System and method for monitoring and electronically controlling internal combustion engines, computer-readable memory and corresponding retrofit kit

Abstract

The present invention relates to a system and a method for monitoring and electronically controlling internal combustion engines, both multi-fuel and single-fuel, wherein the system is arranged between primary or original angular sensors (620, 630) and at least one primary or original ECU (610) of the internal combustion engine (600), enabling, in any type of internal combustion engine (600), without interference with the primary or original ECU (610), modification of the output signals relative to the input signals in order to modify the fuel injection and ignition timing. The present invention further relates to a computer-readable memory and a retrofit kit comprising at least one system (100) according to the invention.

Description

SYSTEM AND METHOD FOR ELECTRONIC MONITORING AND CONTROL OF INTERNAL COMBUSTION ENGINES, COMPUTER-READABLE MEMORY AND CORRESPONDING RETROFIT KIT

[0001] Field of application

[0002] The present invention pertains to the field of internal combustion engine control, more specifically to the monitoring and control of the operation and performance of internal combustion engines operating with a primary or original fuel or with a secondary or alternative fuel in addition to the primary or original fuel, especially multi-cylinder internal combustion engines powered by at least one primary fuel or at least one secondary fuel, fluid or gaseous, added to the primary fuel.

[0003] Introduction

[0004] The present invention relates to a system and a method for the electronic monitoring and control of both multi-fuel and single-fuel internal combustion engines, wherein the system is arranged between the original angular sensors and at least one primary or original ECU of the internal combustion engine, enabling, in any type of internal combustion engine, without interfering with the primary or original ECU, the alteration of the output signals relative to the input signals to change the fuel injection and spark timing.

[0005] The system comprises at least one processing module comprising: at least one processor comprising at least one computer-readable memory; at least one input circuit with one or more input interfaces connected, via a primary CAN and / or primary LIN network and / or similar, to at least one primary or original angle sensor of the crankshaft and at least one primary or original angle sensor of the internal combustion engine camshaft; at least one signal conditioning circuit; and at least one output circuit with at least one output interface for sending the input signals adjusted by the conditioning circuit in the form of output signals to the primary or original ECU or for maintaining the output signals unchanged relative to the input signals in case of system failures.

[0006] The invention also relates to a computer-readable memory and a retrofit kit comprising at least one system according to the invention. Fundamentals of the invention

[0007] The electronic monitoring and control of internal combustion engine operation is usually carried out by means of at least one ECU (Engine Control Unit), whose main function is to control and optimize engine performance to ensure efficiency, power and compliance with emissions standards. An ECU comprises several functions, including control of the air-fuel mixture, spark or ignition and timing, emissions control by adjusting exhaust gas treatment systems (such as filters, catalysts and oxygen sensors), management of boost pressure provided, for example, by turbines, engine diagnostics and monitoring through various sensors, control of the start-stop module (also known as "start-stop" systems), management of the operation of thermostats and cooling system fans, etc.

[0008] Internal combustion engine ECUs utilize signals from sensors that provide a reference to the angular position of the crankshaft and camshaft, allowing for the synchronization of all relevant engine events. Angular position sensors can be, for example, inductive sensors or Hall effect sensors, among others known in the prior art. These signals are processed in the ECU and guide engine operation, such as fuel injection angle and spark generation.

[0009] The signals collected by the sensors follow a pattern defined by the engine manufacturer and according to the design of the elements that generate such a signal, such as, for example, 60-tooth phonic wheels referenced by the absence of 2 teeth.

[0010] Different control units or ECUs may use different reference standards, which, according to the current state of the art, requires modifications to the engine hardware to use at least one secondary fuel in addition to the primary fuel. The standard currently employed makes it difficult to add or replace the primary ECU with an alternative, which is necessary to add a second fuel injection system with a different nature from the first, such as diesel and ethanol, or simply to modify ECUs.

[0011] The same applies to single-fuel engines that need to be monitored and controlled, thus optimizing their operation without the need to replace or add angle and / or phase sensors and / or to intervene in the primary ECU or add at least one more ECU.

[0012] In the case of multi-fuel diesel engines, which are designed to operate with different types of fuels, such as diesel, biodiesel, biofuels like ethanol, and even mixtures of these fuels, electronic control plays a fundamental role, just as it does in gasoline or flex-fuel engines.

[0013] Electronic control allows the engine to dynamically adapt to the varying properties of different fuels. This involves sensors that monitor fuel composition, system pressure, temperature, and other variables to adjust the amount and timing of fuel injection, ensuring optimal performance regardless of the type of fuel used.

[0014] Control systems for multi-fuel diesel engines face specific challenges due to differences in energy density, viscosity, and combustion characteristics of various types of diesel and biofuels. Ensuring that the internal combustion engine operates efficiently and sustainably with these variations requires a precise and adaptable control system.

[0015] The control systems in multi-cylinder diesel engines are unable to manage two or more injection systems simultaneously, nor are they able to control the combustion conditions of each cylinder individually when more than one fuel is introduced into the combustion chamber. This condition makes it impossible to control the combustion of combined fuels within the cylinders, hindering the introduction of alternative fuels into the system.

[0016] Therefore, engine engineers around the world are faced daily with the challenge of operating multi-fuel engines in a simple way with the least possible intervention, or even without any intervention, in the primary sensors and ECUs. State of the art

[0017] Several solutions for the electronic control of multi-fuel engines are known in the state of the art, such as the solution disclosed by patent document number WO11061063, entitled "Method for operating an injection system", which reveals and describes a method for operating an injection system to supply fuel to an internal combustion engine of a motor vehicle that can be operated using a plurality of fuel types, the method being capable of operating a motor vehicle that can be operated alternatively using gasoline or diesel oil and LPG (liquefied petroleum gas).The injection system comprises a first control device to control the supply of a first fuel and a second control device to control the supply of a second fuel, wherein the first control device generates first output signals to control first injectors for the first fuel, and the second control device generates second output signals to control second injectors for the second fuel, in which the following steps occur in each case: Generate a second output signal from a first output signal; check the second output signal against a test condition; and correct the second output signal if the test condition is not met.

[0018] The WO11061063 solution has a number of apparent disadvantages, such as the need to install secondary injectors for a second fuel, install a secondary ECU for control and monitoring of the secondary fuel injection, and a large number of additional elements that need to be added to the internal combustion engine. In short, the WO11061063 solution requires access to the primary ECU and intervention in a number of engine components, making it unsuitable, for example, as a retrofittable solution.

[0019] Finally, it should be noted that there are several prior art documents that provide for electronic controllers to control dual-fuel engines, but they do not explicitly mention, reveal, or suggest control through a single system located between the engine sensors and the primary ECU. These solutions always result in interventions in one or more primary or original ECUs, as well as the addition of sensors and parts to the primary or original assembly, making them costly solutions lacking the versatility needed to operate with a wide variety of pre-existing internal combustion engines, for example, in the form of a retrofit kit. Examples of this can be found in patent documents such as KR20240064084 and US2012253641, for instance.

[0020] As can be inferred from the previous descriptions, there is room for a method and a system for electronic control of internal combustion engines that overcome the shortcomings of the state of the art, promoting minimal, preferably no, intervention in the pre-existing internal combustion engine, without the addition of sensors or physical adaptations, that provide conditions for application in both dual-fuel (diesel / ethanol) and single-fuel engines, that allow external intervention in the fuel injection point by varying the angular reference without intervention in the primary ECU, that allow the application of parallel injection systems based on the same primary sensing already existing in the engine, and that represent a simple, economical and easy-to-install solution, including as a retrofit kit. Objectives of the invention

[0021] One of the objectives of the present invention is, therefore, a system for electronic monitoring and control of internal combustion engines, according to the characteristics of claim 1 of the attached claims.

[0022] Another objective of the present invention is a method for electronic monitoring and control of internal combustion engines, according to the characteristics of claim 9 of the attached claims.

[0023] Another objective of the present invention is a computer-readable memory, according to the characteristics of claim 10 of the attached claims.

[0024] Yet another objective of the present invention is a retrofit kit for internal combustion engines, according to the characteristics of claim 11 of the attached claims.

[0025] Other features and details of the features are represented by the dependent claims.

[0026] For a better understanding and visualization of the object of the present invention, it will now be described with reference to the attached figures, representing the technical effect obtained through exemplary embodiments that are not limiting to the scope of the present invention, in which, schematically:

[0027] [Fig. 1]: presents a simplified diagram of the invention's system applied to an internal combustion engine; and

[0028] [Fig. 2]: presents a flowchart of the invention method. Detailed description of the invention

[0029] The following detailed description refers to the accompanying drawings in which embodiments of the present invention are represented, by way of non-limiting illustration. These embodiments are described in such a way as to allow a person skilled in the art to reproduce their results. Other embodiments resulting from structural, mechanical, logical, electrical and electronic changes are possible and can be carried out without departing from the spirit and scope of the present invention. The following detailed description should therefore not be understood in a restrictive or limiting manner.

[0030] The present invention relates to a system (100) and a method for the electronic monitoring and control of internal combustion engines (600) comprising one or more cylinders with one or more combustion chambers and one or more injectors, at least one primary or original ECU (610), at least one primary or original communication network (640), for example, but without limiting the invention, a primary CAN network and / or a primary LIN network (Local Interconnect Network) and / or any network suitable for communication between control modules and electronic devices in vehicles, at least one, preferably at least two primary or original sensors, being at least one primary or original crankshaft angle sensor (620), which reads the angle or angular reference of the crankshaft, and at least one primary or original camshaft angle sensor (630),which reads the angle or angular reference of the valve timing, in addition to comprising at least one primary or original fuel supply system of the internal combustion engine (600) and, optionally, at least one secondary or alternative fuel supply system, at least one primary or original communication network (640), which may be digital (640a) and / or analog (640b), and other components, devices and the like known in the art and necessary for the operation of an internal combustion engine (600) of the nature dealt with herein.

[0031] In the context of the present invention, the term "internal combustion engine" refers to any and all types of engine that generate mechanical energy from the combustion of fuel within a closed chamber. This type of engine converts the chemical energy of fuels into mechanical energy used to propel vehicles or perform mechanical work to power one or more machines. Internal combustion engines (600) operate through combustion cycles, where fuel is burned inside cylinders, generating linear motion that is converted into rotation through a system of pistons and connecting rods, thus moving the vehicle or machine to which it is connected.

[0032] An internal combustion engine (600) according to the invention may be an engine that originally runs on a primary or original fuel, for example, but without limiting the invention, diesel oil, being a diesel engine with electronic control of primary fuel injection, and may also be an engine that receives, in addition to the primary or original fuel, one or more secondary or alternative fuels, preferably, but without limiting the invention, fluid secondary fuels such as, for example, ethanol, fed to the combustion chambers of the internal combustion engine (600) by means of a previously existing secondary or alternative fuel supply system that runs in parallel with the primary fuel supply system, or, alternatively, by means of a dual-fuel system of diesel oil and ethanol previously mixed and fed to the internal combustion engine (600) by means of the primary fuel supply system.

[0033] In the context of the present invention, the term "sensor" refers to any and all analog, digital, Hall effect and similar sensors known in the prior art, for measuring the parameters of the internal combustion engine (600), such as, but not limited to, crankshaft angular position, camshaft angular position, intake temperature, intake fuel pressure, exhaust temperature, amount of oxygen in the exhaust gases (lambda probe), mechanical vibration and other usual parameters for an internal combustion engine (600).

[0034] Still within the context of the present invention, the term “primary or original crankshaft angular sensor”, herein referred to as primary or original crankshaft angular sensor (620), refers to any and all pre-existing crankshaft rotation or position sensor in the internal combustion engine (600) that measures the crankshaft rotational speed and its angular position, sending information to at least one primary or original ECU (610) about the rotation and position of the pistons in the combustion cycle.

[0035] Also in the context of the invention, the term “primary or original camshaft angle sensor”, herein referred to as primary or original camshaft angle sensor (630), refers to any and all phase sensors or cam position sensors or camshaft phase sensors pre-existing in the internal combustion engine (600) and which determines the exact position of the camshaft, allowing at least one primary or original ECU (610) to synchronize the opening and closing of the valves with the position of the pistons.

[0036] System

[0037] The system (100) for electronic monitoring and control of an internal combustion engine (600) is an electronic system comprising at least one processing module comprising:

[0038] - At least one processor comprising at least one computer-readable memory, wherein the processor processes the input signals and performs the calculations necessary to determine the delay or advance of the output signal or to keep the output signals unchanged with respect to the input signals;

[0039] - At least one input circuit with one or more connected input interfaces, via at least one primary or original communication network (640) to at least one, preferably at least two original sensors of the internal combustion engine (600), being at least one primary or original angle sensor of the crankshaft (620), and at least one primary or original angle sensor of the camshaft (630);

[0040] - At least one signal conditioning circuit to adjust and adapt the input signals for processing by the processor;

[0041] - At least one output circuit with at least one output interface connected, via at least one primary or original communication network (640) to at least one primary or original ECU (610) and / or a secondary ECU (part of the retrofit kit), to send the input signals adjusted by the conditioning circuit in the form of output signals to the primary or original ECU (610) and / or a secondary ECU (part of the retrofit kit) or to keep the output signals unchanged in relation to the input signals.

[0042] The processing module is disposed between one or more primary or original sensors and at least one primary or original ECU (610) of the internal combustion engine (600) to be monitored and controlled, performing the monitoring and control and synchronization of the rotation of the internal combustion engine (600) by reading the input signals or engine rotation signals, analysis by the processor of the plausibility of the angular reference between the signals of the primary angular sensor of the crankshaft (620) and the signals of at least one primary angular sensor of the camshaft (630), which, in a manner known in the state of the art, operate in a 2:1 ratio, i.e., for every two revolutions of the crankshaft the camshaft executes one revolution.

[0043] Once the plausibility of the input signals is verified, the processor compares the values ​​of the received signals to the pre-determined expected values ​​provided by the primary or original ECU (610), conditions the input signals and performs a digital relay of these input signals and, on demand, according to the result of the comparison, delays or advances the output signal in relation to the input signal or, alternatively, keeps the output signals unchanged in relation to the input signals, but always without the need for intervention in at least one primary or original ECU (610) or installation of sensors or mechanical and / or electrical and / or electronic elements additional to the internal combustion engine (600) and without the need to replace the primary or original sensors.

[0044] The at least one input circuit with one or more input interfaces connected to at least one, preferably at least two primary angle sensors (620, 630) of the internal combustion engine (600), by means of at least one primary or original communication network (640), shall comprise one or more connectors and / or connection points accessible for all interfaces, for example, but without limitation, power supply interfaces, for analog and / or digital signals and communication buses, in addition to an accessible interface for firmware reprogramming and debugger connection. The quantity and type of input signals to be received by the input circuit shall depend on the characteristics of at least one primary or original ECU (610) of the internal combustion engine (600). However, an input circuit of a system (100) of the invention shall comprise at least one, preferably at least three analog and / or digital inputs.It should also be noted that the output signal phase shift demand can be received via an external source by means of an analog and / or digital signal, depending on the original configuration of the internal combustion engine (600), such as, for example, by means of pulse-width modulation or PWM (from the English acronym Pulse-Width Modulation) and / or by the communication protocols already mentioned, such as CAN, LIN, MODBUS, PROFIBUS and similar.

[0045] In the context of the present invention, the term "debugger" refers to any and all software tools known in the prior art and used by programmers to test and debug computer programs, its main function being to help identify and correct errors (bugs) in the source code of a computer program.

[0046] At least one signal conditioning circuit must adjust and adapt the input signals for processing by the processor, wherein, in the context of the present invention, the terms "signal conditioning" and "signal conditioner" refer to a set of electronic devices or circuits that physically process signals from sensors before they reach processing systems such as an ECU, wherein the signal conditioner performs tasks such as amplification, filtering, isolation, and signal conversion to ensure that the information is in a format suitable for the ECU.Furthermore, a signal conditioner, still within the context of the present invention, may also comprise the functions of: correction and compensation, since the input signals, for example analog, are converted into digital, and thus the system (100) can apply algorithms to compensate for known errors or to adjust the data based on varying conditions; digital filtering, wherein, after the conversion of the input signal, digital filtering can be applied to further refine the signal quality; and also advanced processing, wherein complex signal processing functions can be performed by software to optimize the performance of the internal combustion engine (600) based on received data.It should also be noted that, in a preferred embodiment of the invention, the signal conditioning has the function of adjusting the voltage and current level of the input signals to make the input signals compatible with the system (100), since, for example, but without limiting the invention, primary angular sensors (620, 630) of the inductive type generate voltages at the 60V level, while a processing module of the invention commonly works with 3.3V or 5V.

[0047] The at least one output circuit comprises at least one output interface for sending the input signals adjusted by the conditioning circuit in the form of output signals to the primary or original ECU (610) or for keeping the output signals unchanged with respect to the input signals. The quantity and type of output signals to be sent by the output circuit will depend on the characteristics of the at least one primary or original ECU (610) of the internal combustion engine (600). However, an output circuit of a system (100) of the invention must comprise at least one, preferably at least six, digital outputs.

[0048] The system (100) of the invention, therefore, is capable of reading the original angular position signals of an internal combustion engine (600), typically provided by at least one primary angular sensor of the crankshaft (620) installed on the crankshaft or crankshaft and also by at least one primary angular sensor of the camshaft (630) installed on the camshaft, wherein, in some internal combustion engines (600) with multiple valves per cylinder, there may be more than one primary angular sensor of the camshaft (630).

[0049] The system (100) of the invention is capable of emulating input signals, generating output signals equivalent to the originals, modifying them according to user-programmed configurations. Operations on the original signals include, among others, promoting angular phase shift between input and output, altering the timing information of the internal combustion engine (600), converting the original signals to other formats, for example, emulating signals generated by a phonic wheel with 60 teeth from a gear with 82 teeth, changing the angular positioning coordinates according to reference marks, etc.It should be noted that the system (100) will receive at least one, preferably at least three input signals, for example, but without limiting the invention, three analog input signals, and will generate at least one, preferably at least three output signals in the form of digital output repeater signals, which replicate the respective digital profiles to the analog profiles at the output. In addition, the system (100) will generate, from the received analog input profiles, at least one, preferably at least three new parameterizable digital output profiles, and always maintaining the plausibility of the angular reference between the generated digital signals, based on the received analog signals.

[0050] The system (100) of the invention operates in real time, with appropriate dynamic response, particularly with regard to reading input signals and emulating output signals, consistency monitoring, fault detection and safety actions, minimizing distortions and time lags in the generation of output signals.

[0051] The system (100) of the invention functions as an interface with at least one primary or original ECU (610), exchanging information in real time using a communication protocol, such as the CAN or LIN protocol, for example, wherein the system (100) receives from at least one primary or original ECU (610) information about phase angle, operating settings, expected or predetermined deactivation, etc., wherein the system (100) informs at least one primary or original ECU (610) of the operating status, current angular phase angle, fault conditions, average angular velocity, angular position, error conditions, etc.

[0052] The system (100) of the invention may operate by varying, preferably, but without limiting the invention, between at least two modes of operation, according to the state and operating conditions of the internal combustion engine (600), the first mode being a digital mode or normal mode and the second mode being a by-pass mode or safety mode.

[0053] The digital or normal mode consists of the normal operating mode, which is activated when the system (100) is properly powered on, without fault identification and logically enabled (no deactivation request having been made), in which, in this digital mode, the system (100) operates fulfilling all the requirements for emulating the angular position, as described above.

[0054] The bypass or safety mode consists of a safe operating mode in which the system (100) replicates the original signals at the outputs without any alteration. The system (100) must enter bypass mode in the event of a failure of one or more system (100) components – either during the start-up or from some point of normal operation – upon a deactivation request from the processing module via CAN, and also in case of electrical failure and / or de-energization. The function of the bypass mode is to return the system (100) to an original analog and / or digital signal relay condition between input and output, without any alteration or interference, allowing the equipment, for example, but without limiting the invention, a vehicle, to remain functional even in the absence of system (100) operation. Thus, in bypass mode, the equipment returns to its original operating state.

[0055] In the context of the present invention, the term "angular reference plausibility" of the crankshaft and camshaft signals refers to verifying the synchronization, that is, the coherence or consistency of the signals generated by these engine components. In a modern engine control system, these position sensors generate electrical signals that are used by the ECU to synchronize fuel injection, ignition timing, and valve operation. As is known in the prior art, the phonic wheels on which the crankshaft angular sensors are installed have a series of teeth or notches uniformly spaced along their circumference. In addition to the markings, these phonic wheels lack additional teeth or notches that indicate angular position relative to some physical position of the engine. The sensors positioned on these wheels are structured to reflect the 2:1 rotational ratio present between the crankshaft and the cam.This relationship dictates that the camshaft rotates at half the speed of the crankshaft, ensuring precise synchronization between the movements of the components.

[0056] Therefore, performing an angular displacement in the output signals requires promoting the same angular displacement of all signals, respecting the plausibility of angular reference between the signals. Because when there is a significant discrepancy or inconsistency in the camshaft and crankshaft position signals, the primary or original ECU (610) may interpret this as a malfunction of the internal combustion engine (600) and trigger an error code or activate the safety mode to protect the internal combustion engine (600).

[0057] In the context of the present invention, the term “processor” refers to a processor or computer system or processing circuit configured to control the system (100) of the invention which, from input data provided by at least one primary or original crankshaft angle sensor (620), and at least one primary or original camshaft angle sensor (630), generates output data for the primary or original ECU (610) or secondary ECU (part of the retrofit kit), in response to the input information, thereby performing one or more steps of the method of the invention.

[0058] The processor of the invention further comprises at least one computer-readable memory comprising a set of instructions which, when executed by the processing module, execute at least one, preferably all, of the steps of the invention's method for electronic monitoring and control of an internal combustion engine (600). In addition, and preferably but not obligatorily, the computer-readable memory may store computer-executable input and output signals, data relating to expected input signals, intervention history, etc.

[0059] The processing module may also be connected to and / or controlled by other processors and memories necessary for its operation. Images and data are stored as one or more electrical signals and the processing of these signals is done by one or more components of the system (100) of the invention.

[0060] Still within the context of the present invention, the term “input signals” refers to any and all input data or input information capable of being read and processed by the processing module, including, but not limited to, analog, digital, inductive, electrical or electronic signals representing, in particular, the input signals provided by at least one primary or original angular sensor of the crankshaft (620) and by at least one primary or original angular sensor of the camshaft (630), the expected predetermined data provided by the primary or original ECU (610), and may also optionally include data or input signals in the form of pressure, temperature, volume, flow and other physical quantities characteristic of internal combustion engines (600) of the nature dealt with herein.

[0061] Also in the context of the present invention, the term “output signals” refers to any and all output data or instructions generated by the processing module in response to input signals, including, but not limited to, digital signals for at least one original or primary ECU (610) in the form of commands to delay or advance the output signal relative to the input signal compared to predetermined expected data, or even output signals unchanged relative to the input signals. Broadly speaking, the term “output signals” may also include, but not limited to, other electrical, electronic, sound, visual signals, commands for machines, devices and equipment, and other signals interpretable by other equipment and / or processors.

[0062] Furthermore, the system (100) shall comprise at least one electrical power supply source to keep the system (100) energized and functional, this source being the equipment’s own electrical installation, for example, but without limiting the invention, a vehicle comprising the internal combustion engine (600) or, additionally, an internal source of the system (100) to guarantee, in case of electrical failure, the maintenance of the memory, monitoring and control history, intervention history, etc. of the system’s processing module (100).

[0063] Method

[0064] A method for monitoring and controlling an internal combustion engine (600), according to the invention, is a method performed by a system (100) of the invention and comprising the following method steps: Performing, by means of a processing module of the system (100), the reading of analog and / or digital input signals from at least one input circuit of the processing module with one or more input interfaces of the processing module, connected, by means of a primary or original communication network (640), digital (640a) and / or analog (640b), of the internal combustion engine (600), to at least one primary angular sensor of the crankshaft (620) of the internal combustion engine (600) and to at least one primary angular sensor of the camshaft (630) of the internal combustion engine (600);eVerify, using the processing module's processor, from the expected predetermined data available in the original or primary ECU (610), the synchronization (plausibility) of the input signals from the primary crankshaft angle sensor (620) and the primary camshaft angle sensor (630) of the internal combustion engine (600); andIn case of incorrect synchronization or failure of one or more system elements (100), forward the input signals without alterations to the original or primary ECU (610), configuring a bypass or safety mode, and restart the method from step A, without any interference in the input signals;orIn case of correct synchronization, perform, using at least one signal conditioning circuit of the processing module, the adjustment and adaptation of the input signals, converting them into digital signals capable of being processed by the processing module's processor;andIdentify, using the processing module's processor, the rotation and phase (angular reference) of the internal combustion engine's combustion cycle (600); andCompare, using the processing module's processor, the received input signals with the expected input signals predetermined for the input signals available in the original or primary ECU (610), identifying the reference of each input signal pattern and generating a digital output pattern for each identified input pattern; and;

[0065] G'. Convert, by means of the processor, the digital output profiles into profiles suitable for the standard readable by the original or primary ECU (610); and

[0066] H'. Send, through at least one output circuit of the processing module with at least one output interface of the processing module, the output signals adjusted by the conditioning circuit in the form of output signals to the primary or original ECU (610) and / or to the secondary ECU (retrofit kit) through the primary or original communication network (640), digital (640a) and / or analog (640b), of the internal combustion engine (600), with a parameterizable digital profile, considering the expected or predetermined angular reference and the current rotation, advancing or delaying the output signal in relation to the input signal and, thus, controlling and altering the rotation of the internal combustion engine (600) in real time to maintain the appropriate and / or constant rotation; and / or

[0067] G”. Adjust the reference value of each output profile according to the predetermined expected displacement; and

[0068] H”. To send, through at least one output circuit of the processing module with at least one output interface of the processing module, the output signals adjusted by the conditioning circuit in the form of output signals to the primary or original ECU (610) and / or to the secondary ECU (retrofit kit) through the primary or original communication network (640), digital (640a) and / or analog (640b), of the internal combustion engine (600), with a profile equivalent to the analog, considering the expected or predetermined angular reference and the current rotation, advancing or delaying the output signal in relation to the input signal and, thus, controlling and altering the rotation of the internal combustion engine (600) in real time to maintain the appropriate and / or constant rotation; and

[0069] I. Repeat the steps above.

[0070] Here, it's important to highlight that steps G' and H' are subsequent to each other, just as steps G'' and H'' are subsequent to each other. It's also important to note that the pair of steps G' and H' can be executed concurrently with the pair of steps G'' and H'', or alternatively in relation to the latter pair. This is precisely what the connector "and / or" means between these steps in the description above.

[0071] Computer-readable memory

[0072] A computer-readable memory, according to the invention, comprises a set of instructions that, when executed, perform at least one, preferably all, of the steps of the monitoring and control method of an internal combustion engine (600) according to the invention.

[0073] Retrofit kit

[0074] A retrofit kit according to the invention comprises a set of elements capable of being associated with an original internal combustion engine control system (600), comprising at least one system (100) according to the invention, wherein the system (100) is an electronic system comprising at least one processing module comprising:

[0075] - At least one processor comprising at least one computer-readable memory, wherein the processor processes the input signals and performs the calculations necessary to determine the delay or advance of the output signal or to keep the output signals unchanged with respect to the input signals;

[0076] - At least one input circuit with one or more connected input interfaces, via at least one primary or original communication network (640) to at least one, preferably at least two original sensors of the internal combustion engine (600), being at least one primary or original angle sensor of the crankshaft (620), and at least one primary or original angle sensor of the camshaft (630);

[0077] - At least one signal conditioning circuit to adjust and adapt the input signals for processing by the processor;

[0078] - At least one output circuit with at least one output interface to send the input signals adjusted by the conditioning circuit in the form of output signals to the primary or original ECU (610) and / or a secondary ECU (part of the retrofit kit) or to keep the output signals unchanged in relation to the input signals;

[0079] wherein the system (100) is connected by means of at least one primary or original communication network (640) between one or more primary or original sensors (620, 630) and at least one primary or original ECU (610) of the internal combustion engine (600) to be monitored and controlled, performing the monitoring and control and synchronization of the rotation of the internal combustion engine (600) by reading the input signals or engine rotation signals, analysis by the processor of the plausibility of the angular reference between the signals of the primary angular sensor of the crankshaft (620) and the signals of at least one primary angular sensor of the camshaft (630), comparison of the values ​​of the received signals to the pre-determined expected values ​​made available by the primary or original ECU (610), conditioning of the input signals and digital relay of these input signals and, on demand, according to the result of the comparison,delaying or advancing the output signal relative to the input signal or, alternatively, keeping the output signals unchanged relative to the input signals, but always without the need for intervention in at least one primary or original ECU (610) or installation of sensors or mechanical and / or electrical and / or electronic elements additional to the internal combustion engine (600) and without the need to replace the primary or original sensors.

[0080] A retrofit kit according to the invention may also optionally and additionally comprise all the elements necessary for connecting one or more of the system components (100) to the peripherals of the internal combustion engine (600) and to the internal combustion engine (600) itself, such as, but not limited to, hoses, tubes, cables, wires, connections, seals, pressure gauges and the like.

[0081] In the context of the present invention, the term “retrofit” encompasses the process of upgrading or modernizing existing equipment or systems, such as, for example, a pre-existing internal combustion engine (600), to improve its performance, energy efficiency and functionality, incorporating more modern technologies, enabling its operation in accordance with more current standards for a longer time, providing it with an increase in service life. Final considerations

[0082] It will be readily understood by those skilled in the art that modifications can be made to the present invention without departing from the concepts set forth in the description above. Such modifications should be considered as falling within the scope of the present invention. Consequently, the particular embodiments described in detail above are merely illustrative and exemplary and not limiting as to the scope of the present invention, to which the full extent of the appended claims and any and all equivalents thereof should be given.

Claims

System for electronic monitoring and control of internal combustion engines, wherein the system (100) is an electronic system characterized by comprising at least one processing module comprising: - At least one processor comprising at least one computer-readable memory; - At least one input circuit with one or more input interfaces; - At least one signal conditioning circuit; - At least one output circuit with at least one output interface; wherein the system (100) is connected, by means of a primary or original communication network (640) of the internal combustion engine (600), between one or more primary or original angular sensors (620, 630) and at least one primary or original ECU (610) of the internal combustion engine (600), performing the monitoring and control and synchronization of the rotation of the internal combustion engine (600) by means of reading the input signals or rotation signals of the internal combustion engine (600),The processor analyzes the plausibility of the angular reference between the signals from at least one primary crankshaft angle sensor (620) and the signals from at least one primary camshaft angle sensor (630), compares the received signal values ​​to the predetermined expected values ​​provided by the primary or original ECU (610), conditions the input signals and digitally relays these input signals, and, according to the comparison result, delays or advances the output signal in real time relative to the input signal, or keeps the output signals unchanged relative to the input signals. System, according to claim 1, characterized in that at least one input circuit comprises at least one, preferably at least three analog and / or digital inputs, wherein the system (100) receives at least one, preferably at least three analog input signals. System, according to claim 1, characterized by at least one output circuit comprising at least one, preferably at least six digital outputs, wherein the system (100) generates at least one, preferably at least three output signals in the form of digital output repeater signals, wherein the system (100) will generate, from the received analog input profiles, at least one, preferably at least three new parameterizable digital output profiles, always maintaining the plausibility of the angular reference between the generated digital signals, based on the received analog signals. System, according to claim 1, characterized in that the system (100) receives, in real time, from at least one primary or original ECU (610) information about phase angle, operating settings, expected or predetermined deactivation, wherein the system (100) informs the at least one primary or original ECU (610) of the operating status, current angular phase, fault conditions, average angular velocity, angular position, error conditions. System, according to claim 1, characterized by operating by varying between a digital operating mode or normal mode and a by-pass mode or safety mode. System, according to claim 5, characterized in that the digital or normal mode consists of a mode that is activated when the system (100) is properly powered on, without fault identification and logically enabled, fulfilling all the requirements for emulating the angular position. System, according to claim 5, characterized in that the by-pass or safety mode consists of a safe mode of operation, in which the system (100) replicates the original signals at the outputs without any alteration. System, according to claim 1, characterized by the angular reference plausibility analysis verifying the synchronization of signals generated by at least one primary angular sensor of the crankshaft (620) and by at least one primary angular sensor of the camshaft (630). A method for monitoring and controlling an internal combustion engine (600), characterized by being performed by a system (100) defined in any of claims 1 to 8, comprising the following method steps: Performing, by means of a processing module of the system (100), the reading of analog and / or digital input signals from at least one input circuit of the processing module with one or more input interfaces of the processing module, connected, by means of at least one primary or original communication network (640) of the internal combustion engine (600), digital (640a) and / or analog (640b) to at least one primary angular sensor of the crankshaft (620) of the internal combustion engine (600) and to at least one primary angular sensor of the camshaft (630) of the internal combustion engine (600);eVerify, using the processing module's processor, from the expected predetermined data available in the original or primary ECU (610), the synchronization of the input signals from the primary crankshaft angle sensor (620) and the primary camshaft angle sensor (630) of the internal combustion engine (600); andIn case of incorrect synchronization or failure of one or more system elements (100), forward the input signals without alterations to the original or primary ECU (610), configuring a bypass or safety mode, and restart the method from step A, without any interference in the input signals;orIn case of correct synchronization, perform, using at least one signal conditioning circuit of the processing module, the adjustment and adaptation of the input signals, converting them into digital signals capable of being processed by the processing module's processor;eIdentify, using the processing module's processor, the rotation and phase (angular reference) of the internal combustion engine's combustion cycle (600); eCompare, using the processing module's processor, the received input signals with the expected input signals predetermined for the input signals available in the original or primary ECU (610), identifying the reference of each input signal pattern and generating a digital output pattern for each identified input pattern; eG'. Convert, using the processor, the digital output profiles to profiles suitable for the pattern readable by the original or primary ECU (610);eH'. Send, through at least one output circuit of the processing module with at least one output interface of the processing module, the output signals adjusted by the conditioning circuit in the form of output signals to the primary or original ECU (610) and / or to the secondary ECU through the primary or original communication network (640), digital (640a) and / or analog (640b), of the internal combustion engine (600), with a parameterizable digital profile, considering the expected or predetermined angular reference and the current rotation, advancing or delaying the output signal in relation to the input signal and, thus, controlling and altering the rotation of the internal combustion engine (600) in real time to maintain the appropriate and / or constant rotation; and / or G”. Adjust the reference value of each output profile according to the expected predetermined displacement;eH”. Send, through at least one output circuit of the processing module with at least one output interface of the processing module, the output signals adjusted by the conditioning circuit in the form of output signals to the primary or original ECU (610) and / or to the secondary ECU through the primary or original communication network (640), digital (640a) and / or analog (640b), of the internal combustion engine (600), with a profile equivalent to the analog, considering the expected or predetermined angular reference and the current rotation, advancing or delaying the output signal in relation to the input signal and, thus, controlling and altering the rotation of the internal combustion engine (600) in real time to maintain the appropriate and / or constant rotation; eI. Repeat the steps above.; Computer-readable memory, characterized by comprising a set of instructions which, when executed, perform at least one, preferably all, of the steps of the monitoring and control method of an internal combustion engine (600) defined in claim 9. Retrofit kit, characterized by being able to be associated with at least one system (100) as defined in any of claims 1 to 8. Retrofit kit, according to claim 11, characterized in that it may also optionally and additionally comprise all the elements necessary for connecting one or more of the system components (100) to the peripherals of the internal combustion engine (600) and to the internal combustion engine (600).

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