# US 5,708,200 A · Method for sensing faulty combustion in an internal combustion engine

> Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt

- Number: US 5,708,200 A
- Document ID: US5708200A
- Status: Granted
- Kind: A
- Application number: 08/732,356
- Filed: 1996-10-15
- Granted: 1998-01-13
- Earliest claimed: 1994-04-12
- Assignees: Siemens Automotive Corporation
- Inventors: Alain Rossignol
- Web page: https://patentgrep.com/patent/US5708200A

## CPC

- F02D 41/0097: {using means for generating speed signals}
- F02D 41/1498: {measuring engine roughness}
- G01M 15/11: by detecting misfire
- F02D 2200/1015: Engines misfires
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- G01M: TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR

## Abstract

A method for sensing faulty combustion in an internal combustion engine by calculating, for each cylinder, a critical parameter (S) representing instantaneous engine speed changes on the basis of a linear combination of time intervals between predetermined angular positions of a target secured to the crankshaft, determining whether the engine is in a combustion-free operating range and in at least one rpm range centered on a predetermined rpm value, calculating, if such is the case, a critical parameter correction coefficient (Kg(n); Kg(n+1)) relative to a reference engine on the basis of the current value of the critical parameter (S) and a reference value (S.sub.ref) obtained under substantially identical conditions in said reference engine, and comparing the later values of the critical parameter, as corrected by the correction coefficient (Kg(n); Kg(n+1)), with a fault threshold (S.sub.threshold) obtained experimentally in the reference engine.

## Claims

### Claim 1

An improved method of detecting faulty combustion in an internal combustion engine of the type having a plurality of cylinders and a crankshaft carrying a target, wherein a current value of a critical parameter is calculated for each cylinder of the internal combustion engine, on the basis of a linear combination of time intervals between predetermined angular positions of the target; and the critical parameter is compared to a fault threshold obtained experimentally in a reference engine; the improvement which comprises:
calculating a current value of the critical parameter for a respective cylinder;
determining whether the engine is in a combustion-free operating state and within a speed range centered around a predetermined speed;
if the engine is determined to be in the combustion-free operating state and within the given speed range in the determining step, calculating a correction coefficient for the critical parameter relative to the reference engine for the respective cylinder, independently of the predetermined speed, on the basis of the current value of the critical parameter and a reference value obtained under substantially identical conditions in the reference engine; and
correcting the values of the critical parameter with the correction coefficient prior to comparing the critical parameter with the fault threshold, and the correcting step being performed with the correction coefficient for all engine speeds at which the critical parameter is calculated.

### Claim 2 (depends on 1)

The method according to claim 1, wherein the correcting coefficient is the result of geometric differences between the internal combustion engine and the reference engine.

### Claim 3 (depends on 1)

The method according to claim 1, which comprises cyclically repeating the calculating and determining steps and forming the correction coefficient by numerically filtering the values of the coefficients obtained during respectively preceding cycles.

### Claim 4 (depends on 3)

The method according to claim 3, which comprises comparing each new correction coefficient with a correction coefficient obtained during a directly preceding cycle, and taking the new correction coefficient into account in calculating the final correction coefficient only if a deviation thereof from the coefficient obtained during the preceding cycle is less than a predetermined maximum value.

### Claim 5 (depends on 3)

The method according to claim 3, which comprises correcting the values of the critical parameter with the correction coefficient only if a number of cycles carried out exceeds a predetermined number.

### Claim 6 (depends on 3)

The method according to claim 3, which comprises correcting the values of the critical parameter only if an absolute value of the correction coefficient is less than a predetermined maximum value.

### Claim 7 (depends on 1)

The method according to claim 1, wherein the determining step comprises determining the combustion-free operating state of the engine when a fuel supply is cut off during a deceleration phase.