EP3740664B1 - Method for determining a position of an internal combustion engine - Google Patents

Description

The invention relates to a method for determining a position of an internal combustion engine and an arrangement for carrying out the method. The invention further relates to a computer program and a machine-readable storage medium for carrying out the method.

State of the art

In order to operate a modern internal combustion engine, it is necessary to provide the electronic engine control unit that controls the internal combustion engine with information about the current engine speed. For example, it is known to record the rotational speed of a crankshaft of the machine or engine using an inductive sensor or Hall sensor. This registers passing metallic markings and determines the rotational speed using the time difference between two markings.

In a conventional internal combustion engine, also referred to as an engine or machine, injections and ignitions are controlled by the engine control unit using engine management software. This software must know the position or stroke of the cylinder in order to effect injections and ignitions. To achieve this, a sensor wheel mounted on the engine's crankshaft, which has a number of teeth and a gap around the circumference, can be used. Likewise, in some cases, a sensor wheel with a number of teeth can be mounted on the camshaft.

Sensors are then attached to these encoder wheels, which generate electrical signals when the machine is working and the crankshaft is rotating. These encoder wheels have a fixed relationship to the mechanical position of the machine.

In a working cycle, for example in a four-stroke engine with one cylinder, the crankshaft rotates twice and the camshaft only once. This means that a gap in the electrical signal of the crankshaft can be observed or recorded twice. Therefore, the crankshaft position can be determined using the gap, but not the working stroke. This results in, for example, a top dead center at the end of a compression stroke and a top dead center at the end of the blow-out or exhaust stroke, which cannot be distinguished using the tooth gap information.

A software must now detect the gap in the crankshaft signal using an algorithm and distinguish whether this is the gap GAPO of the first revolution in the power stroke or the gap GAP1 in the second revolution in the power stroke. The profile of the camshaft signal can be used for this. As soon as the software has identified the gap or GAP, the software is synchronized with the engine position. The software now knows the position or stroke height of the cylinder and can time injections and ignitions.

In systems that have both sensors, it is also possible to support backup modes. For example, if the crankshaft signal is faulty, it is still possible to synchronize the software with the engine position using special crankshaft sensor wheels. However, the accuracy of the information provided by the engine management software may not be very high and therefore the torque is limited in such a mode, which can be called crankshaft backup mode.

Accordingly, if a camshaft sensor signal is faulty, it is still possible to drive the engine using the crankshaft signal alone in a dual ignition mode. It is also possible to fill the gap with software controlled procedures, such as test injections, to identify whether GAPO or GAP1 is present.

In the low-cost two-wheeler segment, only one crankshaft sensor signal is usually available, even if the engine has more than one cylinder. Software techniques are used to synchronize the software with the engine position. One of the known techniques is to use the intake manifold pressure signal information in combination with the crankshaft sensor signal to detect the engine position.

From the publication DE 10 2014 206 182 A1 A method for determining a crankshaft position of an internal combustion engine is known, in which a speed curve of the crankshaft is recorded over time, whereby the crankshaft position is determined by comparing the speed curve with a known speed curve of a working cycle of the internal combustion engine. The known speed curve has a section that is characteristic of the crankshaft position. Another relevant publication is the EP 1 507 077 A2 .

disclosure of the invention

Against this background, a method with the features of claim 1 and an arrangement according to claim 10 are presented. A computer program according to claim 11 and a machine-readable storage medium according to claim 12 are also presented. Executions emerge from the dependent claims and the description.

The method presented makes it possible to determine the engine position, ie the position in which one or more cylinders are located, and thus the working stroke. At this point, one can also say that the method is used to determine the crankshaft position. It is therefore possible to determine which working stroke the cylinder or cylinders are in and to schedule injections and ignitions accordingly by synchronizing the software.

The method described is therefore based on generating or producing a signal that uses the information of the engine speed signal received from the engine control unit. This engine speed typically indicates the speed of the engine. The speed information is usually provided either by the crankshaft sensor signal or by the signal from the generator, which is attached directly to the crankshaft on a two-wheeler.

This generated signal highlights the significant change in engine speed information or engine speed in the compression region of the high pressure loop top dead center (TDC). Using this signal pattern, it is easy to detect the position of a cylinder in an internal combustion engine. In the case of a single cylinder engine, there is only one speed change during a working cycle due to compression and decompression in the high pressure loop.

As previously stated, this method requires only the engine speed signal. No other signals and information are required. It can be used effectively to detect the engine position, especially in all two-wheel systems with a single cylinder, two cylinders and also in multi-cylinder systems.

• eine Erfassung der Motorpositionsinformation ist in allen möglichen Betriebszuständen mit wenigen Informationen verlässlich möglich, wenn ein Starter die Maschine antreibt,
• der vorgestellte Algorithmus kann verwendet werden, um die Phase bzw. den Arbeitstakt während eines Kickstarts zu erfassen,
• das Generatorsignal, das die Maschinengeschwindigkeitsinformation bereitstellt, kann ebenfalls verwendet werden, um die Motorposition zu erfassen. Somit können Kosten für ein Geberrad, einen Sensor und Signalaufbereitungsschaltkreise eingespart werden,
• der Algorithmus kann die Motorposition im Vergleich zu anderen Vorgehensweisen schneller erfassen, daher kann der Motorstart schneller durchgeführt werden,
• es besteht kein Bedarf daran, die Maschine während des Starts im Doppelzündungsmodus zu betreiben, da der Arbeitstakt schneller erfasst werden kann,
• die Lebensdauer der Zündkerze wird erhöht,
• das Verfahren kann dazu verwendet werden, den Arbeitstakt während des Starts zu erfassen. Es ist ebenfalls möglich, das Verfahren bei einem erneuten Synchronisieren bei höherer Geschwindigkeit der Maschine einzusetzen. Daher ist der Anwendungsbereich des Verfahrens im Vergleich zu anderen Verfahren erweitert. Ein Einsatz zusätzlicher Verfahren ist nicht erforderlich, daher wird die Komplexität der Software reduziert,
• eine Kalibrierung des Algorithmus ist im Vergleich zu anderen Arbeitstakt-Erfassungsverfahren ebenfalls schneller möglich.

The presented method has, at least in some of its embodiments, the following advantages:

• a reliable detection of the engine position information is possible in all possible operating states with little information when a starter drives the machine,
• the presented algorithm can be used to detect the phase or working stroke during a kickstart,
• The generator signal that provides the machine speed information can also be used to detect the engine position. Thus Costs for a sensor wheel, a sensor and signal conditioning circuits can be saved,
• the algorithm can detect the engine position faster than other approaches, therefore the engine start can be carried out faster,
• there is no need to operate the machine in dual ignition mode during start-up, as the working cycle can be detected more quickly,
• the service life of the spark plug is increased,
• the method can be used to detect the working cycle during start-up. It is also possible to use the method when resynchronizing at higher machine speeds. Therefore, the application range of the method is broader compared to other methods. The use of additional methods is not required, thus reducing the complexity of the software.
• Calibration of the algorithm is also faster than with other work cycle detection methods.

Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings.

It is understood that the features mentioned above and those to be explained below can be used not only in the combination specified in each case, but also in other combinations or on their own, without departing from the scope of the present invention.

• Figur 1 zeigt Verläufe eines Kurbelwellen- und Nockenwellensignals.
• Figur 2 zeigt in einem Graphen das Geschwindigkeitsverhalten eines Motors beim Start mittels elektromechanischem Anlasser.
• Figur 3 zeigt ein Verlauf eines Signals, das ein Verhältnis wiedergibt.
• Figur 4 zeigt Abläufe des vorgestellten Verfahrens anhand einer Zustandsmaschine.
• Figuren 5 bis 10 zeigen Verläufe eines Kurbelwellensignals.
• Figur 11 zeigt in einem Graphen eine Drehzahl-Charakteristik eines Starts mit Kickstarter.

Short description of the drawings

• Figure 1 shows curves of a crankshaft and camshaft signal.
• Figure 2 shows in a graph the speed behavior of an engine when started using an electromechanical starter.
• Figure 3 shows a waveform of a signal that represents a relationship.
• Figure 4 shows sequences of the presented procedure using a state machine.
• Figures 5 to 10 show curves of a crankshaft signal.
• Figure 11 shows in a graph a speed characteristic of a start with kickstarter.

embodiments of the invention

The invention is illustrated schematically by means of embodiments in the drawings and is described in detail below with reference to the drawings.

Figure 1 shows the curves of a crankshaft signal 10 and a camshaft signal 12. Top dead centers (TDC) are marked in the crankshaft signal, namely OT2 20, OT1 22, OT3 24 and OT4 26.

Figure 2 shows the course of an engine speed signal 50 for a two-wheeler with one cylinder during start-up. The crankshaft angle [°CA] is plotted on an abscissa 52 and the engine speed [rpm] on an ordinate 54. The illustration shows that the engine speed drops during the compression stroke and increases sharply during the decompression phase.

It is now planned to use the Figure 2 signal shown, which carries information on the engine speed, to generate a special signal to make use of this speed information. In this way, the effect of compression and decompression on the Motor speed signal can be particularly suitably detected. This special signal is hereinafter referred to as the generated signal.

Figure 3 shows the course or the behavior of this generated signal 100. The time is plotted on an abscissa 102 and 104 on an ordinate. A calibrated threshold value 106 is also entered in the illustration. In the course shown, a special pattern 108 can be seen, which is repeated in the generated signal 100. This pattern 108 appears once around a compression at top dead center of the high pressure phase. In a two-wheel system with one cylinder, exactly one such pattern can be seen per working cycle.

This special pattern 108 has a fixed relationship to the mechanical motor position. Thus, the software can be synchronized with the motor position based on the special pattern once this pattern 108 has been identified in the signal 100.

In the event that synchronized operation is not present at a higher speed, the engine speed drops because no combustion takes place. Even in such a scenario, it is possible to generate such a pattern 108 or signal pattern from the engine speed signal 100. The software can thus be easily synchronized again so that an engine stop can be avoided. It should be taken into account in particular that the application area of the method is broader compared to other approaches, such as intake manifold pressure phase detection.

wobei t[i], t[j] die Flankenzeit aus dem Maschinengeschwindigkeitssignal repräsentiert. Diese Flankenzeit auf dem Maschinengeschwindigkeitssignal kann zwischen zwei steigenden Signalflanken, zwischen zwei fallenden Signalflanken oder zwischen allen Signalflanken (steigend zu fallend oder umgekehrt) gemessen werden. Alternativ kann die Maschinengeschwindigkeit auch direkt anstelle der Flankenzeiten verwendet werden, um das Signalmuster zu erzeugen.For example, the signal pattern 100 shown is constructed or generated from the speed signal, as expressed by the following equation: $${\displaystyle \sum _{i=a}^{b}t\left[i\right]/{\displaystyle \sum _{j=c}^{d}t\left[j\right]},}$$

where t[i], t[j] represents the edge time from the machine speed signal. This edge time on the machine speed signal can be measured between two rising signal edges, between two falling signal edges or between all signal edges (rising to falling or vice versa). Alternatively, the machine speed can be used directly instead of the edge times to generate the signal pattern.

The sums shown are calculated for two different sets of measured edge times. To obtain a suitable ratio of the times t[i] or t[j], they do not have to be consecutive, but can be. Also, the number of summed times can be one or more. Depending on the selected times for numerator and denominator, different ratio properties can be achieved. An example is shown in Figure 3 The selection of the quantities for numerator and denominator can be chosen in such a way that the resulting ratio of the sums clearly highlights the special pattern for synchronizing the motor position and thus makes it particularly suitable for detection.

To evaluate these curves, the amplitude of the resulting pattern can be checked against a calibratable threshold. If the amplitude is greater than the calibratable threshold, or less if the characteristic point is a maximum or minimum, respectively, this means that the software has found the motor position. This threshold depends on environmental conditions such as motor temperature, motor speed, altitude, etc., and can be easily adjusted by calibration or during runtime. Instead of using a calibratable threshold, the ratio pattern can be evaluated by various other signal processing techniques, such as cross-correlation, to find certain characteristic points.

• Initialisieren der Arbeitstaktsuche 132
• Arbeitstaktsuche deaktiviert 134
• Arbeitstaktsuche erfolgreich 136
• Arbeitstaktsuche aktiviert 138
• Arbeitstaktsuche nicht erfolgreich 140

In Figure 4 a state machine 130 is shown which illustrates the algorithm for phase detection at each edge of the speed signal. The illustration shows different states, namely:

• Initializing the work cycle search 132
• Working cycle search deactivated 134
• Work cycle search successful 136
• Working cycle search activated 138
• Working cycle search not successful 140

• Aktivierungsbedingungen sind erfüllt 150
• Aktivierungsbedingungen sind nicht erfüllt 152
• erneute Synchronisierung 154
• erneute Synchronisierung 156
• erneute Synchronisierung 158
• Arbeitstaktsuche erfolgreich 160
• Arbeitstaktsuche fehlgeschlagen 162

Arrows indicate conditions for state transitions, namely:

• Activation conditions are met 150
• Activation conditions are not met 152
• resynchronization 154
• resynchronization 156
• resynchronization 158
• Work cycle search successful 160
• Working cycle search failed 162

Note that other implementations are possible to perform the described synchronization algorithm.

In addition to a single-cylinder system, the method can be used to detect the engine position in the following systems:

Case 1

• ein solches Muster wird zwei Mal im Arbeitsspiel erfasst,
• da die oberen Totpunkte asymmetrisch verteilt sind, unterscheidet sich die Position des Musters von der Lücke im Kurbelwellensensorsignal. Somit kann die Software leicht mit der mechanischen Motorposition synchronisiert werden, wobei die Spalt- bzw. Lückeninformation aus dem Kurbelwellensensor und das Muster in dem erzeugten Signal verwendet werden.

In the case of an asymmetrically mounted two-cylinder system with crankshaft sensor:

• such a pattern is recorded twice in the work cycle,
• Since the top dead centers are asymmetrically distributed, the position of the pattern differs from the gap in the crankshaft sensor signal. Thus, the software can easily be synchronized with the mechanical engine position using the gap information from the crankshaft sensor and the pattern in the generated signal.

A crankshaft signal 200 of an engine with asymmetrically mounted two-cylinder system with crankshaft sensor is in Figure 5 The illustration also shows OT1 202 and OT2 204. A first arrow 206 shows the distance between the speed signal gap and a first OT, a second arrow 208 shows the distance between the speed signal gap and a second OT. The Different lengths of the arrows illustrate the asymmetric positioning of the cylinders in relation to the crankshaft and the associated speed signal.

Case 2

• ein solches Muster wird zwei Mal im Arbeitsspiel erfasst,
• da die oberen Totpunkte symmetrisch verteilt sind, muss ein weiteres Signal bewertet werden, um die beiden Lücken zu unterscheiden. Eine Möglichkeit besteht darin, zu Beginn eine Einspritzung in beide Zylinder vorzunehmen, aber lediglich eine Zündung in einen der Zylinder. Sobald der Verbrennungszylinder erfasst ist, ist die Synchronisierung abgeschlossen.

In the case of a symmetrically mounted two-cylinder system with crankshaft sensor:

• such a pattern is recorded twice in the work cycle,
• Since the top dead centers are symmetrically distributed, another signal must be evaluated to distinguish the two gaps. One possibility is to initially inject into both cylinders, but only ignite into one of the cylinders. Once the combustion cylinder is detected, synchronization is complete.

A crankshaft signal 250 of an engine with symmetrically mounted two-cylinder system with crankshaft sensor is in Figure 6 The illustration also shows OT1 252 and OT2 204. A first arrow 206 shows the distance between the speed signal gap and a first TDC, a second arrow 208 shows the distance between the speed signal gap and a second TDC. The equal length of the arrows illustrates the symmetrical distance between the cylinders in relation to the crankshaft and the associated speed signal.

Case 3

• es ist kein Kurbelwellensensorsignal mit Lücke verfügbar. Es ist jedoch die Motorgeschwindigkeitssignalinformation über das Generatorsignal verfügbar,
• das Signal wird unter Verwendung des Motorgeschwindigkeitssignals, d. h. des Generatorsignals, erzeugt,
• ein Muster wird zwei Mal im Arbeitsspiel in dem erzeugten Signal erfasst,
• da die oberen Totpunkte asymmetrisch verteilt sind, ist der Abstand zwischen Mustern verschieden. Diese Abstandsinformation kann verwendet werden, um die mechanische Motorposition zu erfassen.

In the case of an asymmetrically mounted two-cylinder system without crankshaft sensor:

• no gapped crankshaft sensor signal is available. However, the engine speed signal information is available via the generator signal,
• the signal is generated using the engine speed signal, ie the generator signal,
• a pattern is recorded twice in the generated signal during the working cycle,
• Since the top dead centers are asymmetrically distributed, the distance between samples is different. This distance information can be used to detect the mechanical engine position.

A crankshaft signal 300 of an engine with an asymmetrically mounted two-cylinder system without crankshaft sensor is in Figure 7 The illustration also shows OT1 302 and OT2 304.

Case 4

• es ist kein Kurbelwellensensorsignal mit Lücke verfügbar. Es ist jedoch eine Motorgeschwindigkeitssignalinformation über das Generatorsignal verfügbar.
• das Signal wird unter Verwendung des Motorgeschwindigkeitssignals, d. h. des Generatorsignals, erzeugt,
• ein Muster wird zwei Mal im Arbeitsspiel in dem erzeugten Signal erfasst,
• da die oberen Torpunkte symmetrisch verteilt sind, muss ein weiteres Signal bewertet werden, um die beiden oberen Totpunkte zu unterscheiden. Eine Möglichkeit besteht darin, zu Beginn eine Einspritzung in den angenommenen Zylinder aber mit Doppelzündung vorzunehmen. Sobald der Verbrennungszylinder erfasst ist, ist die Synchronisierung abgschlossen.

In the case of a symmetrically mounted two-cylinder system without crankshaft sensor:

• no gapped crankshaft sensor signal is available. However, engine speed signal information is available via the generator signal.
• the signal is generated using the engine speed signal, ie the generator signal,
• a pattern is recorded twice in the generated signal during the working cycle,
• Since the top dead centers are symmetrically distributed, another signal must be evaluated to distinguish between the two top dead centers. One possibility is to initially inject into the assumed cylinder, but with double ignition. As soon as the combustion cylinder is detected, synchronization is complete.

A crankshaft signal 350 of an engine with a symmetrically mounted two-cylinder system without crankshaft sensor is in Figure 8 The illustration also shows OT1 352 and OT2 354.

Case 5

• ein solches Muster wird drei Mal im Arbeitsspiel erfasst,
• unter Berücksichtigung der Lücke im Kurbelwellensignal kann die Position des oberen Totpunkts ein einzigartiges Muster aufweisen. Bei einer Umdrehung der Kurbelwelle können zwei obere Totpunkte beobachtet werden und in einer weiteren Umdrehung der Kurbelwelle kann nur ein oberer Totpunkt beobachtet werden,
• da das Muster in den erzeugten Signalen im Bereich des oberen Totpunkts überwacht wird, ist es einfach möglich, in Kombination mit der Lückeninformation auf dem Kurbelwellensignal die mechanische Motorposition zu erfassen.

In the case of a three-cylinder system with crankshaft sensor:

• such a pattern is recorded three times in the work cycle,
• considering the gap in the crankshaft signal, the top dead center position may exhibit a unique pattern. In one revolution of the crankshaft, two top dead centers may be observed and in another revolution of the crankshaft, only one top dead center may be observed,
• Since the pattern in the generated signals is monitored in the area of top dead center, it is easily possible to detect the mechanical engine position in combination with the gap information on the crankshaft signal.

A crankshaft signal 400 of an engine with three-cylinder system with crankshaft sensor is in Figure 9 The illustration also shows OT1 402, OT2 404 and OT3 406.

Case 6

• es ist kein Kurbelwelwellensignal mit Lücke verfügbar. Es ist jedoch das Motorgesschwindigkeitsignal über das Generatorsignal verfügbar,
• ein solches Muster wird drei Mal im Arbeitsspiel erfasst,
• da die oberen Totpunkte symmetrisch verteilt sind, muss ein weiteres Signal bewertet werden, um die drei oberen Totpunkte der jeweiligen Zylinder-Hochdruckphase zu unterscheiden. Eine Möglichkeit besteht darin, zu Beginn eine Einspritzung in einen Zylindervorzunehmen und anschließend in den folgenden beiden Umdrehungen der Kurbelwelle an der entsprechenden Position, bezogen auf die Lücke des Drehzahlsignals, eine Zündung vorzunehmen. Da nur für eine der beiden Zündungen eine erfolgreiche Verbrennung stattfinden kann, lässt sich der damit verbundene signifikante Drehzahlanstieg detektierten und so die zwei Umdrehungen des Arbeitsspiels unterscheiden. Sobald der aus der Verbrennung in diesem Zylinder resultierende Drehzahlanstieg erfasst ist, ist die Synchronisierung abgeschlossen.

In the case of a three-cylinder system without crankshaft sensor:

• no gapped crankshaft signal is available. However, the engine speed signal is available via the generator signal,
• such a pattern is recorded three times in the work cycle,
• Since the top dead centers are symmetrically distributed, another signal must be evaluated to distinguish the three top dead centers of the respective cylinder high-pressure phase. One possibility is to carry out an injection into a cylinder at the beginning and then in the following two revolutions of the crankshaft at the corresponding position, based on to the gap in the speed signal to perform an ignition. Since successful combustion can only take place for one of the two ignitions, the associated significant increase in speed can be detected and the two revolutions of the working cycle can be differentiated. As soon as the increase in speed resulting from the combustion in this cylinder is detected, the synchronization is complete.

A crankshaft signal 450 of an engine with three-cylinder system with crankshaft sensor is in Figure 10 The illustration also shows OT1 452, OT2 454 and OT3 456.

Case 7

It should be noted that during a kick start it is also possible to observe the unique pattern in the generated signal that was generated based on the engine speed signal.

Figure 11 shows the behavior of the engine speed signal 500 during a kickstart for a single-cylinder engine. The crankshaft angle [°CA] is plotted on an abscissa 502 and the engine speed [rpm] on an ordinate 504.

A unique pattern can also be generated around the compression at top dead center during kickstart on a single cylinder engine. This signal pattern can be used to detect the engine position during kickstart as well. However, additional intelligence is also required to detect the pattern in the generated signal. This is because engine speeds increase significantly during kickstart. This has an impact on the quality of the generated signal. However, once engine speeds start to drop after reaching a maximum value, it must be possible to easily detect the pattern in the generated signal.

There is therefore a need to distinguish a kickstart from a starter-driven start. This can also be done based on the course of the of the battery voltage during starting. The electric starter requires a significant amount of energy from the battery. This leads to a measurable drop in battery voltage. In comparison, the kick start does not require any electrical energy.

The procedures presented to synchronize systems with one or more cylinders can also be used for starting processes with kickstarters.

The more cylinders the engine has, the smaller the differences between the speed during the compression phase and the speed during the decompression phase. Therefore, the presented method can be used with any number of cylinders, as long as the speed difference is sufficiently significant. For more than three cylinders, the methods presented for fewer cylinders can be adapted to meet the needs of the number of cylinders.

Claims (12)

1. Method for determining a position of an internal combustion engine comprising at least one cylinder, wherein a response of a speed signal (50) that represents a speed of the internal combustion engine is detected, wherein the speed signal is an engine speed signal (50) and the engine speed drops during the compression cycle and increases greatly during the decompression phase, and the response of the engine speed signal (50) is taken as a basis for generating a generated signal (100) by performing at least one summation, characterized in that a signal pattern (108) in the response of the generated signal (100) is recognized that is taken as a basis for determining the position, and wherein the generated signal (100) is generated from the speed signal (50) by way of $${\displaystyle \sum _{i=a}^{b}t\left[i\right]/{\displaystyle \sum _{j=c}^{d}t\left[j\right]},}$$

   

   where t[i], t[j] represent individual time intervals between signal edges from the speed signal (50), and wherein at least one time interval or multiple time intervals are summed for each of the sums, the sums being able to comprise different amounts of time intervals from one another.
2. Method according to Claim 1, wherein a signal of an electrical machine coupled to the crankshaft is used as the speed signal (50) that is detected.
3. Method according to Claim 1, wherein the speed signal (50) that is detected represents a rotational speed of the crankshaft.
4. Method according to one of Claims 1 to 3, wherein, after the crankshaft position has been determined, this determined crankshaft position is taken into account for performing a synchronization of the internal combustion engine with a control software.
5. Method according to one of Claims 1 to 4, wherein the response of the generated signal (100) is compared with a response of a reference signal in order to recognize the signal pattern (108).
6. Method according to one of Claims 1 to 5, wherein the amplitude of the signal pattern (108) is tested against a calibratable threshold value (106).
7. Method according to Claim 6, wherein the threshold value (106) is adapted according to different environmental conditions.
8. Method according to one of Claims 1 to 7, wherein the signal pattern (108) appears once around a compression in the upper dead centre of the highpressure phase.
9. Method according to one of Claims 1 to 8, which is used for the start type E-start, kickstart or push.
10. Arrangement for determining a position of an internal combustion engine, which comprises a computing unit and is configured to carry out a method according to one of Claims 1 to 9.
11. Computer program comprising program code means, which is configured to carry out a method according to one of Claims 1 to 9 when the computer program is executed on a computing unit in an arrangement according to Claim 10.
12. Machine-readable storage medium with a computer program according to Claim 11 stored thereon.

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