JPH0461291B2 - - Google Patents
Info
- Publication number
- JPH0461291B2 JPH0461291B2 JP58106699A JP10669983A JPH0461291B2 JP H0461291 B2 JPH0461291 B2 JP H0461291B2 JP 58106699 A JP58106699 A JP 58106699A JP 10669983 A JP10669983 A JP 10669983A JP H0461291 B2 JPH0461291 B2 JP H0461291B2
- Authority
- JP
- Japan
- Prior art keywords
- rotational speed
- engine
- cylinder
- rotation speed
- rotation
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 claims description 34
- 238000004880 explosion Methods 0.000 claims description 32
- 238000000034 method Methods 0.000 claims description 18
- 230000015654 memory Effects 0.000 description 22
- 238000012937 correction Methods 0.000 description 12
- 238000010586 diagram Methods 0.000 description 9
- 238000007796 conventional method Methods 0.000 description 7
- 238000005259 measurement Methods 0.000 description 7
- 230000001052 transient effect Effects 0.000 description 7
- 239000000446 fuel Substances 0.000 description 5
- 238000012545 processing Methods 0.000 description 4
- 230000010349 pulsation Effects 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000007493 shaping process Methods 0.000 description 3
- 230000000737 periodic effect Effects 0.000 description 2
- 101100191136 Arabidopsis thaliana PCMP-A2 gene Proteins 0.000 description 1
- 101100422768 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) SUL2 gene Proteins 0.000 description 1
- 101100048260 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) UBX2 gene Proteins 0.000 description 1
- 230000006399 behavior Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 239000000696 magnetic material Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/042—Testing internal-combustion engines by monitoring a single specific parameter not covered by groups G01M15/06 - G01M15/12
- G01M15/046—Testing internal-combustion engines by monitoring a single specific parameter not covered by groups G01M15/06 - G01M15/12 by monitoring revolutions
-
- 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
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Measuring Fluid Pressure (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
〔技術分野〕
本発明は内燃機関の出力変動を測定する方法に
関するものである。DETAILED DESCRIPTION OF THE INVENTION [Technical Field] The present invention relates to a method for measuring output fluctuations of an internal combustion engine.
近年、排気公害防止あるいは省エネルギーの対
策として、エンジンの点火時期や空燃比を最適に
調整するための努力がなされているが、点火時期
や空燃比の適否を検出する一手段としてエンジン
の出力変動を測定することが行なわれている。
In recent years, efforts have been made to optimally adjust the ignition timing and air-fuel ratio of engines as a measure to prevent exhaust pollution and save energy. Measurements are being taken.
この出力変動測定の従来方法としては、特開昭
51−104106、特開昭53−65531、特開昭57−
106834等に記載の方法が知られている。これら従
来の方法はいずれもクランクシヤフト１回転に要
する時間Tiを時系列的に測定し、その各１回転
の平均回転数を逐次に比較し、内燃機関の変動を
求めようとするものである。 The conventional method for measuring this output fluctuation is
51-104106, JP-A-53-65531, JP-A-57-
106834 and the like are known. In all of these conventional methods, the time Ti required for one revolution of the crankshaft is measured in time series, and the average rotational speed for each revolution is successively compared to determine fluctuations in the internal combustion engine.
一方、実車における期間の回転数は、舗装路か
悪路かの断面状態の違いによつても影響を受け
る。第１図は車輌を一定速度で走行させ、クラン
クシヤフトの30℃Ａの回転間隔で測定した回転数
の変動変形を示したものであり、それぞれ(1)は台
上の場倍、(2)は舗装路の場合、(3)は悪路の場合の
波形である。ここに１回転は360℃Ａに相当し、
空燃比Ａ／Ｆは14.5に選ばれている。この第１図
からも明らかなように、車輌が一定速度で走行し
ているにもかかわらず、悪路の場合は断面の凹凸
により回転数が大きく変化する。 On the other hand, the number of rotations during a period in an actual vehicle is also affected by the difference in the cross-sectional condition of the road, whether it is a paved road or a rough road. Figure 1 shows the variation of the rotational speed measured at a rotation interval of 30°C of the crankshaft while the vehicle was running at a constant speed. is the waveform for a paved road, and (3) is the waveform for a rough road. Here, one revolution corresponds to 360℃A,
The air-fuel ratio A/F is chosen to be 14.5. As is clear from FIG. 1, even though the vehicle is traveling at a constant speed, when the road is rough, the rotational speed changes greatly due to the unevenness of the cross section.
このようにクランクシヤフト１回転に要する時
間Tiで測定した平均回転数は、エンジンの出力
変動以外に断面の凹凸によるエンジンの負荷変動
によつても大きく影響される。したがつて、クラ
ンクシヤフト１回転に要する時間Tiから１回転
ごとの平均回転数を測定して回転数変動、すなわ
ち出力変動を測定する従来方式では、出力変動を
厳密に検出することが困難であるという問題点が
ある。 As described above, the average rotational speed measured by the time Ti required for one rotation of the crankshaft is greatly influenced not only by engine output fluctuations but also by engine load fluctuations due to unevenness of the cross section. Therefore, with the conventional method of measuring rotational speed fluctuations, that is, output fluctuations, by measuring the average rotational speed per revolution from the time Ti required for one crankshaft rotation, it is difficult to accurately detect output fluctuations. There is a problem.
本発明の目的は、実車走行時において、断面状
態の影響を受けずに、また負荷変動やアクセルペ
ダルの操作すなわち過渡状態においても影響され
ることなく、内燃機関の定常状態、過渡状態のい
ずれの出力変動をも正確に測定できるようにする
ことにある。
It is an object of the present invention to maintain both the steady state and the transient state of an internal combustion engine during actual vehicle driving without being affected by the cross-sectional state, load fluctuations, accelerator pedal operation, or transient states. The purpose is to enable accurate measurement of output fluctuations.
本発明においては、内燃機関の回転速度を検出
し、該機関の爆発行程の少なくとも２ケ所の所定
クランク角位置において検出された回転速度Nn、
Noの偏差により回転速度変化量ΔNを演算し、該
回転速度変化量ΔNを前記回転速度が大きくなる
程大きく補正し、該補正された回転速度変化量を
前記機関の出力変動として測定する内燃機関の出
力変動測定方法が提供される。
In the present invention, the rotational speed of an internal combustion engine is detected, and the rotational speed N n detected at at least two predetermined crank angle positions in the explosion stroke of the engine,
An internal combustion engine that calculates a rotational speed change amount ΔN based on the deviation of N o , corrects the rotational speed change amount ΔN more as the rotational speed increases, and measures the corrected rotational speed change amount as an output fluctuation of the engine. A method for measuring engine output fluctuations is provided.
本発明は、本発明者の得た下記の知見に基づい
ている。 The present invention is based on the following findings obtained by the inventor.
すなわち、第２図に４サイクル、４気筒エンジ
ンの回転数の経時変化が示される。各気筒は第
１、第３、第４、第２気筒の順に爆発行程を繰り
返しており、第２図中、、、、はそれぞ
れ第１、第２、第３、第４気筒の爆発行程におけ
る回転数変化であることを示す。Ｓ（TDC）は上
死点信号をあらわし、S′はクランクシヤフトの30
℃Ａの回転ごとに出力される回転周期信号をあら
わす。No(1)、Nn(1)、No(2)、Nn(2)はそれぞれ所
定の気筒（この場合は第１気筒）の所定のクラン
クシヤフト回転角における平均回転数をあらわ
し、No(1)等の添字のｎはTDC後の30℃Ａから60
℃Ａまでの平均回転数であることを、またNn(1)
等のｍはTDC後と90℃Ａから120℃Ａまでの平均
回転数であることをあらわし、さらにNo(1)、No
(2)等の(1)、(2)の数字は、それぞれ所定の気筒の第
１回目、第２回目の爆発行程における平均回転数
であることをあらわす。 That is, FIG. 2 shows the change over time in the rotational speed of a 4-cycle, 4-cylinder engine. Each cylinder repeats the explosion stroke in the order of the 1st, 3rd, 4th, and 2nd cylinders. Indicates a change in rotational speed. S (TDC) represents the top dead center signal, and S' is the 30° of the crankshaft.
It represents the rotation period signal output every rotation of °CA. N o (1), N n (1), N o (2), N n (2) each represent the average rotational speed of a predetermined cylinder (first cylinder in this case) at a predetermined crankshaft rotation angle, The subscript n in N o (1) etc. is 60 from 30℃A after TDC.
The average rotational speed up to ℃A, and N n (1)
etc., m represents the average rotational speed after TDC and from 90℃A to 120℃A, and furthermore, N o (1), N o
The numbers (1) and (2) in (2), etc. represent the average rotational speed in the first and second explosion strokes of a predetermined cylinder, respectively.
このようにエンジンの回転数変化をミクロ的に
観察すると、エンジンの回転数変化はアクセル操
作や上記負荷変動に基因する比較的周期の長い回
転数変化に、各気筒の爆発行程で生じる短かい周
期の脈動的な回転数変化が重畳している。エンジ
ンのトルクあるいは気筒内圧力についても同様に
脈動的変化が現われる。 If we observe changes in engine speed from a microscopic perspective, we can see that changes in engine speed consist of relatively long-cycle changes in engine speed caused by accelerator operation and the above-mentioned load fluctuations, and short-cycle changes that occur during the explosion stroke of each cylinder. The pulsating rotational speed changes are superimposed. Similarly, pulsating changes appear in engine torque or cylinder pressure.
この内燃機関の爆発行程にあらわれる上記脈動
的回転数を用いて、所定の気筒の相続く爆発行程
における所定タイミングでの回転数変化量△Ｎを
次式、
△Ｎ＝Nn−No
で求める。この回転数変化量△Ｎと平均有効圧力
Piとの関係を第３図、第４図に示す。第３図、第
４図において、横軸は平均有効圧力Pi〔Kg／cm2〕
を、縦軸は回転数変化量△Ｎ〔rpm〕をあらわし、
第３図は1000rpmの場合、第４図は1500rpmの場
合である。第３図、第４図に示されるように、回
転数が変化すれば、Piと△Ｎの関係も変化する。 Using the above-mentioned pulsating rotation speed that appears in the explosion stroke of the internal combustion engine, calculate the amount of rotation speed change △N at a predetermined timing in successive explosion strokes of a predetermined cylinder using the following formula, △N=N n −N o . . This rotational speed change △N and average effective pressure
The relationship with Pi is shown in Figures 3 and 4. In Figures 3 and 4, the horizontal axis is the average effective pressure Pi [Kg/cm 2 ]
, the vertical axis represents the rotational speed change △N [rpm],
Fig. 3 shows the case of 1000 rpm, and Fig. 4 shows the case of 1500 rpm. As shown in FIGS. 3 and 4, if the rotational speed changes, the relationship between Pi and ΔN also changes.
平均有効圧力Piの標準偏差σ（Pi）と回転数変
化量△Ｎの標準偏差σ（△Ｎ）の関係を第５図、
第６図に示す。第５図において横軸は空燃比Ａ／
Ｆを、左側縦軸（白丸印）は平均有効圧力Piの標
準偏差σ（Pi）〔Kg／cm2〕を、右側縦軸（黒四角
印）は回転数変化量△Ｎの標準偏差σ（△Ｎ）
〔rpm〕をあらわす。第５図においては回転数を
1000rpm、トルクを４Kg・ｍとしている。第６図
において横軸はσ（Pi）〔Kg／cm2〕を、縦軸はσ
（△Ｎ）〔rpm〕をあらわす。 Figure 5 shows the relationship between the standard deviation σ (Pi) of the average effective pressure Pi and the standard deviation σ (△N) of the rotational speed variation △N.
It is shown in FIG. In Figure 5, the horizontal axis is the air-fuel ratio A/
The left vertical axis (white circle) is the standard deviation σ (Pi) [Kg/cm 2 ] of the average effective pressure Pi, and the right vertical axis (black square) is the standard deviation σ ( △N)
Represents [rpm]. In Figure 5, the rotation speed is
1000rpm, torque is 4Kg・m. In Figure 6, the horizontal axis represents σ (Pi) [Kg/cm 2 ], and the vertical axis represents σ
(△N) represents [rpm].
第３図ないし第６図に示すように、内燃機関の
爆発行程にあわわれる上記脈動的な回転数を用い
れば、内燃機関の出力をかなり精度よく検出でき
る。 As shown in FIGS. 3 to 6, the output of the internal combustion engine can be detected with considerable accuracy by using the pulsating rotational speed that corresponds to the explosion stroke of the internal combustion engine.
第７図、第８図は路画状態を変えたときの従来
方法で求めた△Ｎと爆発行程時での脈動変化量の
差から計算した△Ｎを示したものであり、第７図
は従来方法の場合、第８図は爆発行程時での脈動
変化量の差から計算する本発明における方法の場
合をあらわす。第７図、第８図において(1)は台上
の場合を、(2)は悪路の場合をあらわす。 Figures 7 and 8 show △N calculated from the difference between the △N obtained by the conventional method when changing the road image state and the amount of pulsation change during the explosion stroke. In the case of the conventional method, FIG. 8 shows the case of the method of the present invention, which calculates from the difference in the amount of change in pulsation during the explosion stroke. In Figures 7 and 8, (1) represents the case on a platform, and (2) represents the case on a rough road.
第７図に示すように、クランクシヤフト１回転
に要する時間Tiを時系列的に測定しその値から
求めた回転数を逐次比較し内燃機関の回転数変動
すなわち燃焼変動を求める従来方式は断面状態の
影響を大きく受ける。これに対し、第８図に示す
ように、内燃機関の爆発行程にあらわれる脈動的
な回転数変化量を求め、所定気筒における相続く
爆発行程での前記回転数変化量を逐次に比較して
燃焼変動を求めた本方式では略面の影響がこく小
さいことが明らかである。すなわち、これは各爆
発行程での脈動変化量は極めて短時間において測
定されるものであつて、その間におけるアクセル
操作ないしエンジン負荷変動による回転数変化量
はほとんど無視し得るからであり、これにより略
面状態に影響されない出力測定が可能であること
が明らかとなる。 As shown in Figure 7, the conventional method of measuring the time Ti required for one rotation of the crankshaft over time and successively comparing the rotation speeds obtained from the values to determine the rotation speed fluctuations, that is, combustion fluctuations of the internal combustion engine, is based on the cross-sectional state. greatly influenced by. On the other hand, as shown in Fig. 8, the pulsating rotational speed change that appears in the explosion stroke of the internal combustion engine is determined, and the rotational speed change in successive explosion strokes in a predetermined cylinder is compared sequentially. It is clear that the influence of the approximate surface is very small in this method of determining fluctuations. In other words, this is because the amount of pulsation change in each explosion stroke is measured in an extremely short period of time, and the amount of rotation speed change due to accelerator operation or engine load fluctuation during that time can be almost ignored. It becomes clear that output measurement that is not affected by surface conditions is possible.
一方、第３図および第４図からわかるように、
各回転数での本発明による回転数変化量△Ｎ、す
なわち爆発行程時での脈動回転数の差から計算し
た回転数変化量△Ｎと平均有効圧力Piとの関係
は、各回転数ごとに異なる傾きを示す。 On the other hand, as can be seen from Figures 3 and 4,
The relationship between the rotational speed variation △N according to the present invention at each rotational speed, that is, the rotational speed change △N calculated from the difference in pulsating rotational speed during the explosion stroke, and the average effective pressure Pi is for each rotational speed. Showing different slopes.
燃焼変動を求めるには、所定の気筒での燃焼状
態を示す回転数変化量△Ｎ、例えば第２図では
△N1＝Nn(1)−No(1)
△N2＝Nn(2)−No(2)
を検出するか、もしくはこの回転数変化量ΔN1、
△N2の差である回転数変動△N′
△N′＝△N1−△N2
を検出すればよいが、前述の如く、回転数により
特性は異なつたものとなるため、各回転数変化量
△Ｎを単純には比較できない。 To find the combustion fluctuation, the rotational speed change △N that indicates the combustion state in a given cylinder, for example in Fig. 2, △N 1 = N n (1)−N o (1) △N 2 = N n ( 2)−N o (2) or detect this rotational speed variation ΔN 1 ,
It is sufficient to detect the rotational speed fluctuation △N′ △N′=△N 1 −△N 2 which is the difference between △N 2 , but as mentioned above, the characteristics differ depending on the rotational speed, so The amount of change ΔN cannot be simply compared.
そこで、上記内燃機関の爆発行程にあらわれる
脈動的な回転数変化量△Ｎ、
△Ｎ＝Nn−No
を検出し、かつこの検出した△Ｎを回転数で補正
することによつて、もしくは爆発行程時の回転数
変化量計算前の各回転数を回転数補正しその補正
後の値を用いて爆発行程にあらわれる脈動的な回
転数変化量△Ｎを求めることによつて、回転数に
影響されない、すなわちある一定の回転数の値で
揃えることができるため過渡状態でも影響されな
い正確な回転数変化量の検出が可能となり、した
がつて正確な出力変動の測定が可能となる。 Therefore, by detecting the pulsating rotational speed variation △N, △N=N n −N o that appears in the explosion stroke of the internal combustion engine, and correcting this detected △N by the rotational speed, or By correcting each rotation speed before calculating the rotation speed change amount during the explosion stroke, and using the corrected value to find the pulsating rotation speed change amount △N that appears in the explosion stroke, the rotation speed can be calculated. Since it is unaffected, that is, the rotation speed can be adjusted to a certain constant value, it is possible to accurately detect the amount of change in the rotation speed without being affected even in a transient state, and therefore, it is possible to accurately measure output fluctuations.
本発明の一実施例としての内燃機関の出力変動
測定方法を行う装置が第９図に示される。
FIG. 9 shows an apparatus for performing a method for measuring output fluctuations in an internal combustion engine as an embodiment of the present invention.
第９図において、Ｅは出力変動測定対象たる４
サイクル、４気筒のエンジンで、そのクランクシ
ヤフト１の先端に位置するプーリ２には角度信号
板３が取り付けてある。角度信号板３は磁性体の
円板で、その周上には12枚の歯が形成してある。
４は上記信号板３の歯と対向するように設けた角
度信号センサで、シヤフト１と一体回転する上記
信号板３の各歯の通過毎にパルス信号を出力す
る。したがつてセンサ４はシヤフト１の回転で12
パルスの信号を出力する。またシヤフト１は第１
気筒より第４気筒まで爆発行程が一巡する間に２
回転する。 In Fig. 9, E is 4 which is the output fluctuation measurement target.
It is a cycle, four-cylinder engine, and an angle signal plate 3 is attached to a pulley 2 located at the tip of a crankshaft 1. The angle signal plate 3 is a disk made of magnetic material, and 12 teeth are formed on its circumference.
Reference numeral 4 denotes an angle signal sensor provided so as to face the teeth of the signal plate 3, which outputs a pulse signal every time each tooth of the signal plate 3, which rotates integrally with the shaft 1, passes. Therefore, sensor 4 detects 12 rotations of shaft 1.
Outputs a pulse signal. Also, shaft 1 is the
During one round of the explosion stroke from the cylinder to the 4th cylinder, 2
Rotate.
５はデイストリピユータ、６はデイストリロピ
ユータ５に内蔵された気筒判別センサで、第１気
筒の圧縮上死点にてパルス信号を出力する。７は
出力変動の演算ユニツトであり、上記角度信号セ
ンサ４および気筒判別センサ６のパルス信号が入
力する。 Reference numeral 5 denotes a distributor, and 6 a cylinder discrimination sensor built into the distributor 5, which outputs a pulse signal at the compression top dead center of the first cylinder. Reference numeral 7 denotes an output fluctuation calculation unit, into which pulse signals from the angle signal sensor 4 and cylinder discrimination sensor 6 are input.
第１０図は出力変動の演算ユニツト７の構成を
示すもので、第１０図により演算ユニツトを説明
する。角度信号センサ４からの角度信号は波形整
形回路７１Ａで波形整形され、回転数計数回路７
２に入力される。回転数計数回路７２は16ビツト
の２進カウンタで構成され角度信号の30℃Ａの周
期を計数して計算回路７４に２進データで送り計
算回路７４はこれを逆数演算して回転数とする。
計算回路７４としてはマイクロコンピユータを用
いることができる。 FIG. 10 shows the configuration of the output fluctuation calculation unit 7, and the calculation unit will be explained with reference to FIG. The angle signal from the angle signal sensor 4 is waveform-shaped by a waveform shaping circuit 71A, and then passed to the rotation speed counting circuit 7.
2 is input. The rotation number counting circuit 72 is composed of a 16-bit binary counter, and counts the 30°A cycle of the angle signal and sends it to the calculation circuit 74 as binary data, which calculates the reciprocal of this and uses it as the rotation number. .
A microcomputer can be used as the calculation circuit 74.
気筒判別センサ６からの気筒判別信号は波形整
形回路７１Ｂで波形整形され、読込み回路７３を
経て計算回路７４に入力される。前記計算回路７
４で演算されたエンジンの回転数ないしトルク変
動量はＤ／Ａ変換回路７５でアナログ信号に変換
され、図示しない空燃比制御装置あるいは点火時
期制御装置に送られる。 The cylinder discrimination signal from the cylinder discrimination sensor 6 is waveform-shaped by the waveform shaping circuit 71B, and is inputted to the calculation circuit 74 via the reading circuit 73. The calculation circuit 7
The engine speed or torque fluctuation calculated in step 4 is converted into an analog signal by a D/A conversion circuit 75 and sent to an air-fuel ratio control device or an ignition timing control device (not shown).
計算回路７４内で行なわれる回転数変動の算出
手順を第１１図、第１２図により説明する。 The procedure for calculating the rotation speed fluctuation performed within the calculation circuit 74 will be explained with reference to FIGS. 11 and 12.
第１１図１に気筒判別信号７１ｂを示す。信号
７１ｂは第１気筒が上死点に達したしばらく後か
らクランクシヤフト１が30度回転したしばらく後
まで「０」レベルとなる。 FIG. 11 shows the cylinder discrimination signal 71b. The signal 71b remains at the "0" level from a while after the first cylinder reaches top dead center until a while after the crankshaft 1 has rotated 30 degrees.
第１１図２には回転周期信号７１ａを示す。信
号７１ａの各パルスの番号はクランクシヤフト１
が第１気筒上死点から30度回転する毎に順次付し
たもので、第１気筒は０ないし５に対応し、以下
順次第３、第４、第２の各気筒に対応して23まで
付してある。 FIG. 11 shows the rotation period signal 71a. The number of each pulse of signal 71a is crankshaft 1.
is attached sequentially every time the first cylinder rotates 30 degrees from the top dead center, and the first cylinder corresponds to 0 to 5, and then corresponds to the third, fourth, and second cylinders in order up to 23. It is attached.
第１１図３にはクランクシヤフトの30℃Ａの回
転ごとの平均回転数が棒グラフで示される。 In FIG. 11, the average number of revolutions per 30°A revolution of the crankshaft is shown as a bar graph.
さて、回転周期信号７１ａの立下り毎にコンピ
ユータ７４には割込み信号が発せられ、第１２図
に流れ図を示す回転数変動演算プログラムが起動
する。 Now, every time the rotation period signal 71a falls, an interrupt signal is issued to the computer 74, and the rotation speed fluctuation calculation program whose flowchart is shown in FIG. 12 is activated.
上記演算プログラムはステツプS01にて割込前
のレジスタの内容をメモリに退避し、次にステツ
プS02にてリードパルス信号SEL3を発してバス
Ｂに現われた気筒判別信号７１ｂをレジスタA1
に読み込む。ステツプS03にてレジスタA1の
MSBすなわち気筒判別信号７１ｂのレベルを判
定し、第１気筒の爆発行程開始を示す「０」レベ
ルである場合にはステツプS05にてカウント用メ
モリｍをクリアする。「１」レベルの場合にはス
テツプS04にてメモリｍに１を加える。ステツプ
S06ではメモリｍの内容が１、３、７、９、13、
15、19、21のいずれかであればステツプS07以降
に進み、それ以外はステツプS16へジヤンプして
処理を終える。 The above calculation program saves the contents of the register before the interrupt to the memory in step S01, then issues the read pulse signal SEL3 in step S02, and transfers the cylinder discrimination signal 71b appearing on bus B to register A1.
Load into. Register A1 at step S03
The MSB, that is, the level of the cylinder discrimination signal 71b is determined, and if it is at the "0" level indicating the start of the explosion stroke of the first cylinder, the counting memory m is cleared in step S05. If the level is "1", 1 is added to the memory m in step S04. step
In S06, the contents of memory m are 1, 3, 7, 9, 13,
If it is any one of 15, 19, or 21, the process proceeds to step S07 and onwards, otherwise the process jumps to step S16 and ends the process.
ステツプS07ではリードパルス信号SEL1、
SEL2を発し、計数回路７２よりレジスタA2に回
転周期データＴを読み込む。ステツプS08にてレ
ジスタA2の内容すなわち回転周期データＴの逆
数をとり、適当な比例定数Ｋを乗じて平均回転数
を算出し、レジスタA3に格納する。 At step S07, read pulse signal SEL1,
SEL2 is issued and the rotation period data T is read from the counting circuit 72 into the register A2. In step S08, the content of register A2, that is, the reciprocal of rotation period data T is taken, multiplied by an appropriate proportionality constant K to calculate the average rotation number, and stored in register A3.
第１３図は、第３図、第４図を回転数でまとめ
なおした図であり、横軸には回転数Ｎ〔rpm〕、縦
軸には回転数による補正係数αが示され、この補
正係数αを用いて回転数補正を行う。 Fig. 13 is a diagram in which Figs. 3 and 4 are summarized in terms of rotational speed. The horizontal axis shows the rotational speed N [rpm], and the vertical axis shows the correction coefficient α depending on the rotational speed. The rotation speed is corrected using the coefficient α.
この回転数補正方法について説明すると、ステ
ツプS09は第１３図のマツプで前記レジスタA3に
格納されている回転数に対応する回転数の補正係
数αを求め、ステツプS10で前記レジスタA3に格
納された回転数に補正係数αを乗算し、結果をレ
ジスタA4に格納し、ステツプS11で前記レジスタ
A4の内容をメモリに記憶する。 To explain this rotational speed correction method, step S09 calculates the rotational speed correction coefficient α corresponding to the rotational speed stored in the register A3 using the map shown in FIG. The rotation speed is multiplied by the correction coefficient α, the result is stored in register A4, and the register is stored in step S11.
Store the contents of A4 in memory.
このメモリはカウント用メモリｍのとりうる
値、すなわち１、３、７、９、13、15、19、21に
対応して１回の爆発行程に対して８個準備され
る。メモリMn(1)が第１回目の爆発行程における
平均回転数を記憶するメモリであり、メモリMn
(2)が第２回目の爆発行程に対するメモリである。
すなわちメモリM1(2)には第１気筒の第２回目の
爆発行程においてクランクシヤフト１が30度から
60度まで回転する場合の平均回転数が記憶され、
メモリM21(2)には回転数変動測定サイクルの最後
の気筒である第２気筒の爆発行程においてクラン
クシヤフト１が90度から120度まで回転する場合
の平均回転数が記憶される。 Eight such memories are prepared for one explosion stroke, corresponding to the possible values of the counting memory m, ie, 1, 3, 7, 9, 13, 15, 19, and 21. Memory M n (1) is a memory that stores the average rotation speed in the first explosion stroke, and memory M n
(2) is the memory for the second explosion stroke.
In other words, memory M 1 (2) contains the information that crankshaft 1 changes from 30 degrees during the second explosion stroke of the first cylinder.
The average number of rotations when rotating up to 60 degrees is memorized,
The memory M 21 (2) stores the average rotational speed when the crankshaft 1 rotates from 90 degrees to 120 degrees during the explosion stroke of the second cylinder, which is the last cylinder in the rotational speed fluctuation measurement cycle.
ステツプS12ではメモリｍの内容が３、９、
15、21のいずれかであればステツプS13以降に進
み、それ以外はステツプS16へジヤンプして処理
を終える。ステツプS13では前ステツプS07〜S11
で算出されてメモリMn(2)に記憶した所定の気筒
の所定のクランクシヤフト回転角における平均回
転数Nn(2)と前測定サイクルで演出してメモリMn
(1)に記憶した所定の気筒の所定のクランクシヤフ
ト回転角における平均回転数Nn(1)とから所定の
気筒の回転数変動△N′を計算する。この計算式
を式(1)で示す。 In step S12, the contents of memory m are 3, 9,
If it is either 15 or 21, the process proceeds to step S13 and thereafter, otherwise the process jumps to step S16 and ends the process. In step S13, previous steps S07 to S11
The average rotational speed N n (2) at a predetermined crankshaft rotation angle of a predetermined cylinder calculated and stored in the memory M n (2) and the memory M n calculated in the previous measurement cycle
The rotational speed variation ΔN' of the predetermined cylinder is calculated from the average rotational speed N n (1) of the predetermined cylinder at the predetermined crankshaft rotation angle stored in (1). This calculation formula is shown in equation (1).
△N′＝（Nn-2(1)−Nn(1)）
−（Nn-2(2)−Nn(2)） ……(1)
式(1)中、ｍは第１、第３、第４、第２の各気筒
に対応して３、９、15、21の値となる。△N′=(N n-2 (1)−N n (1)) −(N n-2 (2)−N n (2)) ……(1) In formula (1), m is the first , 3, 9, 15, and 21 corresponding to the third, fourth, and second cylinders.
この式(1)について説明すると、式中の（Nn-2
(1)−Nn(1)）、および（Nn-2(2)−Nn(2)）は回転数
変化量△Ｎであつて、これは、第３図、第４図に
示すように内燃機関の燃焼に対応した、しかも第
８図に示すように路面状態に影響されない値であ
る。さらに、本実施例においてはこの回転数変化
量△Ｎを求めるにあたつて、平均回転数を第１３
図の補正係数αで回転数補正しているので、この
回転数変化量△Ｎは回転数による影響を受けな
い。したがつて、式(1)により求めた回転数変動△
N′、すなわち爆発行程時にあらわれる脈動的な
平均回転数から燃焼に対応した回転数変化量△Ｎ
を求め、かつ所定気筒の相続く△Ｎの差として求
めた回転数変動△N′は、内燃機関の回転数が変
化する過渡時でも正確なものとなり、しかもこの
値は路面状態に影響されず、この回転数変動△
N′によつて各所定気筒の燃焼変動が正確に検出
できる。 To explain this formula (1), (N n-2
(1)-N n (1)) and (N n-2 (2)-N n (2)) are the rotational speed changes △N, which are shown in Figures 3 and 4. As shown in FIG. 8, this value corresponds to the combustion of the internal combustion engine and is not affected by the road surface condition. Furthermore, in this embodiment, when calculating the amount of change in rotational speed ΔN, the average rotational speed is
Since the rotation speed is corrected using the correction coefficient α shown in the figure, this rotation speed change amount ΔN is not affected by the rotation speed. Therefore, the rotational speed variation △ determined by formula (1)
N′, that is, the amount of change in rotational speed corresponding to combustion from the pulsating average rotational speed that appears during the explosion stroke △N
The rotational speed fluctuation △N' obtained as the difference between successive △N of a given cylinder is accurate even during transient times when the rotational speed of the internal combustion engine changes, and this value is not affected by road surface conditions. , this rotation speed fluctuation △
Combustion fluctuations in each predetermined cylinder can be accurately detected by N'.
再び第１２図の流れ図にもどつて、ステツプ
S14では前ステツプS13で計算した各気筒の回転
数変動△N′をＤ／Ａ変換回路７５に出力する。
ステツプS15ではメモリMn(2)の収納をメモリMn
(1)に移す。ステツプS16では演算プログラムの最
初にメモリに退避した割込前のレジスタの内容を
復帰する。 Return to the flowchart in Figure 12 again and follow the steps.
In S14, the rotation speed fluctuation ΔN' of each cylinder calculated in the previous step S13 is outputted to the D/A conversion circuit 75.
In step S15, the memory M n (2) is stored in the memory M n
Move to (1). In step S16, the contents of the register before the interrupt, which were saved in the memory at the beginning of the arithmetic program, are restored.
上記回転数変動演算プログラムは周期信号７１
ａの立下りごとに起動せしめられ、メモリMn(1)
ないしメモリMn(2)には第１１図(3)に模式的に示
すような平均回転数が記憶される。第１１図(3)中
棒グラフの高さは平均回転数の大きさを示し、各
グラフの上部に各平均回転数を示す。 The above rotation speed fluctuation calculation program is based on the periodic signal 71.
It is activated every time a falls, and the memory M n (1)
The average rotational speed as schematically shown in FIG. 11(3) is stored in the memory M n (2). The height of the middle bar graph in FIG. 11 (3) indicates the size of the average number of revolutions, and each average number of revolutions is shown at the top of each graph.
クランクシヤフト１の30度毎の平均回転数は各
気筒の爆発行程に伴なつて第１１図３中に破線で
示すように周期的な脈動を示す。 The average rotational speed of the crankshaft 1 every 30 degrees exhibits periodic pulsations as shown by the broken line in FIG. 11 as the explosion stroke of each cylinder occurs.
計算回路７４では第１２図の流れ図で示した如
く、各気筒の爆発行程についてクランクシヤフト
１の30度から60度までおよび90度から120度まで
の平均回転数のみを計算している。これを第１１
図３中に実線で示す。 As shown in the flowchart of FIG. 12, the calculation circuit 74 calculates only the average rotational speed of the crankshaft 1 from 30 degrees to 60 degrees and from 90 degrees to 120 degrees for the explosion stroke of each cylinder. This is number 11
It is shown by a solid line in FIG.
そして例えば、第１気筒の回転数変動△N′は
△N′＝（N1(1)−N3(1)）−（N1(2)−N3(2)）
で算出され、この回転数変動△N′により第１気
筒の出力変動を知ることができる。 For example, the rotational speed fluctuation △N′ of the first cylinder is calculated as △N′=(N 1 (1)−N 3 (1))−(N 1 (2)−N 3 (2)), and this The output fluctuation of the first cylinder can be known from the rotational speed fluctuation ΔN'.
このように第９図の装置においては、内燃機関
の出力を爆発行程における所定タイミングの脈動
的回転数の差すなわち回転数変化量△Ｎから求め
ることによつて、路面状態に影響されない燃焼に
対応した値を検出でき、しかもこの測定値を回転
数補正しているため、いかなる回転数においても
常に燃焼変動と一定の関係をもつ値を測定でき
る。これ故、エンジン条件（回転数）が変化して
も所定気筒の相続く爆発行程における所定タイミ
ングの脈動回転数の差（回転数変化量△Ｎ）の差
を求めることで常に正確な出力変動が検出でき
る。 In this way, in the device shown in Fig. 9, the output of the internal combustion engine is determined from the difference in pulsating rotational speed at a predetermined timing during the explosion stroke, that is, from the amount of change in rotational speed △N, thereby supporting combustion that is not affected by road surface conditions. Since this measured value is corrected for the rotation speed, it is possible to always measure a value that has a constant relationship with combustion fluctuations at any rotation speed. Therefore, even if engine conditions (rotational speed) change, accurate output fluctuations can always be obtained by determining the difference in pulsating rotational speed (rotational speed variation △N) at a predetermined timing in successive explosion strokes of a predetermined cylinder. Can be detected.
この結果、負荷変動やアクセルペダルの操作す
なわち過渡状態においても、測定値は回転数補正
されているためにこれらの影響を受けず、実車走
行時にも正確に機関の出力変動を測定することが
でき、この値を用いれば点火時期や空燃比を最適
に調整することができる。 As a result, the measured values are not affected by load fluctuations, accelerator pedal operation, or other transient conditions because the rotational speed is corrected, making it possible to accurately measure engine output fluctuations even when the vehicle is actually running. By using this value, the ignition timing and air-fuel ratio can be optimally adjusted.
本発明の実施にあたつては、前述の実施例のほ
かに種々の変形形態とすることが可能である。例
えば、前述の実施例ではエンジンの出力変動を回
転数変化によつて測定したが、トルクあるいは気
筒内圧力の変化によつても同数の測定が可能であ
る。 In implementing the present invention, various modifications can be made in addition to the embodiments described above. For example, in the embodiments described above, engine output fluctuations were measured by changes in engine speed, but the same number of measurements can also be made by changes in torque or cylinder pressure.
また本発明では第２図、第１１図に示すように
30°ごとの平均回転数を用いているが、30°よりも
短かい間隔での平均回転数を用いても内燃機関の
燃焼との相関が得られることが実験的に確認され
ている。 In addition, in the present invention, as shown in FIGS. 2 and 11,
Although the average rotational speed at intervals of 30° is used, it has been experimentally confirmed that a correlation with combustion in an internal combustion engine can be obtained even if the average rotational speed at intervals shorter than 30° is used.
また、前述の実施例では、内燃機関の爆発行程
にあらわれる脈動的な回転数変化量△Ｎを求める
にあたつて回転数の補正係数αによつてそれぞれ
瞬時回転数を回転数補正し、これにより求めた所
定気筒のしかも相続く前記回転数変化量を逐次に
比較し、その差分である回転数変動を求めて燃焼
変動を検出したが、他の実施例として、脈動的な
回転数変化量自体を回転数補正しても前述の実施
例と同等の効果を得ることができる。前述の実施
例では回転数の補正係数αをそれぞれの瞬時回転
数について求めこれによつて演算を行つているの
に対し、他の実施例ではエンジンの２回転すなわ
ち燃焼サイクル毎の平均回転数について補正係数
αを求めこれによつて演算を行う。 In addition, in the above-mentioned embodiment, when calculating the pulsating rotational speed change amount △N that appears in the explosion stroke of the internal combustion engine, the instantaneous rotational speed is corrected by the rotational speed correction coefficient α. The combustion fluctuations were detected by sequentially comparing the successive rotational speed changes of the predetermined cylinders obtained by Even if the rotation speed is corrected, the same effect as in the above-mentioned embodiment can be obtained. In the embodiment described above, the rotation speed correction coefficient α is calculated for each instantaneous rotation speed, whereas in other embodiments, the correction coefficient α for the rotation speed is determined for each instantaneous rotation speed. A correction coefficient α is determined and calculations are performed based on this.
この他の実施例を第１４図の流れ図で説明す
る。ステツプS21とS25〜S27は前述の実施例のス
テツプS01、S02〜S04と同様である。ステツプ
S22〜S24で瞬時回転数A3とその積算値A4を求
め、ステツプS28〜S31で平均回転数A5とそれに
対する補正係数α1（α2は１サイクル以前の値）を
求める。ステツプS32、〜S34は前述の実施例と
同様である。ステツプS35は回転数変動△N′を式
(2)すなわち、
△N′＝α1・（Nn-2(1)−Nn(1)）−α2・
（Nn-2(2)−Nn(2)） ……(2)
により求める。 Another embodiment will be explained with reference to the flowchart of FIG. Steps S21 and S25-S27 are similar to steps S01, S02-S04 in the previous embodiment. step
In steps S22 to S24, the instantaneous rotational speed A3 and its integrated value A4 are determined, and in steps S28 to S31, the average rotational speed A5 and its correction coefficient α1 (α2 is the value before one cycle) are determined. Steps S32 and -S34 are the same as in the previous embodiment. In step S35, the rotation speed fluctuation △N′ is expressed as
(2) That is, △N′=α1・(N n-2 (1)−N n (1))−α 2・ (N n-2 (2)−N n (2)) ……(2) Find it by
これは基本的には前述の実施例と同様である
が、回転数の差を求めている各項にそれぞれの補
正係数α1、α2を乗算している。ステツプS36〜
S38は前述の実施例のステツプS14〜S16と同様で
ある。 This is basically the same as the previous embodiment, but each term for which the difference in rotational speed is calculated is multiplied by the respective correction coefficients α1 and α2. Step S36~
S38 is similar to steps S14 to S16 in the previous embodiment.
前述の各実施例においては、脈動的な回転変化
量を逐次比較しその差から燃焼変動を求めたが、
これに限らず、前記回転変化量を回転補正し、そ
の値を統計処理し標準偏差を求め、この標準偏差
から燃焼変動を求めても同様な効果を得ることが
できる。 In each of the above-mentioned examples, the pulsating rotational variation was successively compared and the combustion fluctuation was determined from the difference.
However, the present invention is not limited to this, and the same effect can be obtained by performing rotational correction on the amount of rotational change, statistically processing the value to obtain a standard deviation, and calculating combustion fluctuation from this standard deviation.
本発明のさらに他の実施例として、前述の統計
処理を行う場合が第１５図の流れ図を用いて説明
される。ステツプS01〜S12は前述の実施例と同
様である。ステツプS41〜S47で回転補正された
脈動的な回転数変化量を統計処理し、標準偏差σ
（△Ｎ）すなわち燃焼変動を求めている。ステツ
プS41にて脈動的な回転変化量を計算し、ステツ
プS42にて前ステツプS41で計算した各気筒の脈
動的な回転変化量△Nnを統計処理計算のための
メモリ△Nn・oに格納する。 As yet another embodiment of the present invention, a case where the above-mentioned statistical processing is performed will be explained using the flowchart of FIG. 15. Steps S01 to S12 are the same as in the previous embodiment. The pulsating rotational speed changes corrected in steps S41 to S47 are statistically processed to calculate the standard deviation σ.
(ΔN) In other words, the combustion fluctuation is determined. In step S41, the pulsating rotational change amount is calculated, and in step S42, the pulsating rotational change amount △N n of each cylinder calculated in the previous step S41 is stored in the memory △N n・o for statistical processing calculations. Store.
ステツプS43ではポインタｎを１つ増加させ、
ステツプS44で100と比較し、小さい場合はステ
ツプS16にジヤンプし、一方、100以上の場合は
ステツプS45ではポインタｎを「０」に戻し、ス
テツプS46にて△Nn・oの100個のデータについて
統計処理演算をして標準偏差σ（△Ｎ）を求める。
したがつて、前記標準偏差σ（△Ｎ）は前記回転
数変化量△Nnのデータ100個毎に得られることに
なる。ステツプS47にてσ（△Ｎ）をデジタル／
アナログ変換する。 In step S43, pointer n is incremented by one,
It is compared with 100 in step S44, and if it is smaller, it jumps to step S16. On the other hand, if it is more than 100, the pointer n is returned to "0" in step S45, and the 100 data of △N n・o is returned in step S46. The standard deviation σ(ΔN) is obtained by performing statistical processing on the equation.
Therefore, the standard deviation σ(ΔN) is obtained for every 100 pieces of data of the rotational speed variation ΔN n . At step S47, σ(△N) is digitally/
Convert to analog.
本発明によれば、実車走行時において、路面状
態の影響を受けずに、また負荷変動やアクセルペ
ダルの操作すなわち過渡状態においても影響され
ることなく、内燃機関の定常状態、過渡状態のい
ずれの出力変動をも正確に測定できる。また実車
走行時における出力変動の正確な測定が可能とな
り、この結果、内燃機関の希薄限界制御に応用す
ることが可能となる。
According to the present invention, during actual vehicle driving, the internal combustion engine is not affected by road surface conditions, load fluctuations, accelerator pedal operation, or transient states, and the internal combustion engine is not affected by either the steady state or the transient state. Even output fluctuations can be measured accurately. In addition, it becomes possible to accurately measure output fluctuations during actual vehicle running, and as a result, it becomes possible to apply it to lean limit control of internal combustion engines.
第１図は路面状態が変化したときのエンジン回
転数の挙動を示す波形図、第２図は４サイクル、
４気筒のエンジンの回転数の経時変化を示す波形
図、第３図および第４図は爆発時回転数変化量△
Ｎと図示平均有効圧力Piの関係を示す特性図、第
５および第６図は爆発時回転数変化量△Ｎの標準
偏差σ、（△Ｎ）と図示平均有効圧力Piの標準偏
差σ（Pi）の関係を示す特性図、第７および第８
図は路面状態を変えたとき従来方法と本発明方法
で測定する状況を示す波形図、第９図は本発明の
一実施例としての内燃機関の出力変動測定方法を
行う装置を示す図、第１０図は第９図装置におけ
る演算ユニツトの構成を示す図、第１１図は気筒
判別信号、回転周期信号、および回転数変動演算
プログラムで演算された回転数を示す波形図、第
１２図は第１０図の演算ユニツトの演算プログラ
ムを示す流れ図、第１３図は第３図、第４図を回
転数でまとめ直した図、第１４図は他の実施例の
演算プログラムを示す流れ図、第１５図はさらに
他の実施例の演算プログラムを示す流れ図であ
る。
Ｅ……エンジン、１……クランクシヤフト、２
……プーリ、３……角度信号板、４……角度信号
センサ、５……デイストリピユータ、６……気筒
判別センサ、７……演算ユニツト、７１Ａ，７１
Ｂ……波形整形回路、７２……計数回路、７３…
…読込み回路、７４……計算回路、７５……Ｄ／
Ａ変換回路。
Figure 1 is a waveform diagram showing the behavior of engine speed when road surface conditions change, Figure 2 is a 4-cycle waveform diagram,
Waveform diagrams showing changes over time in the rotational speed of a 4-cylinder engine, Figures 3 and 4 show the amount of rotational speed change at the time of explosion △
Figures 5 and 6 are characteristic diagrams showing the relationship between N and indicated mean effective pressure Pi. ) Characteristic diagrams showing the relationship between 7th and 8th
9 is a waveform diagram showing the situation measured by the conventional method and the method of the present invention when the road surface condition changes. FIG. FIG. 10 is a diagram showing the configuration of the calculation unit in the device shown in FIG. FIG. 10 is a flowchart showing the calculation program of the calculation unit; FIG. 13 is a diagram in which FIGS. 3 and 4 are summarized by rotation speed; FIG. is a flowchart showing an arithmetic program of still another embodiment. E...Engine, 1...Crankshaft, 2
... Pulley, 3 ... Angle signal plate, 4 ... Angle signal sensor, 5 ... Distributor, 6 ... Cylinder discrimination sensor, 7 ... Arithmetic unit, 71A, 71
B... Waveform shaping circuit, 72... Counting circuit, 73...
...Reading circuit, 74...Calculation circuit, 75...D/
A conversion circuit.
Claims (1)
ランク角位置において検出された回転速度Nn、
Noの偏差により回転速度変化量ΔNを演算し、 該回転速度変化量ΔNを前記回転速度が大きく
なる程大きく補正し、 該補正された回転速度変化量を前記機関の出力
変動として測定する内燃機関の出力変動測定方
法。 ２ 前記補正された回転速度変化量は所定の気筒
のしかも相続く爆発行程の値であり、該値を逐次
比較して求めた値ΔN′を出力変動として測定する
特許請求の範囲第１項に記載の方法。 ３ 前記補正された回転速度変化量を一定時間も
しくは一定個数蓄積し、該蓄積した値を統計処理
し標準偏差を求め、前記標準偏差を出力変動とし
て測定する特許請求の範囲第１項に記載の方法。[Claims] 1. Detecting the rotational speed of the internal engine, the rotational speed N n detected at at least two predetermined crank angle positions during the explosion stroke during the period,
An internal combustion engine that calculates a rotation speed change amount ΔN based on the deviation of N o , corrects the rotation speed change amount ΔN to a larger value as the rotation speed increases, and measures the corrected rotation speed change amount as an output fluctuation of the engine. Method for measuring engine output fluctuations. 2. The corrected rotational speed change amount is a value of a predetermined cylinder and successive explosion strokes, and the value ΔN' obtained by successive comparison of the values is measured as the output fluctuation. Method described. 3. The method according to claim 1, wherein the corrected rotational speed variation is accumulated for a certain period of time or in a certain number, the accumulated values are statistically processed to obtain a standard deviation, and the standard deviation is measured as an output fluctuation. Method.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10669983A JPS60337A (en) | 1983-06-16 | 1983-06-16 | Method for measuring output variation of internal combustion engine |
| US06/615,910 US4532798A (en) | 1983-06-08 | 1984-05-31 | Measurement of variations in internal combustion engine output |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10669983A JPS60337A (en) | 1983-06-16 | 1983-06-16 | Method for measuring output variation of internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60337A JPS60337A (en) | 1985-01-05 |
| JPH0461291B2 true JPH0461291B2 (en) | 1992-09-30 |
Family
ID=14440259
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10669983A Granted JPS60337A (en) | 1983-06-08 | 1983-06-16 | Method for measuring output variation of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60337A (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63227957A (en) * | 1987-03-17 | 1988-09-22 | Japan Electronic Control Syst Co Ltd | Ignition timing control device for internal combustion engine |
| JP2701270B2 (en) * | 1987-11-05 | 1998-01-21 | 株式会社日立製作所 | Ignition advance control device |
| JP2559516B2 (en) * | 1990-02-26 | 1996-12-04 | 株式会社日立製作所 | Combustion state detection device for internal combustion engine |
| JP2835672B2 (en) * | 1993-01-28 | 1998-12-14 | 株式会社ユニシアジェックス | Surge and torque detector for internal combustion engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5761929A (en) * | 1980-10-01 | 1982-04-14 | Toyota Motor Corp | Measuring method for fluctuation of mean effective pressure of engine shown in diagram |
| JPS5814976A (en) * | 1981-07-16 | 1983-01-28 | 株式会社四国製作所 | Longitudinal cereal grain selector |
-
1983
- 1983-06-16 JP JP10669983A patent/JPS60337A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5761929A (en) * | 1980-10-01 | 1982-04-14 | Toyota Motor Corp | Measuring method for fluctuation of mean effective pressure of engine shown in diagram |
| JPS5814976A (en) * | 1981-07-16 | 1983-01-28 | 株式会社四国製作所 | Longitudinal cereal grain selector |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60337A (en) | 1985-01-05 |
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