Method and system for non-functional combustion chamber detection

Systems and methods for detecting at least one non-functional combustion chamber of an engine comprising a plurality of combustion chambers are described herein. In response to detecting a partial output power loss of the engine, one of the plurality of combustion chambers is assessed by monitoring an engine parameter indicative of an output power of the engine, determining whether a change in the engine parameter has occurred, when the change has occurred, determining that the combustion chamber is functional, and when no change has occurred, determining that the combustion chamber is non-functional and discontinuing fuel injection to the non-functional combustion chamber.

TECHNICAL FIELD

The present disclosure relates generally to engine power loss diagnostics, and, more particularly, to detecting at least one non-functional combustion chamber of an engine comprising a plurality of combustion chambers.

BACKGROUND OF THE ART

A partial power loss of an engine may occur due to component failure. For example, a rotary engine may use apex seals and when an apex seal fails, a power loss of the rotary engine occurs. In particular, apex seals are used in a rotary engine to seal and separate combustion chambers, and as such when an apex seal fails, combustion chambers of the rotary engine become non-functional. Fuel would typically still be injected into non-functional combustion chambers, which leads to wasting fuel in addition to the power loss.

There is therefore a need for methods and systems for detecting one or more non-functional combustion chamber of an engine comprising a plurality of combustion chambers.

SUMMARY

In one aspect, there is provided a method for detecting at least one non-functional combustion chamber of an engine comprising a plurality of combustion chambers, each combustion chamber for receiving a fuel-air mixture that when ignited causes the engine to generate output power. The method comprises, in response to detecting a partial output power loss of the engine, assessing one of the plurality of combustion chambers by reducing fuel injection to the combustion chamber, monitoring an engine parameter indicative of the output power of the engine, determining whether a decrease in the engine parameter has occurred when fuel injection is reduced to the combustion chamber, if the decrease in the engine parameter has occurred, restoring fuel injection to the combustion chamber and assessing another one of the plurality of combustion chambers, and if no decrease in the engine parameter has occurred, determining that the combustion chamber is non-functional and discontinuing fuel injection to the combustion chamber.

In another aspect, there is provided a system for detecting at least one non-functional combustion chamber of an engine comprising a plurality of combustion chambers, each combustion chamber for receiving a fuel-air mixture that when ignited causes the engine to generate output power. The system comprises at least one processing unit and a non-transitory computer-readable memory having stored thereon program instructions executable by the at least one processing unit for, in response to detecting a partial output power loss of the engine, assessing one of the plurality of combustion chambers by reducing fuel injection to the combustion chamber, monitoring an engine parameter indicative of the output power of the engine, determining whether a decrease in the engine parameter has occurred when fuel injection is reduced to the combustion chamber, if the decrease in the engine parameter has occurred, restoring fuel injection to the combustion chamber and assessing another one of the plurality of combustion chambers, and if no decrease in the engine parameter has occurred, determining that the combustion chamber is non-functional and discontinuing fuel injection to the combustion chamber.

In yet another aspect, there is provided a method for detecting at least one non-functional combustion chamber of an engine comprising a plurality of combustion chambers, each combustion chamber for receiving a fuel-air mixture that when ignited causes the engine to generate output power. The method comprises, in response to detecting a partial output power loss of the engine, assessing one of the plurality of combustion chambers by monitoring an engine parameter indicative of the output power of the combustion chamber, determining whether a change in the engine parameter has occurred, and, if no change in the engine parameter has occurred, determining that the combustion chamber is non-functional and discontinuing fuel injection to the combustion chamber.

DETAILED DESCRIPTION

Referring toFIG. 1, an engine assembly10is generally shown and includes an internal combustion engine12. In a particular embodiment, the engine assembly10is a compound cycle engine system or compound cycle engine such as described in Lents et al.'s U.S. Pat. No. 7,753,036 issued Jul. 13, 2010 or as described in Julien et al.'s U.S. Pat. No. 7,775,044 issued Aug. 17, 2010, or as described in Thomassin et al.'s U.S. patent publication No. 2015/0275749 published Oct. 1, 2015, or as described in Bolduc et al.'s U.S. patent publication No. 2015/0275756 published Oct. 1, 2015, the entire contents of all of which are incorporated by reference herein. The engine assembly may be used as a prime mover engine, such as on an aircraft or other vehicle, or in any other suitable application.

In accordance with an embodiment, the engine12is an intermittent internal combustion engine comprising one or more rotor assemblies, for example three (3) rotor assemblies, each configured for example as a Wankel engine. It is understood that the internal combustion engine12may have any other suitable configuration, for example including one or more reciprocating pistons.

In the illustrated embodiment, the engine12drives an engine shaft14that is drivingly engaged to a propeller shaft16via a reduction gearbox18so as to drive an aircraft propeller20. It is however understood that the engine assembly10may alternately or additionally be configured to drive any other appropriate type of load, including, but not limited to, one or more generator(s), accessory(ies), rotor mast(s), compressor(s), or any other appropriate type of load or combination thereof.

In the embodiment shown, the engine assembly10comprises a compressor32for compressing the air before it is fed to the intake of the engine12, and a turbine section34receiving the exhaust gases from the engine12. In the illustrated embodiment, the engine12, the compressor32, and the turbine section34are in driving engagement with a gearbox38. The gearbox38may be configured to allow the turbine section34via a turbine shaft35to compound power with the engine shaft14and to allow the turbine section34and/or the engine12to drive the compressor32. It is understood that variations are possible, and that, for example, the compressor32, turbine section34and/or the gearbox38may be omitted.

Referring toFIG. 2, an example of a rotary engine which may be used for the engine12is shown. It is understood that the configuration of the engine12, e.g. placement of ports, number and placement of seals, etc., may vary from that of the embodiment shown. The engine12comprises a housing102defining a rotor cavity having a profile defining two lobes, which may be an epitrochoid. A rotor104is received within the rotor cavity. The rotor104defines three circumferentially-spaced apex portions106, and a generally triangular profile with outwardly arched sides. The apex portions106are in sealing engagement with the inner surface of a peripheral wall108of the housing102to form and separate three working chambers110of variable volume between the rotor104and the housing102. The chambers110may be referred to herein as “combustion chambers”. The peripheral wall108extends between two axially spaced apart end walls112to enclose the rotor cavity.

The rotor104is engaged to an eccentric portion114of an output shaft116to perform orbital revolutions within the rotor cavity. The output shaft116performs three rotations for each orbital revolution of the rotor104. The geometrical axis118of the rotor104is offset from and parallel to the axis120of the housing102. During each orbital revolution, each chamber110varies in volume and moves around the rotor cavity to undergo the four phases of intake, compression, expansion and exhaust.

An intake port122is provided through the peripheral wall108for admitting compressed air into one of the working chambers110. An exhaust port124is also provided through the peripheral wall108for discharge of the exhaust gases from the working chambers110. Passages126for a spark plug, glow plug or other ignition mechanism, as well as for one or more fuel injectors of a fuel injection system (not shown) are also provided through the peripheral wall108. Alternately, the intake port122, the exhaust port124and/or the passages126may be provided through the end or side wall112of the housing. A subchamber (not shown) may be provided in communication with the chambers110, for pilot or pre injection of fuel for combustion.

For efficient operation, the working chambers110are sealed by spring-loaded peripheral or apex seals128extending from the rotor104to engage the inner surface of the peripheral wall108, and spring-loaded face or gas seals130and end or corner seals132extending from the rotor104to engage the inner surface of the end walls112. The rotor104also includes at least one spring-loaded oil seal ring134biased against the inner surface of the end wall112around the bearing for the rotor104on the shaft eccentric portion114.

The fuel injector(s) of the engine12, which in an embodiment are common rail fuel injectors, communicate with a source of fuel (e.g. heavy fuel, diesel, kerosene (jet fuel), equivalent biofuel and/or any other suitable type of fuel), and deliver the fuel into the engine12such that the combustion chamber is stratified with a rich fuel-air mixture near the ignition source and a leaner mixture elsewhere.

With reference toFIG. 3A, there is shown a flowchart illustrating an example method300for detecting at least one non-functional combustion chamber of an engine comprising a plurality of combustion chambers, where each combustion chamber is configured for receiving a fuel-air mixture that when ignited causes the engine to generate output power, such as engine12ofFIG. 2. While the method300is described herein with reference to the engine12ofFIG. 2, this is for example purposes. The method300may be applied to any suitable engine comprising a plurality of combustion chambers.

At step302, a partial output power loss of the engine12is detected. The detection of the partial output power loss may vary depending on practical implementations. The output power of the engine12may be monitored to detect the partial output power loss. Monitoring of the output power of the engine12may be performed in real time and/or may be performed in accordance with any suitable time interval. One or more measuring devices comprising one or more sensors for measuring the rotational speed of the output shaft116of the engine12and/or one or more sensors for measuring the output torque of the engine12may be used. For example, a shaft rotational speed sensor and/or a torque sensor may be used. Torque may be measured with a strain gauge, by use of magnetic and/or inductive technology to measure a twist in the shaft116, by measuring a pressure sensed on a face of a helical gear or by any other suitable mechanism. The measurements obtained from the measuring device may be used to determine the power of the engine12. For example, the output power of the engine12may be determined from the rotational speed and torque measurements. Alternatively, the output power of the engine12, the rotational speed of the output shaft116and/or the output torque of the engine12may be provided by an engine computer or an aircraft computer. In some embodiments, time-derivatives of measurements from torque and/or rotational speed sensors could be used to determine the partial output power loss of the engine12. A torque demand could be used to confirm that the partial loss of power was an unintentional occurrence. For example, an electrical signal may be provided by an aircraft computer or a power lever angle indicative of the torque demand. If the torque demand is substantially constant when the partial output power loss has occurred, this could indicate that the partial output power loss was unintentional and thus method300may continue to step302. The partial output power loss may be determined from monitoring any engine parameter indicative of the output power of the engine12. For example, the output torque of the engine12may be monitored at step302, and a partial loss of the output torque of the engine12could be used to detect the partial output power loss. By way of another example, the rotational speed of the output shaft116may be monitored at step302, and a loss of the rotational speed of the shaft116could be used to detect the partial output power loss. Monitoring of other engine parameters indicative of the output power of the engine12is contemplated.

At step306, an engine parameter indicative of the output power of the engine12is monitored. The engine parameter may be the output power of the engine12, the output torque of the engine12, a rotational speed of the output shaft116of the engine12, metal temperature of the engine12, exhaust gas temperature of the engine12, combustion chamber pressure, vibration of the engine12, one or more time-derivatives of the aforementioned or any other suitable parameter of the engine12. In some embodiments, the engine parameter may be a combination of one or more of the aforementioned parameters. In some embodiments, the engine parameter is indicative of the output power of a given combustion chamber (e.g., the output power of the given combustion chamber, the metal temperature of the given combustion chamber, etc.). Monitoring of the engine parameter may be performed in real time and/or may be performed in accordance with any suitable time interval. One or more of the measuring devices discussed above may be used to monitor the engine parameter. Accordingly, one or more temperature sensors, pressure sensors, magnetic and/or inductive sensors, strain gauges, vibrations sensors, or any other suitable sensor may be used. Alternatively, the engine parameter may be provided by an engine computer or an aircraft computer.

At step308, the method300determines whether a change in the engine parameter has occurred. The change in the engine parameter may be an increase or a decrease in the engine parameter depending on the engine parameter being used. Accordingly, step308may comprise determining whether a decrease (or an increase) in engine parameter has occurred. For example, when the engine parameter is power, the method300determines at step308whether a decrease in power has occurred. When the engine parameter is torque, the method300determines at step308whether a decrease in torque has occurred. When the engine parameter is rotational speed of the output shaft116, the method determines at step308whether a decrease in rotational speed has occurred. When the engine parameter is metal temperature of the engine12, the method determines at step308whether a decrease in metal temperature has occurred. When the engine parameter is vibration of the engine12, the method may determine at step308whether an increase in vibration has occurred.

At step320, the method300determines that the given combustion chamber is non-functional when no change (i.e. increase or decrease, as discussed above) in the engine parameter has occurred. It should be appreciated that if the given combustion chamber is not igniting the fuel-air mixture then the given combustion chamber is not contributing to the output power of the engine12. Thus, from no change in the engine parameter it can be determined that no change in the output power of the engine12and/or the given combustion chamber has occurred. Accordingly, no change in the engine parameter indicative of the output power of the given combustion chamber may be used to determine that the given combustion chamber is non-functional. In some embodiments, at step322, when the given combustion chamber is detected as non-functional, a fuel injection to the non-functional combustion chamber is discontinued by turning off the fuel injection to the non-functional combustion chamber.

The method300may assess (e.g., sequentially) each one of the plurality of combustion chambers110, in response to detecting the partial output power loss at step302. In particular, the method300may perform steps306,308,320and322for each one of the combustion chambers110. This may be referred to as a “diagnostic check” for determining the cause of the partial output power loss. Accordingly, the method300may proceed back to step306after step320and/or322, to repeat the method300for a different one of the combustion chambers110until each combustion chamber is assessed. Accordingly, the method300may determine which ones of the combustion chambers110are non-functional and/or the number of non-functional combustion chambers based on the combustion chamber(s) determined as non-functional at step320.

With reference toFIG. 3B, there is shown a flowchart illustrating an example method300′ for detecting at least one non-functional combustion chamber of an engine. The method300′ is a variant of the method300. Alike reference numbers indicate corresponding steps between the methods300and300′. While the method300′ is described herein with reference to the engine12ofFIG. 2, this is for example purposes. The method300′ may be applied to any suitable direct injection engine comprising a plurality of combustion chambers, where each combustion chamber is configured for receiving a fuel-air mixture that when ignited causes the engine to generate output power. The method300′ may also be applied to any suitable multiport injection piston engine.

In response to detecting the partial output power loss at step302, the method300′ proceeds to assess at least one of the combustion chambers110. At step304, fuel injection is reduced to a given one of the combustion chambers110. Reducing fuel injection to the at least one combustion chamber may comprise shutting off fuel injection to the at least one combustion chamber (i.e. decreasing an amount of fuel injected to the combustion chamber to substantially zero) or may comprise partially reducing an amount of fuel of the fuel injection to the at least one combustion chamber (i.e. decreasing the amount of fuel injected to the combustion chamber to a non-zero value). For example, a control signal may be sent to the fuel injection system, which in turn causes the one or more fuel injectors of the engine12to shut off fuel injection to the given combustion chamber. Accordingly, in this example, when the given combustion chamber would typically receive a fuel injection (e.g., at the end of the compression phase), the fuel injection to the given combustion chamber is omitted. The other combustion chambers would still receive fuel injection. By way of another example, a control signal may be sent to the fuel injection system, which in turn causes the one or more fuel injectors of the engine12to partially reduce the amount of fuel of the fuel injection to the given combustion chamber. Accordingly, in this example, when the given combustion chamber would typically receive an injection of fuel having a given amount (e.g., at the end of the compression phase), a portion of the given amount of the fuel is provided to the given combustion chamber. The other combustion chambers would still receive fuel injection.

At step306, the engine parameter indicative of output power of the engine is monitored, as described elsewhere in this document. At step308, the method300′ determines whether a change in the engine parameter has occurred as described elsewhere in this document. For method300′, step308is performed when the fuel injection to the given combustion chamber is reduced. Accordingly, the engine parameter before reducing the fuel injection can be compared to the engine parameter after reducing the fuel injection to determine whether a change in the engine parameter has occurred.

At step310, the given combustion chamber is determined as being functional if a change (e.g., a decrease) in the engine parameter has occurred. In this case, a change (e.g., a decrease) in the engine parameter is indicative that the output power of the engine12has changed (e.g., decreased). Thus, it can be determined that the output power of the engine12has changed (e.g., decreased). At step312, when the given combustion chamber is determined as being functional, fuel injection is restored to the given combustion chamber by turning the fuel injection back on to the given combustion chamber. Another one of the plurality of combustion chambers may then be assessed.

At step320, the given combustion chamber is determined as being non-functional if no change (e.g., no decrease) in the engine parameter has occurred. In this case, no change (e.g., no decrease) in the engine parameter is indicative that the output power of the engine12has not changed (e.g., not decreased). Thus, it can be determined that the output power of the engine12has not changed (e.g., not decreased). At step322, when the given combustion chamber is determined as being non-functional, the fuel injection to the given combustion chamber is discontinued. For example, when the fuel injection to the at least one combustion chamber is shut off at step304, then step322comprises maintaining the shutting off of the fuel injection to the at least one combustion chamber. By way of another example, when the amount of fuel of the fuel injection to the at least one combustion chamber is partially reduced at step304, then step322comprises shutting off of the fuel injection to the at least one combustion chamber.

In response to detecting the partial output power loss at step302, the method300′ may assess (e.g., sequentially) each one of the plurality of combustion chambers110to perform the diagnostic check by performing steps304,306,308,320and322or310and312for each one of the combustion chambers110. Accordingly, the method300′ may proceed back to step304after step312or step322, to repeat the method300′ for a different one of the combustion chambers110until each combustion chamber is assessed. Accordingly, the method300′ may determine which ones of the combustion chambers110are non-functional and/or the number of non-functional combustion chambers based on the combustion chamber(s) determined as non-functional at step320. It should be appreciated that it is desirable for the method300′ to be performed for a minimal duration (i.e. to occur rapidly) in order to avoid significant and unnecessary power loss that may result from discounting fuel to functioning combustion chambers while other chamber(s) are non-functioning.

In some embodiments, at step302, an estimated number of non-functional combustion chambers may be determined based on the partial output power loss. The estimated number of non-functional combustion chambers may be determined as a function of the detected amount of partial output power loss and the total number of combustion chambers110. For example, when the engine12has three (3) combustion chambers110and if the partial output power loss is approximately a one-third (⅓) power loss, then the number of non-functional combustion chambers is estimated as one (1). By way of another example, when the engine12has three (3) combustion chambers110and if the partial output power loss is approximately a two-third (⅔) power loss, then the number of non-functional combustion chambers is estimated as two (2).

In some embodiments, at step308, a decrease in the engine parameter may be detected when the engine parameter decreases by an expected amount compared to the engine parameter prior to fuel injection to the given combustion chamber being reduced. The expected amount of engine parameter decrease may be determined as a function of the partial output power loss (or the number of estimated non-functional combustion chambers), the number of combustion chambers110and/or the engine parameter prior to reducing the fuel injection to the given combustion chamber. For example, when the engine12has three (3) combustion chambers110and the number of non-functional combustion chambers is estimated as one (1) at step302, a decrease in the engine parameter (e.g., output power) of approximately one-half (½) is expected when fuel injection to a functional combustion chamber is shut off. Accordingly, in this example, the expected amount is approximately one-half (½) of the engine parameter prior to shutting off the fuel injection to the given combustion chamber. In some embodiments, the expected amount of engine parameter decrease may be determined from an estimate of the power being generated by each combustion chamber110. For example, the estimate of the power being generated by each combustion chamber110may be determined based on power demand, throttle position and/or torque demand. Accordingly, the expected amount of engine parameter decrease may be the estimated power per combustion chamber110. In the case where a combustion chamber is configured to deliver a different torque and/or power relative to at least one other combustion chamber, the expected amount of engine parameter decrease could be known.

In some embodiments, at step302, detecting the partial output power loss of the engine12comprises monitoring the engine parameter and detecting that the engine parameter is below a first threshold. The first threshold may be set to a percentage (e.g., 90%) of the engine parameter prior to a change in the engine parameter. The torque demand can be assessed to determine that the torque demand is substantially constant when the change in engine parameter occurs. The first threshold may be any suitable value and may vary depending on practical implementations.

In some embodiments, at step308, determining whether a change in the engine parameter has occurred comprises monitoring the engine parameter to detect the engine parameter is below a second threshold. The second threshold may be set to a percentage (e.g., 75%) of the engine parameter prior to reducing the fuel injection to the given combustion chamber. The second threshold may be set as a function of the number of combustion chambers and/or the amount of the partial output power loss determined at step302. The second threshold may be any suitable value and may vary depending on practical implementations.

In some embodiments, step308, comprises determining a difference between a value of the engine parameter before reducing the fuel injection and a value of the engine parameter after reducing the fuel injection; determining that the change (e.g., the decrease) has occurred, when the difference exceeds a third threshold; and that no change (e.g. no decrease) has occurred if the difference does not exceed the third threshold. The third threshold may be set based on the engine parameter prior to reducing the fuel injection to the given combustion chamber. The third threshold may be set as a function of the number of combustion chambers and/or the amount of the partial output power loss determined at step302. The third threshold may be any suitable value and may vary depending on practical implementations. Accordingly, at step310, the given combustion chamber may be determined as being functional, if a change (e.g., a decrease) in the engine parameter is outside of an acceptable amount of variation of the engine parameter. Similarly, at step320, the given combustion chamber may be determined as being non-functional, if there is a change (e.g., a decrease) in the engine parameter within an acceptable amount of variation of the engine parameter.

In some embodiments, when the engine12is a rotary engine comprising a plurality of rotors with each having an apex seal for sealing the plurality of combustion chambers, the method300′ may further comprise detecting failure of an apex seal and/or determining which apex seal has failed.

The method300,300′ may detect failure of an apex seal of a rotary engine based on the partial output power loss at step302and the number of combustion chambers110. For example, when the engine12has three (3) combustion chambers110and if the partial output power loss is approximately a two-third (⅔) power loss, then the method300′ may detect failure of an apex seal, as the apex seal is used to seal two (2) separate combustion chambers from each other.

The method300,300′ may detect failure of an apex seal based on the number of non-functional combustion chambers estimated at step302or determined from step320. For example, when the engine12has three (3) combustion chambers110and if two (2) combustion chambers are non-functional, this may indicate that an apex seal has failed.

The method300,300′ may determine which apex seal has failed based on the non-functional combustion chambers determined at step320. A given combustion chamber under assessment may be defined as a chamber between two (2) apex seals128. Accordingly, the determination of a non-functional combustion chamber at step320may indicate a failure of one (1) of the two (2) apex seals128of that combustion chamber. When two (2) adjacent combustion chambers are determined as non-functional at step320, this may indicate failure of the apex seal between the two (2) adjacent combustion chambers.

In some embodiments, the method300,300′ further comprises adjusting one or more engine control parameters, including, but not limited to, a timing of fuel injection and rail pressure. For example, the method300,300′ further comprises adjusting a timing of fuel injection to the engine12in response to detecting at least one of the combustion chambers is non-functional. By way of another example, the method300,300′ further comprises adjusting rail pressure of the engine12in response to detecting at least one of the combustion chambers is non-functional. In some embodiments, the method300,300′ determines if it is deemed safe to modify the timing of fuel injection and/or rail pressure. It should be appreciated that the loss in power may not be permanent and may be at least in part regained by adjusting one or more engine control parameters. For example, in the vent that a flameout occurs due to delayed combustion, and not necessarily hardware damage, injection timing could be advanced and/or rail pressure could be increased to try to regain control of the combustion process in a given combustion chamber. This is an example with electronic control of the injectors and of the fuel rail pressure.

In some embodiments, the method300,300′ may determine a failure of at least one engine component, such as one or more of a broken sub-chamber, a broken glow plug, a fouled fuel injector, a cracked rotor, a rotor flameout, a cracked piston head, a faulty injector and a fouled spark plug. For instance, each failure of an engine component may have a signature that can be determined from one or more engine parameters, such as metal temperature, exhaust gas temperature, speed, torque, their time-derivatives and/or any other suitable engine parameter. The engine parameter(s) can be measured, a signature can be generated from the engine parameter(s), the generated signature can be compared to a signature stored in a database, and a failure of an engine component can be determined when the generated signature corresponds to the stored signature indicative of failure of the engine component.

It should be appreciated that by shutting off fuel to the non-functional combustion chamber(s) according to the method300,300′, power and/or fuel efficiency may be maximized in response to a hardware and/or component failure of the engine12.

While the method300,300′ is described herein with reference to a rotary engine, the method300may be applied to other types of engines. In some embodiments, the engine12may be an auxiliary power unit (APU). In some embodiments, the engine12is a direct injection engine.

With reference toFIG. 4, the method300,300′ may be implemented using a computing device400comprising a processing unit412and a memory414which has stored therein computer-executable instructions416. The processing unit412may comprise any suitable devices configured to implement the system such that instructions416, when executed by the computing device400or other programmable apparatus, may cause the functions/acts/steps of the method300,300′ as described herein to be executed. The processing unit412may comprise, for example, any type of general-purpose microprocessor or microcontroller, a digital signal processing (DSP) processor, a central processing unit (CPU), an integrated circuit, a field programmable gate array (FPGA), a reconfigurable processor, other suitably programmed or programmable logic circuits, or any combination thereof.

The methods and systems for detection of at least one non-functional combustion chamber described herein may be implemented in a high level procedural or object oriented programming or scripting language, or a combination thereof, to communicate with or assist in the operation of a computer system, for example the computing device400. Alternatively, the methods and systems for detection of at least one non-functional combustion chamber may be implemented in assembly or machine language. The language may be a compiled or interpreted language. Program code for implementing the methods and systems for detection of at least one non-functional combustion chamber may be stored on a storage media or a device, for example a ROM, a magnetic disk, an optical disc, a flash drive, or any other suitable storage media or device. The program code may be readable by a general or special-purpose programmable computer for configuring and operating the computer when the storage media or device is read by the computer to perform the procedures described herein. Embodiments of the methods and systems for detection of at least one non-functional combustion chamber may also be considered to be implemented by way of a non-transitory computer-readable storage medium having a computer program stored thereon. The computer program may comprise computer-readable instructions which cause a computer, or in some embodiments the processing unit412of the computing device400, to operate in a specific and predefined manner to perform the functions described herein.

With reference toFIG. 5, a block diagram illustrates a system for non-functional combustion chamber detection in accordance with an embodiment. In this example embodiment, engine parameter (e.g., output power or torque of the engine12) is obtained from engine12, as described elsewhere in this document. The computing device400implements the method300′. An engine parameter monitoring module502determines the partial output power loss of the engine12according to step302of method300′. In this example, the engine parameter monitoring module502is also used to monitor the engine parameter at step306and to determine if a decrease in engine parameter occurs at step308. A non-functional chamber detection module504detects whether a given combustion chamber is functional or non-functional according to steps310and320of method300′. A fuel injection control module506controls the fuel injection to the combustion chambers according to steps304,322and312of the method300′. In this example, the fuel injection control module sends signals to the fuel injection system50. The fuel injection system50controls fuel injection to the engine12, as described elsewhere in this document. The configuration of the modules502,504,506may vary depending on practical implementations.