DE102018200521A1 - Method for determining a position of an internal combustion engine - Google Patents

Abstract

Method for determining a position of an internal combustion engine comprising at least one cylinder, wherein a course of a speed signal representing a speed of the internal combustion engine is detected and based on the course of the speed signal, a generated signal (100) is generated by performing at least one summation is detected, and in the course of the generated signal (100), a signal pattern (108) is detected, based on which the position is determined.

Description

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

State of the art

For the operation of a modern internal combustion engine, it is necessary to provide the electronic engine control unit, which controls the internal combustion engine, information about the instantaneous engine speed available. Thus, it is known to detect the rotational speed of a crankshaft of the engine or of the engine via an inductively acting sensor or Hall sensor. This registers passing metallic markings and determines the rotational speed over the time difference between two markers.

In a conventional internal combustion engine, also referred to below as an engine or engine, injections and ignitions are controlled by the engine control unit using engine management software. This software must be aware of the position or elevation of the cylinder to effect injections and firings. To achieve this, a donor wheel mounted on the crankshaft of the engine and having a number of teeth and a circumferential gap may be used. Likewise, in some cases, a donor wheel with some teeth may be mounted on the camshaft.

Sensors are then attached to these donor wheels which, when the engine is operating and for the crankshaft to rotate, generate electrical signals. These donor wheels have a fixed relationship to the mechanical position of the machine.

In a work cycle, eg. In a four-stroke engine with a cylinder, the crankshaft rotates twice, the camshaft only once. Thus, a gap on the crankshaft electrical signal can be observed twice. Therefore, although the crankshaft position, but not the power stroke can be determined on the gap. Thus, for example, an upper dead center results at the end of a compression stroke and an upper dead center at the end of the blow-off or exhaust stroke, which can not be distinguished by the tooth gap information.

Software now has to detect the gap in the crankshaft signal with an algorithm and distinguish if this is the gap GAP0 the first turn in the power stroke or the gap GAP 1 in the second turn in the power stroke. For this purpose, the profile of the camshaft signal can be used. As soon as the software closes the gap or the GAP has identified, the software is synchronized with the engine position. Now the software knows the position or lift height of the cylinder and can set timed injections and ignitions.

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

Accordingly, when a camshaft sensor signal is faulty, it is still possible to drive the engine with the crankshaft signal alone in a dual-ignition mode. It is also possible to identify the gap with software controlled methods, such as test injections, ie whether GAP0 or GAP 1 is present.

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

From the publication DE 10 2014 206 182 A1 a method for determining a crankshaft position of an internal combustion engine is known in which a speed curve of the crankshaft over a time is detected, wherein the crankshaft position is determined by balancing the speed curve with a known speed curve of a working cycle of the internal combustion engine. The known speed curve in this case has a characteristic of the crankshaft position section.

Disclosure of the invention

Against this background, a method with the features of claim 1 and an arrangement according to claim 11 are presented. There are still a computer program according to claim 12 and a machine-readable storage medium according to claim 13 is presented. Embodiments result from the dependent claims and the description.

The presented method enables the engine position, i. H. the position in which one or more cylinders are located and thus to determine the working stroke. It can also be said at this point that the method is used to determine the crankshaft position. Therefore, it is possible to determine in which power stroke the cylinder (s) are located and to schedule injections and ignitions accordingly by synchronizing the software.

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

This generated signal eliminates the significant change in engine speed information or engine speed in the area of top dead center compression (FIG. OT ) of the high pressure loop. If this signal pattern is used, it is easily possible to detect the position of a cylinder in an internal combustion engine. In the case of a single-cylinder engine, there is only once a speed change due to compression and decompression in the high-pressure loop during a work cycle.

As stated previously, this method only requires the engine speed signal. There are no further signals and information required. In particular, it can be used effectively for detecting the engine position in all single-cylinder, two-cylinder and multi-cylinder systems.

• - eine Erfassung der Motorpositionsinformation ist in allen möglichen Betriebszuständen mit wenigen Informationen verlässlich möglich, wenn ein Starter die Maschine antreibt,
• - der vorgestellte Algorithmus kann verwendet werden, um die Phase bzw. den Arbeitstakt während eines Kickstarts zu erfassen,
• - das Generatorsignal, das die Maschinengeschwindigkeitsinformation bereitstellt, kann ebenfalls verwendet werden, um die Motorposition zu erfassen. Somit können Kosten für ein Geberrad, einen Sensor und Signalaufbereitungsschaltkreise eingespart werden,

• - der Algorithmus kann die Motorposition im Vergleich zu anderen Vorgehensweisen schneller erfassen, daher kann der Motorstart schneller durchgeführt werden,
• - es besteht kein Bedarf daran, die Maschine während des Starts im Doppelzündungsmodus zu betreiben, da der Arbeitstakt schneller erfasst werden kann,
• - die Lebensdauer der Zündkerze wird erhöht,
• - das Verfahren kann dazu verwendet werden, den Arbeitstakt während des Starts zu erfassen. Es ist ebenfalls möglich, das Verfahren bei einem erneuten Synchronisieren bei höherer Geschwindigkeit der Maschine einzusetzen. Daher ist der Anwendungsbereich des Verfahrens im Vergleich zu anderen Verfahren erweitert. Ein Einsatz zusätzlicher Verfahren ist nicht erforderlich, daher wird die Komplexität der Software reduziert,
• - eine Kalibrierung des Algorithmus ist im Vergleich zu anderen Arbeitstakt-Erfassungsverfahren ebenfalls schneller möglich.

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

• a detection of the engine position information is reliably possible in all possible operating states with little information when a starter drives the machine,
• the presented algorithm can be used to detect the phase or power stroke during a kick start,
• The generator signal providing the engine speed information may also be used to detect the engine position. Thus, costs for a sensor wheel, a sensor and signal conditioning circuits can be saved,

• the algorithm can detect the engine position faster compared to other procedures, therefore the engine start can be performed faster,
• there is no need to operate the machine in double-firing mode during startup since the power stroke can be detected faster,
• - the life of the spark plug is increased,
• - The method can be used to detect the power stroke during startup. It is also possible to use the method in resynchronizing at higher speed of the machine. Therefore, the scope of the method is extended compared to other methods. There is no need to use additional techniques, so the complexity of the software is reduced
• - A calibration of the algorithm is also faster compared to other power stroke detection methods.

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

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination indicated, but also in other combinations or in isolation, without departing from the scope of the present invention.

list of figures

• 1 shows curves of a crankshaft and camshaft signal.
• 2 shows in a graph the speed behavior of an engine when starting by means of electromechanical starter.
• 3 shows a course of a signal representing a ratio.
• 4 shows processes of the presented method on the basis of a state machine.
• 5 to 10 show curves of a crankshaft signal.
• 11 shows in a graph a speed characteristic of a start with Kickstarter.

Embodiments of the invention

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

1 shows the curves of a crankshaft signal 10 and a cam signal 12 , In the crankshaft signal are top dead centers ( OT ), namely OT2 20, OT1 22, OT3 24 and OT4 26.

2 shows the course of a motor speed signal 50 in a two-wheeler with a cylinder during takeoff. It is on an abscissa 52 the crankshaft angle [° CA] and at an ordinate 54 the motor speed [rpm] is plotted. The illustration shows that the engine speed drops during the compression stroke and increases greatly during the decompression phase.

It is now envisaged, on the basis of in 2 signal carrying information about engine speed, to generate a special signal to make use of this speed information. In this way, the effect of compression and decompression on the engine speed signal can be detected particularly suitably. This special signal is hereinafter referred to as a generated signal.

3 shows the course or behavior of this generated signal 100 , It is on an abscissa 102 the time and at an ordinate 104 applied. Furthermore, in the illustration is a calibrated threshold 106 entered. In the course shown is a special pattern 108 recognize that in the generated signal 100 repeated. This pattern 108 appears once to a compression in the top dead center of the high pressure phase. In a two-wheeler system with a cylinder, exactly one such pattern can be recognized per working cycle or working cycle.

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

In the event that there is no synchronized operation at a higher speed, since no combustion occurs, the engine speed drops. Even with such a scenario, it is possible to have such a pattern 108 or signal pattern from the engine speed signal 100 to create. Thus, the software can be easily synchronized again, so that an engine stop can be avoided. It should be noted in particular that the scope of the method is wider than other approaches, such as intake manifold pressure detection.

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

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

The sums shown are calculated for two different sets of measured edge times. In order to obtain a suitable ratio of the times t [i] or t [j], these need not be consecutive, but they may be. Also, the number of accumulated times may be one or more. Depending on the selected times for numerator and denominator different ratio properties can be achieved. An example is in 3 shown. The choice of numerator and denominator quantities can be chosen in such a way that the resulting ratio of the sums clearly highlights the particular pattern for motor position synchronization and thus makes it suitably detectable.

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

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

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

• Initialize the workstyle search 132
• Workstyle search disabled 134
• Workstyle search successful 136
• Workstyle search enabled 138
• Workstyle search unsuccessful 140

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

Arrows indicate requirements for state transitions, namely:

• Activation conditions are fulfilled 150
• Activation conditions are not fulfilled 152
• resynchronization 154
• resynchronization 156
• resynchronization 158
• Workstyle search successful 160
• Workstyle search failed 162

It should be noted that other implementations are possible to execute the described synchronization algorithm.

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

case 1

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

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

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

A crankshaft signal 200 of an engine with asymmetrically mounted two - cylinder system with crankshaft sensor is in 5 shown. Furthermore, the illustration shows OT1 202 and OT2 204 , A first arrow 206 shows the distance between the speed signal gap and a first one OT on, a second arrow 208 shows the distance between the speed signal gap and a second one OT on. The different lengths of the arrows illustrate the asymmetrical positioning of the cylinders relative to the crankshaft and the associated speed signal.

Case 2

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

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

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

A crankshaft signal 250 of an engine with symmetrically mounted two - cylinder system with crankshaft sensor is in 6 shown. Furthermore, the illustration shows OT1 252 and OT2 204 , A first arrow 206 shows the distance between the speed signal gap and a first one OT on, a second arrow 208 shows the distance between the speed signal gap and a second one OT on. The same length of the arrows illustrates the symmetrical distance of the cylinder relative to each other with respect to the crankshaft and the associated speed signal.

Case 3

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

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

• - There is no crankshaft sensor signal with gap available. However, the engine speed signal information about the generator signal is available,
• the signal is generated using the motor speed signal, ie the generator signal,
• a pattern is detected twice in the working cycle in the generated signal,
• since the top dead centers are asymmetrically distributed, the distance between patterns is different. This distance information can be used to detect the mechanical engine position.

A crankshaft signal 300 of an engine with asymmetrically mounted two - cylinder system without crankshaft sensor is in 7 shown. Furthermore, the illustration shows OT 1 302 and OT2 304 ,

Case 4

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

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

• - There is no crankshaft sensor signal with gap available. However, engine speed signal information about the generator signal is available.
• the signal is generated using the motor speed signal, ie the generator signal,
• a pattern is detected twice in the working cycle in the generated signal,
• - Since the upper door points are distributed symmetrically, another signal must be evaluated to distinguish the two top dead centers. One possibility is to make an injection into the assumed cylinder but with double ignition at the beginning. Once the combustion cylinder is detected, the synchronization is completed.

A crankshaft signal 350 an engine with symmetrically mounted two - cylinder system without crankshaft sensor is in 8th shown. Furthermore, the illustration shows OT1 352 and OT2 354 ,

Case 5

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

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

• - such a pattern is recorded three times in the working cycle,
• considering the gap in the crankshaft signal, the top dead center position may have a unique pattern. With one revolution of the crankshaft two top dead centers can be observed and in another revolution of the crankshaft only one top dead center can be observed,
• Since the pattern in the generated signals is monitored in the region of top dead center, it is easily possible to detect the mechanical motor position in combination with the gap information on the crankshaft signal.

A crankshaft signal 400 of an engine with three - cylinder system with crankshaft sensor is in 9 shown. Furthermore, the illustration shows OT1 402 . OT2 404 and OT 3 406 ,

Case 6

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

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

• - there is no crankshaft signal with gap available. However, the engine speed signal is available via the generator signal,
• - such a pattern is recorded three times in the working cycle,
• - Since the top dead centers are distributed symmetrically, another signal must be evaluated to distinguish the three top dead centers of the respective cylinder high-pressure phase. One possibility is to initially inject into a cylinder and then to ignite in the following two revolutions of the crankshaft at the appropriate position relative to the gap in the speed signal. Since a successful combustion can take place only for one of the two ignitions, the associated significant increase in speed can be detected and thus distinguish the two revolutions of the working cycle. Once the speed increase resulting from the combustion in this cylinder is detected, the synchronization is complete.

A crankshaft signal 450 of an engine with three - cylinder system with crankshaft sensor is in 10 shown. Furthermore, the illustration shows OT1 452 . OT2 454 and OT 3 456 ,

Case 7

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

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

A unique pattern can also be created around top dead center compression during kickstart on a single cylinder engine. This signal pattern can be used to detect the motor position during kick start. However, additional intelligence is required to detect the pattern in the generated signal. This is due to the fact that the engine speeds increase strongly during the kick start. This has an influence on the quality of the generated signal. However, once the motor speeds start to decrease after a maximum value is reached, it must be possible to easily detect the pattern in the generated signal.

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

The presented approaches for synchronizing systems with one or more cylinders can also be used during Kickstarter booting.

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

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102014206182 A1 [0010]

Claims (13)

A method for determining a position of an internal combustion engine comprising at least one cylinder, wherein a course of a speed signal (50) representing a speed of the internal combustion engine is detected and based on the course of the speed signal (50) a generated signal (100) is generated in that at least one summation is carried out, and in the course of the generated signal (100) a signal pattern (108) is identified by means of which the position is determined. Method according to Claim 1 in which a signal of an electric machine, which is coupled to the crankshaft, is used as the speed signal (50) which is detected. Method according to Claim 1 in which the speed signal (50) that is detected represents a speed of the crankshaft. Method according to one of Claims 1 to 3 in which, after determining the crankshaft position taking into account this particular crankshaft position, a synchronization of the engine with a drive software is performed. Method according to one of Claims 1 to 4 in which the course of the generated signal (100) is compared with a curve of a reference signal in order to detect the signal pattern (108). Method according to one of Claims 1 to 5 in which from the speed signal (50) through $${\displaystyle \underset{i=a}{\overset{b}{\Sigma }}t\left[i\right]}/{\displaystyle \underset{j=c}{\overset{d}{\Sigma }}t\left[j\right]}.$$

the signal pattern (108) is generated, where t [i], t [j] represent individual time intervals between signal edges from the speed signal (50). Method according to Claim 6 in which for each of the sums at least one time interval or a plurality of time intervals are summed, the sums being able to comprise different amounts of time intervals relative to one another. Method according to one of Claims 1 to 7 in which the amplitude of the signal pattern (108) is checked against a calibratable threshold (106). Method according to Claim 8 in which the threshold (106) is adjusted according to different environmental conditions. Method according to one of Claims 1 to 9 , which is used for the start type E-Starter, Kickstarter or push-on. Arrangement for determining a position of an internal combustion engine, which is suitable for carrying out a method according to one of the Claims 1 to 10 is set up. Computer program with program code means adapted to perform a method according to any one of Claims 1 to 10 execute, if the computer program on a computing unit, in particular a computing unit in an arrangement according to Claim 8 , is performed. Machine-readable storage medium with a computer program stored thereon Claim 12 ,

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