Title of Invention	"CYLINDER DISCRIMINATION APPARATUS FOR INTERNAL COMBUSTION ENGINE"
Abstract	A cylinder discrimination apparatus for an internal combustion engine is adopted to a multi-cylinder internal combustion engine which comprises a first signal member and a second signal member installed respectively to a cum shaft, a crank angle sensor and a cum angle sensor arranged oppositely respectively to the first signal member and the second signal member. The first signal member has a recessed portion group or a raise portion group having the same number of a number of cylinders of the engine and in one group of the recessed portion group or the raise portion group a number of recessed portions and raise portions has a different number of a number of other groups, the second signal member has an engine intake or exhaust valve opening and closing timing use recessed portions or raise portions which has the same number of the cylinders of the engine, and a signal according to the first signal member and the second signal member is detected through the crank angle sensor and the cum angle sensor, thereby a cylinder discrimination for the engine is carried out. In the cylinder discrimination apparatus for the engine in which to a cylinder discrimination use signal member installed to a cum shaft a crank angle sensor is arranged, to the signal member installed on the cum shaft a cum angle sensor for detecting a valve opening and closing timing, by outputting plural kinds of detection signals in every cylinder unit and by processing the detection signal, a cylinder discrimination for the engine is carried out speedy and under an error discrimination, the cylinder discrimination apparatus for the engine having an early start of the engine is provided.

Title of Invention

"CYLINDER DISCRIMINATION APPARATUS FOR INTERNAL COMBUSTION ENGINE"

Abstract

A cylinder discrimination apparatus for an internal combustion engine is adopted to a multi-cylinder internal combustion engine which comprises a first signal member and a second signal member installed respectively to a cum shaft, a crank angle sensor and a cum angle sensor arranged oppositely respectively to the first signal member and the second signal member. The first signal member has a recessed portion group or a raise portion group having the same number of a number of cylinders of the engine and in one group of the recessed portion group or the raise portion group a number of recessed portions and raise portions has a different number of a number of other groups, the second signal member has an engine intake or exhaust valve opening and closing timing use recessed portions or raise portions which has the same number of the cylinders of the engine, and a signal according to the first signal member and the second signal member is detected through the crank angle sensor and the cum angle sensor, thereby a cylinder discrimination for the engine is carried out. In the cylinder discrimination apparatus for the engine in which to a cylinder discrimination use signal member installed to a cum shaft a crank angle sensor is arranged, to the signal member installed on the cum shaft a cum angle sensor for detecting a valve opening and closing timing, by outputting plural kinds of detection signals in every cylinder unit and by processing the detection signal, a cylinder discrimination for the engine is carried out speedy and under an error discrimination, the cylinder discrimination apparatus for the engine having an early start of the engine is provided.

Full Text	1A COMBUSTION ENGINE Background of the Invention: The present invention relates to a cylinder discrimination apparatus for an internal combustion engine and in particular to a cylinder discrimination apparatus for an internal combustion engine suitable for used in an automobile use internal combustion engine wherein during a rotation of the engine which cylinder existing in a specific stroke is discriminated. In general, an internal combustion engine carries out during one cycle of an operation thereof plural strokes, namely two strokes or four strokes are discriminated. For this, in the internal combustion engine comprising a multi-cylinder having more than two cylinders, to control an ignition timing etc. and a fuel injection timing of a respective cylinder, it is necessary to discriminate that which cylinder exists in a specific stroke, for example in a compression stroke, or not. For the above stated reason, in commonly, the internal combustion engine has a cylinder discrimination apparatus. In a conventional cylinder discrimination apparatus for an internal combustion engine, various different means have been proposed. As a first prior art in the 2 prior arts, there is a technique which is described in Japanese application patent publication No. Sho 63-37336. This technique shown in the first prior art, as shown in Fig. 2 and Fig. 3 of this prior art publication paper, is that a compression stroke of a first cylinder is discriminated in accordance with an output signal of a crank angle detection sensor and an output signal of a cylinder discrimination sensor which is installed to a cum shaft. Further, as a second prior art in the prior arts, there is a technique which is described in Japanese application patent laid-open publication No. Hei 5-86953. In this technique shown in the second prior art, as shown in this prior art patent specification, three projections for discriminating a crank angle to a disc for use a rotation number detection which is mounted on a cum shaft of an internal combustion engine are provided with unequal intervals and also a projection for discriminating a cylinder is added to a first cylinder, then plural signals are generated with unequal intervals. An arrangement state of pulse intervals of the above stated plural signals is checked and a crank angle is discriminated at a time point when a predetermined arrangement pattern is detected using a crank angle discrimination pulse, and at a time point when a predetermined arrangement pattern including the crank angle discrimination use pulse is detected or a time point when 3 a change of a predetermined pulse intervals is detected at a point time of the cylinder discrimination use pulse, the discrimination for the cylinder is carried out. According to Fig. 22 of the present specification as the prior art, a means for discriminating the cylinder at the time point of the change of the above stated predetermined pulse interval will be explained. Fig. 22 shows a three-cylinder internal combustion engine and also shows a relationship of a stroke state of a respective cylinder and a detection position of the crank angle sensor according to the prior art. In Fig. 22, O mark during the stroke shows an air intake stroke and an arrow mark shows an ignition position. Against to a compression stroke of the respective cylinder, two signals (A signal, B signal) are generated and further to detect the compression stroke of one first cylinder there is C signal. With two rotations of a crank shaft in this figure, one cycle of the strokes of the engine is completed and this forms a basic period of a four-cycle internal combustion engine. A detailed position relationship among the three signals comprised of the A signal, the B signal, and the C signal in Fig. 22 will be shown in Fig. 23. A CR signal indicates a signal generation position which is detected by the crank angle sensor. The A signal generates at a 75° before compression top dead center. The B signal generates at a 5° before 4 compression top dead center of the respective cylinder. The C signal generates only one time during the crank shaft two rotations and a position thereof generates at a 210° before compression top dead center of the first cylinder and an angle between the signals is shorter than those of the other. The cylinder discrimination for the engine is defined when the discrimination conditions shown in a table shown in Fig. 23 are satisfied. In concretely, in accordance with a resume of the time between the CR signals, using a following formula 1 the cylinder of the engine is discriminated. TRATIO > MKRAT# (1) wherein, MKRAT# : cylinder discrimination coefficient TRATIO : pulse period ratio The pulse period ratio TRATIO is calculated according to a following formula 2. TRATIO = (Toldl + Told2)/T (2) wherein, Toldl : last time pulse period Told2 : last but one pulse period T : newest pulse period The above stated MKRAT# takes a value of 5 degree in this case. Namely, using a conversion with an angle ratio, at C signal generation time, Told2 has 175°, Toldl has 65°, T has 35°, and then TRATIO has TRATIO = (175 + 5 65)/35 = 7.5. Similarly to, at B signal generation time, since Told2 has 65°, Toldl has 175°, T has 65°, and then TRATIO has TRATIO = (65 + 175)/65 =3.7. In a case of the A signal generation time, since Told2 has 170°, Toldl has 65°, T has 170°, and then TRATIO has TRATIO = (170 + 65)/170 = 1.38. To sum up the above stated facts, since TRATIO has 1.38 at the A signal generation time, 3.7 at the B signal generation time, and 7.5 at the C signal generation time, when the cylinder discrimination coefficient MKRAT# is 5, it is possible to discriminate the C signal between the A signal and the B signal. Herein, in the technique described in the first prior art, there is a problem in which at a start time of the engine until the maximum one rotation of a Cum shaft, namely two rotations of a crank shaft it is impossible to carry out a cylinder discrimination for the engine. Further, in the technique described in the second prior art, a stroke discrimination of the engine can be carried out speedy however since the cylinder discrimination for the engine is carried out using a time ratio between the signals there is a problem in which in the engine having a large rotation fluctuation it is a possibility about an error discrimination of the cylinder. Summary of the Invention : The present invention is devised taking into the 6 above stated circumstances and an object of the present invention is to provide a cylinder discrimination apparatus for an internal combustion engine, in an apparatus to a cylinder discrimination use signal member installed to a cum shaft a crank angle sensor is arranged and to the signal member installed to the cuM shaft a cum sensor for detecting a valve opening and closing timing, according to a processing of the detection signal the cylinder discrimination for the engine can be carried out surely under a condition of a speedy and no error discrimination about the cylinder and an early start of the engine can be attained. To attain the above stated objects, a cylinder discrimination apparatus for an internal combustion engine according to the present invention is adopted to a multi-cylinder internal combustion engine which comprises a first signal member installed to a cum shaft, a second signal member installed to said cum shaft, a crank angle sensor arranged oppositely to said first signal member, and a cum angle sensor arranged oppositely to said second signal member, the cylinder discrimination apparatus characterized in that said first signal member has one selected from a recessed portion group having the same number of a number of cylinders of the engine and a raise portion group having the same number of a number of cylinders of the engine and in one group selected from said recessed portion group and said raise portion group 7 a number of recessed portions and raise portions has a different number of a number of other groups, said second signal member has one selected from an engine intake valve opening and closing timing use recessed portions or raise portions which has the same number of the cylinders of the engine and an exhaust valve opening and closing timing use recessed portions or raise portions which has the same number of the cylinders of the engine, and a signal according to said first signal member and said second signal member is detected through said crank angle sensor and said cum angle sensor, thereby a cylinder discrimination of the engine is carried out. Further, a preferable concrete embodiment of the cylinder discrimination apparatus for the engine according to the present invention, said recessed portion group or said raise portion group of said crank angle sensor and said recessed portions or said raise portions of said cum angle sensor is arranged at a position to have a value where a crank angle of 720° is divided by said number of the cylinders of the engine. And said crank angle sensor and said cum angle sensor are arranged to obtain a predetermined angle difference to signals from said both sensors. Further, the cylinder discrimination apparatus for the engine has a control unit, and said control unit carries out the cylinder discrimination according to a number of an output signal of said crank angle sensor which is detected between two continuous output signals 8 of said cum angle sensor. With the cylinder discrimination apparatus for the engine according to the present invention constituted in above, since said first signal member has a recessed portion group having the same number of a number of the cylinders of the engine or a raise portion group having the same number of a number of the cylinders of the engine and in one group of said recessed portion group or said raise portion group a number of recessed portions and raise portions has a different number of a number of other groups, said second signal member has one selected from an engine intake valve opening and closing timing use recessed portions or raise portions and an exhaust valve opening and closing timing use recessed portions or raise portions which has the same number of the cylinders for the engine, and the cylinder discrimination is carried out according to a number of an output signal of said crank angle sensor which is detected between two continuous output signals of said cum angle sensor, so that the number of the output signals of said crank angle sensor is patterned, thereby the cylinder for the engine can be discriminated immediately according to the pattern recognition. Further, when the cylinder for the engine is not discriminated immediately, according to the two continuous output signals the cylinder for the engine can be discriminated early. As a result, the start time of the engine can be shortened. 9 Further, another embodiment of the cylinder discrimination apparatus for the engine according to the present invention, said first signal member has a recessed portion group having the same number of a number of cylinders of the engine or a raise portion group having the same number of a number of cylinders of the engine and in one group of said recessed portion group or said raise portion group a number of recessed portions and raise portions has a different number of a number of other groups, said second signal member has one selected from an engine intake valve opening and closing timing use recessed portions or raised portions and an exhaust valve opening and closing timing use recessed portions or raised portions by corresponding to a specific cylinder of the engine, and a signal according to said first signal member and said second signal member is detected said crank angle sensor and saia cam angle sensor, thereby a cylinder discrimination of the engine is carried out. Further, a preferable concrete embodiment of the cylinder discrimination apparatus for the engine according to the present invention, said recessed portion group or said raise portion group of said crank angle sensor is arranged at a position to have a value where a crank angle of 720° is divided by said number of the cylinders of the engine and the cylinder discrimination apparatus for the engine has a control unit, and said 10 control unit carries out the cylinder discrimination for the engine according to a number of an output signal of said cam angle sensor which is detected between output signals of said crank angle sensor. With the cylinder discrimination apparatus for the engine according to the present invention constituted in the above, in particularly, said second signal member has an engine intake valve opening and closing timing use recessed portions or raised portions or an exhaust valve opening and closing timing use recessed portions or raised portions by corresponding to a specific cylinder of the engine, and the number of the output signals according to the output, signal said recessed portions and said raise portions which is detected between the output signals of the crank angle sensor according to said output signals of said recessed portion group or said raise portion group, then the cylinder discrimination for the engine is carried out, so that the number of the output sxgnals of said cam angle sensor can be patterned and the cylinder for the engine can be discriminated immediately. Namely, since the output signal of the cam angle sensor is counted under the output signal of the crank angle senor as a standard, the output signal of the above stated cum angle sensor is generated, for example, in two cylinders of a three-cylinder internal combustion engine, and said two recessed portions or two raise portions of the above stated second signal member are formed, against the one cam angle sensor "3" or "4" of a count number of the output signal of the crank angle sensor can be outputted. This means that when the count number is "3", using only this signal the cylinder for the engine can be discriminated, and when the count number is "4", using only this signal the cylinder for the engine can be discriminated. As a result, the start time of the engine can be shortened. Brief Description of the accmpanying Drawings : Fig. 1 is a whole schematic construction view showing an engine system having a cylinder discrimination apparatus for an internal combustion engine of one embodiment according to the present invention; Fig. 2 is an interior construction block diagram view of the cylinder discrimination apparatus for the internal combustion engine of Fig. 1; Fig. 3 is a construction view showing a state in which, in the cylinder discrimination apparatus for the internal combustion engine of Fig. 1, a crank angle sensor and a first signal member are installed to the engine; Fig. 4 is a side view showing the first signal member of the engine of Fig. 3; Fig. 5 is a cross-sectional view taken along to a line V-V of Fig. 3 and showing an arrangement relationship between the first signal member and the 12 crank angle sensor; Fig. 6 is a construction view showing an arrangement relationship between a first signal member and a crank angle sensor of the cylinder discrimination apparatus for the internal combustion engine of another embodiment according to the present invention; Fig. 7 is a perspective view showing a state in which, in the cylinder discrimination apparatus for the internal combustion engine of Fig. 1, a cam angle sensor and a second signal member are installed to the engine; Fig. 8 is a construction view showing an arrangement relationship between the second signal member and the crank angle sensor of Fig. 7; Fig. 9 is an output characteristic view showing the signals of the crank angle sensor and the cam angle sensor of the cylinder discrimination apparatus for the engine of Fig. 1; Fig. 10 is an explanation view showing a stroke of a respective cylinder, a crank angle signal (a CR signal), a cam angle signal (a VVT signal) and a count value of the cylinder discrimination apparatus for the engine of Fig. 1; Fig. 11 is a control block diagram showing a cylinder discrimination of the cylinder discrimination apparatus for the engine of Fig. 1; Fig. 12 is an explanation view showing a cylinder discrimination position according to a count value of the 13 cylinder discrimination apparatus for the engine of Fig. 1; Fig. 13 is a view showing a stroke of a respective cylinder, a crank angle signal (a CR signal), a cam angle signal (a VVT signal), and a count value of a cylinder discrimination apparatus for an internal combustion engine of another embodiment according to the present invention; Fig. 14 is a comparison view showing the crank angle signal (the CR signal) and the cam angle signal (the WT signal) of the cylinder discrimination apparatus for the engine of Fig. 13; Fig. 15 is a control block diagram of the cylinder discrimination of the cylinder discrimination apparatus for the engine of the another embodiment according to the present invention of Fig. 13; Fig. 16 is a graph showing a relationship between an engine rotation number during a start time and a lapse time of an internal combustion engine having a conventional cylinder discrimination apparatus according to the prior art; Fig. 17 is a graph showing a relationship between an engine rotation number during a start time and a lapse time of the engine having the cylinder discrimination apparatus according to the present invention of Fig. 1; Fig. 18 is a graph showing a distribution state of a raise-up time of the start time of the eigne having the conventional cylinder discrimination apparatus according to 14 the prior art; Fig. 19 is a graph showing a distribution state of a raise-up time of the start time of the engine having the cylinder discrimination apparatus according to the present invention of Fig. 1; Fig. 20 is an explanation view showing a cylinder discrimination apparatus for an internal combustion engine of a further another embodiment according to the present invention and a relationship view showing a crank angle signal (a CR signal) and a cam angle signal (a VVT signal) in a case where the cylinder discrimination apparatus for the engine is adopted to a four-cylinder internal combustion engine; Fig. 21 is a comparison view showing the crank angle signal (the CR signal) and the earn angle sxgnal (the WT signal) of the cylinder discrimination apparatus for the engine according to the present invention of Fig. 20; Fig. 22 is an explanation view showing a correspondence relationship between the stroke of the respective cylinder and the crank angle signal (the CR signal) of the conventional cylinder discrimination apparatus of the engine according to the prior art; and Fig. 23 is an explanation view showing a correspondence relationship between the crank angle signal (the CR signal) and the cylinder discrimination position of the conventional cylinder discrimination apparatus according to the prior art. 15 Description of the Invention : Hereinafter, a cylinder discrimination apparatus for an internal combustion engine of one embodiment according to the present invention will be explained in detail referring to drawings. Fig. 1 shows a whole schematic construction of an engine system in which a cylinder discrimination apparatus for an internal combustion engine of one embodiment (a first embodiment) according to the present invention is arranged. In Fig. 1, an internal combustion engine 1 used for such as an automobile comprises a cylinder la and a piston lb and at an upper portion of the above stated cylinder la an air intake conduit (an air intake — branching conduit) and an exhaust conduit 19 are connected and further an air intake valve 7, an exhaust valve 8, an electronic control system fuel injector 6, and an ignition plug 18 are arranged. At an upstream of the above stated air intake conduit 4, a throttle valve assembly body having an air cleaner 5 and a throttle valve for controlling an amount of the inhale air, namely a throttle valve body 2 is arranged. To the above stated throttle valve body 2, an ISC valve (an idle speed control valve) 21 is installed and also a throttle valve sensor 17 and a pressure sensor 16 are mounted, to the exhaust conduit 12 an O2 sensor 11 is mounted. 16 To the above stated internal combustion engine 1, a water temperature sensor 12, a crank angle senor 13 for receiving a signal of a first signal member 15, and a cam angle senor 14 for receiving a signal of a second signal member 51 are arranged. The fuel from a fuel tank 30 is supplied to the above stated fuel injector 6 through a fuel pump 31 and the fuel is pressure regulated by a regulator 32 and passes through a fuel piping 33 and reaches to the fuel injector 6 and further using the above stated fuel injector 6 the fuel is injected with a suitable injection amount. To an engine control apparatus (a controller) 10, the detection signals of the throttle valve sensor 17, the pressure sensor 16, the O2 sensor 11, the water temperature sensor 12, the crank angle sensor 13 and the cum angle sensor 14 etc. are inputted and further the controller sends the output signals to the ignition plug 18 and the fuel pump 31 through the fuel injector 6, the ISC valve 21, and an ignition coil 9. A reference numeral 22 indicates a buttery a reference numeral 23 is a main rely to the controller 10, and a reference numeral 24 indicates a fuel pump rely. Fig. 2 shows an interior construction block diagram of the engine control apparatus (the controller) 10 of the cylinder discrimination apparatus for the internal combustion engine. The engine control apparatus (the controller) 10 is 17 comprised a computer including an input circuit 191, an A/D conversion unit 192, a central processing unit 193, a ROM 194, a RAM 195, and an output circuit 196. The input circuit 191, in a case of an analog signal, for example, receives the signals from the water temperature sensor 9 etc. and the throttle valve opening degree sensor 9 and the removal of the noise components from the signals is carried out and this signal is outputted to the A/D conversion unit 192. The central processing unit 193 takes in the result of the A/D conversion and has a function for carrying out the above stated controls and the diagnosis etc. by practicing a fuel injection control program stored in a media body such as ROM 194 etc. and a predetermined control program for controlling others. Further the processing results and the above stated A/D conversion results are stored temporally in the RAM 195 and the above stared processing results are outputted as a control output signal 197 through the output circuit 196 and are used to the controls of the fuel injector 3 and the ignition coil 9, etc.. Fig. 3, Fig. 4 and Fig. 5 show a construction between the crank angle sensor 13 and the first signal member 15 and an installation state of the above stated crank angle sensor 13 and the first signal member 15 to the engine 1 according to the present invention. Fig. 3 is a top plan view in which a part viewing from a front portion of the engine 1 is cross-sectioned and at a lower portion cam shaft 61 is arranged and to an upper portion a cum shaft 62 which is driven by the above stated cum shaft 62 is arranged. The above stated cam shaft 62 is covered by a cam cover 60 and to an one end portion of the above stated cam shaft 62 the first signal member 15 is fixed. The crank angle sensor 13 is mounted to the cam cover 60 which covers the upper portion of the engine 1 and, as shown in Fig. 5, this crank angle sensor 13 is arranged oppositely to the above stated first signal member 15. The first signal member 15 which is fixed to the above stated cam shaft 62 is formed with a circular shape and rotates with a rotation number of 1/2 of the above stated cam shaft 61 and to a face of the above stated first signal member 15 for opposing to the above stated crank angle sensor 13. As shown in Fig. 4, three raise portion groups comprised of a first raise portion group 15a, a second raise portion group 15b, and a third raise portion group 15c which are the same number of the cylinder number of the engine 1 are formed. The above stated first raise portion group 15a has two raise portions E and E, the above stated second raise portion group 15b has two raise portions E and E, and further the above stated third raise portion group 15c has three raise portions E, E and E. 19 Further, since the crank angle sensor 13 is installed oppositely to the three raise portion groups 15a, 15b and 15c of the first signal member 15, the above stated crank angle sensor 13 can detect the change of the magnetic field of the above stated raise portions E in accordance with the rotation of the first signal member 15. Fig. 6 shows another detection means of a crank angle and the crank angle sensor 13 is installed to an outer peripheral direction of the first signal member 15. An arrangement relationship between the above stated first signal member 15 and the above stated angle sensor 13 can form by combining the two installation means explained in the above. Fig. 7 and Fig. 8 show an installation state between the cam angle sensor 14 and a second signal member 51. The second signal member 51 is installed to another end of the cam shaft 62 and the above stated cam angle sensor 14 is arranged oppositely to the above stated second signal member 51. The above stated second signal member 51 forms three raise portions F, F and F with equal intervals at an outer periphery to output the signal in every the respective cylinder of the engine. Fig. 9 shows output characteristics of the above stated crank angle sensor 13 or the cam angle sensor 14 of the cylinder discrimination apparatus for the internal combustion engine according to the present invention. In the above stated crank angle sensor 13 or the cam 20 sensor 14, a change A of the magnetic field, which is generated when every the raise portions E, E . .., F, F ... which are provided on the first signal member 15 and the second signal member 51 pass through, is caught and in the interior processing circuits of the engine control apparatus 10 a rectangular shape wave form B is generated. On the other hand, the rectangular shape wave form signal of above stated crank angle sensor 13 or the cum angle sensor 14 discriminates similarly an existence of the signal in the input circuit 191 and it is sent as HIGH/LOW signal to the central processing unit 193 through the signal lines 198 and 199 shown in Fig. 2. In the central processing unit 193, a voltage level of the signal line 198 changes from "LOW" to "HIGH", with a timing shown in a numeral C of Fig. 9 an interrupt processing is carried out. Fig. 10 shows a correspondence relationship between the stroke of the respective cylinder, the CR signal which is the output signal of the crank angle sensor 13, an engine air intake valve opening and closing timing signal (hereinafter, it is abbreviated as a WT signal) which is the output signal of the cam angle sensor 14, when the cylinder discrimination apparatus of this embodiment of the internal combustion engine having the cylinder discrimination apparatus of this embodiment according to the present invention is adopted to a three-cylinder internal combustion engine 1. 21 Since the above stated first signal member 15 forms the three raise portion groups comprised of the first raise portion group 15a, the second raise portion group 15b, and the third raise portion group 15c and to each of the three raise portion groups 15a, 15b and 15c the two raise portions E and E or the three raise portions E, E and E are provided, the CR signal from the above stated crank angle sensor 13 is outputted as a signal in which the two numbers or the three numbers are taken as one group and further in the WT signal from the above stated cum angle sensor 14 one number signal is outputted with equal intervals. A count value (a pattern signal) shown in Fig. 10 in which what numbers of the above stated CR signals are outputted between two numbers WT signals are counted. As to the above stated count value (the count number), in case where the signal (the count number) is "3", using only this signal the cylinder for the engine can be discriminated, in a case where the signals (the count number) is "2", by combining the count signal (the count number) before the last, for example, as shown in the signal "3" and the signal "2", and in the signal "2" and the signal "2", the cylinder for the engine can be discriminated. The above stated WT signal is the cylinder discrimination using the engine air intake valve opening and closing timing, however as others using an engine 22 exhaust valve opening and closing timing, or using the above both, namely the engine air intake valve opening and closing timing and the engine exhaust valve opening and closing timing, similarly the cylinder discrimination for the engine can be carried out. Fig. 11 show a control block diagram for carrying out the cylinder discrimination apparatus for the internal combustion engine of this embodiment according to the present invention. The CR signal of the crank angle sensor 13 is inputted into an input processing means 260 and then the noises etc. are removed. The VVT signal of the cam angle sensor 14 is inputted into an input processing means 220 and then the noises etc. are removed. The above stated respective signal is inputted into the crank angle count means 230 and when the VVT signal of the above stated cam angle sensor 14 is inputted, the number of the signals of the crank angle sensor 13 is counted the number until a next WT signal of the above stated cum angle sensor 14 is inputted and then the count signal is outputted continuously. In the case of the three-cylinder internal combustion engine, the above stated count signal is patterned continuously and it is generated and outputted as "322322322 ....". Thus generated patterned count signal is outputted into a cylinder discrimination means 240, and then the cylinder discrimination for the engine is 23 carried out. The cylinder discrimination for the engine is carried out by taking out a predetermined pattern data in a cylinder discrimination standard store means 250 and by contrasting the above stated count signal number or a combination pattern of a combination of plural count numbers and further by confirming it coincides or not. Namely, a state of the court number of the CR signal count means 230 is monitored and in a case where the count number is "3" (three time input of the crank angle sensor), since "3" is only one, it discriminates as the compression stroke of the second cylinder for the engine. In other cases, in a case where the pattern is the count numbers of a row of "2" and "2", it discriminates as the compression stroke of the third cylinder for the engine and further the pattern is the count numbers of "3" and "2", it discriminates as the compression stroke of the first cylinder for the engine. The above stated states are shown in Fig. 12, and as understood from this Fig. 12, at first only the calculated count number "2", it is impossible to discriminate the cylinder for the engine however from the hereinafter of this it is possible to carry out successively surely the cylinder discrimination for the engine. Next, according to from Fig. 13, Fig. 14 and Fig. 15, a cylinder discrimination apparatus for an internal combustion engine of another embodiment according to the 24 present invention will be explained. Fig. 13 is a view showing a stroke of a respective cylinder, a crank angle signal (a CR signal), a cam angle signal (a VVT signal), and a count value of the cylinder discrimination apparatus for then internal combustion engine of another embodiment according to the present invention. Fig. 14 is a comparison view showing the crank angle signal (the CR signal) and the cum angle signal (the WT signal) of the cylinder discrimination apparatus for the engine of Fig. 13. Fig. 15 is a control block diagram of the cylinder discrimination of the cylinder discrimination apparatus for the engine the another embodiment according to the present invention of Fig. 13. In the cylinder discrimination apparatus for the engine of this embodiment according to the present invention, as shown in Fig- 13, the CR signal of the crank angle sensor 13 is made as a standard, the WT signal of the cam angle sensor 14 is counted. To generate the WT signal of the above stated cam angle sensor 14 in the two cylinders, two raise portions are formed on the above stated second signal member 51. The output positions of the above stated two WT signals are shown in this embodiment in Fig. 13 and further as shown in Fig. 14, "3" or "4" count numbers of the CR signal are outputted to the one WT signal. 25 In a case where the count number of the CR signal is "3", using only this signal the cylinder of the engine can be discriminated and further in a case where the count number of the CR signal is "4% using only this signal the cylinder of the engine can be discriminated. As stated in above, Fig. 15 shows a control block diagram for carrying out the cylinder discrimination apparatus for the engine of this embodiment according to the present invention. The CR signal of the crank angle sensor 13 is inputted into the input processing means 260 and then the noises etc. are removed. On the other hand, the VVT signal of the cam angle sensor 14 is inputted into the input processing means 280-280 and then the noises etc. are removed. The CR signal of the crank angle sensor 13 is inputted into a CR signal count means 270 and in the above stated CR signal count means 270 the number of the signals of the crank angle sensor 13 is counted. The VVT signal of the cum angle sensor 14 is inputted into a cam angle signal count means 290 and the number of the signals of the above stated cam angle sensor 13 xs counted. In a count number management means 300, form the signals of the above stated two count means, namely the CR signal count means 270 and the cam angle signal count means 290, the number of the CR signals of the crank angle sensor 13 and the signal of the cum angle sensor 14 are arranged to in the correspondence relationship of the 26 number of the CR signals of the crank angle sensor 13 and the signal of the cam angle sensor 14. The pattern state of the CR signal of the above stated crank angle sensor 13 is generated as "343434 ... ", as illustrated in Fig. 14. The thus generated pattern is sent to a cylinder discrimination means 310 and then the cylinder discrimination for the engine is carried out. The cylinder discrimination for the engine is carried out by taking a predetermined data to the cylinder discrimination standard store means 320-320 and by confirming it coincides to whether the above stated count number or not. When the count number of the crank angle count sensor 13 is "3" and the count number of the counter number of the cam angle sensor 14 is "1", it discriminates as the compression stroke of the second cylinder for the engine. When the count number of the crank angle count sensor 13 is "4" and the count number of the counter number of the cum angle sensor 14 is "1", it discriminates as the compression stroke of the third cylinder for the engine. As a result, it is possible to discriminate the cylinder for the engine in this second embodiment according to the present invention similarly to the above stated first embodiment according to the present invention. Fig. 16 is a view showing a relationship between an engine rotation number during a start time and a lapse 27 time of an internal combustion engine having a conventional cylinder discrimination apparatus according to the prior art. Fig. 17 is a view showing a relationship between an engine rotation number during a start time and a lapse time of the engine having the cylinder discrimination apparatus according to the present invention of Fig. 1. In Fig. 16, the start performances of the cylinder discriminations of the cylinder discrimination apparatus for the engine according to the prior art are confirmed using an actual machine, and in Fig. 17, the start performances of the cylinder discriminations of the cylinder discrimination apparatus for the engine of this embodiment according to the present invention are confirmed using an actual machine. The both figures of Fig. 16 and Fig. 17 show the behavior of the rotation number during the start of the engine. In a case of the prior art shown in Fig. 16, since the fluctuation of the rotation number is large, the failure of the cylinder discrimination for the engine is repeated and further it requires more than 3 second in the start time for the engine. On the other hand, in this embodiment according to the present invention shown in Fig. 17, it will be understood that the cylinder discrimination for the engine is carried out speedy and further the start time for the engine becomes less than 1 second. Fig. 18 is a view showing a distribution state of a raise-up time of the start time of the angle having the conventional cylinder discrimination apparatus according to the prior art, and Fig. 19 is a view showing a distribution state of a raise-up time of the start time of the engine having the cylinder discrimination apparatus according to the present invention of Fig. 1. Fig. 18 shows the statistics of the confirmation results of the above stated actual machine and shows the distribution condition of the start time according to the prior art, and Fig. 19 shows the statistics of the confirmation results of the above stated actual machine and shows the distribution condition of the start time according to the present invention. In comparison with the cylinder discrimination apparatus for the engine according to the prior art shown in Fig. 18, in the cylinder discrimination apparatus for the engine of this embodiment according to the present invention shown in Fig. 19, it will be understood that it is possible to restrain the scattering of the start time for the engine and to shorten the start time for the engine. As stated in above, the cylinder discrimination apparatus for the engine of the embodiments according to the present invention is explained in detail, however the present invention is not limited to this, in the range without the deviation of the spirit of the present 29 invention described in the claims, various alternations in the design can be performed. For example, in the cylinder discrimination apparatus for the internal combustion engine of the above stated embodiments according to the present invention, the signal of the cam angle sensor 14 is counted by the signal of the cam angle sensor 13 as the standard and further the signal of the cam angle sensor 14 is generated in the two cylinders, however reversely the plural signals of the cum angle sensor 14 are provided on one cylinder and the number can be set in every cylinder, the same effects can be obtained. However, in this case, the problem will be complicated one and the load of the computer is increased. Fig. 20 is a view showing a cylinder discrimination apparatus for an internal combustion engine of a further another embodiment according to the present invention and a relationship view showing a crank angle signal (a CR signal) and a cam angle signal (a VVT signal) in a case where the cylinder discrimination apparatus for the engine is adopted to a four-cylinder engine, and Fig. 21 is a comparison view showing the crank angle signal (the CR signal) and the cum angle signal (the WT signal) of the cylinder discrimination apparatus for the engine of Fig. 20. Further, as stated in above, Fig. 20 and Fig. 21 show an embodiment in which the present invention is adopted 30 to a four-cylinder internal combustion engine, similarly to the above, in a correspondence relationship between the number of the signals of the crank angle sensor 13 and the number of the signals of the cum angle sensor 14, the effects in the case where the present invention is carried out on the three-cylinder internal combustion engine explained in above can be obtained. Further, in the cylinder discrimination apparatus for the internal combustion engine of the above stated embodiments according to the present invention, to the first and the second signal members 15 and 51 the raise portions are formed, however to the first and the second signal members 15 and 51, in place of the raise portions recessed portions can be formed. As understood from the above stated description, the cylinder discrimination apparatus for the engine according to the present invention has the two detection means (the crank angle sensor and the cam angle sensor) and the two detection means to be subjected to detection (the first signal member and the second signal member) and also by specifying the number and the arrangement position of the detection portion (the raise portion or the recessed portion) of the above stated detection means to be subjected to detection and further by detecting the position, the cylinder for the engine is discriminated, at the start time of the engine, before the cam shaft rotates the maximum one rotation, namely the crank shaft 31 rotates two rotations, it is possible to carry out the cylinder discrimination for the engine. Further, in the above stated cylinder discrimination using the cylinder discrimination apparatus for the internal combustion engine according to the present invention, since the cylinder discrimination for the engine is carried out not using the time ratio between the signals, even in the engine having the large rotation fluctuation, the error discrimination of the cylinder for the engine is not occurred. 32 We Claim; 1. A cylinder discrimination apparatus for an internal combustion engine (1) comprising a first signal member installed to a cam shaft (62), a second signal member installed to said cam shaft (62), a crank angle sensor (13) arranged oppositely to said first signal member, and a cam angle sensor (14) arranged oppositely to said second signal member, the cylinder (1a) discrimination apparatus characterized in that said first signal member has one selected from a recessed portion group having the same number of a number of cylinders (1a) of the engine (1) and a raise portion group having the same number of a number of cylinders (1a) of the engine (1) and in one group selected from said recessed portion group and said raise portion group a number of recessed portions has a different number of a number of other groups or a number of raise portions has a different number of a number of other groups; said second signal member has one selected from an engine intake valve (7) opening and closing timing use recessed portions or raise portions which has the same number of said cylinders (1a) of the engine (1) and an exhaust valve (8) opening and closing timing use recessed portions or raise portions which has the same number of said cylinders (1a) of the engine (1); and a signal according to said first signal member and said second signal member is detected through said crank angle sensor (13) and said cam angle sensor (14); thereby a cylinder (1a) discrimination for the engine (1) is carried out. 2. A cylinder discrimination apparatus for an internal combustion engine (1) as claimed in claim 1, wherein said recessed portion group or said raise portion group of said crank angle sensor (13) and said recessed portions or said raise portions of said cam angle sensor (14) are arranged at a position to have a value where a crank angle of 720° is divided by said number of the cylinders (1a) of the engine. 33 3. A cylinder discrimination apparatus for an internal combustion engine (1) as claimed in claim 1, wherein said crank angle sensor (13) and said cam angle sensor (14) are arranged to obtain a predetermined angle difference to signals from both said crank angle sensor (13) and said cam angle sensor (14). 4. A cylinder discrimination apparatus for an internal combustion engine (1) as claimed in claim 1, wherein said cylinder discrimination apparatus has a control unit, and said control unrt carries out the cylinder (1a) discrimination according to a number of an output signal of said crank angle sensor (13) which is detected between two continuous output signals of said cam angle sensor (14). 5. A method for cylinder discrimination in a multi-cylinder internal combustion engine having a first signal member (15) Installed io a cam shaft (62), a second signal member (51) installed to said cam shaft (62), a crank angle sensor (13) arranged oppositely to said first signal member, a cam angle sensor (14) arranged oppositely said second signal member, and a control unit comprising input processing means (210, 220), count means (270,290), management means (300), cylinder discrimination means (310), and storage means (250), the method comprising the steps of; - inputting CR-signal of the crank angle sensor (14) into the input processing means (210) for removing noise; - inputting VVT signal of the cam angle sensor (14) into the input processing means (220) for removing noise; - counting a number of the noise-eliminated CR-signal in a CR signal count means (270); - counting a number of the noise-eliminated VVT-signal in a VVT signal count means (290); - arranging the number of CR signal in registration with the number of VVT signal in a count number management means (300) to generate a pattern state of the CR-signal; 34 - Inputting the generated pattern state of CR signal in a cylinder discrimination means (310); - carrying out the cylinder discrimination for the engine by comparing and confirming a predetermined data stored in a cylinder discrimination standard storage means (250). 6. A cylinder discrimination apparatus for an Internal combustion engine (1) as claimed in claim 5, wherein said recessed portion group or said raise portion group of said crank angle sensor (13) is arranged at a position to have a value where a crank angle of 720s is divided by said number of the cylinders (1a) of the engine, 7. A cylinder discrimination apparatus for an internal combustion engine (1) as claimed in claim 5, wherein said cylinder discrimination apparatus has a control unit (10), and said control unit (10) carries out the cylinder discrimination according to a number of an output signal of said cam angle sensor (14) which is detected between output signals of said crank angle sensor (13). A cylinder discrimination apparatus for an internal combustion engine is adopted to a multi-cylinder internal combustion engine which comprises a first signal member and a second signal member installed respectively to a cum shaft, a crank angle sensor and a cum angle sensor arranged oppositely respectively to the first signal member and the second signal member. The first signal member has a recessed portion group or a raise portion group having the same number of a number of cylinders of the engine and in one group of the recessed portion group or the raise portion group a number of recessed portions and raise portions has a different number of a number of other groups, the second signal member has an engine intake or exhaust valve opening and closing timing use recessed portions or raise portions which has the same number of the cylinders of the engine, and a signal according to the first signal member and the second signal member is detected through the crank angle sensor and the cum angle sensor, thereby a cylinder discrimination for the engine is carried out. In the cylinder discrimination apparatus for the engine in which to a cylinder discrimination use signal member installed to a cum shaft a crank angle sensor is arranged, to the signal member installed on the cum shaft a cum angle sensor for detecting a valve opening and closing timing, by outputting plural kinds of detection signals in every cylinder unit and by processing the detection signal, a cylinder discrimination for the engine is carried out speedy and under an error discrimination, the cylinder discrimination apparatus for the engine having an early start of the engine is provided.

Full Text

1A
COMBUSTION ENGINE
Background of the Invention:
The present invention relates to a cylinder discrimination apparatus for an internal combustion engine and in particular to a cylinder discrimination apparatus for an internal combustion engine suitable for used in an automobile use internal combustion engine wherein during a rotation of the engine which cylinder existing in a specific stroke is discriminated.
In general, an internal combustion engine carries out during one cycle of an operation thereof plural strokes, namely two strokes or four strokes are discriminated. For this, in the internal combustion engine comprising a multi-cylinder having more than two cylinders, to control an ignition timing etc. and a fuel injection timing of a respective cylinder, it is necessary to discriminate that which cylinder exists in a specific stroke, for example in a compression stroke, or not. For the above stated reason, in commonly, the internal combustion engine has a cylinder discrimination apparatus.
In a conventional cylinder discrimination apparatus for an internal combustion engine, various different means have been proposed. As a first prior art in the

2
prior arts, there is a technique which is described in Japanese application patent publication No. Sho 63-37336. This technique shown in the first prior art, as shown in Fig. 2 and Fig. 3 of this prior art publication paper, is that a compression stroke of a first cylinder is discriminated in accordance with an output signal of a crank angle detection sensor and an output signal of a
cylinder discrimination sensor which is installed to a
cum shaft.
Further, as a second prior art in the prior arts, there is a technique which is described in Japanese application patent laid-open publication No. Hei 5-86953. In this technique shown in the second prior art, as shown in this prior art patent specification, three projections for discriminating a crank angle to a disc for use a rotation number detection which is mounted on a cum shaft of an internal combustion engine are provided with unequal intervals and also a projection for discriminating a cylinder is added to a first cylinder, then plural signals are generated with unequal intervals.
An arrangement state of pulse intervals of the above stated plural signals is checked and a crank angle is discriminated at a time point when a predetermined arrangement pattern is detected using a crank angle discrimination pulse, and at a time point when a predetermined arrangement pattern including the crank angle discrimination use pulse is detected or a time point when

3
a change of a predetermined pulse intervals is detected at a point time of the cylinder discrimination use pulse, the discrimination for the cylinder is carried out.
According to Fig. 22 of the present specification as the prior art, a means for discriminating the cylinder at the time point of the change of the above stated predetermined pulse interval will be explained. Fig. 22 shows a three-cylinder internal combustion engine and also shows a relationship of a stroke state of a respective cylinder and a detection position of the crank angle sensor according to the prior art.
In Fig. 22, O mark during the stroke shows an air intake stroke and an arrow mark shows an ignition position. Against to a compression stroke of the respective cylinder, two signals (A signal, B signal) are generated and further to detect the compression stroke of one first cylinder there is C signal. With two rotations of a crank shaft in this figure, one cycle of the strokes of the engine is completed and this forms a basic period of a four-cycle internal combustion engine.
A detailed position relationship among the three signals comprised of the A signal, the B signal, and the C signal in Fig. 22 will be shown in Fig. 23. A CR signal indicates a signal generation position which is detected by the crank angle sensor.
The A signal generates at a 75° before compression top dead center. The B signal generates at a 5° before

4
compression top dead center of the respective cylinder. The C signal generates only one time during the crank shaft two rotations and a position thereof generates at a 210° before compression top dead center of the first cylinder and an angle between the signals is shorter than those of the other.
The cylinder discrimination for the engine is defined when the discrimination conditions shown in a table shown in Fig. 23 are satisfied. In concretely, in accordance with a resume of the time between the CR signals, using a following formula 1 the cylinder of the engine is discriminated.
TRATIO > MKRAT# (1)
wherein,
MKRAT# : cylinder discrimination coefficient TRATIO : pulse period ratio
The pulse period ratio TRATIO is calculated according to a following formula 2.
TRATIO = (Toldl + Told2)/T (2)
wherein,
Toldl : last time pulse period Told2 : last but one pulse period T : newest pulse period
The above stated MKRAT# takes a value of 5 degree in this case. Namely, using a conversion with an angle ratio, at C signal generation time, Told2 has 175°, Toldl has 65°, T has 35°, and then TRATIO has TRATIO = (175 +

5
65)/35 = 7.5. Similarly to, at B signal generation time, since Told2 has 65°, Toldl has 175°, T has 65°, and then TRATIO has TRATIO = (65 + 175)/65 =3.7. In a case of the A signal generation time, since Told2 has 170°, Toldl has 65°, T has 170°, and then TRATIO has TRATIO = (170 + 65)/170 = 1.38.
To sum up the above stated facts, since TRATIO has 1.38 at the A signal generation time, 3.7 at the B signal generation time, and 7.5 at the C signal generation time, when the cylinder discrimination coefficient MKRAT# is 5, it is possible to discriminate the C signal between the A signal and the B signal.
Herein, in the technique described in the first prior art, there is a problem in which at a start time of the engine until the maximum one rotation of a Cum shaft, namely two rotations of a crank shaft it is impossible to carry out a cylinder discrimination for the engine.
Further, in the technique described in the second prior art, a stroke discrimination of the engine can be carried out speedy however since the cylinder discrimination for the engine is carried out using a time ratio between the signals there is a problem in which in the engine having a large rotation fluctuation it is a possibility about an error discrimination of the cylinder.
Summary of the Invention :
The present invention is devised taking into the

6
above stated circumstances and an object of the present invention is to provide a cylinder discrimination apparatus for an internal combustion engine, in an apparatus to a cylinder discrimination use signal member installed to a cum shaft a crank angle sensor is arranged and to the signal member installed to the cuM shaft a cum sensor for detecting a valve opening and closing timing, according to a processing of the detection signal the cylinder discrimination for the engine can be carried out surely under a condition of a speedy and no error discrimination about the cylinder and an early start of the engine can be attained.
To attain the above stated objects, a cylinder discrimination apparatus for an internal combustion engine according to the present invention is adopted to a multi-cylinder internal combustion engine which comprises a first signal member installed to a cum shaft, a second signal member installed to said cum shaft, a crank angle sensor arranged oppositely to said first signal member, and a cum angle sensor arranged oppositely to said second signal member, the cylinder discrimination apparatus characterized in that said first signal member has one selected from a recessed portion group having the same number of a number of cylinders of the engine and a raise portion group having the same number of a number of cylinders of the engine and in one group selected from said recessed portion group and said raise portion group

7
a number of recessed portions and raise portions has a different number of a number of other groups, said second signal member has one selected from an engine intake valve opening and closing timing use recessed portions or raise portions which has the same number of the cylinders of the engine and an exhaust valve opening and closing timing use recessed portions or raise portions which has the same number of the cylinders of the engine, and a signal according to said first signal member and said second signal member is detected through said crank angle sensor and said cum angle sensor, thereby a cylinder discrimination of the engine is carried out.
Further, a preferable concrete embodiment of the cylinder discrimination apparatus for the engine according to the present invention, said recessed portion group or said raise portion group of said crank angle sensor and said recessed portions or said raise portions of said cum angle sensor is arranged at a position to have a value where a crank angle of 720° is divided by said number of the cylinders of the engine. And said crank angle sensor and said cum angle sensor are arranged to obtain a predetermined angle difference to signals from said both sensors. Further, the cylinder discrimination apparatus for the engine has a control unit, and said control unit carries out the cylinder discrimination according to a number of an output signal of said crank angle sensor which is detected between two continuous output signals

8 of said cum angle sensor.
With the cylinder discrimination apparatus for the engine according to the present invention constituted in above, since said first signal member has a recessed portion group having the same number of a number of the cylinders of the engine or a raise portion group having the same number of a number of the cylinders of the engine and in one group of said recessed portion group or said raise portion group a number of recessed portions and raise portions has a different number of a number of other groups, said second signal member has one selected from an engine intake valve opening and closing timing use recessed portions or raise portions and an exhaust valve opening and closing timing use recessed portions or raise portions which has the same number of the cylinders for the engine, and the cylinder discrimination is carried out according to a number of an output signal of said crank angle sensor which is detected between two continuous output signals of said cum angle sensor, so that the number of the output signals of said crank angle sensor is patterned, thereby the cylinder for the engine can be discriminated immediately according to the pattern recognition. Further, when the cylinder for the engine is not discriminated immediately, according to the two continuous output signals the cylinder for the engine can be discriminated early. As a result, the start time of the engine can be shortened.

9
Further, another embodiment of the cylinder discrimination apparatus for the engine according to the present invention, said first signal member has a recessed portion group having the same number of a number of cylinders of the engine or a raise portion group having the same number of a number of cylinders of the engine and in one group of said recessed portion group or said raise portion group a number of recessed portions and raise portions has a different number of a number of other groups, said second signal member has one selected from an engine intake valve opening and closing timing use recessed portions or raised portions and an exhaust valve opening and closing timing use recessed portions or raised portions by corresponding to a specific cylinder of the engine, and a signal according to said first signal member and said second signal member is detected said crank angle sensor and saia cam angle sensor, thereby a cylinder discrimination of the engine is carried out.
Further, a preferable concrete embodiment of the cylinder discrimination apparatus for the engine according to the present invention, said recessed portion group or said raise portion group of said crank angle sensor is arranged at a position to have a value where a crank angle of 720° is divided by said number of the cylinders of the engine and the cylinder discrimination apparatus for the engine has a control unit, and said

10
control unit carries out the cylinder discrimination for the engine according to a number of an output signal of said cam angle sensor which is detected between output signals of said crank angle sensor.
With the cylinder discrimination apparatus for the engine according to the present invention constituted in the above, in particularly, said second signal member has an engine intake valve opening and closing timing use recessed portions or raised portions or an exhaust valve opening and closing timing use recessed portions or raised portions by corresponding to a specific cylinder of the engine, and the number of the output signals according to the output, signal said recessed portions and said raise portions which is detected between the output signals of the crank angle sensor according to said output signals of said recessed portion group or said raise portion group, then the cylinder discrimination for the engine is carried out, so that the number of the output sxgnals of said cam angle sensor can be patterned and the cylinder for the engine can be discriminated immediately.
Namely, since the output signal of the cam angle sensor is counted under the output signal of the crank angle senor as a standard, the output signal of the above stated cum angle sensor is generated, for example, in two cylinders of a three-cylinder internal combustion engine, and said two recessed portions or two raise portions of the above stated second signal member are formed, against the

one cam angle sensor "3" or "4" of a count number of the output signal of the crank angle sensor can be outputted. This means that when the count number is "3", using only this signal the cylinder for the engine can be discriminated, and when the count number is "4", using only this signal the cylinder for the engine can be discriminated. As a result, the start time of the engine can be shortened.
Brief Description of the accmpanying Drawings :
Fig. 1 is a whole schematic construction view showing an engine system having a cylinder discrimination apparatus for an internal combustion engine of one embodiment according to the present invention;
Fig. 2 is an interior construction block diagram view of the cylinder discrimination apparatus for the internal combustion engine of Fig. 1;
Fig. 3 is a construction view showing a state in which, in the cylinder discrimination apparatus for the internal combustion engine of Fig. 1, a crank angle sensor and a first signal member are installed to the engine;
Fig. 4 is a side view showing the first signal member of the engine of Fig. 3;
Fig. 5 is a cross-sectional view taken along to a line V-V of Fig. 3 and showing an arrangement relationship between the first signal member and the

12 crank angle sensor;
Fig. 6 is a construction view showing an arrangement relationship between a first signal member and a crank angle sensor of the cylinder discrimination apparatus for the internal combustion engine of another embodiment according to the present invention;
Fig. 7 is a perspective view showing a state in which, in the cylinder discrimination apparatus for the internal combustion engine of Fig. 1, a cam angle sensor and a second signal member are installed to the engine;
Fig. 8 is a construction view showing an arrangement relationship between the second signal member and the crank angle sensor of Fig. 7;
Fig. 9 is an output characteristic view showing the signals of the crank angle sensor and the cam angle sensor of the cylinder discrimination apparatus for the engine of Fig. 1;
Fig. 10 is an explanation view showing a stroke of a respective cylinder, a crank angle signal (a CR signal), a cam angle signal (a VVT signal) and a count value of the cylinder discrimination apparatus for the engine of Fig. 1;
Fig. 11 is a control block diagram showing a cylinder discrimination of the cylinder discrimination apparatus for the engine of Fig. 1;
Fig. 12 is an explanation view showing a cylinder discrimination position according to a count value of the

13 cylinder discrimination apparatus for the engine of Fig. 1;
Fig. 13 is a view showing a stroke of a respective cylinder, a crank angle signal (a CR signal), a cam angle signal (a VVT signal), and a count value of a cylinder discrimination apparatus for an internal combustion engine of another embodiment according to the present invention;
Fig. 14 is a comparison view showing the crank angle

signal (the CR signal) and the cam angle signal (the WT signal) of the cylinder discrimination apparatus for the engine of Fig. 13;
Fig. 15 is a control block diagram of the cylinder discrimination of the cylinder discrimination apparatus for the engine of the another embodiment according to the present invention of Fig. 13;
Fig. 16 is a graph showing a relationship between an engine rotation number during a start time and a lapse time of an internal combustion engine having a conventional cylinder discrimination apparatus according to the prior art;
Fig. 17 is a graph showing a relationship between an engine rotation number during a start time and a lapse time of the engine having the cylinder discrimination apparatus according to the present invention of Fig. 1;
Fig. 18 is a graph showing a distribution state of a raise-up time of the start time of the eigne having the conventional cylinder discrimination apparatus according to

14 the prior art;
Fig. 19 is a graph showing a distribution state of a raise-up time of the start time of the engine having the cylinder discrimination apparatus according to the present invention of Fig. 1;
Fig. 20 is an explanation view showing a cylinder discrimination apparatus for an internal combustion engine of a further another embodiment according to the present invention and a relationship view showing a crank angle signal (a CR signal) and a cam angle signal (a VVT signal) in a case where the cylinder discrimination apparatus for the engine is adopted to a four-cylinder internal combustion engine;
Fig. 21 is a comparison view showing the crank angle signal (the CR signal) and the earn angle sxgnal (the WT signal) of the cylinder discrimination apparatus for the engine according to the present invention of Fig. 20;
Fig. 22 is an explanation view showing a correspondence relationship between the stroke of the respective cylinder and the crank angle signal (the CR signal) of the conventional cylinder discrimination apparatus of the engine according to the prior art; and
Fig. 23 is an explanation view showing a correspondence relationship between the crank angle signal (the CR signal) and the cylinder discrimination position of the conventional cylinder discrimination apparatus according to the prior art.

15 Description of the Invention :
Hereinafter, a cylinder discrimination apparatus for an internal combustion engine of one embodiment according to the present invention will be explained in detail referring to drawings.
Fig. 1 shows a whole schematic construction of an engine system in which a cylinder discrimination apparatus for an internal combustion engine of one embodiment (a first embodiment) according to the present invention is arranged.
In Fig. 1, an internal combustion engine 1 used for such as an automobile comprises a cylinder la and a piston lb and at an upper portion of the above stated cylinder la an air intake conduit (an air intake — branching conduit) and an exhaust conduit 19 are connected and further an air intake valve 7, an exhaust valve 8, an electronic control system fuel injector 6, and an ignition plug 18 are arranged.
At an upstream of the above stated air intake conduit 4, a throttle valve assembly body having an air cleaner 5 and a throttle valve for controlling an amount of the inhale air, namely a throttle valve body 2 is arranged. To the above stated throttle valve body 2, an ISC valve (an idle speed control valve) 21 is installed and also a throttle valve sensor 17 and a pressure sensor 16 are mounted, to the exhaust conduit 12 an O2 sensor 11 is mounted.

16
To the above stated internal combustion engine 1, a water temperature sensor 12, a crank angle senor 13 for receiving a signal of a first signal member 15, and a cam angle senor 14 for receiving a signal of a second signal member 51 are arranged. The fuel from a fuel tank 30 is supplied to the above stated fuel injector 6 through a fuel pump 31 and the fuel is pressure regulated by a regulator 32 and passes through a fuel piping 33 and reaches to the fuel injector 6 and further using the above stated fuel injector 6 the fuel is injected with a suitable injection amount.
To an engine control apparatus (a controller) 10, the detection signals of the throttle valve sensor 17, the pressure sensor 16, the O2 sensor 11, the water temperature sensor 12, the crank angle sensor 13 and the cum angle sensor 14 etc. are inputted and further the controller sends the output signals to the ignition plug 18 and the fuel pump 31 through the fuel injector 6, the ISC valve 21, and an ignition coil 9. A reference numeral 22 indicates a buttery a reference numeral 23 is a main rely to the controller 10, and a reference numeral 24 indicates a fuel pump rely.
Fig. 2 shows an interior construction block diagram of the engine control apparatus (the controller) 10 of the cylinder discrimination apparatus for the internal combustion engine.
The engine control apparatus (the controller) 10 is

17
comprised a computer including an input circuit 191, an A/D conversion unit 192, a central processing unit 193, a ROM 194, a RAM 195, and an output circuit 196. The input circuit 191, in a case of an analog signal, for example, receives the signals from the water temperature sensor 9 etc. and the throttle valve opening degree sensor 9 and the removal of the noise components from the signals is carried out and this signal is outputted to the A/D conversion unit 192.
The central processing unit 193 takes in the result of the A/D conversion and has a function for carrying out the above stated controls and the diagnosis etc. by practicing a fuel injection control program stored in a media body such as ROM 194 etc. and a predetermined control program for controlling others. Further the processing results and the above stated A/D conversion results are stored temporally in the RAM 195 and the above stared processing results are outputted as a control output signal 197 through the output circuit 196 and are used to the controls of the fuel injector 3 and the ignition coil 9, etc..
Fig. 3, Fig. 4 and Fig. 5 show a construction between the crank angle sensor 13 and the first signal member 15 and an installation state of the above stated crank angle sensor 13 and the first signal member 15 to the engine 1 according to the present invention.
Fig. 3 is a top plan view in which a part viewing

from a front portion of the engine 1 is cross-sectioned and at a lower portion cam shaft 61 is arranged and to an upper portion a cum shaft 62 which is driven by the above stated cum shaft 62 is arranged. The above stated cam shaft 62 is covered by a cam cover 60 and to an one end portion of the above stated cam shaft 62 the first signal member 15 is fixed.
The crank angle sensor 13 is mounted to the cam cover 60 which covers the upper portion of the engine 1 and, as shown in Fig. 5, this crank angle sensor 13 is arranged oppositely to the above stated first signal member 15.
The first signal member 15 which is fixed to the above stated cam shaft 62 is formed with a circular shape and rotates with a rotation number of 1/2 of the above stated cam shaft 61 and to a face of the above stated first signal member 15 for opposing to the above stated crank angle sensor 13.
As shown in Fig. 4, three raise portion groups comprised of a first raise portion group 15a, a second raise portion group 15b, and a third raise portion group 15c which are the same number of the cylinder number of the engine 1 are formed. The above stated first raise portion group 15a has two raise portions E and E, the above stated second raise portion group 15b has two raise portions E and E, and further the above stated third raise portion group 15c has three raise portions E, E and E.

19
Further, since the crank angle sensor 13 is installed oppositely to the three raise portion groups 15a, 15b and 15c of the first signal member 15, the above stated crank angle sensor 13 can detect the change of the magnetic field of the above stated raise portions E in accordance with the rotation of the first signal member 15.
Fig. 6 shows another detection means of a crank angle and the crank angle sensor 13 is installed to an outer peripheral direction of the first signal member 15. An arrangement relationship between the above stated first signal member 15 and the above stated angle sensor
13 can form by combining the two installation means
explained in the above.
Fig. 7 and Fig. 8 show an installation state between the cam angle sensor 14 and a second signal member 51. The second signal member 51 is installed to another end of the cam shaft 62 and the above stated cam angle sensor
14 is arranged oppositely to the above stated second signal
member 51. The above stated second signal member 51
forms three raise portions F, F and F with equal
intervals at an outer periphery to output the signal in
every the respective cylinder of the engine.
Fig. 9 shows output characteristics of the above stated crank angle sensor 13 or the cam angle sensor 14 of the cylinder discrimination apparatus for the internal combustion engine according to the present invention.
In the above stated crank angle sensor 13 or the cam

20
sensor 14, a change A of the magnetic field, which is generated when every the raise portions E, E . .., F, F ... which are provided on the first signal member 15 and the second signal member 51 pass through, is caught and in the interior processing circuits of the engine control apparatus 10 a rectangular shape wave form B is generated.
On the other hand, the rectangular shape wave form signal of above stated crank angle sensor 13 or the cum angle sensor 14 discriminates similarly an existence of the signal in the input circuit 191 and it is sent as HIGH/LOW signal to the central processing unit 193 through the signal lines 198 and 199 shown in Fig. 2. In the central processing unit 193, a voltage level of the signal line 198 changes from "LOW" to "HIGH", with a timing shown in a numeral C of Fig. 9 an interrupt processing is carried out.
Fig. 10 shows a correspondence relationship between the stroke of the respective cylinder, the CR signal which is the output signal of the crank angle sensor 13, an engine air intake valve opening and closing timing signal (hereinafter, it is abbreviated as a WT signal) which is the output signal of the cam angle sensor 14, when the cylinder discrimination apparatus of this embodiment of the internal combustion engine having the cylinder discrimination apparatus of this embodiment according to the present invention is adopted to a three-cylinder internal combustion engine 1.

21
Since the above stated first signal member 15 forms the three raise portion groups comprised of the first raise portion group 15a, the second raise portion group 15b, and the third raise portion group 15c and to each of the three raise portion groups 15a, 15b and 15c the two raise portions E and E or the three raise portions E, E and E are provided, the CR signal from the above stated crank angle sensor 13 is outputted as a signal in which the two numbers or the three numbers are taken as one group and further in the WT signal from the above stated cum angle sensor 14 one number signal is outputted with equal intervals.
A count value (a pattern signal) shown in Fig. 10 in which what numbers of the above stated CR signals are outputted between two numbers WT signals are counted. As to the above stated count value (the count number), in case where the signal (the count number) is "3", using only this signal the cylinder for the engine can be discriminated, in a case where the signals (the count number) is "2", by combining the count signal (the count number) before the last, for example, as shown in the signal "3" and the signal "2", and in the signal "2" and the signal "2", the cylinder for the engine can be discriminated.
The above stated WT signal is the cylinder discrimination using the engine air intake valve opening and closing timing, however as others using an engine

22
exhaust valve opening and closing timing, or using the above both, namely the engine air intake valve opening and closing timing and the engine exhaust valve opening and closing timing, similarly the cylinder discrimination for the engine can be carried out.
Fig. 11 show a control block diagram for carrying out the cylinder discrimination apparatus for the internal combustion engine of this embodiment according to the present invention.
The CR signal of the crank angle sensor 13 is
inputted into an input processing means 260 and then the
noises etc. are removed. The VVT signal of the cam angle sensor 14 is inputted into an input processing means 220 and then the noises etc. are removed.
The above stated respective signal is inputted into the crank angle count means 230 and when the VVT signal of the above stated cam angle sensor 14 is inputted, the number of the signals of the crank angle sensor 13 is counted the number until a next WT signal of the above stated cum angle sensor 14 is inputted and then the count signal is outputted continuously.
In the case of the three-cylinder internal combustion engine, the above stated count signal is patterned continuously and it is generated and outputted as "322322322 ....". Thus generated patterned count signal is outputted into a cylinder discrimination means 240, and then the cylinder discrimination for the engine is

23
carried out. The cylinder discrimination for the engine is carried out by taking out a predetermined pattern data in a cylinder discrimination standard store means 250 and by contrasting the above stated count signal number or a combination pattern of a combination of plural count numbers and further by confirming it coincides or not.
Namely, a state of the court number of the CR signal count means 230 is monitored and in a case where the count number is "3" (three time input of the crank angle sensor), since "3" is only one, it discriminates as the compression stroke of the second cylinder for the engine. In other cases, in a case where the pattern is the count numbers of a row of "2" and "2", it discriminates as the compression stroke of the third cylinder for the engine and further the pattern is the count numbers of "3" and "2", it discriminates as the compression stroke of the first cylinder for the engine.
The above stated states are shown in Fig. 12, and as understood from this Fig. 12, at first only the calculated count number "2", it is impossible to discriminate the cylinder for the engine however from the hereinafter of this it is possible to carry out successively surely the cylinder discrimination for the engine.
Next, according to from Fig. 13, Fig. 14 and Fig. 15, a cylinder discrimination apparatus for an internal combustion engine of another embodiment according to the

24 present invention will be explained.
Fig. 13 is a view showing a stroke of a respective cylinder, a crank angle signal (a CR signal), a cam angle signal (a VVT signal), and a count value of the cylinder discrimination apparatus for then internal combustion engine of another embodiment according to the present invention.
Fig. 14 is a comparison view showing the crank angle signal (the CR signal) and the cum angle signal (the WT signal) of the cylinder discrimination apparatus for the engine of Fig. 13.
Fig. 15 is a control block diagram of the cylinder discrimination of the cylinder discrimination apparatus for the engine the another embodiment according to the present invention of Fig. 13.
In the cylinder discrimination apparatus for the engine of this embodiment according to the present invention, as shown in Fig- 13, the CR signal of the crank angle sensor 13 is made as a standard, the WT signal of
the cam angle sensor 14 is counted. To generate the WT

signal of the above stated cam angle sensor 14 in the two
cylinders, two raise portions are formed on the above stated second signal member 51. The output positions of the above stated two WT signals are shown in this embodiment in Fig. 13 and further as shown in Fig. 14, "3" or "4" count numbers of the CR signal are outputted to the one WT signal.

25
In a case where the count number of the CR signal is "3", using only this signal the cylinder of the engine can be discriminated and further in a case where the count number of the CR signal is "4% using only this signal the cylinder of the engine can be discriminated.
As stated in above, Fig. 15 shows a control block diagram for carrying out the cylinder discrimination apparatus for the engine of this embodiment according to
the present invention.
The CR signal of the crank angle sensor 13 is
inputted into the input processing means 260 and then the noises etc. are removed. On the other hand, the VVT signal of the cam angle sensor 14 is inputted into the
input processing means 280-280 and then the noises etc. are

removed. The CR signal of the crank angle sensor 13 is inputted into a CR signal count means 270 and in the above stated CR signal count means 270 the number of the signals of the crank angle sensor 13 is counted. The VVT signal of the cum angle sensor 14 is inputted into a cam angle signal count means 290 and the number of the signals of the above stated cam angle sensor 13 xs counted.
In a count number management means 300, form the signals of the above stated two count means, namely the CR signal count means 270 and the cam angle signal count means 290, the number of the CR signals of the crank angle sensor 13 and the signal of the cum angle sensor 14 are arranged to in the correspondence relationship of the

26
number of the CR signals of the crank angle sensor 13 and

the signal of the cam angle sensor 14.
The pattern state of the CR signal of the above stated crank angle sensor 13 is generated as "343434 ... ", as illustrated in Fig. 14. The thus generated pattern is sent to a cylinder discrimination means 310 and then the cylinder discrimination for the engine is carried out. The cylinder discrimination for the engine is carried out by taking a predetermined data to the cylinder
discrimination standard store means 320-320 and by confirming
it coincides to whether the above stated count number or
not.
When the count number of the crank angle count sensor 13 is "3" and the count number of the counter number of the cam angle sensor 14 is "1", it discriminates as the compression stroke of the second cylinder for the engine. When the count number of the crank angle count sensor 13 is "4" and the count number of the counter number of the cum angle sensor 14 is "1", it discriminates as the compression stroke of the third cylinder for the engine. As a result, it is possible to discriminate the cylinder for the engine in this second embodiment according to the present invention similarly to the above stated first embodiment according to the present invention.
Fig. 16 is a view showing a relationship between an engine rotation number during a start time and a lapse

27
time of an internal combustion engine having a conventional cylinder discrimination apparatus according to the prior art.
Fig. 17 is a view showing a relationship between an engine rotation number during a start time and a lapse time of the engine having the cylinder discrimination apparatus according to the present invention of Fig. 1. In Fig. 16, the start performances of the cylinder discriminations of the cylinder discrimination apparatus for the engine according to the prior art are confirmed using an actual machine, and in Fig. 17, the start performances of the cylinder discriminations of the cylinder discrimination apparatus for the engine of this embodiment according to the present invention are confirmed using an actual machine.
The both figures of Fig. 16 and Fig. 17 show the behavior of the rotation number during the start of the engine. In a case of the prior art shown in Fig. 16, since the fluctuation of the rotation number is large, the failure of the cylinder discrimination for the engine is repeated and further it requires more than 3 second in the start time for the engine. On the other hand, in this embodiment according to the present invention shown in Fig. 17, it will be understood that the cylinder discrimination for the engine is carried out speedy and further the start time for the engine becomes less than 1 second.

Fig. 18 is a view showing a distribution state of a raise-up time of the start time of the angle having the conventional cylinder discrimination apparatus according to the prior art, and Fig. 19 is a view showing a distribution state of a raise-up time of the start time of the engine having the cylinder discrimination apparatus according to the present invention of Fig. 1.
Fig. 18 shows the statistics of the confirmation results of the above stated actual machine and shows the distribution condition of the start time according to the prior art, and Fig. 19 shows the statistics of the confirmation results of the above stated actual machine and shows the distribution condition of the start time according to the present invention.
In comparison with the cylinder discrimination apparatus for the engine according to the prior art shown in Fig. 18, in the cylinder discrimination apparatus for the engine of this embodiment according to the present invention shown in Fig. 19, it will be understood that it is possible to restrain the scattering of the start time for the engine and to shorten the start time for the engine.
As stated in above, the cylinder discrimination apparatus for the engine of the embodiments according to the present invention is explained in detail, however the present invention is not limited to this, in the range without the deviation of the spirit of the present

29
invention described in the claims, various alternations in the design can be performed.
For example, in the cylinder discrimination apparatus for the internal combustion engine of the above stated embodiments according to the present invention, the signal of the cam angle sensor 14 is counted by the signal of the cam angle sensor 13 as the standard and further the signal of the cam angle sensor 14 is generated in the two cylinders, however reversely the plural signals of the cum angle sensor 14 are provided on one cylinder and the number can be set in every cylinder, the same effects can be obtained. However, in this case, the problem will be complicated one and the load of the computer is increased.
Fig. 20 is a view showing a cylinder discrimination apparatus for an internal combustion engine of a further another embodiment according to the present invention and a relationship view showing a crank angle signal (a CR signal) and a cam angle signal (a VVT signal) in a case where the cylinder discrimination apparatus for the engine is adopted to a four-cylinder engine, and Fig. 21 is a comparison view showing the crank angle signal (the CR signal) and the cum angle signal (the WT signal) of the cylinder discrimination apparatus for the engine of Fig. 20.
Further, as stated in above, Fig. 20 and Fig. 21 show an embodiment in which the present invention is adopted

30
to a four-cylinder internal combustion engine, similarly to the above, in a correspondence relationship between the number of the signals of the crank angle sensor 13 and the number of the signals of the cum angle sensor 14, the effects in the case where the present invention is carried out on the three-cylinder internal combustion engine explained in above can be obtained.
Further, in the cylinder discrimination apparatus for the internal combustion engine of the above stated embodiments according to the present invention, to the first and the second signal members 15 and 51 the raise portions are formed, however to the first and the second signal members 15 and 51, in place of the raise portions recessed portions can be formed.
As understood from the above stated description, the cylinder discrimination apparatus for the engine according to the present invention has the two detection means (the crank angle sensor and the cam angle sensor) and the two detection means to be subjected to detection (the first signal member and the second signal member) and also by specifying the number and the arrangement position of the detection portion (the raise portion or the recessed portion) of the above stated detection means to be subjected to detection and further by detecting the position, the cylinder for the engine is discriminated, at the start time of the engine, before the cam shaft rotates the maximum one rotation, namely the crank shaft

31
rotates two rotations, it is possible to carry out the cylinder discrimination for the engine.
Further, in the above stated cylinder discrimination using the cylinder discrimination apparatus for the internal combustion engine according to the present invention, since the cylinder discrimination for the engine is carried out not using the time ratio between the signals, even in the engine having the large rotation fluctuation, the error discrimination of the cylinder for the engine is not occurred.

32
We Claim;
1. A cylinder discrimination apparatus for an internal combustion engine (1)
comprising a first signal member installed to a cam shaft (62), a second
signal member installed to said cam shaft (62), a crank angle sensor (13)
arranged oppositely to said first signal member, and a cam angle sensor
(14) arranged oppositely to said second signal member, the cylinder (1a)
discrimination apparatus characterized in that said first signal member has
one selected from a recessed portion group having the same number of a
number of cylinders (1a) of the engine (1) and a raise portion group having
the same number of a number of cylinders (1a) of the engine (1) and in
one group selected from said recessed portion group and said raise
portion group a number of recessed portions has a different number of a
number of other groups or a number of raise portions has a different
number of a number of other groups;
said second signal member has one selected from an engine intake valve
(7) opening and closing timing use recessed portions or raise portions
which has the same number of said cylinders (1a) of the engine (1) and an
exhaust valve (8) opening and closing timing use recessed portions or
raise portions which has the same number of said cylinders (1a) of the
engine (1); and
a signal according to said first signal member and said second signal
member is detected through said crank angle sensor (13) and said cam
angle sensor (14);
thereby a cylinder (1a) discrimination for the engine (1) is carried out.
2. A cylinder discrimination apparatus for an internal combustion engine (1)
as claimed in claim 1, wherein said recessed portion group or said raise
portion group of said crank angle sensor (13) and said recessed portions
or said raise portions of said cam angle sensor (14) are arranged at a
position to have a value where a crank angle of 720° is divided by said
number of the cylinders (1a) of the engine.

33
3. A cylinder discrimination apparatus for an internal combustion engine
(1) as claimed in claim 1, wherein said crank angle sensor (13) and
said cam angle sensor (14) are arranged to obtain a predetermined
angle difference to signals from both said crank angle sensor (13) and
said cam angle sensor (14).
4. A cylinder discrimination apparatus for an internal combustion engine
(1) as claimed in claim 1, wherein said cylinder discrimination
apparatus has a control unit, and said control unrt carries out the
cylinder (1a) discrimination according to a number of an output signal
of said crank angle sensor (13) which is detected between two
continuous output signals of said cam angle sensor (14).
5. A method for cylinder discrimination in a multi-cylinder internal
combustion engine having a first signal member (15) Installed io a cam
shaft (62), a second signal member (51) installed to said cam shaft
(62), a crank angle sensor (13) arranged oppositely to said first signal
member, a cam angle sensor (14) arranged oppositely said second
signal member, and a control unit comprising input processing means
(210, 220), count means (270,290), management means (300),
cylinder discrimination means (310), and storage means (250), the
method comprising the steps of;

- inputting CR-signal of the crank angle sensor (14) into the input
processing means (210) for removing noise;
- inputting VVT signal of the cam angle sensor (14) into the input
processing means (220) for removing noise;
- counting a number of the noise-eliminated CR-signal in a CR signal
count means (270);
- counting a number of the noise-eliminated VVT-signal in a VVT
signal count means (290);
- arranging the number of CR signal in registration with the number of
VVT signal in a count number management means (300) to
generate a pattern state of the CR-signal;

34
- Inputting the generated pattern state of CR signal in a cylinder
discrimination means (310);
- carrying out the cylinder discrimination for the engine by comparing
and confirming a predetermined data stored in a cylinder
discrimination standard storage means (250).

6. A cylinder discrimination apparatus for an Internal combustion engine
(1) as claimed in claim 5, wherein said recessed portion group or said
raise portion group of said crank angle sensor (13) is arranged at a
position to have a value where a crank angle of 720s is divided by said
number of the cylinders (1a) of the engine,
7. A cylinder discrimination apparatus for an internal combustion engine
(1) as claimed in claim 5, wherein said cylinder discrimination
apparatus has a control unit (10), and said control unit (10) carries out
the cylinder discrimination according to a number of an output signal of
said cam angle sensor (14) which is detected between output signals of
said crank angle sensor (13).
A cylinder discrimination apparatus for an internal combustion engine is adopted to a multi-cylinder internal combustion engine which comprises a first signal member and a second signal member installed respectively to a cum shaft, a crank angle sensor and a cum angle sensor arranged oppositely respectively to the first signal member and the second signal member. The first signal member has a recessed portion group or a raise portion group having the same number of a number of cylinders of the engine and in one group of the recessed portion group or the raise portion group a number of recessed portions and raise portions has a different number of a number of other groups, the second signal member has an engine intake or exhaust valve opening and closing timing use recessed portions or raise portions which has the same number of the cylinders of the engine, and a signal according to the first signal member and the second signal member is detected through the crank angle sensor and the cum angle sensor, thereby a cylinder discrimination for the engine is carried out. In the cylinder discrimination apparatus for the engine in which to a cylinder discrimination use signal member installed to a cum shaft a crank angle sensor is arranged, to the signal member installed on the cum shaft a cum angle sensor for detecting a valve opening and closing timing, by
outputting plural kinds of detection signals in every cylinder unit and by processing the detection signal, a cylinder discrimination for the engine is carried out speedy and under an error discrimination, the cylinder discrimination apparatus for the engine having an early start of the engine is provided.

Documents:

00351-cal-1999-abstract.pdf

00351-cal-1999-claims.pdf

00351-cal-1999-correspondence.pdf

00351-cal-1999-description(complete).pdf

00351-cal-1999-drawings.pdf

00351-cal-1999-form-1.pdf

00351-cal-1999-form-18.pdf

00351-cal-1999-form-2.pdf

00351-cal-1999-form-3.pdf

00351-cal-1999-form-5.pdf

00351-cal-1999-g.p.a.pdf

00351-cal-1999-letters patent.pdf

00351-cal-1999-p.a.pdf

00351-cal-1999-priority document others.pdf

00351-cal-1999-priority document.pdf

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Patent Number

201688

Indian Patent Application Number

351/CAL/1999

PG Journal Number

08/2007

Publication Date

23-Feb-2007

Grant Date

23-Feb-2007

Date of Filing

16-Apr-1999

Name of Patentee

HITACHI ,LTD

Applicant Address

6, KANDA SURUGADAI,4-CHOME,CHIYODA-KU, TOKYO 101-8010,

Inventors:

#	Inventor's Name	Inventor's Address
1	MASAMI NAGANO	1308-3, TABIKO, HITACHINAKE-SHI, IBARAKI 312-0063,
2	MAMORU NEMOTO	960-61 TENJINBAYASHI-CHO,HITACHIOOTA-SHI IBARAKI 313-0049
3	HISATUGU ISHIKURA	13-18 MATSUDO-CHO,2-CHOME ,HITACHINAKA-SHI

PCT International Classification Number

F02 D45/00

PCT International Application Number

N/A

PCT International Filing date

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1	10-118447	1998-04-28	Japan