Method and apparatus for detecting misfires and idenfifying causes

• US 7,899,608 B1
• Filed: 10/31/2007
• Issued: 03/01/2011
• Est. Priority Date: 06/08/2006
• Status: Active Grant

• Current Assignee: Automotive Test Solutions, Inc.
• Original Assignee: Automotive Test Solutions, Inc.
• Inventors: Pederson, Neal R., Thompson, Bernie C.
• Primary Examiner(s): Vo; Hieu T
• Application Number:
  US11/982,183
• Time in Patent Office: 1,217 Days
• Field of Search: 701/111, 701/114, 701/102, 701/101, 123/406.22, 123/406.41, 123/435, 731/146.3, 731/140.2, 731/147.6, 731/143.3
• US Class Current: 701/111
• CPC Class Codes: G01M 15/11 by detecting misfire

Abstract

A method of identifying misfires in an engine including: running the engine; measuring the pressure pulses from the exhaust; generating a waveform from the measured pulses; dividing the waveform into segments; associating each waveform segment with the cylinder which generated the pulse; and examining each segment for features which indicate a misfire. Also disclosed is methodology for checking the performance of an engine including cam timing and identifying the probable cause(s) of misfires. This includes generating a cylinder pressure waveform from the measured pressure changes in a cylinder and analyzing the magnitude and timing of at least one of the pressure changes in such cylinder. Further disclosed is methodology for analyzing the pressure changes in the engine'"'"'s intake manifold and in the crankcase. Finally, additional diagnostic procedures are disclosed for: checking the ignition timing of an engine; and using the apparatus and methods with additional instrumentation including gas analyzers.

Claims

1. A method of checking the performance of an internal combustion engine, the engine including a cylinder having a piston an associated exhaust valve and an intake valve, the engine further including a crankshaft and camshaft means, the camshaft means including an exhaust cam and an intake cam, the method including the steps of:

a. replacing one of the spark plug, fuel injector or glow plug from the cylinder with a pressure transducer;

b. rotating the crankshaft of the engine fast enough to build pressure within the cylinder and through at least one compression stroke where the piston is momentarily at top dead center (hereinafter TDC 0°

);

c. measuring the pressure changes in the cylinder while the crankshaft is being rotated fast enough to build pressure in the cylinder;

d. generating a cylinder pressure waveform from the measured pressure changes in the cylinder; and

e. from the cylinder pressure waveform analyzing the magnitude and timing of at least one of the pressure changes in the cylinder.

2. The method as set forth in claim 1, wherein the analysis step is to determine the whether the timing of at least one of the exhaust cam and the intake cam is correct, advanced or retarded.

3. The method as set forth in claim 2, further including the step of characterizing a portion of the cylinder pressure waveform as the exhaust ramp, the exhaust ramp representing a portion of the waveform where the pressure is rising after the exhaust valve opens after TDC 0°

.

4. The method as set forth in claim 3, further including the step of determining the relationship between the exhaust ramp and BDC 180°

, the position where the crankshaft has completed 180°

of rotation after TDC 0°

.

5. The method as set forth in claim 4, further including the step of designating a portion of the exhaust ramp as representing a range of exhaust cam timing values that are correct if this designated portion intersects the BDC 180°

position on the cylinder compression waveform.

6. The method as set forth in claim 5, further including the step of characterizing the exhaust cam timing as correct, advanced or retarded depending on whether the designated portion of the exhaust ramp intersects the BDC 180°

position (correct), is before the BDC 180°

position (advanced), or after the BDC 180°

position (retarded).

7. The method as set forth in claim 6, further including the steps of:

a. providing a set of algorithms for analyzing the exhaust ramp; and

b. utilizing this set of algorithms to determine whether the timing of the exhaust cam is correct, advanced or retarded.

8. The method as set forth in claim 2, further including the step of characterizing a portion of the cylinder pressure waveform as the intake ramp, the intake ramp representing a portion of the waveform where the cylinder pressure is falling after the intake valve opens.

9. The method as set forth in claim 8, further including the step of designating a portion of the intake ramp as representing a range of intake cam timing values as correct if such range of values intersects the TDC 360°

+20°

position on the cylinder pressure waveform, TDC 360°

representing the position where the crankshaft has completed 360°

of rotation after TDC 0°

.

10. The method as set forth in claim 9, further including the step of characterizing the intake cam timing as correct, advanced or retarded depending on whether the designated portion of the intake ramp intersects the TDC 360°

+20°

position (correct), is before the TDC 360°

+20°

position (advanced), or after the TDC 360°

20°

position (retarded).

11. The method as set forth in claim 10, further including the steps of:

a. providing a set of algorithms for analyzing the intake ramp; and

b. utilizing this set of algorithms to determine if the timing of the intake cam is correct, advanced or retarded.

12. The method as set forth in claim 11, wherein the analysis step is for the purpose of identifying one or more problems selected from the group including low cranking pressure, low running pressure, low snap throttle pressure, bad intake valve, bad exhaust valve, bad intake valve spring, bad exhaust valve spring, worn valve guides, camshaft to crankshaft timing problems, camshaft chain or belt tension problems, piston sealing problems, worn cam problems, lifter problems, exhaust restriction problems and ignition timing problems.

13. The method as set forth in claim 12, further including the steps of:

a. providing a set of algorithms for analyzing the features of the cylinder pressure waveform; and

b. utilizing this set of algorithms to identify features included in the cylinder pressure waveform indicative of the cause of the misfire.

14. The method as set forth in claim 9, wherein N is selected from the group consisting of 20°

and 30°

=/−

10°

.

15. The method as set forth in claim 1, wherein the cylinder is misfiring and the analysis step is for the purpose of determining the cause of the misfire.

16. The method as set forth in claim 15, wherein the analysis step includes the steps of:

a. identifying and labeling portions of the cylinder pressure waveform selected from the group including compression tower, exhaust ramp, exhaust plateau, intake ramp, exhaust valve opening, exhaust valve closing, intake valve opening, intake valve closing; and

b. analyzing at least one of the labeled portions.

17. The method as set forth in claim 1, further including the step, for engines which do not have intake manifold vacuum at idle, of placing at least a partial restriction over the induction inlet of the intake manifold of such engine to create a vacuum at idle.

18. The method as set forth in claim 1, wherein the camshaft means includes separate exhaust and intake camshafts and wherein at least the exhaust camshaft is a variable valve timing camshaft activated by a solenoid, further including the steps of:

a. activating the solenoid; and

b. analyzing the cylinder pressure waveform to determine if the variable valve timing camshaft moved relative to the crankshaft.

19. The method as set forth in claim 1, wherein the step of marking the cylinder pressure waveform is performed while the crankshaft is rotating fast enough to build pressure within the cylinder.

20. The method as set forth in claim 1, further including the steps of capturing the cylinder pressure waveform, storing the cylinder pressure waveform, retrieving the cylinder pressure waveform from storage, and then marking the cylinder pressure waveform.

21. The method as set forth in claim 1, wherein the step of rotating the crankshaft is selected from the group consisting of cranking the engine and running the engine.

22. The method as set forth in claim 1, further including the step of marking the cylinder pressure waveform at the end of a compression stroke where the piston is momentarily at top dead center (hereinafter TDC 0°

) and again at the end of the next successive compression stroke where the piston is also momentarily at top dead center (hereinafter TDC 720°

).

23. The method as set forth in claim 21, further including the step of dividing the cylinder pressure waveform between TDC 0°

and TDC 720°

into segments, each segment representing 180°

of crankshaft rotation, one segment representing the travel of the piston from TDC 0°

to BDC 180°

, another segment representing the travel of the piston from TDC 360°

to BDC 540°

.

24. The method as set forth in claim 1, wherein the analysis step is to determine the opening and closing of both the exhaust valve and the intake valve relative to the position of the piston in the cylinder.

25. A method of creating a vacuum in a diesel engine which does not have intake manifold vacuum at idle, to permit the generation of one or more cylinder pressure waveforms, which waveforms mimic those from a engine which has intake manifold pressure at idle, the method including the step of placing at least a partial restriction over the induction inlet of the intake manifold of the diesel engine to create intake manifold vacuum at idle.

26. A method of checking the performance of an internal combustion engine by analyzing the pressure changes in the engine'"'"'s intake manifold, the engine including an intake manifold and a crankshaft, the method including the steps of:

a. connecting a pressure transducer to the intake manifold;

b. rotating the crankshaft of the engine fast enough to create a pressure differential in the intake manifold;

c. measuring the pressure changes in the manifold while the crankshaft is being rotated fast enough to create a pressure differential in the intake manifold;

d. generating an intake pressure waveform from the measured pressure changes in the intake manifold; and

e. analyzing at least a portion of the intake pressure waveform for one or more features indicative of a problem with the engine.

27. The method as set forth in claim 26, further including the steps of:

(a) providing a trigger; and

(b) synchronizing the signal from the trigger to a cylinder.

28. The method as set forth in claim 27, further including the steps of:

(a) providing cylinder boxes, one for each cylinder of the engine;

(b) dividing the intake pressure waveform into a number of segments, one for each cylinder of the engine; and

(c) locating the individual segments of the intake pressure waveform in the cylinder box for the cylinder which created the segment.

29. The method as set forth in claim 28, further including the step of comparing the individual segment that is located within a cylinder box to another segment within another cylinder box.

30. The method as set forth in claim 29, further including the step of identifying the cylinder(s) that have an intake pressure waveform segment that is indicative of a problem.

31. A method of checking the performance of an internal combustion engine, the engine including a cylinder having a piston an associated exhaust valve and an intake valve, the engine further including an intake manifold, a crankcase, a crankshaft and camshaft means, method including the steps of:

a. rotating the crankshaft of the engine fast enough to build pressure within the cylinder and the intake manifold;

b. measuring the pressure changes in the cylinder while the crankshaft is being rotated fast enough to build pressure in the cylinder;

c. generating a cylinder pressure waveform from the measured pressure changes in the cylinder;

d. measuring the pressure changes in the crankcase while the crankshaft is being rotated;

e. generating a crankcase pressure waveform form the measured pressure changes in the crankcase; and

f. comparing the crankcase pressure waveform with the cylinder pressure waveform.

32. The method as set forth in claim 31, further including the steps of:

(a) marking the crankcase pressure waveform using a trigger signal to create cylinder boxes, one cylinder box for each cylinder of the engine;

(b) dividing the crankcase pressure waveform into segment, one for each cylinder; and

(c) locating the individual segments of the crankcase pressure waveform in the cylinder box for the cylinder that created the segment.

33. The method as set forth in claim 31, further including the step of, from the cylinder pressure waveform, determining the opening and closing of at least one of the exhaust valve and the intake valve.

34. A method of checking the ignition timing of an internal combustion engine, the method including the steps of:

a. replacing one of the spark plug, fuel injector or glow plug from the cylinder with a pressure transducer;

b. rotating the crankshaft of the engine fast enough to build pressure within the cylinder and through at least two successive compression strokes where the piston is at a first top dead center and the cylinder pressure peaks (hereinafter TDC 0°

) and a second top dead center 720°

of crankshaft rotation later and the cylinder pressure peaks a second time (hereinafter TDC 720°

);

c. measuring the time between the first compression peak and the second compression peak;

d. dividing the measured time by 720 to obtain the degrees of crankshaft rotation per unit of time;

e. obtaining a trigger signal;

f. marking the trigger signal;

g. measuring the time between the trigger signal and one of the compression peaks; and

h. determining the ignition timing from the time between trigger signal and compression peak and the degrees of crankshaft rotation per unit of time.

35. A method of diagnosing an internal combustion engine, the method including the steps of:

a. conducting a first test to identifying at least one misfiring cylinder; and

b. conducting a second test to determine the probable cause of the misfire, the second test selected from the group including analyzing PID data, analyzing Calculated PID data, analyzing the engine'"'"'s tailpipe emissions with a gas analyzer, and analyzing the engine'"'"'s ignition with an ignition analyzer.