MXPA96002211A - Method for advanced crank with blend spark for an engine - Google Patents

Abstract

A method for advanced crank spark with blend spark retard for an internal combustión engine includes the steps of selecting whether a spark in an engine cylinder will be fired on a normal or an advanced crank reference edge during an engine start mode, firing the spark on the advanced crank reference edge during the engine start mode if the advanced crank reference edge is selected, firing the spark on the normal crank reference edge if the normal crank reference edge is selected, checking if an engine speed is greater than a predetermined number of revolutions per minute (RPM), continuing to select whether to fire the spark on the normal crank reference edge or the advanced crank reference edge if the engine speed is less than thepredetermined RPM, and retarding the spark from a first spark level to a hold start level at a predetermined rate, holding the spark at the hold spark level for a hold period, and advancing the spark to the first spark level at the predetermined rate, if th e engine speed is greater than the predetermined RPM

Description

METHOD FOR AN ADVANCED CRANKSHAFT IGNITION WITH DELAY OF THE MIXING FOR AN ENGINE FIELD OF THE INVENTION The present invention relates in general to the advancement of the spark or ignition in internal combustion engines and, more particularly, to a method for the ignition of an advanced crankshaft with a delay of the ignition of the mixture for an internal combustion engine.

BACKGROUND OF THE INVENTION Interests related to the environment have promoted government regulations to control emissions from sources such as internal combustion engines in motor vehicles. For example, the Clean Air Act of 1990 regulates the maximum levels of hydrocarbons, carbon monoxide and nitrogen oxides that can be emitted from an exhaust pipe of the motor vehicle. Also, California, because of its unique climate, has enacted its own strict or stringent regulations. In the motor vehicle, a cata- REF: 22608 lithic is used to reduce emissions from the engine before the exhaust gases escape through the exhaust pipe of the vehicle. Another technique to reduce emissions is to use a poorer air / fuel ratio, however, starting a cold engine requires a richer air / fuel ratio until the engine heats up. Another technique to reduce emissions is to increase the advance of the spark or ignition, but this is not always possible during engine start-up. Therefore, there is a need in the art to provide a method for advancing the spark or ignition and then delaying the spark or advancing the operation to reduce engine emissions as soon as possible after the engine starts. Therefore, an object of the present invention is to provide a method for an advanced crankshaft ignition, for an internal combustion engine. It is another object of the present invention to maintain the quality of the idle speed of the engine while advancing the ignition of the engine. To achieve the foregoing objects, the present invention is an advanced crankshaft ignition method with the ignition delay of the mixture for an internal combustion engine. The method includes the steps of selecting whether a spark or ignition in a cylinder of the engine will be operated either on a normal or advanced crankshaft reference edge during an engine start mode, igniting the spark on the reference edge of the engine. Advanced crankshaft during the engine start mode if the advanced crankshaft reference edge is selected, and activate the ignition on the normal crankshaft reference edge, if the normal crankshaft reference edge is selected. The method also includes the steps of verifying if an engine speed is greater than a predetermined number of revolutions per minute (RPM), and continuing to select whether ignition is activated on the reference edge of the normal crankshaft or on the reference edge of the engine. Advanced crankshaft, if the engine speed is lower than the predetermined RPM. The method further includes the steps of: retarding the ignition from a first ignition level to a holding start level, at a predetermined ratio, retaining the ignition at the hold ignition level for a holding period, and advancing the ignition up to the first power level and the predetermined ratio or ratio, if the motor speed is higher than the predetermined RPM.

An advantage of the present invention is that a method is provided to utilize an advanced crankshaft spark or ignition for an internal combustion engine. Another advantage of the present invention is that the method has a delay characteristic of the ignition of the mixture when the engine is cold started and the vehicle is in a neutral or parking mode. Still another advantage of the present invention is that the advance of the ignition can be retarded while maintaining the quality of displacement in vacuum of the engine, without inducing a decrease in the speed of the motor or affect the handling capacity. A further advantage of the present invention is that the method allows the activity of the catalytic converter to be increased, by means of which the emissions from the exhaust pipe of the vehicle are reduced. A still further advantage of the present invention is that the method allows the advance of the spark or ignition to be retarded faster than conventionally in the art. Other objects, features and advantages of the present invention will be more readily appreciated when they become better understood upon reading the subsequent description taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic diagram of an internal combustion engine used with a method, according to the present invention, for an advanced crankshaft ignition with a spark delay or ignition of the mixture. Fig. 2 is a diagram illustrating a case of normal crankshaft firing in relation to an advanced crankshaft firing case for the internal combustion engine of Fig. 1. Fig. 3 is a time plot against firing advance that illustrates the delay characteristic of the ignition of the mixture of the method for the advanced crankshaft ignition, according to the present invention. Figure 4 is a graph of time versus temperature of the catalyst when the method, according to the present invention, is used for the advanced crankshaft ignition with a delay of the ignition of the mixture. Figures 5A to 5G are flow diagrams of a method for the advanced crankshaft ignition with a delay of the ignition of the mixture, according to the present invention, for the internal combustion engine of Figure 1.

DETAILED DESCRIPTION OF THE INVENTION Referring to Figure 1, an internal combustion engine 10 is partially shown, illustrating one of a multitude of cylinders 12 in the engine 10. The engine 10 includes a piston 14 positioned within the cylinder 12 and operatively connected by a rod 16 of connection to a crankshaft 18 of the engine 10. The engine 10 includes a camshaft 20 for opening and closing at least one valve (not shown) of the cylinder 12 for several strokes of the piston 14. In an internal combustion engine / ignition by means of a spark (SI) of four courses, these courses include admission, compression, expansion and escape. The engine 10 also includes a crankshaft sensor 24 and a target 26 of the crankshaft sensor, having at least one, preferably a plurality of disconnection points, operatively connected to the crankshaft 18 in communication with the crankshaft sensor 24. The engine 12 includes a sensor 28 of the camshaft in communication with the camshaft 20. The outputs of the sensors 24 and 28 communicate with an engine control unit, indicated generally at 30, of the engine 12. The control unit of the motor 30 uses the outputs of the sensors 24 and 28 to determine the position of the piston 14 inside the cylinder 12. When the piston 14 reaches an upper limit of its stroke, the piston 14 is inactive or without movement, before the direction of your movement be reversed. This position is referred to in the art as the upper dead center (TDC) or 0 °. Proceeding in the counterclockwise direction, the position of the piston 14 is referred in degrees before the upper dead center (BTDC). It should be appreciated that the engine 10 includes a spark plug (not shown) for the cylinder 12 and a signal is sent to it to be ignited by the engine control unit 30. Preferably, the engine 10 includes several sensors such as a sensor. Absolute Pressure of the Multiple (MAP), a speed sensor, a temperature sensor or a speed sensor which are not shown, but are well known in the art and are located in relation to the motor 10 as is known in the art. The outputs of the various sensors communicate with the motor control unit 30. During an exit or exhaust path of the engine 10, the exhaust gases flow from the cylinder via a valve through a catalytic converter 32 and exit through the exhaust pipe 33. Although the engine 10 is an internal combustion engine ignition with a spark or spark plug (SI) of four times or routes, it can also be other types of internal combustion engines, such as a two-stroke SI engine or runs or a diesel engine. It should be appreciated that the catalytic converter 32 and the exhaust pipe 33 are conventional and known in the art. Referring to Figure 2, a case of normal crankshaft ignition with respect to a case of advanced crankshaft ignition in the internal combustion engine 10, is shown. The output of the crankshaft sensor 24 is represented as the crankshaft reference signal 34 and represents a number of degrees of BTDC 36. In this example, 9 BTDC, 29 BTDC, 49 BTDC and 69 BTDC are the points of reference used. A case of normal crankshaft ignition is shown at 38. The components of the normal crankshaft ignition case 38, includes the anti-stop period 40, the stop period 42 and the ignition point 44. The anti-break period 40 refers to the period which precedes the stopping period 42. The stopping period 42 is the time required to charge an ignition coil (not shown) of the engine 10. The ignition coil charged initiates a case of ignition at the point of ignition 44 or set in functioning. It should be noted that, in this example, the spark plug starts the case of ignition at 9 ° BTDC. Also, in this example, the stop period 42 requires 40 ° relative to the movement of the crankshaft 18 and is started at 49 ° BTDC. For an ignition case 46 of the advanced crankshaft, of a method according to the present invention to be described, the ignition point 44 is at 29 ° BTDC and the stop period 42 is initiated at 69 ° BTDC. By advancing the ignition point 20 °, the burning speed is accelerated, leading to a more complete combustion and lower emissions of the engine 10. Referring to Figure 3, a graph 48 of time versus ignition advance for the engine 10 illustrates a delay feature of the ignition of the mixture of a method, according to the present invention, for the advanced crankshaft ignition to be described. In graph 48, the delay characteristic of the mixture ignition becomes active after the engine starts when the engine transfer point of transmission is reached and remains active since a transmission (not shown) of the engine vehicle remains in a parking / neutral mode. For example, engine start-up at the engine-run transfer point can occur when the engine speed reaches 600 rpm for engine 10. In figure 48, the x-axis 50 represents the time and the y-axis 52 represents the ignition advance. The ignition advance is initially maintained at a predetermined first level 54 for a period which may be based on the time interval or a case such as the position of the cylinder 12. During a portion 56 of the mixture decrease, the ignition advance is reduced to a predetermined retention level 58 at a predetermined ratio. The predetermined ratio is chosen so that the engine speed is not affected and the change in ignition advance is imperceptible for a driver of the motor vehicle. The predetermined retention level 58 of the ignition is maintained for a predetermined period of time. At the end of this predetermined period, the ignition advance has a mixed portion 60 at the first level 54 at the predetermined speed or ratio. Again, it is desirable that the change in ignition advance be imperceptible to the driver. The advance of the ignition is then maintained in the first level 54 until the control unit 30 of the engine directs it in another way. It should be appreciated that if the driver shifts the transmission to the drive or forward mode during the mixed ignition delay feature, the engine control unit 30 immediately deactivates this feature and initiates ignition advance control routines, typical Referring to Figure 4, a graph of the time versus catalyst temperature illustrates the activity for the catalytic converter 32 when the method, according to the present invention, is used for the motor 10. The x-axis 72 represents the time, while the y-axis 74 represents the temperature. A standard catalyst 76 activity curve illustrates a typical heating trend or course of the catalytic converter 32, and a standard ignition point 78. An activity curve 80 of the advanced ignition catalyst illustrates the course or trend of the heating of the catalytic converter 32 when the method according to the present invention is used and the ignition 82 of the advanced, more initial spark. Referring to Figures 5A to 5G, a flow diagram of a method, according to the present invention, for advanced crankshaft ignition with the ignition delay of the mixture for engine 10 is shown. In Figure 5A, the methodology begins once after the engine is stopped or placed ON in block 100 and advances to block 12. In block 102, the methodology recovers a temperature of the starter coolant by the control unit 30 of the engine receiving a signal from a freezer temperature sensor (not shown). It should be appreciated that the methodology is stored in the engine control unit 30. After block 102, the methodology advances to the diamond-shaped block 104 and determines which edge of the crankshaft activates the ignition on, for example, normal or advanced characteristics dependent on the temperature of the starting coolant. If the reference edge of the advanced crankshaft is selected, 29 ° for this example, the methodology advances to block 106 where the 29 ° edge flag is placed, and the appropriate flags such as the retention and mix flags are placed, before the advance to block 10 is described. If the reference edge of the normal crankshaft is selected, the methodology advances to block 108 and places a normal edge flag, 9 ° for this example, and other appropriate flags such as the retention and mix flags. The methodology then proceeds to block 110 and determines the retention period 58 based on the temperature of the start-up freeze. From block 110, the methodology advances to block 112 and determines the retardation level of the retention ignition based on an empirically determined ignition level from a calibration table stored in the memory of the engine control unit 30. The methodology then proceeds to block 114 where it ends and returns to a main program of motor control unit 30. In Figure 5B, the methodology determines the state of the mix-hold-mix routine and the ignition advance is adjusted accordingly, since the transmission remains in a neutral or parking mode. The methodology is periodically required by the engine control unit 30 and starts in the bubble 120, and advances to the diamond-shaped block 122. In the diamond-shaped block 122, the methodology determines whether the transmission is in the mode of parking or neutral based on a signal from a parking / neutral switch (not shown) on the transmission. If the transmission is not in a parking or neutral mode, the methodology advances to the bubble 144 to be described. If the transmission is in a parking or neutral mode, the methodology advances to block 126 and determines a nominal ignition advance in the parking / neutral state from a look-up table stored in the memory of the engine control unit 30. . The methodology then proceeds to the diamond-shaped block 128 and determines whether the transmission is still in the parking or neutral mode, but the mix-hold-mix period has been terminated, for example, by the observation of a flag. If the transmission is still in the parking or neutral mode and the mix-hold-mix period is over, the methodology advances to block 142 to be described. If the transmission is still in the parking or neutral mode and the mix-hold-mix period is not over, the methodology advances to the diamond-shaped block 130. In the diamond-shaped block 130, the methodology determines the state of the mixture-retention-mixing period by establishing whether the advance of the ignition is combining or mixing downwards in a common way up to the level of the retention ignition. If the ignition advance is mixed or combined down to the level of the retention ignition, the methodology advances to the diamond shaped block 132 and determines whether the firing progress has reached the retention level. If the ignition advance has reached the retention level, the methodology advances to block 134 and erases the flags such as the combination or mix flag and stores the retention ignition level at a location in the memory in the unit. 30 engine control until required. The methodology then advances to the bubble 144 that is going to be described. Referring again to block 132, if the ignition advance has not reached the retention level, the methodology advances to block 136 and adjusts the nominal ignition advance by subtracting or subtracting a total of the working mixture, which is to be described, of the nominal ignition advance. The methodology then proceeds to block 142a and will be described. Referring again to the diamond-shaped block 130, if the ignition advance is not mixing or combining down to the retention level, the methodology advances to the diamond-shaped block 138. In the diamond-shaped block 138, the The methodology determines whether the ignition advance is still maintained at the retention level. If so, the methodology advances to block 142 that is going to be described. If not, the methodology advances to block 140 and mixes or combines the ignition advance again with a normal ignition level and the ignition is adjusted upwards by subtracting or subtracting a total of the mixture or combination in operation , which is going to be described, of the nominal ignition advance. The methodology then advances to block 142 and stores the nominal ignition advance at a location in the memory of the engine control unit 30 until required. The methodology then advances to the bubble 144 and continues again to the main program in the motor control unit 30. Referring to Figure 5C, the methodology starts at the bubble 150 after it is required by the engine control unit 30 when a BTDC edge at 69 ° is detected and advances to the diamond shaped block 151. On the block in the form of dia-mante 151, the methodology determines whether the engine 10 is in a starting mode that is to be described. If not, the methodology advances to the bubble 162 that is going to be described. If so, the methodology advances to the diamond shaped block 152. It should be noted that an edge at 69 ° has been chosen for this example, and other positions can be selected. In the diamond shaped block 152, the methodology determines whether the spark will be ignited on the reference edge of the advanced crankshaft, 29 ° BTDC in this example, or the reference edge of the normal crankshaft, 9th BTDC in this example. If the edge of 9 ° BTDC is chosen, the methodology advances to the bubble 162 that is going to be described. If the 29 ° edge is chosen, the methodology advances to block 154 and determines which cylinder 12 is being turned on based on a signal from the crankshaft and camshaft sensors. The methodology then proceeds to block 156 and adjusts control flags indicating that stop period 42 will start at 69 ° BTDC. The methodology then advances to block 160 and the stop time begins. The methodology then advances to the bubble 162 and continues again to the main program in the motor control unit 30. Referring to Figure 5D, the methodology starts at the bubble 170 after it is required by the motor control unit 30 when an edge at 49 ° BTDC is detected and advances to the diamond-shaped block 171. In the diamond-shaped block 171, The methodology determines whether the engine 10 is in a starting mode based on the engine speed. If not, the methodology advances to the bubble 182 that is going to be described. If so, the methodology advances to the diamond-shaped block 172. In the diamond-shaped block 172, the methodology determines whether the spark on the reference edge of the advanced crankshaft of this example, 29 °, or the reference edge of the normal crankshaft, 9 °, based on a control flag. If the 29 ° edge is chosen, the methodology advances to bubble 182, which is going to be described. If the edge at 9o is selected, the methodology advances to block 174 and determines which cylinder 12 is being turned on based on a predetermined combination of signals from the crankshaft and camshaft sensors. The methodology then proceeds to block 176 and is adjusted for the start of stop period 42. The methodology proceeds to block 178, and starts or starts the stop period on the edge of 49 ° BTDC. The methodology then proceeds to bubble 182 and continues back to the main program in motor control unit 30. Referring to Figure 5E, the methodology begins at block 190 after it is required by the engine control unit 30 when the edge at 29 ° BTDC is detected. The methodology advances to the diamond shaped block 191 and determines whether the engine 10 is in a starting mode. Starting mode occurs when the engine is set or turned ON and the revolutions per minute (RPM) are less than a predetermined level, such as 600 rpm. If not, the methodology advances to the bubble 202 that is going to be described. If so, the methodology advances to block 192. It should be noted that the edge at 29 ° BTDC was selected for this example and that another suitable edge could be used. In block 192, the methodology determines the admitted cylinder and advances to the diamond-shaped block 194. In the diamond-shaped block 194, the methodology checks the control flag, and determines whether the ignition is activated on the edge of the diamond. reference of the normal crankshaft or the 9 ° edge, or on the reference edge of the advanced crankshaft or the 29 ° edge. If the reference edge of the normal crankshaft is selected, the methodology advances to the bubble 202 to be described. If the reference edge of the advanced crankshaft is selected, the methodology advances to block 196 and adjusts control registers within the memory of the engine control unit 30 to ignite the spark or spark plug. After block 196, the methodology advances to block 198, and activates the ignition. The methodology then advances to block 200 and erases flags. The methodology then advances to the bubble 202 and continues again to the main program in the engine control unit 30. Referring to Figure 5F, the methodology starts at bubble 250 after it is required by motor control unit 30 when an edge at 9 ° BTDC is detected. The methodology advances to block 252 and determines if the engine is still in a start mode. If not, the methodology advances to the bubble 264 that is going to be described. If so, the methodology advances to block 254. It should be noted that the edge at 9 BTDC was selected for this example and that another suitable edge could be used. In block 254, the methodology determines the admitted or common cylinder and advances to the diamond-shaped block 256. In the diamond-shaped block 256, the methodology checks the control flag and determines whether the spark or spark plug is ignited the reference edge of the normal crankshaft, 9 °, or on the reference edge of the advanced crankshaft, 29 °. If the reference edge of the advanced crankshaft is selected, the methodology advances to the bubble 264 to be described. If the reference edge of the normal crankshaft is selected, the methodology advances to block 258 and adjusts the control recorders within the memory of the engine control unit 30 to ignite the spark or spark plug. The methodology then advances to block 260, and ignites the spark or spark plug. The methodology then advances to block 262 and erases flags. The methodology then advances to the bubble 264 and continues again to the main program in the engine control unit 30. Referring to Figure 5G, the methodology includes the modernization of the mix-hold-mix state and the total ignition in operation. The methodology is required when a predetermined ignition edge, such as the 29 ° edge in this example, is detected. The methodology starts at the bubble 210 and advances to the diamond-shaped block 220. In the diamond-shaped block 220, the methodology determines whether the transmission is in a parking mode or neutral by the control unit 30 of the engine that receives a signal from the parking / neutral switch. If the transmission is not in parking or neutral mode, the methodology advances to block 222 and erases the flags of the mix and the total ignition in operation. The methodology then continues until bubble 242 is going to be described. In the diamond-shaped block 220, if the transmission is in the parking or neutral mode, the methodology advances to the diamond-shaped block 224. In the diamond-shaped block 224, the methodology determines whether the ignition advance is in the mixed or combination mode. If the ignition advance is not in the blending or combination mode, the methodology advances to block 226 and retards firing advance in a firing delay hold mode. The methodology continues until bubble 242 is going to be described. In the diamond-shaped block 224, if the ignition advance is in the blending or combination mode, the methodology advances to the diamond-shaped block 228. In the diamond-shaped block 228, the methodology determines whether it is the time to adjust the operation or the total ignition of the mixture. The total ignition of the mixture is a counter to track the amount in which the ignition or nominal spark must be adjusted each time the methodology is required. In this example, the operation or the total ignition of the mixture is started at zero (0). If not, the methodology advances to the bubble 342 that is going to be described. If so, the methodology advances to the diamond-shaped block 230 and determines whether the total ignition of the mixture should be adjusted up or down. If the total ignition of the mixture must be adjusted upwards, the methodology advances to block 232 and subtracts or subtracts a programmable, predetermined amount of ignition from the operation or total ignition of the mixture. The methodology advances to the diamond shaped block 234 and determines whether the operation or the total ignition of the mixture is equal to zero (0). If so, the methodology advances to block 236 and places a flag indicating that the mix-hold-mix routine has been completed. The methodology advances to the bubble 242 that is going to be described. In block 234 in the form of a diamond, if the operation or total ignition of the mixture is not equal to zero, the methodology advances to block 240 to be described. In the diamond-shaped block 230, if the operation or the total ignition of the mixture must be adjusted downward, the methodology advances to block 238 and adds an increasing amount of ignition, programmable, to the operation or to the total ignition of the mixture. The methodology then proceeds to block 240 and stores the operation or total ignition of the mixture indicating the common ignition advance at a location in the memory of the engine control unit 30 until required. The methodology then advances to bubble 242 and continues again to the main routine in the engine control unit 30.

It is noted that in relation to this date the best method known by the applicant to carry out the aforementioned invention, is that which is clear from the present description of the invention. Having described the invention as above, property is claimed as contained in the following

Claims (19)

R E I V I N D I C A C I O N S

1. A method for the ignition of an advanced crankshaft with a delay of the ignition of the mixture for an internal combustion engine, the method is characterized in that it comprises the steps of: selecting whether a spark or spark plug in a cylinder of an internal combustion engine will be ignited on a reference edge of a normal or advanced crankshaft, during a start mode of the engine; ignite the spark or spark plug on the reference edge of the advanced crankshaft, during the engine start mode if the reference edge of the advanced crankshaft is selected; ignite the spark or spark plug on the reference edge of the normal crankshaft if the reference edge of the normal crankshaft is selected; verify if an engine speed is greater than a predetermined number of revolutions per minute (RPM); continue to select if the spark or spark plug is lit over the reference edge of the normal crankshaft or over the reference edge of the advanced crankshaft if the engine speed is lower than the predetermined RPM; and retard the spark or ignition from a first level of the spark or ignition to a level of spark retention or ignition to a predetermined ratio, hold the spark or ignition to the ignition retention level during a retention period, and make advance the spark or ignition to the first level of the spark or ignition to the predetermined ratio, if the engine speed is higher than the predetermined RPM.

2. A method according to claim 1, characterized in that it includes the step of: verifying whether a transmission is in a parking or neutral mode; continue the method if the transmission is in parking or neutral mode; and end the method if the transmission is not in parking or neutral mode.

3. A method according to claim 1, characterized in that it includes the step of determining which cylinder of the motor is admitted.

4. A method according to claim 1, characterized in that the step of determining whether ignition is activated on a reference edge of the normal or advanced crankshaft includes: selecting the reference edge of the advanced crankshaft if a coolant temperature is lower than a predetermined temperature; and select the normal crankshaft reference edge if the coolant temperature is higher than the predetermined temperature.

5. A method according to claim 1, characterized in that the reference edge of the advanced crankshaft is twenty degrees larger than the reference edge of the normal crankshaft.

6. An advanced crankshaft ignition method with an ignition delay of the mixture for an internal combustion engine, the method is characterized in that it comprises the steps of: verifying if it is in an engine starting mode; continue the method if it is not in the engine start mode; start an advanced crankshaft ignition model if it is in the engine start mode; determine whether the ignition is to be activated on a reference edge of the normal crankshaft or on a reference edge of the advanced crankshaft; place a flag indicating whether the ignition is activated on the reference edge of the normal crankshaft or on the reference edge of the advanced crankshaft; detect a first predetermined ignition edge; check if the advanced crankshaft flag is attached; start charging an ignition medium if the advanced crankshaft flag is placed; detect a second predetermined ignition edge; check if the normal crankshaft flag is placed; start charging the ignition means if a normal crankshaft flag is placed; detecting a third predetermined ignition edge; activate the ignition if the advanced crankshaft flag is placed; detect a fourth predetermined ignition edge; activate the ignition if the normal crankshaft flag is placed; Verify if you are in an operating mode; Continue the method if it is not in the operating mode; start a delay model of the mix ignition if it is in the operating mode; determine if the ignition is in a mixed or combination mode, or in a hold mode; adjust a nominal ignition by operating the total ignition of the mixture if it is in the mixing or combination mode; maintain the ignition retention level if in retention mode; and save the power level at a memory location in the controller until it is required.

7. A method according to claim 6, characterized in that it includes the step of: periodically checking whether the transmission is in a parking or neutral mode; continue the method if the transmission is in a parking or neutral mode; and end the method if the transmission is not in parking or neutral mode.

8. A method according to claim 6, characterized in that it includes the steps of determining a retention period, and determining an ignition retention level.

9. A method according to claim 6, characterized in that it includes the steps of: verifying whether it is in a descending mode of mixing or in an ascending mode of mixing; add an increasing amount to the total of operation and continue the method if it is in the descending mode of mixing; and subtracting or subtracting the increasing amount of the total operation and ending the method if the total operation is zero and continuing the method if the operation count is not zero, if it is in the rising mode of mixing.

10. A method according to claim 6, characterized in that it includes the step of determining the admitted cylinder.

11. A method according to claim 6, characterized in that the step of determining whether ignition is activated on a normal or advanced crankshaft reference edge, includes: selecting the reference edge of the advanced crankshaft if a coolant temperature is less than one predetermined temperature; and select the normal crankshaft reference edge if the coolant temperature is higher than the predetermined temperature.

12. An augmented crankshaft ignition method that occurs during the starting of an internal combustion engine, the method is characterized in that it comprises the steps of: verifying if it is in an engine starting mode; continue the method if it is not in the engine start mode; start an advanced crankshaft ignition model if it is in the engine start mode; determining whether the ignition is activated on a normal crankshaft reference edge or on an advanced crankshaft reference edge; place a flag indicating whether the ignition is activated on the reference edge of the normal crankshaft or on the reference envelope of the advanced crankshaft; detect a first predetermined ignition edge; check if the advanced crankshaft flag is attached; start charging an ignition medium if the advanced crankshaft flag is placed; detect a second predetermined ignition edge; check if the normal crankshaft flag is placed; start charging the ignition means if a normal crankshaft flag is placed; detecting a third predetermined ignition edge; Activate the ignition if the advanced crankshaft flag is placed; detect a fourth predetermined ignition edge; and activate the ignition if the normal crankshaft flag is placed.

13. A method according to claim 12, characterized in that it includes the steps of: periodically checking whether a transmission is in a parking or neutral mode; continue the method if the transmission is in a parking or neutral mode; and end the method if the transmission is not in a parking or neutral mode.

14. A method according to claim 12, characterized in that it includes the step of determining the admitted cylinder.

15. A method according to claim 12, characterized in that the step of determining whether the ignition is activated on a normal or advanced crankshaft reference edge, includes: selecting the advanced crankshaft reference edge if a coolant temperature is greater than a predetermined temperature; and select the reference edge of the normal crankshaft if the coolant temperature is lower than the predetermined temperature.

16. A method of delaying the ignition of the mixture for a motor, the method is characterized in that it comprises the steps of: verifying if it is in an operating mode; Continue the method if it is not in the operating mode; start a delay model of the mix ignition if it is in the operating mode; determine if the ignition is in a mixed or combination mode, or in a hold mode; adjust a normal ignition by a total ignition of the mixture in operation if it is in the mixing or combination mode; maintain an ignition retention level if in retention mode; and save the power level at a location in the memory in the controller, until required.

17. A method according to claim 16, characterized in that it includes the steps of: periodically checking whether a transmission is in a parking or neutral mode; continue the method if the transmission is in a neutral or parking mode; and end the method if the transmission is not in a parking or neutral mode.

18. A method according to claim 17, characterized in that it includes the step of determining a retention period and determining an ignition retention level.

19. A method according to claim 18, characterized in that it includes the steps of: verifying whether it is in a descending mode of mixing or in an ascending mode of mixing; add an increased amount to the operation total and continue the method if it is in the descending mode of mixing; and subtracting or subtracting the increasing amount of the total operation and finishing the method if the total of the operation is zero, and continuing the method if the total of the operation is not zero, if it is in the ascending mode of the mixing. SUMMARY OF THE INVENTION The present invention relates to a method for the ignition of an advanced crankshaft with a delay of the ignition of the mixture, for an internal combustion engine, the method comprises the steps of: selecting yes a spark in a cylinder of a combustion engine internal will be ignited on a reference edge of a normal or advanced crankshaft, during a start mode of the engine; ignite the spark on the reference edge of the advanced crankshaft, during engine start-up mode if the reference edge of the advanced crankshaft is selected; ignite the spark on the reference edge of the normal crankshaft if the reference edge of the normal crankshaft is selected; verify if an engine speed is greater than a predetermined number of revolutions per minute (RPM); continue to select if the spark ignites on the reference edge of the normal crankshaft or on the reference edge of the advanced crankshaft if the engine speed is lower than the predetermined RPM; and retard the spark or ignition from a first level of the spark or ignition to a level of spark retention or ignition to a predetermined ratio, hold the spark or ignition to the ignition retention level during a retention period, and make advance the spark or ignition to the first level of the spark or ignition to the foreground relation, if the engine speed is higher than the predetermined RPM.