a camshaft wheel cooperating with a second sensor, both wheels being provided with peripheral features. Both sensors detect the features and communicate to an ECU binary signals. The features of the crank-shaft wheel are arranged in a sequential pattern, and a sliding window of a specific width covers a unique set of features corresponding to a unique string of consecutive bits mapping to a unique angular position of the crank-shaft.

A control system includes a controller. The controller estimates the swing-back amount indicating the turning amount of the crankshaft in the reverse rotation direction until the crankshaft stops. The controller calculates a stop-time counter value which is a value of a crank counter at the time when the engine is stopped based on a final counter value which is the value of the crank counter calculated last before the crankshaft stops and the estimated swing-back amount. The controller corrects the swing-back amount used for calculating the stop-time counter value based on a difference between the number of driving times calculated with reference to the map based on the calculated stop-time counter value and the value of the crank counter and the number of driving times calculated by increasing the number of driving times by one each time the high pressure system fuel pressure increases by the threshold or more.

An engine system comprises a fuel tank, an internal combustion engine, a generator, a recoil starter, a control unit, an injector, a fuel pump, an ignition apparatus, and a detection unit that detects a number-of-rotations of the internal combustion engine. The control unit, in a starting period of the internal combustion engine using the recoil starter, determines whether or not the internal combustion engine can perform self-sustaining rotation based on the number-of-rotations, and if the internal combustion engine cannot perform self-sustaining rotation. Electric power is not supplied to the ignition apparatus, the injector, and the fuel pump when the internal combustion engine cannot perform self-sustaining rotation. The electric power is supplied to them when the internal combustion engine can perform self-sustaining rotation.

A method for engine start control based on a failsafe logic includes performing, by an engine control unit, calculated information failsafe control for performing miscalculation verification for a submodule start angle of a submodule using a start angle for fuel injection and ignition of an engine as a driver start angle of an injector driver.

A method and a system for starting an internal combustion engine (ICE) having a crankshaft and an electric turning machine (ETM) operatively connected to the crankshaft are disclosed. An absolute angular position of the crankshaft related to a top dead center position of a piston in a combustion chamber of the ICE is determined. Electric power is delivered to the ETM at a first level to rotate the crankshaft. Electric power is then delivered to the ETM at a second level greater than the first level when the piston reaches a predetermined position before the TDC position. Fuel is injected in the combustion chamber after the piston has passed beyond the TDC position. The fuel is then ignited. In an implementation, the ICE is started in less than 110 degrees of rotation of the crankshaft.

Disclosed is a method for detecting the direction of rotation of a crankshaft of an engine of a motor vehicle. The detection method includes in particular, when the crankshaft is in a second predetermined angular position between a low angular position and a high angular position of the crankshaft, a step of commanding the closure of a control valve for the intake of fuel into the high-pressure pump, a step of measuring a second pressure value in the high-pressure rail, and a step of detecting a nominal direction of rotation of the crankshaft if the second pressure value measured is greater than or equal to an expected pressure value or of detecting a reverse direction of rotation of the crankshaft if the second pressure value measured is less than the expected pressure value.

A toothed wheel forming a target for a camshaft position sensor includes a circular body provided with two opposite main faces and is provided on its circumference with teeth. The series of teeth includes eight teeth, each tooth having, for a given first direction of rotation of the wheel, a rising edge and a falling edge and two neighboring teeth being separated by a recessed part. The edges of a first type, rising or falling, are evenly distributed at the periphery of the toothed wheel. The angular length of the recessed parts is greater than or equal to arctan(Llow/R)CAM, where R is the radius and Llow is the minimum distance between two teeth to detect a low level, except for one recessed part, and the angular length of a tooth is greater than arctan(Lhigh/R)CAM, except for one tooth, where Lhigh is the minimum length of a tooth allowing detection.

In an engine ignition method according to the present invention, an ignition coil and an exciter coil are provided in a magneto generator driven by an engine. After charging an ignition capacitor using an output voltage of the exciter coil, the ignition capacitor is discharged through a primary coil of the ignition coil at an ignition timing of the engine, whereby a high voltage induced in a secondary coil of the ignition coil is applied to an ignition plug and a first spark discharge is generated in the ignition plug, and a voltage induced in the secondary coil of the ignition coil accompanied with rotation of the magneto rotor is applied to the ignition plug in a state that insulation across discharge gaps of the ignition plug is broken down due to the first spark discharge, whereby a second spark discharge is produced in the ignition plug.

In at least some implementations, a method of controlling spark events in an engine includes determining for at least two engine revolutions in a four-stroke engine at least one characteristic of the primary coil voltage for a spark event, determining, based upon the characteristic of the primary coil voltage, which of the spark events is associated with a compression phase and which of the spark events is associated with an exhaust phase of engine operation, and providing spark events in subsequent engine revolutions that are associated with the compression phase of engine operation but not in revolutions associated with the exhaust phase of engine operation. In at least some implementations, the characteristic is the duration of the spark event as determined by changes in the primary coil voltage, and the characteristic may be that the duration that the primary coil voltage is above a threshold voltage.