CN111033021B - Misfire detection device for internal combustion engine - Google Patents
Misfire detection device for internal combustion engine Download PDFInfo
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- CN111033021B CN111033021B CN201880053789.3A CN201880053789A CN111033021B CN 111033021 B CN111033021 B CN 111033021B CN 201880053789 A CN201880053789 A CN 201880053789A CN 111033021 B CN111033021 B CN 111033021B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1012—Engine speed gradient
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
An internal combustion engine misfire detection device (1) that detects misfire in a 4-stroke/cycle internal combustion engine includes: a crank angular velocity calculation unit (2) that calculates a crank angular velocity corresponding to the number of revolutions of the engine for each predetermined crank angle; a determination parameter calculation unit (4) that calculates a reference value of the crank angular velocity, calculates a relative crank angular velocity that is a deviation of the reference value from the crank angular velocity, and calculates an integrated value of the relative crank angular velocity; and a misfire judging section (5) that performs misfire judgment based on the integrated value, wherein the judging parameter calculating section (4) sets an integrated section of the integrated value based on the rotation speed of the internal combustion engine.
Description
Technical Field
The present invention relates to an engine misfire detection apparatus, and more particularly to an engine misfire detection apparatus that detects misfire in a 4-stroke/cycle internal combustion engine of 2 cylinders and 3 cylinders.
Background
In an internal combustion engine, for example, a 4-stroke/cycle engine having 2 cylinders and 3 cylinders, an output is generated by repeating 4 strokes of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for 1 cycle. The engine control device controls the timing of fuel injection, ignition, and the like by determining the strokes of these engines. In this case, there is a case where a fire does not occur in the engine or the engine is out of fire which does not normally propagate even if a fire occurs due to the operating state of the engine or the like. When this engine misfire occurs, the drivability may deteriorate or the exhaust performance may deteriorate. Therefore, the following measures have been taken: the engine misfire is detected, and the driver is notified of the detection result, thereby urging the driver to go to a maintenance plant or controlling the operating state of the engine to reduce the deterioration of the driving performance or the exhaust performance.
In view of this situation, patent document 1 relates to a misfire detection apparatus for an internal combustion engine having a plurality of cylinders, and discloses a configuration in which a relative speed parameter is calculated using a rotation speed parameter corresponding to the rotation speed of the internal combustion engine, and whether or not there is a misfire in the internal combustion engine is detected from an integrated value of the relative speed parameter.
Documents of the prior art
Patent document
Patent document 1: japanese laid-open patent publication No. 2007-198368
Disclosure of Invention
Problems to be solved by the invention
However, according to the study of the present inventors, it is considered that in the device structure of patent document 1, since the cumulative section of the cumulative value of the relative speed parameter of each cylinder is a length obtained by dividing the crank angle of 720 degrees by the number of cylinders, the cumulative section in the single-cylinder engine mounted on a two-wheeled vehicle or the like is a section during which the crank rotates 720 degrees, and the cumulative section in the 2-cylinder or 3-cylinder engine mounted on a two-wheeled vehicle or the like is a relatively long section during which the crank rotates 360 degrees or 240 degrees, and therefore, the deviation of the cumulative value may increase due to the influence of inertia force, friction, or the like, and in this case, there is a tendency that the possibility of erroneous detection of misfire increases.
The present invention has been made in view of the above circumstances, and an object thereof is to provide an engine misfire detection apparatus capable of detecting misfire in a 4-stroke/cycle engine using an integrated value obtained by integrating the values in an appropriate integration section, and reducing the risk of erroneous detection of misfire in the engine.
Means for solving the problems
In order to achieve the above object, the present invention according to claim 1 is an internal combustion engine misfire detection apparatus that detects misfire in a 4-stroke/cycle internal combustion engine, comprising: a calculation unit that calculates a rotation speed parameter corresponding to a rotation speed of the internal combustion engine for each predetermined crank angle, calculates a reference value of the rotation speed parameter, calculates a deviation between the reference value and the rotation speed parameter, and calculates an integrated value of the deviation; and a determination unit that performs misfire determination based on the integrated value, wherein the calculation unit sets an integrated section of the integrated value based on a rotation speed of the internal combustion engine.
The present invention employs, in addition to the aspect 1, the aspect 2 in which the internal combustion engine has a plurality of cylinders and the ignition of each cylinder is performed such that the expansion strokes of the cylinders do not overlap each other, and the calculation unit sets the integration period in a case where the rotation speed of the internal combustion engine is equal to or greater than a predetermined rotation speed to be shorter than a period length from the ignition of the cylinder subjected to the misfire determination to the ignition of the cylinder subjected to the next ignition, and sets the integration period in a case where the rotation speed is less than the predetermined rotation speed to be shorter than the integration period in a case where the rotation speed is equal to or greater than the predetermined rotation speed.
The present invention adopts, in addition to the aspect 1 or 2, the aspect 3 in which the internal combustion engine has a plurality of cylinders, ignition of each cylinder is performed so that expansion strokes of the cylinders do not overlap with each other, and the calculation unit sets the integration sections to section lengths that are relatively independent of each other for each cylinder.
The present invention adopts, in addition to the aspects 1 to 3, the aspect 4 in which the internal combustion engine has a plurality of cylinders, ignition of each cylinder is performed so that expansion strokes of the cylinders do not overlap with each other, the calculation unit sets the integration interval in a case where a rotation speed is less than a predetermined rotation speed to an interval length from a start time to an end time of an expansion stroke of the internal combustion engine, and sets the integration interval in a case where the rotation speed is equal to or more than the predetermined rotation speed to an interval length from the start time of the expansion stroke of the internal combustion engine to immediately before an ignition time of a next-fired cylinder.
The present invention adopts, in addition to the aspects 1 to 4, the aspect 5 in which the calculation unit includes a filter that removes a high-frequency component included in an electric signal indicating the rotation speed parameter, and the calculation unit calculates the reference value of the rotation speed parameter indicated by the electric signal from which the high-frequency component is removed by the filter, and calculates the deviation between the reference value and the rotation speed parameter indicated by the electric signal from which the high-frequency component is removed by the filter.
Effects of the invention
In an internal combustion engine misfire detection apparatus of claim 1 of the present invention, an internal combustion engine misfire detection apparatus that detects misfire in a 4-stroke/cycle internal combustion engine, wherein the internal combustion engine misfire detection apparatus has: a calculation unit that calculates a rotation speed parameter corresponding to the rotation speed of the internal combustion engine for each predetermined crank angle, calculates a reference value of the rotation speed parameter, calculates a deviation between the reference value and the rotation speed parameter, and calculates an integrated value of the deviation; and a determination unit that performs misfire determination based on the integrated value, wherein the calculation unit sets the integrated section of the integrated value based on the rotation speed of the internal combustion engine, and therefore, by using the integrated value integrated in the appropriate integrated section, misfire in the 4-stroke/cycle internal combustion engine can be detected, and the risk of erroneous detection of misfire in the internal combustion engine can be reduced.
According to the internal combustion engine misfire detection apparatus of claim 2 of the present invention, furthermore, the internal combustion engine has a plurality of cylinders, and the ignition of each cylinder is performed so that the expansion strokes of the cylinders do not overlap each other, the calculation unit sets an integration interval when the rotation speed of the internal combustion engine is equal to or greater than a predetermined rotation speed to be shorter than a length of an interval from the ignition of the cylinder in which the misfire determination is performed to the ignition of the next cylinder in which the misfire determination is performed, and sets an integration interval when the rotation speed of the internal combustion engine is less than the predetermined rotation speed to be shorter than the integration interval in the case where the rotation speed of the internal combustion engine is equal to or greater than the predetermined rotation speed, therefore, it is possible to suppress variation in the rotation speed parameter due to the influence of the stroke, inertia force, friction, or the like of another cylinder that does not depend on combustion, and it is possible to reliably detect misfire at both low-speed rotation (including medium-speed rotation) and high-speed rotation of the engine.
Further, according to the internal combustion engine misfire detection apparatus of claim 3 of the present invention, since the internal combustion engine has a plurality of cylinders, and the ignition of each cylinder is performed so that the expansion strokes of the cylinders do not overlap with each other, and the calculation section sets the integration sections to lengths that are relatively independent of each other for each cylinder, even when the combustion state of each cylinder of the internal combustion engine having 2 or more cylinders is different, the misfire of the internal combustion engine can be accurately detected.
Further, according to the internal combustion engine misfire detection apparatus of the 4 th aspect of the present invention, since the internal combustion engine has a plurality of cylinders and the ignition of each cylinder is performed so that the expansion strokes of the cylinders do not overlap with each other, and the calculation unit sets the integration interval in the case where the internal combustion engine is less than the predetermined number of rotations to the length from the start time to the end time of the expansion stroke of the internal combustion engine, and sets the integration interval in the case where the internal combustion engine is equal to or more than the predetermined number of rotations to the length from the start time to the immediately preceding time of the ignition of the next cylinder to be ignited, the integration interval excluding the interval after the exhaust stroke is set at the low-speed rotation of the engine, and the deviation of the rotation speed parameter due to the influence of friction or the like that does not depend on combustion is suppressed, and the integration interval until the immediately preceding time of the ignition of the next cylinder to be ignited is set at the high-speed rotation of the engine, the occurrence of variation in the rotation speed parameter due to the influence of inertial force or the like that is not dependent on combustion is suppressed, and the S/N ratio of the variation between the normal ignition and the misfire can be increased.
Further, according to the internal combustion engine misfire detection apparatus of claim 5, the calculation unit includes a filter that removes a high-frequency component included in the electric signal indicating the rotation speed parameter, and the calculation unit calculates the reference value of the rotation speed parameter indicated by the electric signal from which the high-frequency component is removed by the filter and calculates the deviation between the reference value and the rotation speed parameter indicated by the electric signal from which the high-frequency component is removed by the filter.
Drawings
Fig. 1 is a block diagram showing the configuration of an internal combustion engine misfire detection apparatus in the embodiment of the present invention.
Fig. 2 is a flowchart showing the flow of the determination parameter calculation process in the present embodiment.
Fig. 3 is a diagram showing a specific example of the change in the stroke and the crank angular velocity for each cylinder with the elapse of time when the determination parameter is calculated in the determination parameter calculation processing in the present embodiment.
Fig. 4 is a flowchart showing the flow of the misfire determination processing in the present embodiment.
Detailed Description
Hereinafter, an internal combustion engine misfire detection apparatus according to an embodiment of the present invention will be described with reference to the drawings as appropriate.
First, the configuration of the engine misfire detection apparatus in the present embodiment will be described in detail with reference to fig. 1.
Fig. 1 is a block diagram showing the configuration of an internal combustion engine misfire detection apparatus in the present embodiment.
As shown in fig. 1, the internal combustion engine misfire detection apparatus 1 according to the present embodiment is constituted by an Electronic Control Unit such as an ECU (Electronic Control Unit), and is typically mounted on a saddle-type vehicle such as a motorcycle having an engine, a drive wheel, a main clutch, and a transmission as a 4-stroke/cycle internal combustion engine, and the 4-stroke/cycle internal combustion engine includes a plurality of cylinders, none of which is shown, and adopts the following method: ignition of the other cylinders is performed after the end of the expansion stroke of each cylinder, and the expansion strokes of the respective cylinders do not overlap with each other. This engine typically has 2 or 3 cylinders, and is an engine that performs equal interval combustion in which ignition intervals between cylinders are the same or unequal interval combustion in which ignition intervals between cylinders are different. The intake pressure sensor 21 and the throttle valve not shown are provided at 1 on the upstream side of each cylinder.
The engine misfire detection apparatus 1 includes a crank angular velocity calculation unit 2, a determination threshold value search unit 3, a determination parameter calculation unit 4, and a misfire determination unit 5.
The crank angular velocity calculating unit 2 calculates an angular velocity of the crankshaft (hereinafter referred to as "crank angular velocity") as a rotation speed parameter for each predetermined crank angle based on an electric signal corresponding to a crank angle (not shown) of the engine input from the crank sensor 22. The crank angular velocity calculating unit 2 outputs an electric signal indicating the crank angular velocity calculated in this way to the determination parameter calculating unit 4.
The determination threshold value search unit 3 calculates a determination threshold value corresponding to the load state of the engine determined from the engine speed and the intake pressure for each cylinder, based on the electric signal corresponding to the crank angle of the engine input from the crank sensor 22 and the electric signal input from the intake pressure sensor 21 provided for each cylinder, thereby setting the determination threshold value for each cylinder to be different, and setting the electric signal input from the intake pressure sensor 21 provided for each cylinder to be an electric signal corresponding to the intake pressure between the throttle valve and the engine. Specifically, the determination threshold value search unit 3 increases the determination threshold value as the load state of the engine is higher (high load). For example, the determination threshold value search unit 3 reads table data in which a determination threshold value and a relationship between the engine speed and the intake pressure are predetermined for each cylinder, and calculates the determination threshold value by applying the engine speed calculated from an electric signal corresponding to the crank angle of the engine input from the crank sensor 22 and the intake pressure calculated from an electric signal corresponding to the intake pressure input from the intake pressure sensor 21 to the read table data for each cylinder, which is stored in a ROM, not shown. The determination threshold value search section 3 outputs an electric signal indicating the determination threshold value calculated in this manner to the misfire determination section 5. The load state of the engine is not limited to the case of being determined from the engine speed and the intake pressure as described above, and may be determined from the engine speed and the opening degree of the throttle valve.
The determination parameter calculation unit 4 includes a filter, not shown, that removes a high-frequency component included in the electric signal indicating the crank angular velocity input from the crank angular velocity calculation unit 2. The filter is typically a digital filter such as a moving average filter.
The judgment parameter calculation unit 4 calculates a judgment parameter for judging the misfire by executing a judgment parameter calculation process described later in detail.
Specifically, the determination parameter calculation unit 4 detects the end of the compression stroke of each cylinder (hereinafter referred to as "compression TDC stage") based on an electric signal corresponding to the intake pressure between the throttle valve and the engine, which is input from an intake pressure sensor 21 provided for each cylinder, and an electric signal corresponding to the crank angle of the engine, which is input from a crank sensor 22. The determination parameter calculation unit 4 detects the end of the accumulation section of each cylinder (hereinafter referred to as "accumulation end stage") based on an electric signal corresponding to the crank angle of the engine input from the crank sensor 22.
The determination parameter calculation unit 4 holds the crankshaft angular velocity at the compression TDC stage among the crankshaft angular velocities represented by the electric signals from which the high-frequency components have been removed by the filter, as a reference angular velocity serving as a reference value.
The determination parameter calculation unit 4 calculates a relative crank angular velocity that is a deviation between the crank angular velocity and a reference angular velocity by subtracting the held reference angular velocity from the crank angular velocity indicated by the electric signal from which the high-frequency component has been removed by the filter during a period from a stage of detecting the compression TDC to a stage of ending the detection integration section, and integrates the calculated relative crank angular velocity for each integration section to obtain an integrated value as a determination parameter. That is, the judgment parameter calculation unit 4 calculates the addition value (total value: accumulated value) of the judgment parameter by adding the addition value (total value: accumulated value) of the judgment parameter calculated by the previous accumulation process to the value of the judgment parameter obtained by the current accumulation process in each accumulation section and in the accumulation section at the calculation timing. The integration interval is set according to the engine speed obtained from the crank angle of the engine indicated by the electric signal input from the crank sensor 22. The judgment parameter calculation unit 4 outputs an electric signal indicating the integrated value calculated in this manner to the misfire judging unit 5. The initial value of the addition value (total value: accumulated value) of the determination parameter in each accumulation section is typically 0.
The misfire judging section 5 executes a misfire judging process described later in detail to judge misfire. Specifically, the misfire judging section 5 compares the integrated value of the relative crank angular velocity indicated by the electrical signal input from the judging parameter calculating section 4 with the judging threshold value indicated by the electrical signal input from the judging threshold value retrieving section 3, and judges that the misfire occurred when the integrated value is equal to or less than the judging threshold value. When it is determined that a misfire occurs, the misfire judging section 5 displays the misfire on the display device 24 to notify it.
The internal combustion engine misfire detection apparatus 1 having the structure described above performs the determination parameter calculation process and the misfire determination process shown below. Hereinafter, each process will be described in detail with reference to fig. 2 to 4.
< determination parameter calculation processing >
In the internal combustion engine misfire detection apparatus 1 having the above configuration, the determination parameter calculation process is performed in which the determination parameter for determining the misfire is calculated. Hereinafter, a specific flow of the determination parameter calculation process in the present embodiment will be described in detail with reference to fig. 2 and 3.
Fig. 2 is a flowchart showing the flow of the determination parameter calculation process in the present embodiment. Fig. 3 is a diagram showing specific transitions of the respective strokes and the crank angular velocities for each cylinder when the determination parameters are calculated in the determination parameter calculation process in the present embodiment.
In fig. 2 and 3, an example of the case where the determination parameter calculation process is executed for a 4-stroke/cycle engine having 2 cylinders of the #1 cylinder and the #2 cylinder that perform combustion at unequal intervals will be described. In this case, when the cylinder subjected to misfire judgment is the #1 cylinder, the cylinder to be next ignited is the #2 cylinder, and when the cylinder subjected to misfire judgment is the #2 cylinder, the cylinder to be next ignited is the #1 cylinder. Fig. 3 shows, as an example, changes in the crank angular velocity when misfiring occurs in the #2 cylinder. In addition, in the present embodiment, the case where the determination parameter calculation process is executed in the engine having 2 cylinders is shown in fig. 2 and 3, but the determination parameter calculation process may be executed in a single-cylinder engine or an engine having 3 or more cylinders.
In the engine according to the present embodiment, ignition is performed in the other cylinder after the end of the expansion stroke of each cylinder (the expansion strokes of the cylinders do not overlap with each other), and as shown in fig. 3, 4 strokes, i.e., the expansion stroke, the exhaust stroke, the intake stroke, and the compression stroke, are repeated in each of the #1 cylinder and the #2 cylinder. Specifically, as shown in fig. 3, the period from 0 degrees to 180 degrees of the crankshaft is the expansion stroke of the #1 cylinder, the period from 180 degrees to 360 degrees of the crankshaft is the exhaust stroke of the #1 cylinder, the period from 360 degrees to 540 degrees of the crankshaft is the intake stroke of the #1 cylinder, and the period from 540 degrees to 720 degrees of the crankshaft is the compression stroke of the #1 cylinder. The expansion stroke of the #2 cylinder is defined as a section during which the crankshaft rotates from X1 degrees to X2 degrees after the end of the expansion stroke of the #1 cylinder.
At this time, as shown in fig. 3, the difference between the crank angular velocity in the normal state (hereinafter referred to as "normal crank angular velocity") L1 in which no misfire occurs and the crank angular velocity in the state in which the misfire occurs (hereinafter referred to as "crank angular velocity at misfire") L2 gradually increases as the crankshaft rotates from the crank angle X1 at the time of ignition of the #2 cylinder. The normal crankshaft angular velocity L1 peaks at the end of the expansion stroke when the crankshaft of the #2 cylinder rotates to the end of the expansion stroke at the crankshaft angle X2. In the misfire, the crank angle speed L2 gradually decreases as the crankshaft starts to rotate from the crank angle X1. Thus, at the end of the expansion stroke of the #2 cylinder, the difference between the normal crank angular velocity L1 and the misfire crank angular velocity L2 is the largest.
On the other hand, during the period from the time when the crankshaft rotates from the crank angle X2 to the time of ignition in the #1 cylinder for the next ignition, that is, until the crankshaft rotates to the crank angle 720 degrees, the deviation of the normal-time crank angular velocity L1 increases due to the influence of the inertia force, the friction force, the stroke of the #1 cylinder, and the like, as compared with the period from the time when the crankshaft rotates from the crank angle X1 to the crank angle X2. In addition, the same tendency as that of the #2 cylinder is shown also with respect to the #1 cylinder.
In the present embodiment, the cumulative interval with respect to the crank angular velocity is set in consideration of such characteristics of the crank angular velocity.
The flowchart shown in fig. 2 starts at the timing when the internal combustion engine misfire detection apparatus 1 is operated by starting the vehicle such as a saddle-type vehicle, and the processing proceeds to the processing of step S1 in the determination parameter calculation processing. This determination parameter calculation process is repeatedly executed while the engine misfire detection apparatus 1 is operated by starting the vehicle.
Here, before the process of step S1 is started, the determination parameter calculation unit 4 holds the crank angular velocity at the compression TDC stage as the reference angular velocity L.
In the process of step S1, the determination parameter calculation unit 4 determines whether or not the engine is in the compression TDC stage of the #1 cylinder, based on the electric signal input from the intake pressure sensor 21 for detecting the intake pressure between the throttle valve of the #1 cylinder and the engine and the electric signal corresponding to the crank angle of the engine input from the crank sensor 22. When the determination result is that the engine is not in the compression TDC stage of the #1 cylinder, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S2. On the other hand, when it is at the compression TDC stage of the #1 cylinder, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S14.
Specifically, when the intake pressure indicated by the electric signal input from the intake pressure sensor 21 provided in the #1 cylinder is negative, the determination parameter calculation unit 4 determines that the engine is in the TDC stage of compression in the #1 cylinder when it is detected from the electric signal input from the crank sensor 22 that the engine has reached the top dead center before the crank angle reaches 360 degrees, and determines that the engine is not in the TDC stage of compression in the #1 cylinder if the engine is not in the other cases.
In the process of step S2, the determination parameter calculation unit 4 determines whether or not the engine is in the compression TDC stage of the #2 cylinder, based on the electric signal input from the intake pressure sensor 21 for detecting the intake pressure between the throttle valve of the #2 cylinder and the engine and the electric signal corresponding to the crank angle of the engine input from the crank sensor 22. When the determination result is that the compression TDC of the #2 cylinder is not in phase, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S3. On the other hand, when it is at the compression TDC stage of the #2 cylinder, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S14.
Specifically, when the intake pressure indicated by the electric signal input from the intake pressure sensor 21 provided in the #2 cylinder is negative, the determination parameter calculation unit 4 determines that the intake pressure is at the compression TDC stage in the #2 cylinder when it is detected that the top dead center is reached before the crank angle reaches 360 degrees from the electric signal input from the crank sensor 22, and determines that the intake pressure is not at the compression TDC stage in the #2 cylinder if the intake pressure is not at the compression TDC stage in the #2 cylinder.
In the processing of step S3, the determination parameter calculation unit 4 calculates an integrated value as the determination parameter (the integrated value of the determination parameter is the previous value of the determination parameter + the relative angular velocity) by removing a high-frequency component included in the electric signal indicating the crank angular velocity input from the crank angular velocity calculation unit 2 by a filter, subtracting the reference angular velocity L from the crank angular velocity indicated by the electric signal from which the high-frequency component is removed and serving as the angular velocity for the current determination, to calculate the relative crank angular velocity (the relative crank angular velocity is the angular velocity for the current determination — the reference angular velocity L), and adding and integrating the previous value of the determination parameter, which is the integrated value of the relative crank angular velocity integrated until the previous time, to the relative crank angular velocity calculated this time.
Here, the electric signal indicating the crank angular velocity output from the crank angular velocity calculating unit 2 includes random noise due to various vibrations, a deviation of calculation, and the like. Such noise can be removed by removing a high-frequency component included in the electric signal output from the crank angular velocity calculating unit 2 with a filter. Further, as shown in fig. 3, when no misfire occurs, the normal crankshaft angular velocity L1 is greater than the reference angular velocity L, and therefore the relative crankshaft angular velocity is a positive value at this time. On the other hand, in the case of misfire, the relative crank angular velocity is negative at the time of misfire because the crank angular velocity L2 is smaller than the reference angular velocity L.
Thus, the process of step S3 is completed, and the determination parameter calculation process advances to the process of step S4.
In the processing of step S4, the determination parameter calculation unit 4 determines whether or not the engine speed is equal to or greater than the #1 cylinder high speed rotation determination value. As a result of the determination, when the engine speed is equal to or greater than the #1 cylinder high speed determination value, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S5. On the other hand, when the engine speed is less than the #1 cylinder high speed rotation determination value, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S6. As the high-speed rotation determination value, for example, 8000rpm is set as the rotation speed at which the maximum torque is generated.
In the processing of step S5, the determination parameter calculation unit 4 sets the high-speed rotation phase as the time when the accumulation for the #1 cylinder ends (hereinafter referred to as the "# 1 cylinder accumulation end phase"). The high-speed rotation stage is immediately before the ignition of the #2 cylinder that is next to the #1 cylinder (for example, corresponding to an angular range that is a few degrees before the 1 st crank angle corresponding to the ignition and after the 2 nd crank angle, which is a few degrees before the 1 st crank angle). In the case of fig. 3, the high-speed rotation stage is immediately before the crank angle X1. Thus, the process of step S5 is completed, and the determination parameter calculation process advances to the process of step S7.
In the process of step S6, the determination parameter calculation unit 4 sets the low/medium speed rotation phase as the #1 cylinder accumulation completion phase. The low/medium speed rotation stage is the end of the expansion stroke of the #1 cylinder. In the case of fig. 3, the low/medium speed rotation stage is the end of the expansion stroke of the #1 cylinder, i.e., the crank angle of 180 degrees. Thus, the process of step S6 is completed, and the determination parameter calculation process advances to the process of step S7.
In the processing of step S7, the determination parameter calculation unit 4 determines whether or not the engine speed is equal to or greater than the #2 cylinder high speed rotation determination value. As a result of the determination, when the engine speed is equal to or greater than the #2 cylinder high speed determination value, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S8. On the other hand, when the engine speed is less than the #2 cylinder high speed rotation determination value, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S9.
In the processing of step S8, the determination parameter calculation unit 4 sets the cumulative end time of the #2 cylinder (hereinafter referred to as the cumulative end phase for the #2 cylinder) to the high-speed rotation phase that is immediately before the ignition time of the #1 cylinder that ignites after the #2 cylinder. In the case of fig. 3, the high-speed rotation stage is immediately before the crank angle of 720 degrees. Thus, the process of step S8 is completed, and the determination parameter calculation process advances to the process of step S10.
In the processing of step S9, the determination parameter calculation unit 4 sets the cumulative end stage for the #2 cylinder to the end of the expansion stroke of the #2 cylinder, that is, the low/medium speed rotation stage. In the case of fig. 3, the low/medium speed rotation stage is the end of the expansion stroke of the #2 cylinder, i.e., the crank angle X2. Thus, the process of step S9 is completed, and the determination parameter calculation process advances to the process of step S10.
In the process of step S10, the determination parameter calculation unit 4 determines whether or not the stage of the #1 cylinder accumulation end is present. When the determination result is that the #1 cylinder accumulation end stage is reached, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S11. When the state is not at the stage of the #1 cylinder accumulation end, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S12.
Specifically, when the high-speed rotation stage is set in step S5, the determination parameter calculation unit 4 determines that the state is the #1 cylinder accumulation end stage when it is detected that the crank angle reaches X1 degrees from the electric signal input from the crank sensor 22, and otherwise determines that the state is not the #1 cylinder accumulation end stage. When the low/medium rotation stage is set in step S6, the determination parameter calculation unit 4 determines that the engine is in the #1 cylinder accumulation end stage when it is detected that the crank angle reaches 180 degrees from the electric signal input from the crank sensor 22, and otherwise determines that the engine is not in the #1 cylinder accumulation end stage.
In the process of step S11, the judgment parameter calculation section 4 outputs the integrated value as the judgment parameter for the #1 cylinder to the misfire judging section 5.
Specifically, when the high speed rotation stage is set in step S5, the determination parameter calculation unit 4 outputs the integrated value of the relative crank angle velocity integrated in the integrated section from the compression TDC stage of the #1 cylinder having the crank angle of 0 degrees (the start of the expansion stroke of the #1 cylinder) to the integrated end stage of the #1 cylinder having the crank angle of X1 degrees to the misfire judging unit 5. When the low/medium rotation stage has been set in step S6, the determination parameter calculation unit 4 outputs the integrated value of the relative crank angular velocity integrated in the integration section from the compression TDC stage of the #1 cylinder having the crank angle of 0 degrees (the start of the expansion stroke of the #1 cylinder) to the integration end stage of the #1 cylinder having the crank angle of 180 degrees, which is the time of ignition of the #1 cylinder, to the misfire determination unit 5.
Thus, the process of step S11 is completed, and the current determination parameter calculation process ends.
In the process of step S12, the determination parameter calculation unit 4 determines whether or not the stage of the #2 cylinder accumulation end is present. When the determination result is that the #2 cylinder accumulation end stage is reached, the determination parameter calculation unit 4 advances the determination parameter calculation process to the process of step S13. On the other hand, when the cylinder # 2 accumulation end phase is not reached, the determination parameter calculation unit 4 ends the determination parameter calculation process.
Specifically, when the high-speed rotation stage is set in step S8, the determination parameter calculation unit 4 determines that the state is the #2 cylinder accumulation end stage when it is detected that the crank angle reaches 720 degrees from the electric signal input from the crank sensor 22, and otherwise determines that the state is not the #2 cylinder accumulation end stage. When the low/medium rotation stage is set in step S9, the determination parameter calculation unit 4 determines that the engine is in the #2 cylinder accumulation end stage when it is detected that the crank angle reaches X2 degrees based on the electric signal input from the crank sensor 22, and otherwise determines that the engine is not in the #2 cylinder accumulation end stage.
In the process of step S13, the judgment parameter calculation section 4 outputs the integrated value as the judgment parameter for the #2 cylinder to the misfire judging section 5.
Specifically, when the high speed rotation stage has been set in step S8, the determination parameter calculation unit 4 outputs the integrated value of the relative crank angle velocity integrated in the integrated section from the compression TDC stage of the #2 cylinder at the time of ignition of the #2 cylinder, that is, the stage of the #2 cylinder at the crank angle X1 (the start of the expansion stroke of the #2 cylinder) to the crank angle 720 to the misfire judging unit 5. When the low/medium rotation stage has been set in step S9, the determination parameter calculation unit 4 outputs the integrated value of the relative crank angular velocity integrated in the integration section from the compression TDC stage of the #2 cylinder at the time of ignition of the #2 cylinder, that is, the stage of the crankshaft angle being X1 (the start of the expansion stroke of the #2 cylinder) to the crankshaft angle X2 to the misfire determination unit 5.
Thus, the process of step S13 is completed, and the current determination parameter calculation process ends.
In the process of step S14, the determination parameter calculation unit 4 resets the integrated value as the determination parameter to "0". Thereby, the process of step S14 is completed, and the determination parameter calculation process ends.
In this way, when the engine in which the unequal interval combustion is performed is rotating at a high speed, in which each cylinder is affected by the operation of the other cylinder in a different manner, the cumulative section is set to a section length relatively independent of each other in the #1 cylinder and the #2 cylinder, so that unnecessary effects due to the operation of the other cylinder when the cumulative value of the relative crank angular velocity is solved can be suppressed, and the variation in the cumulative value can be reduced.
Although the above is a specific example of the determination parameter calculation process, when the engine is rotating at a high speed, any integration interval may be set as long as the time from the ignition of the cylinder in which the misfire determination is performed to the ignition of the next cylinder in which the misfire determination is performed is shorter. That is, when the engine is rotating at a high speed, the time from the ignition of the cylinder in which the misfire determination is performed to the ignition of the next cylinder may be set to be shorter than the time from the ignition of the cylinder in which the misfire determination is performed to the ignition of the next cylinder, or the length of the section from the start of the expansion stroke of the cylinder in which the misfire determination is performed to the time immediately before the ignition of the next cylinder may be set. In addition, when the engine is rotating at a medium/low speed, any integration interval may be set as long as the length of the integration interval is shorter than the length of the integration interval set at the time of high-speed rotation of the engine. That is, when the engine is rotating at a medium/low speed, the integrated section from the compression TDC stage of the cylinder subjected to misfire detection, or from the start of the expansion stroke to the end of the expansion stroke may be set.
< misfire identification processing >
In the engine misfire detection apparatus 1 having the above configuration, misfire determination processing is executed that determines misfire of the engine. Hereinafter, a specific flow of the misfire identification processing in the present embodiment will be described in detail with reference to fig. 4.
Fig. 4 is a flowchart showing the flow of the misfire determination processing in the present embodiment.
In fig. 4, a case where the misfire identification process is executed will be described with respect to an engine having 2 cylinders, i.e., the #1 cylinder and the #2 cylinder. In addition, although fig. 4 shows an example in which the misfire judging process is executed in the engine having 2 cylinders in the present embodiment, the misfire judging process may be executed in a single-cylinder engine or an engine having 3 or more cylinders.
The flowchart shown in fig. 4 starts at the timing when the internal combustion engine misfire detection apparatus 1 is operated by starting the vehicle such as a saddle-type vehicle, and the misfire determination process proceeds to the process of step S21. This misfire determination process is repeatedly executed while the engine misfire detection apparatus 1 is operated by starting the vehicle.
In the process of step S21, the misfire judging section 5 judges whether or not the expansion stroke of the #1 cylinder is at the end stage. Specifically, the misfire judging section 5 judges whether or not the accumulated value is input as the judgment parameter for the #1 cylinder from the judgment parameter calculating section 4. When the determination result is that the engine is at the stage of the end of the expansion stroke of the #1 cylinder, the misfire determination section 5 advances the misfire determination process to the process of step S22. On the other hand, when the engine misfire judging section 5 is not in the expansion stroke end stage of the #1 cylinder, the engine misfire judging section advances the engine misfire judging process to the process of step S24.
In the processing of step S22, the misfire judging section 5 judges whether or not the integrated value of the judging parameter as the #1 cylinder indicated by the electric signal input from the judging parameter calculating section 4 is equal to or less than the judging threshold value for the #1 cylinder indicated by the electric signal input from the judging threshold value retrieving section 3. At this time, the determination threshold value for #1 cylinder is set to a larger value as the load state of the engine is higher. Accordingly, when the load condition of the engine is high, the generated torque of the engine relatively increases and the integrated value as the determination parameter correlated with the generated torque of the engine also increases as compared with the normal combustion, and therefore, the determination threshold value for the #1 cylinder is set to be larger as the load condition of the engine is higher, whereby misfiring can be detected with high accuracy.
When the integrated value of the determination parameters for the #1 cylinder is equal to or less than the determination threshold value for the #1 cylinder as a result of the determination, the misfire determination section 5 advances the misfire determination process to the process of step S23. On the other hand, when the integrated value as the determination parameter for the #1 cylinder is larger than the determination threshold value for the #1 cylinder, the misfire determination section 5 advances the misfire determination process to the process of step S27.
In the process of step S23, the misfire judging section 5 judges that misfire occurred in the #1 cylinder. Thus, the process at step S23 is completed, and the misfire identification process proceeds to step S27.
In the process of step S24, the misfire judging section 5 judges whether or not it is in the expansion stroke end stage of the #2 cylinder. Specifically, the misfire judging section 5 judges whether or not the accumulated value is input as the judgment parameter for the #2 cylinder from the judgment parameter calculating section 4. When the determination result is that the expansion stroke of the #2 cylinder is at the end stage, the misfire determination section 5 advances the misfire determination process to the process of step S25. On the other hand, when the engine misfire judging section 5 is not in the expansion stroke end stage of the #2 cylinder, the engine misfire judging section advances the engine misfire judging process to the process of step S27.
In the processing of step S25, the misfire judging section 5 judges whether or not the integrated value of the judging parameter as the #2 cylinder indicated by the electric signal input from the judging parameter calculating section 4 is equal to or less than the judging threshold value for the #2 cylinder indicated by the electric signal input from the judging threshold value retrieving section 3. In this case, the determination threshold value for the #2 cylinder is set to a larger value as the load state of the engine is higher. Accordingly, when the load condition of the engine is high, the generated torque of the engine is relatively increased and the integrated value as the determination parameter correlated with the generated torque of the engine is also increased as compared with the normal combustion, and therefore, the determination threshold value for the #2 cylinder is set to be larger as the load condition of the engine is higher, whereby the misfire can be detected with high accuracy.
When the integrated value of the determination parameters for the #2 cylinder is equal to or less than the determination threshold value for the #2 cylinder as a result of the determination, the misfire determination section 5 advances the misfire determination process to the process of step S26. On the other hand, when the integrated value as the determination parameter for the #2 cylinder is larger than the determination threshold value for the #2 cylinder, the misfire determination section 5 advances the misfire determination process to the process of step S27. In this way, by making the determination threshold value to be compared with the integrated value of the #1 cylinder and the determination threshold value to be compared with the integrated value of the #2 cylinder different from each other, it is possible to prevent erroneous detection of misfire in each of the cylinders having different combustion states.
In the process of step S26, the misfire judging section 5 judges that the #2 cylinder has misfired. Thus, the process at step S26 is completed, and the misfire determination process proceeds to step S27.
In the process of step S27, the misfire judging section 5 performs a count process of incrementing or decrementing a count value of a counter, not shown. Thus, the process at step S27 is completed, and the misfire determination process proceeds to step S28.
In the process of step S28, the misfire judging section 5 judges whether or not the failure notification is required based on the count value. When the failure notification is required as a result of the determination, the misfire judging section 5 advances the misfire judging process to the process of step S29. Specifically, the misfire judging section 5 judges that the failure notification is necessary when the count value reaches a predetermined value. On the other hand, when the failure notification is not required, the misfire judging section 5 advances the misfire judging process to the process of step S30. Specifically, when the count value does not reach the predetermined value, the misfire judging section 5 judges that the failure notification is not necessary.
In the process of step S29, the misfire judging section 5 turns on the display device 24 to notify that a misfire occurred. Thus, the process of step S29 is completed, and the present misfire determination process ends.
In the process of step S30, the misfire judging section 5 turns off the display device 24 without notifying the occurrence of the misfire. Thus, the process of step S30 is completed, and the present misfire determination process ends.
In the above-described engine misfire detection apparatus according to the present embodiment, since the integrated section of the integrated value of the deviation between the reference value of the rotation speed parameter and the rotation speed parameter corresponding to the rotation speed of the engine is set according to the rotation speed of the engine, the misfire of the 4-stroke/cycle engine can be detected by using the integrated value integrated in the appropriate integrated section, and the risk of erroneous detection of the misfire of the engine can be reduced.
Further, in the internal combustion engine misfire detection apparatus according to the present embodiment, in the internal combustion engine that has a plurality of cylinders and performs ignition of each cylinder so that expansion strokes of the cylinders do not overlap each other, the accumulation section when the rotation speed of the internal combustion engine is equal to or greater than the predetermined rotation speed is set to be shorter than the length of the section from the ignition of the cylinder for which misfire determination is performed to the ignition of the next cylinder for ignition, and the accumulation section when the rotation speed of the internal combustion engine is less than the predetermined rotation speed is set to be shorter than the accumulation section when the rotation speed of the internal combustion engine is equal to or greater than the predetermined rotation speed.
Further, in the internal combustion engine misfire detection apparatus according to the present embodiment, in the internal combustion engine that has a plurality of cylinders and performs ignition of each cylinder so that expansion strokes of the cylinders do not overlap each other, the cumulative section of each cylinder is set to a section length that is relatively independent of each other, and therefore, even when combustion conditions of each cylinder of the internal combustion engine having 2 or more cylinders are different, misfire of the internal combustion engine can be accurately detected.
Further, in the internal combustion engine misfire detection apparatus according to the present embodiment, in the internal combustion engine having a plurality of cylinders and performing ignition of each cylinder so that expansion strokes of the cylinders do not overlap with each other, the integrated section in the case where the rotation speed of the internal combustion engine is less than the predetermined rotation speed is set to the length of the section from the start to the end of the expansion stroke of the internal combustion engine, and the integrated section in the case where the rotation speed of the internal combustion engine is equal to or greater than the predetermined rotation speed is set to the length of the section from the start to the immediately preceding time of the ignition of the next cylinder to be ignited, so that the integrated section excluding the section after the exhaust stroke is set at the low-speed rotation of the engine, and the deviation of the rotation speed parameter due to the influence of friction or the like that does not depend on combustion is suppressed, and the integrated section after the expansion stroke is set at the high-speed rotation of the engine, The cumulative interval until the time immediately before the ignition of the next ignition cylinder suppresses the deviation of the rotation speed parameter due to the influence of the inertial force or the like that does not depend on the combustion, and thus the S/N ratio of the deviation between the normal ignition time and the misfire time can be increased.
Further, in the internal combustion engine misfire detection apparatus according to the present embodiment, the filter removes a high-frequency component included in the electric signal indicating the rotation speed parameter, calculates the reference value of the rotation speed parameter, and calculates the deviation between the reference value and the rotation speed parameter indicated by the electric signal from which the high-frequency component is removed, so that the noise included in the electric signal indicating the rotation speed parameter can be removed, and the integrated value can be calculated with high accuracy.
In the present invention, the types, shapes, arrangements, numbers, and the like of the components are not limited to the above-described embodiments, and it goes without saying that the components can be appropriately replaced with components and the like that can exert equivalent operational effects, and it is needless to say that the components can be appropriately modified within a range that does not depart from the gist of the present invention.
Specifically, in the above embodiment, the determination threshold corresponding to the load state of the engine is set, but the determination threshold may be set in advance as a fixed value regardless of the load state of the engine.
In the above embodiment, the notification is performed by displaying on the display device when the misfire is detected, but the misfire may be notified by voice, sound, or light, and in addition to the notification of the misfire, the control of changing the operating state of the engine when the misfire is detected may be performed, or the control of changing the operating state of the engine when the misfire is detected may be performed without notifying the misfire.
In the above embodiment, the crank angular velocity is used when calculating the integrated value to be compared with the determination threshold, but the present invention is not limited thereto, and any parameter relating to the crank angular velocity may be used.
Industrial applicability
As described above, the present invention can provide an engine misfire detection apparatus capable of reducing erroneous detection of the risk of engine misfire by detecting the 4-stroke/cycle engine misfire using the integrated value obtained by integrating the integrated value in the appropriate integration section, and is expected to be widely applied to engine misfire detection apparatuses for vehicles such as motorcycles because of its general and widespread characteristics.
Claims (4)
1. A misfire detection apparatus for an internal combustion engine that detects misfire in a 4-stroke/cycle internal combustion engine, comprising:
a calculation unit that calculates a rotation speed parameter corresponding to a rotation speed of the internal combustion engine for each predetermined crank angle, calculates a reference value of the rotation speed parameter, calculates a deviation between the reference value and the rotation speed parameter, and calculates an integrated value of the deviation; and
a judging section for performing misfire judgment based on the accumulated value,
the internal combustion engine has a plurality of cylinders, and performs ignition of each cylinder in such a manner that expansion strokes of the cylinders do not overlap with each other,
the calculation unit sets an integrated section of the integrated value when the engine has a predetermined number of revolutions or more as a section from the ignition of a cylinder subjected to the misfire determination to be shorter than a section length from the ignition of the cylinder subjected to the misfire determination to the ignition of a next cylinder subjected to the misfire determination, and sets the integrated section when the engine has a smaller number than the predetermined number of revolutions as a section from the ignition of the cylinder subjected to the misfire determination to be shorter than the integrated section when the engine has the smaller number of revolutions or more.
2. The internal combustion engine misfire detection apparatus according to claim 1,
the internal combustion engine has a plurality of cylinders, ignition of each cylinder is performed in such a manner that expansion strokes of the cylinders do not overlap with each other,
the calculation unit sets the integration sections to section lengths independent of each other for each cylinder.
3. The internal combustion engine misfire detection apparatus according to claim 1 or 2,
the internal combustion engine has a plurality of cylinders, ignition of each cylinder is performed in such a manner that expansion strokes of the cylinders do not overlap with each other,
the calculation unit sets the integration interval when the rotation speed of the internal combustion engine is less than a predetermined rotation speed to a length of an interval from a start time to an end time of an expansion stroke of the internal combustion engine, and sets the integration interval when the rotation speed of the internal combustion engine is equal to or greater than the predetermined rotation speed to a length of an interval from the start time of the expansion stroke of the internal combustion engine to immediately before an ignition time of a next ignition cylinder.
4. The internal combustion engine misfire detection apparatus according to claim 1 or 2,
the calculation unit includes a filter that removes a high-frequency component included in the electric signal indicating the rotation speed parameter, and calculates the reference value of the rotation speed parameter indicated by the electric signal from which the high-frequency component is removed by the filter, and calculates the deviation between the reference value and the rotation speed parameter indicated by the electric signal from which the high-frequency component is removed by the filter.
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| JP2017-164020 | 2017-08-29 | ||
| JP2017164020A JP6484306B2 (en) | 2017-08-29 | 2017-08-29 | Internal combustion engine misfire detection device |
| PCT/JP2018/029626 WO2019044426A1 (en) | 2017-08-29 | 2018-08-07 | Internal combustion engine misfire detector |
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| CN111033021A CN111033021A (en) | 2020-04-17 |
| CN111033021B true CN111033021B (en) | 2022-06-21 |
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| JP (1) | JP6484306B2 (en) |
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| JP7272144B2 (en) * | 2019-07-04 | 2023-05-12 | 株式会社アイシン | Misfire determination device for multi-cylinder 4-stroke engine |
| JP7029713B2 (en) * | 2019-09-04 | 2022-03-04 | 雅浩 菅野 | Fittings for steel pipes |
| JP7055159B2 (en) * | 2020-03-31 | 2022-04-15 | 本田技研工業株式会社 | Misfire judgment device |
| EP3916398B1 (en) * | 2020-05-29 | 2023-10-18 | Honda Motor Co., Ltd. | Crank angular velocity measuring device and misfire detection device |
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| DE112018004908T5 (en) | 2020-06-18 |
| DE112018004908B4 (en) | 2024-02-08 |
| CN111033021A (en) | 2020-04-17 |
| WO2019044426A1 (en) | 2019-03-07 |
| JP6484306B2 (en) | 2019-03-13 |
| JP2019039412A (en) | 2019-03-14 |
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