Multi-cylinder engine control method and electronic control apparatus therefor

Abstract: In a multi-cylinder engine control method and a control apparatus therefor, rotational speeds (N e ) of the multi-cylinder engine at explosion strokes of the respec­ tive cylinders (1-4) are detected for estimating combus­ tion pressures in the respective cylinders, and devia­ tions of the combustion pressures in the cylinders are derived from the estimated combustion pressures in the respective cylinders, so that ignition timings or fuel amounts supplied to the respective cylinders are regula­ ted in response to the derived deviations of the com­ bustion pressures.

Description: The present invention relates to a method and an apparatus according to the first parts of claims 1 and 5 for controlling a multi-cylinder engine, which enable combustion conditions of the respective cylinders of the multi-cylinder engine to be balanced for producing a stable engine power. Such a method and apparatus are known from JP-A-61-255 273 Conventionally, as a well-known art for suppressing revolutional fluctuation of an engine especially at the time of idling, for example, it has been disclosed in the Japanese Patent Unexamined Publication No. 58-176470, that ignition timings or fuel amounts supplied are corrected to suppress the fluctuation. In the above mentioned JP-A-61-255 273 an idling control device for internal combustion eingines is described, which detects an actual engine revolution speed under idling conditions in the explosive stroke of the engine. In accordance with the detected revolution speed, the ignition timings of the cylinders are corrected to equalize the explosive forces in the cylinders. However, the correction of the ignition timing is performed for all engine cylinders so that there is the possibility of an unnecessary change of the ignition timing for a cylinder which is running under normal conditions. In addition, in order to balance combustion conditions of cylinders by equalizing combustion pressures of a multi-cylinder engine, various methods have been attempted. For example, so-called combustion pressure sensors are provided in the respectively cylinders so that the combustion pressures will be directly detected to effect the engine control. However, in these conventional methods, especially in the former, after numbers of revolutions representing the engine power are detected, the ignition timings or the like of the cylinders at the succeeding procedures are suitably regulated in response to the fluctuation, so that the revolutional fluctuation is controlled to suppress vibration to some extent, but it has been almost impossible in principle to sufficiently suppress revolutional vibration caused by output unbalance of the respective cylinders of the engine, thereby resulting in discomfort to drivers or passengers who are suffered from delicate vibration transmited from the vehicle body, the steering or the like. Besides, in the latter of the above-stated conventional methods, the respective cylinders have to be provided with sensors for detecting each of combustion pressures, that inevitably causes the cost of the control apparatus to increase, and such sensors for detecting the combustion pressures do not have enough durability, so that they have not been put into practice yet. The object of the present invention is to realize a method and an apparatus for controlling a multi-cylinder engine by which combustion pressures of the respective cylinders of the engine can be equalized so as to stabilize an engine power without directly detecting the combustion pressures in the engine cylinders. The object of the invention is solved by the features of the independent claims 1 and 5. The dependent claims show further developments and advantageous embodiments of the invention. According to the invention a multi-cylinder engine control method is provided in which the rotational speeds of the multi-cylinder engine at explosion strokes of respective cylinders are detected for estimating combustion pressures in the respective cylinders, and the deviations of the combustion pressures in the cylinders are derived from estimated combustion pressures in the respective cylinders, so that ignition timings or fuel amounts supplied into the respective cylinders are regulated in response to the derived deviations of the combustion pressures. Furthermore, an electronic control apparatus for the multi-cylinder engine is provided according to the invention which comprises means for detecting engine running conditions, such means including a rotating speed sensor for detecting the rotating speeds of the multi-cylinder engine and a cylinder discrimination sensor for discriminating the cylinders; electronic control means for producing control signals to determine the ignition timings or the fuel amounts supplied to the respective cylinders in response to outputs from the sensor means; and actuater means for controlling the ignition timings or the fuel amounts supplied to the respective cylinders of the multi-cylinder engine in response to the control signals from the electronic control means, and also the above electronic control means comprise means for estimating the combustion pressures in the respective cylinders of the multi-cylinder engine at the explosion strokes of the respective cylinders from the outputs from the rotating speed sensor and the cylinder discrimination sensor, means for calculating the deviations of the combustion pressures of the cylinders from the estimated combustion pressures in the respective cylinders, and means for regulating the ignition timings or the fuel amounts supplied to the respective cylinders in response to the deviations of the combustion pressures obtained by the calculating means. The present invention has been accomplished by paying attention to such a fact that the numbers of revolutions of the multi-cylinder engine at the explosion strokes of the respective cylinders represent the combustion pressures in the cylinders. In the multi-cylinder engine control method and its electronic control apparatus according to the present invention, by making use of the combustion pressures in the cylinders which are obtained from the speed of rotation of the multi-cylinder engine at the explosion strokes of the respective cylinders of multi-cylinder engine, the ignition timings and the fuel amounts supplied to the respective cylinders are regulated to equalize the combustion pressures in the respective cylinders, so that vibration caused by the balanced combustion conditions of the cylinders can be suppressed to produce the stable engine power. Examples of carrying out the invention are described in detail below with reference to drawings which illustrate only specific embodiments of the invention, in which: Fig. 1 is a flow chart showing an operation one embodiment of an electronic control apparatus for a multi-cylinder engine according to the present invention; Figs. 2A, 2B, 2C, and 2D are wave-form charts partially showing relations between the combustion conditions and the rotating speeds the multi-cylinder engine; Fig. 3 is a schematic view showing a structure of the above electronic control apparatus of the invention; Fig. 4 is a view showing a structure of a crank angle sensor; Fig. 5 is a block diagram showing a control unit of the electronic control apparatus; Figs. 6 and 7 are charts showing relations between counter values for judging suspected values and amounts for correction of fuel injection time and ignition timings in the above electronic control apparatus; Figs. 8 and 9 are charts showing relations between mean effective pressures in the engine-cylinders and A/F ratios of fuel supplied to the engine and advance/delayed amounts of the ignition timings; Fig. 10 is a chart showing operational regions to two kinds of characteristic curves in Figs. 6 and 7; Figs. 11A, 11B, 11C, 11D, and 11E are charts partially showing wave forms of the respective cylinders of the engine operated by the electronic control apparatus of the present invention; and Figs. 12A and 12B are charts showing results of an actual experiment in a vehicle in comparison with the conventional multi-cylinder-engine. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Functions of a multi-cylinder engine upon which operational principles of the present invention are based, will be first explained. A relation between mean effective pressure Pi in the respective cylinders in a four-cylinder engine and a rotating speed Ne of the engine at explosion stroke of respective cylinders, to which the present invention is applied, is shown in Figs. 2A, 2B, 2C, and 2D. Numerals used in Figs. 2C and 2D indicates each of reference numbers of the cylinders. In addition, the rotating speeds Ne are detected at each of top dead centers (TDC), preferably at each of top dead centers (TDC) following each explosion stroke E, so that the rotational speed increment produced by the explosion stroke of a respective cylinder is detected within the time period between the end of an explosion stroke and the beginning of the next subsequent explosion stroke. In Figs. 2C and 2D, the axes of abscissas represent time (ms). In Fig. 2B, the strokes of the respective cylinders change successively, in acccordance with time, in the order of a first cylinder (No. 1), a third cylinder (No. 3), a fourth cylinder (No. 4), and a second cylinder (No. 2). In Fig. 2B, "I" denotes an ignition stroke, "A" an intake stroke, "E" an explosion stroke, and "J" a fuel injection stroke. As clearly seen in Fig. 2C, the mean effective pressures Pi of the respective cylinders are different from one another in each of cylinders. In this example illustrated in the chart, the mean effective pressure Pi is the highest in the fourth cylinder and the lowest in the first cylinder. On the other hand, as in Fig. 2D, the rotating speeds Ne of the engine are different from one another in each of cylinders. In this example, the rotating speed Ne is the highest at an explosion stroke of the fourth cylinder and the lowest at an explosion stroke of the first cylinder. As shown in Fig. 2A, however, these results are obtained when the respective cylinders have the identical fuel injection time Ti and ignition timing. As obviously understood from these facts, the mean effective pressures Pi in the respective cylinders, which directly influence combustion conditions of the engine, are generally different in each of the cylinders, and the mean effective pressure Pi in each cylinder can be estimated by detecting the corresponding rotating speed Ne. Therefore, each of combustion conditions in the cylinders of the multi-cylinder engine can be consequently estimated from the corresponding rotating speed of the engine at an explosion stroke of the cylinders. The apparatus and the method of the present invention can produce stable engine power by detecting the rotating speeds of the multi-cylinder engine at an explosion stroke of respective cylinders, estimating the combustion conditions of the respective cylinders, and controlling the ignition timings or amounts of supplying fuel, so that the respective cylinders have the uniform combustion condition, thereby suppressing vibration caused by unbalanced combustion conditions of the cylinders. Next, one embodiment of the present invention will be explained in detail. First, in Fig. 3, a fuel injection system of a multi-cylinder engine is schematically illustrated. Air introduced from an inlet 2 of an air cleaner 1 passes through a filter of this air cleaner 1 to flow through a hot-wire air flowmeter 3 for detecting an intake amount of air, and further passes through a duct 4 located downstream of the air flowmeter and a throttle body 5 including a restrictor (throttle valve) for regulating the intake air amount, so as to flow into a so-called collector 6. In this collector 6, the intake air is distributed to intake pipes 8 which are connected to the respective cylinders of the multi-cylinder engine 7 and, then, is drawn into the respective cylinders of the engine. On the other hand, fuel is absorbed from a fuel tank 9 and pressurized by a fuel pump 10. Then, the fuel is directed to fuel inlets of fuel injection valves 13 through a fuel damper 11 and a fuel filter 12. Besides, a small percentage of the fuel directed through the fuel filter 12 to the fuel injection valves 13 is drawn into a fuel pressure regulator 14 and, then, is returned to the fuel tank 9. Owing to the function of this fuel regulator, the pressure of the pressurized fuel supplied to the fuel injection valves 13 is regulated to be constant, and such fuel is injected through the fuel injection valves 13 into the intake pipes 8. In this embodiment, as clearly seen in Fig. 3, the fuel injection valves 13 are attached adjacently to air inlet ports of the cylinders (on the walls of the intake pipes 8) so as to constitute a so-called MPI (multi-point injection) system, in which a plurality of cylinders of a multi-cylinder engine are independently provided with fuel injection valves for controlling amounts of fuel supplied to the respective cylinders. However, the multi-cylinder engine control method and its electronic control apparatus according to the present invention are not necessarily restricted only for this MPI system, and as easily understood from the following explanation, a so-called SPI (single-point injection) system for supplying fuel through a single fuel injection valve to a plurality of cylinders is also applicable if it is able to control the fuel supplied to the respective cylinders. Further explanations of the present invention is made as follows. An electric signal representing the intake air amount which is output from the air flowmeter 3 is input to a control unit, which will be described in detail below. In addition, the throttle body 5 is provided with a so-called throttle sensor 18 for detecting an opening degree of the throttle valve, and an output signal from this throttle sensor 18 is likewise input to the control unit 15. A distributor 16 is set adjacently to the engine 7 (on the left side of the engine 7, as seen in the drawing), including therewithin a crank angle sensor for detecting a crank rotation angle of the engine. This crank angle sensor, an example of which is shown in Fig. 4, is so arranged that a metallic disk 71 attached on a crank shaft 70 of the engine 7 is formed with small apertures 72 at intervals of a predetermined angle, and that a light emitting element 73 and a light receiving element 74 are respectively located above and below the metallic disk 71, so as to produce an output signal in proportion with the rotation angle of the crank shaft 70. In addition to the small apertures 72 spaced at intervals of the predetermined angle, the metallic disk 71 of the crank angle sensor is formed with holes 75, whose diameter is larger than that of the small apertures 72, at locations corresponding to predetermined angles of the crank shaft 70, so that the crank angle sensor is arranged to produce a reference position signal for indicating a reference position of the rotation angle as well as the above-mentioned signal for indicating the rotation angle of the crank shaft, these output signals being also input to the control unit 15. Furthermore, a water temperature sensor for detecting a temperature of the engine, an oxygen sensor for detecting an oxygen content of emission gas, and the like are installed, although they are not denoted by reference numerals in Fig. 3. Upon receiving the signals for indicating a running condition of the engine which have been output from the various sensors described above, the control unit 15 makes an operation of these signals in predetermined computing processes and drives actuaters of some kinds for suitably controlling the running condition of the engine. For example, as shown in Fig. 3, this control unit 15 outputs control signals to control functions of a power transistor attached on the side of an ignition coil 17, whose connection/disconnection serves to supply/regulate high voltage for ignition to the respective cylinders, functions of the fuel injection valves 13 for injecting/supplying the fuel to the cylinders of the engine 7 and functions of the fuel pump 10. Next, as illustrated in the attached chart of Fig. 5, the control unit 15 includes a multi-processor unit (MPU) 151, a rewritable nonvolatile memory (EP-ROM) 152, a random access memory (RAM) 153, an LSI circuit part or I/O LSI 154 serving as an input/output circuit, to which the signals detected by the various sensors for indicating the engine running condition are input, and from which the control signals for driving the actuaters are output or the like. More particularly, the output signals from an air flowmeter 3, a crank angle sensor 155, an idle switch 156, a starter switch 157, an oxygen sensor 158, a water temperature sensor 159, a battery voltage sensor 160, and a throttle sensor 18 are input to the I/O LSI 154 by way of an A-D converter contained within or provided outside this I/O LSI, if necessary. After that, the predetermined computing processes are effected by the MPU 151, the EP-ROM 152, and the RAM 153, and then the operations of the actuaters for controlling the engine such as the fuel injection valves 13, the power transistor of the ignition coil 17, and the fuel pump 10 are controlled. Details of the operation of the fuel injection system, i.e., the control unit 15 according to the present invention described so far will be hereinafter explained with reference to a flow chart of Fig. 1. A routine illustrated below is performed when discrimination of the cylinders is finished. More particularly, the routine is done at intervals of 180 degrees in a case of the four-cylinder engine. In addition, if the control method in accordance with the present invention is applied to a six-cylinder engine, the routine is performed at intervals of 120 degrees, and if it is further applied to an eight-cylinder engine, the routine is performed at intervals of 90 degrees. Besides, the number of counters CNT for judging suspected values is the same as that of the cylinders, and they are correspondingly assigned to the respective cylinders so as to separately carry out the operation. First, in Step 200 of Fig. 1, a rotating speed N obtained from the output signal from the crank angle sensor 155 and a reference ignition timing IGNM and a reference fuel injection pulse width TIM are read and stored. IGNM and TIM are read from a memory map stored within the ROM on the basis of the rotating speed and the output signal from the air flowmeter 3. After that, in Step 201, by making use of N obtained in Step 200, an average NAV of N is derived from the following formual (1): NAV n = GAIN * (N - NAV n-1 ) wherein NAV n is a value of NAV at this routine, NAV n-1 is a value of NAV at the preceding routine, and GAIN is a damping amount (filter). Next, Steps 202 and 203 serve to compare the rotating speed N, i.e., the rotating speed of the engine at an explosion stroke of the coresponding cylinder with the average NAV n of the rotating speed of the engine at explosion strokes of all the cylinders. Thus, in Step 202, a deviation in rotations ΔN is obtained from the following formula (2): ΔN = N - NAV n In Step 203, this deviation ΔN is judged to be positive or negative. More particularly, if the rotating speed N in the corresponding cylinder is larger than the average NAV n and the deviation ΔN is positive, the process proceeds to Step 204. On the contrary, if the speed N of the corresponding cylinder is smaller than NAV n and the deviation ΔN is negative, the process proceeds to Step 205. First, Step 204 serves to judge a magnitude of cylinder output from the corresponding cylinder according to the deviation ΔN, or particularly to compare this deviation ΔN with a predetermined value DN. Then, if ΔN is judged to be smaller than DN (ΔN < DN), the cylinder output from the corresponding cylinder is consequently judged to be normal in comparison with cylinder output from the other cylinders (i.e., average output), and the routine is completed at this step. Although Step 205 is chosen when the deviation ΔN is negative, its operation is equivalent to that of Step 204. On the other hand, in Step 204, if ΔN is judged to be larger than DN (ΔN > DN), or in Step 205, if -ΔN is judged to be smaller than -DN (-ΔN < -DN), the process proceeds to Step 206 or 207, where the suspected value judging counter CNT exhibits increment (Step 206) or decrement (Step 207). After that, the process proceeds to Step 208, where an absolute value of the suspected value judging counter CNT is judged to be larger or smaller than a predetermined value DNG. Step 208 serves to determine authenticity (reliability) of the suspected value of combustion in the corresponding cylinder which is detected above, and if the absolute value of the counter CNT is larger than DNG, the combustion condition of the cylinder in question is judged to be abnormal, thereby proceeding to Steps 209 and 210. On the contrary, if CNT is smaller than DNG, the suspected value is not clearly judged to be true nor false, and the routine is completed at this step. In Step 208 mentioned above, when the combustion condition of the corresponding cylinder is judged to be abnormal, the process proceeds to step 209 as previously described, where the cylinder, of which abnormality of the combustion condition has been detected, is subjected to correction of a ratio of the fuel to be supplied next and the intake air, i.e., A/F ratio, so that the cylinder in question at the next routine is controlled to have the same combustion condition as the other cylinders. More concretely, by utilizing relationship between a counter value CNT (the axis of abscissas) and an amount for correction ΔTe (the axis of ordinates) as shown in Fig. 6, ΔTe corresponding to CNT obtained above is computed. Then, by using ΔTe, a fuel injection pulse width TI of the fuel injection valve 13 is corrected on the basis of the following formula (3): TI = TIM * (1 + ΔTe) + T s where TIM is the reference fuel injection pulse width, and T s is an invalid pulse width of the injector. Moreover, in Step 210, correction of the next ignition timing of the corresponding cylinder is performed in the same manner as Step 209 mentioned above. In other words, this correction of the ignition timing is conducted by deriving an ignition timing correction amount ΔIGN from relationship shown in Fig. 7 according to the counter value CNT described above, so that the ignition timing IGN is determined from the following formula (4) by using this correction amount ΔIGN: IGN = IGNM + ΔIGN In this formula, IGNM represents the reference ignition timing. Furthermore, as illustrated in Figs. 8 and 9, this correction of the A/F ratio or the ignition timing according to the counter value CNT representing abnormality of the combustion condition is generally carried out in such a manner that the mean effective pressure Pi of each cylinders is decreased by modifying the A/F ratio to be leaner or smaller than an optimum value of 14.7 or by controlling the ignition timing from an advance timing to a delayed timing. That is, according to the present invention, when one of the cylinders exhibits a larger value of the mean effective pressure Pi than those in the other cylinders, the A/F ratio thereof is modified to be smaller, or the ignition timing thereof is delayed, and on the contrary, when one of the cylinders exhibits a smaller value of the mean effective pressure Pi than those in the other cylinders, the A/F ratio thereof is modified to be richer or larger, or the ignition timing thereof is advanced, so that the respective cylinders of the multicylinder engine can have uniform output for stabilizing the engine power. In addition, correction of the A/F ratio is explained above as regulating means of the mean effective pressures Pi in the respective cylinders, but this is not the only means, and the same effect can be obviously provided by merely reducing the supplying fuel amount. It is also obvious that both of the ignition timing and the A/F ratio are not necessarily corrected, so that the effect described above can be likewise provided by correcting either the ignition timing or the A/F ratio. Besides, in this embodiment, as shown in Figs. 6 and 7, the correction amount ΔTe of the fuel injection time and the correction amount ΔIGN of the ignition timing are expressed by two sets of lines (one is of solid lines and the other is of dashed lines) corresponding to two divided regions of the engine running condition, i.e., a region of idling where a neutral switch is on and a region of driving where the neutral switch is off, and these values are written in the memories in advance. Such division of the engine running condition is conducted to further increase stability of the engine power in each of the regions. Additionally, Fig. 10 shows the operational regions of the two kinds of characteristic curves illustrated in Figs. 6 and 7. Next, a control method of the present invention described above or control operations by an electronic control apparatus therefor will be explained with reference to Figs. 11A, 11B, 11C, 11D, and 11E. As clearly understood from these figures, according to the control method or the electronic control apparatus, Ne detected from the respective cylinders are processed to be averaged into the mean value NAV n , and the deviation ΔN from N at the present routine is calculated (see Fig. 11E). The deviation ΔN can be also derived by a preset target value in place of the mean value. Then, as previously described, this deviation ΔN is judged to be larger or smaller than the predetermined value DN, and if it is larger, the combustion condition of the cylinder in question is judged to be abnormal, so that the fuel injection time Ti (i.e., A/F ratio) or an advance amount of ignition timing ADV is regulated to define the rotating speeds Ne of the respective cylinders within a certain range, as illustrated in Figs. 11A and 11B. In other words, when one of the cylinders has a value of the rotating speed larger than the range, the fuel injection time Ti thereof is reduced, or the advance amount of ignition timing ADV is decreased, and when one of the cylinders has a value of the speed too small in comparison with the other cylinders, the fuel injection time Ti thereof is increased, or the advance amount of ignition timing ADV is increased. By regulating the fuel injection time Ti or the advance amount of ignition timing ADV in this manner, the respective cylinders of the multi-cylinder engine can have the uniform combustion condition, and thus, power unbalance owing to the unbalanced combustion conditions of the cylinders can be decreased for stabilizing the engine power. Further, Fig. 12B shows measurements of fluctuation of output power from a four-cylinder engine actually installed in a vehicle according to the above-described control method of the present invention, where the fluctuation of the rotating speeds Ne is found to be obviously smaller than that of measurements of output power from an engine in a case of the conventional control method which are comparatively shown in Fig. 12A, so that the stabilization of the output power can be fully effected. More concretely, the maximum fluctuation of the measured rotating speeds is 60 rpm in the conventional case of Fig. 12A, but according to the present invention, it can be reduced to 35 rpm, almost half of the conventional value. In addition, although a case where the control method of the present invention is applied to the entire operational regions of the multi-cylinder engine is explained in the above embodiment, the control method of the present invention can be also very effective for stabilizing the speeds of the cylinders during idling in particular. It is because the engine is influenced by almost no load during idling so that vibration due to the unbalanced output power from the engine cylinders is likely to be felt relatively large, but that the balance of output power of the respective cylinder can be easily obtained by regulating the ignition timing or the supplying fuel. As clearly understood from the explanation above, the present invention does not particularly require additional sensors so as to be superior in economy, and intends to provide the multi-cylinder engine control method and its electronic control apparatus, by which the unbalanced output power from the respective cylinders of the engine can be regulated to ensure the stable engine power.

Claims: Method of controlling a multi-cylinder engine, with the step of detecting the rotating speed N of the engine (7) during the explosion stroke of respective cylinders of the engine (7), characterized by the following steps: (A) determining the combustion pressure in the respective engine cylinder on the basis of the detected rotating speed N; (B) determining a deviation of the combustion pressure with the combustion pressure determined in step (A), (C) comparing the determined deviation with a predetermined reference value, (D) counting the number of times when the deviation is exceeding the predetermined reference value, and (E) controlling the respective cylinder or cylinders of the engine in accordance with the number of times the deviation is exceeding the predetermined reference value. Method according to claim 1, characterized in that the deviations of the combustion pressures in the respective cylinders are obtained by averaging the estimated combustion pressures in the respective cylinders and comparing the averaged pressure value with the estimated combustion pressures in the respective cylinders. Method according to claim 1, characterized in that the deviations of the combustion pressures in the respective cylinders are obtained by comparing the estimated combustion pressures in the respective cylinders with a predetermined value. Method according to at least one of claims 1 to 3, characterized in that the respective cylinder or cylinders of the engine are controlled by adjusting the ignition timing and/or the fuel supply. Apparatus for controlling a multi-cylinder engine, with rotating speed sensors (70-75; 155) for detecting a rotating speed N of the engine (7) during the explosion stroke and electronic control means (15) for controlling the cylinders of the engine (7) in response to the detected rotating speed N, characterized in that the electronic control means (15) comprises (A) means for determining the combustion pressure in the respective engine cylinder on the basis of the detected rotating speed N, (B) means for determining a deviation of the combustion pressure with the combustion pressure determined in step (A), (C) means for comparing the determined deviation with a predetermined reference value, (D) means for counting the number of times when the deviation is exceeding the predetermined reference value, and (E) controlling the respective cylinder or cylinders of the engine in accordance with the number of times the deviation is exceeding the predetermined reference value. Apparatus according to claim 5, characterized in that the electronic control means (15) further include means for averaging the estimated combustion pressures in the respective cylinders, and that the calculating means for calculating the deviations of the combustion pressures in the electronic control means (15) include comparing means for comparing the combustion pressures in the respective cylinders with the average value so as to obtain the deviations. Apparatus according to claim 5, characterized in that the electric control means (15) further include means for producing a predetermined reference value of the combustion pressures, and that the calculating means for calculating the deviations of said combustion pressures have comparing means for comparing the combustion pressures of the respective cylinders with the reference value so as to obtain the deviations. Apparatus according to at least one of claims 5 to 7, characterized in that the apparatus further includes means (156) for detecting running conditions of the engine at the time of idling. Apparatus according to at least one of claims 5 to 8, characterized in that the electronic control means (15) controls the respective cylinder or cylinders of the engine by adjusting the ignition timing and/or the fuel supply.

Inventors: ATAGO TAKESHI, NAGANO MASAMI, NEMOTO MAMORU, ATAGO, TAKESHI, NAGANO, MASAMI, NEMOTO, MAMORU
Applicants: HITACHI AUTOMOTIVE ENG, HITACHI LTD, HITACHI AUTOMOTIVE ENGINEERING CO., LTD., HITACHI, LTD.
Application year: 1989
Main classification: F02P5
IPC codes: F02P5