Method and apparatus for detecting misfired cylinder of internal combustion engine

Abstract: A value approximately corresponding to the amount of a change in mean effective pressure calculated on the basis of the revolution period of an engine is used for discrimination of a misfire. In detecting a misfired cylinder by comparing this misfire discriminating value with a slice level, while a misfire detection during a coasting time is inihibited. Further, a misfire discriminating value corresponding to a misfired cylinder is verified on the basis of a predetermined varying pattern of the discriminating value. Further the slice level is set to the proper value in accordance with this discriminating value.

Description: The present invention relates to a method and apparatus for detecting misfired cylinder of an internal combustion engine. More particularly, this invention pertains to a method and apparatus for detecting a misfired cylinder based on a change in revolution of an internal combustion engine. There is an apparatus for detecting a misfired cylinder of an internal combustion engine, which computes a misfire discriminating value approximately corresponding to the amount of a change in mean effective pressure based on the rotational period of the engine and discriminates a misfired cylinder on the basis of this discriminating value (refer to ISATA-Paper "Experiences with a new method for measuring the engine roughness" 1979, by R. Latsch, E. Mausner, V. Bianchi, and Japanese Patent Application Hei 1-275046). More specifically, upper top dead center (TDC) periods (180 degrees for a four-cylinder internal combustion engine), for example, are sequentially measured, and with "half" representing the TDC period of 1/2 cycle before, "old" representing the TDC period of one cycle before and "new" representing the latest TDC period, a value LU approximately corresponding to the amount of a change in mean effective pressure (amount of a change in mean effective pressure during the combustion stroke process) is calculated by substituting these TDC periods into the following equation. LU = half - old - new - half old The value LU acquired from the above equation is compared with a slice level SL (minus value), which has been preset in accordance with operational conditions of the engine, such as an engine load and engine revolution speed. When LU falls below or equal to the slice level SL, it is assumed that the mean effective pressure has decreased due to a misfire, and that cylinder which was undergoing the combustion stroke process during the latest TDC period, "new," used in the computation of LU, is detected as a misfired cylinder. In other words, the cylinder in which the misfire has occurred is detected on the basis of a negative change in mean effective pressure, and the value LU is used for misfire discrimination, so that this LU will be considered hereunder as "a misfire discriminating value". When consecutive misfire discriminating values LU are negative and when at least one of the values is equal to or lower than the slice level SL, the previous misfire discriminating value LU is considered to indicate the occurrence of a misfire. In a coasting state of a vehicle, the level of the mean effective pressure significantly decreases on the whole, so that even the presence of a misfired cylinder may not clearly appear as a variation in engine revolution speed. In the coasting state, therefore, there is no difference between the discriminating values LU originating from the presence and absence of a misfired cylinder, therefore the detection of a misfired cylinder based on the misfire discriminating value LU may be impossible or very difficult. Consequently, the previous warning of the presence of a misfired cylinder would be canceled, resulting in erroneous detection of a misfired cylinder as having the proper combustion. This deteriorates the reliability of detection of misfired cylinders. According to the above detection of a misfired cylinder based on the misfire discriminating value LU, it is possible to detect a misfired cylinder with high precision when, for example, a single specific cylinder continuously misfires; however, there may occur erroneous detection of a misfired cylinder when a misfire occurs sometimes in one cylinder. When a single, noncontinuous misfire occurs as mentioned above, the rotation fluctuates of the engine after the occurrence of the misfire due to a misfire-originated reduction in mean effective pressure so that the misfire discriminating value LU computed with the rotational fluctuation reflecting thereon may greatly changes to the negative side as in the case of a misfire occurring in a cylinder. Therefore, there is a possibility of detecting a unmisfired cylinder as a misfired cylinder after the occurrence of a single misfire. Further, in a case where a misfire occurs in an unstable rotation state or a low-speed revolution state of the engine, such as during idling operation, a misfire discriminating value LU corresponding to a cylinder having the normal combustion may greatly change to the negative side due to an irregular rotational change of the engine originating from the occurrence of a misfire even when a single specific cylinder is continuously misfiring. This will cause erroneous detection of the misfired cylinder. With regard to the slice level SL which is to be compared with the misfire discriminating value LU as mentioned earlier, a slice level map having the proper values for individual operational conditions of the engine such as an engine load and engine revolution speed is prepared in advance in order to cope with a change in the misfire discriminating value LU due to the conditions. . Accordingly, the number of steps of finding the slice level SL matching the discriminating value increases, and a larger memory capacity is required for the slice levels SL. Summary of the Invention It is therefore an object of the present invention to improve the reliability of detecting misfired cylinders. To achieve the above objects, according to the present invention, a method for detecting a misfired cylinder of an internal combustion engine based on a crank angular velocity of an internal combustion engine inhibits detection of a misfired cylinder at least under a condition that a throttle valve disposed in an air suction system of the engine is fully closed. In a coasting state of a vehicle, the presence/absence of a misfire does not clearly appear as a change in crank angular velocity, disabling discrimination of the presence/absence of the misfire. Therefore, a fully-closed state of a throttle valve is detected as a condition for the coasting state, and detection of a misfired cylinder is prohibited when the throttle valve is fully closed, thereby preventing erroneous detection of no misfired cylinder being present even when a misfired cylinder actually exists. If only the fully-closed state of the throttle valve is taken as a condition to inhibit misfire detection, the misfire detection will always be prohibited even in a normal idling state. It is therefore preferable that the fully-closed state of the throttle valve and a crank angular velocity being equal to or greater than a predetermined value be taken as conditions to inhibit detection of a misfired cylinder, thereby ensuring detection of a misfired cylinder in a normal idling state. An apparatus for detecting a misfired cylinder of an internal combustion engine according to the present invention comprises an angular velocity detecting means for detecting a crank angular velocity of the engine; a misfired cylinder detecting means for detecting a misfired cylinder based on the crank angular velocity; a fully-closed state detecting means for detecting a fully-closed state of a throttle valve disposed in an air suction system of the engine; and a misfire detection inhibiting means for inhibiting the misfired cylinder detecting means from detecting a misfired cylinder at least under a condition that the fully-closed state of the throttle valve has been detected. With this arrangement, in the fully-closed state of the throttle valve including the coasting state of a vehicle, the misfired cylinder detecting means is inhibited from detecting a misfired cylinder based on the crank angular velocity, thus preventing erroneous detection at the coasting time which impairs the accuracy of detecting a misfired cylinder. If the misfire detection inhibiting means is designed to inhibit the detection of a misfired cylinder when the fully-closed state of the throttle valve is detected and the crank angular velocity is equal to or greater than a predetermined level, the conditions for prohibiting the misfire detection can be further restricted to detect the misfired cylinder in a wider range. Other objects and advantages as well as variations of the present invention will be apparent from the following description of preferred embodiments of the invention in conjunction with the accompanying drawings. Brief Description of the Drawings Fig. 1 is a block diagram illustrating individual components of the first embodiment of the present invention; Fig. 2 is a schematic view of a system of the first embodiment; Figs. 3 to 5 are flow charts illustrating how to control the detection of a misfire cylinder according to the first embodiment; Fig. 6 is a graphical view representing the boost change of the revolution speed at the time of coasting; Fig. 7 is a time chart showing how an average effective pressure changes by coasting; and Figs. 8 and 9 are graphic views showing the proper and improper states of misfire cylinder detection according to different operational conditions of the engine. Detailed Description of the Preferred Embodiments Referring to Figs. 2 to 9, a description will be given of the first embodiment of a method and apparatus for detecting a misfired cylinder of an internal combustion engine according to the present invention; the first embodiment comprises components shown in the block diagram of Fig. 1. In Fig. 2 which illustrates the system structure of the first embodiment, a four-cycle four-cylinder internal combustion engine 1 comprises a not shown crank shaft on which a signal disc plate 2 is installed. The disc plate 2 is made from a magnetic material and has 120 tooth like projections formed on the periphery thereof at intervals of every 3 degrees of crank angle (3° CA). An electromagnetic pickup 3 is fixed near the periphery of the disc plate 2 to detect the projections of 3° CA in such a way that an open end of the magnet of the pickup 3 is opened and closed by the projections of the disc plate 2 according to the rotation of the crank shaft so that an induced electromotive pulse signals obtained. That is, detection signal is generated at an interval of every 3° CA by the function of the disc plate 2 cooperating with the pickup 3. Also, on a side surface of the signal disc plate 2 are formed a pair of bumps 2a and 2b which are coaxially disposed on the same circle about the rotary shaft. An electromagnetic pickup 4 is disposed facing the side surface of the disc plate 2. The pickup 4 detects the TDC by detecting the bumps 2a and 2b so that an induced electromotive pulse signals obtained at an interval of every 180° CA. That is, a detection signal is generated at an interval of every 180° CA by the function of the bumps 2a and 2b of the disc plate 2 cooperating with the pickup 4. In that case, the detection position of the pickup 4 is arranged so that the bumps 2a and 2b are detected at the timing synchronized with the top dead center (TDC) position, whereby the TDC position of the compression stroke in each cylinder can be detected from, for example, the ignition signal and the TDC detection signal. The induced electromotive forces output from the pickups 3 and 4 are respectively input to corresponding zero-cross comparators 5 and 6 in each of which the induced electromotive force is converted to a pulse wave having a zero voltage center according to the level of the induced electromotive force with respect to the 0V level. These pulse waves are further shaped to have a low level of 0V by associated waveform shaping circuits 7 and 8 connected to the comparators 5 and 6, respectively. The waveform shaping circuit 7 outputs a pulse signal which rises (or falls) at an interval of 3° CA (referred to as 3° CA pulse hereinafter). The 3° CA pulse signal output from the circuit 7 is input to a timer-1 of a control unit 9 which includes a computer that executes the misfire cylinder detecting operation and controls the fuel supply to the engine 1. The timer-1 counts the pulse number of the 3° CA pulse signal. Also, the other waveform shaping circuit 8 outputs a pulse signal which rises (or falls) at an interval of 180° CA at the position of TDC in each cylinder (referred to as TDC pulse hereinafter). The TDC pulse signal output from the circuit 8 is input to a trigger-1 of the control unit 9. Further, the control unit 9 receives an ON/OFF signal from an idle switch 11 which is rendered on at the fully-closed position of a throttle valve 10 disposed in an air suction system of the engine 1, i.e., the idling position. The control unit 9 measures the period of the TDC pulse signal, that is, the period of 180° CA (TDC) for the four-cylinder engine 1 of this embodiment. The control unit 9 also counts the 3° CA pulses by using the TDC pulse as a trigger and detects the timing of an interrupt operation for executing the misfire detection program at around, for example, ATDC 15°, so as to detect the misfire cylinder at an interval of 180° CA period. It is to be noted that as the means for detecting the rotational position of the crank shaft, instead of the above mentioned type of means utilizing the induced electromotive pulses, an optical means may be used in which slits are formed in the signal disc plate so that the rotational position of the crank shaft is detected by detecting the light penetrating through the slits of the disc plate. A misfire cylinder detecting program in accordance with a first embodiment of the present invention is described hereinafter with reference to the flow chart of Fig. 3. The program is executed interrupting the computer operation at the timing right after TDC which is detected by counting the 3° CA pulses in response to the TDC pulse. It is to be noted that of the individual constituent elements of the present invention, the misfired cylinder detecting means and the misfire detection inhibiting means are provided as means to be realized by software in the control unit 9, as illustrated in Fig. 3. The fully-closed state detection in the embodiment corresponds to the idle switch 11, and the angular velocity detecting means is realized by a sensor section constituted by a combination of the bumps 2a and 2b of the signal disc plate 2 and the electromagnetic pickup 4, and the time measuring function of the control unit 9. First, in step 1 (designated as S1 in Fig. 3, other steps designated in the same way), the ON/OFF status of the idle switch 11 is discriminated. When it is discriminated here that the idle switch 11 is set ON and the throttle valve 10 is fully closed, the flow advances to step 2 where it is discriminated whether or not the engine revolution speed N (crank angular velocity) calculated on the basis of the 180° CA period exceeds a predetermined level (for example, 1200 rpm). If it is discriminated in step 2 that the engine revolution speed N has exceeded the predetermined level, this program is terminated to inhibit misfire detection. At the coasting time of a vehicle (the transmission is set to the neutral position for inertial driving with the throttle valve fully closed), even if a misfire occurs, a change in mean effective pressure Pi caused by this misfire hardly occurs, nor does the influence of the misfire reflect on the crank angular velocity (see Figs. 7 and 9). At the coasting time, therefore, a misfired cylinder cannot be detected with high accuracy based on the crank angular velocity, so that when the engine revolution speed N is equal to or greater than a predetermined value, the operational conditions of the engine are considered to include the coasting and no detection of a misfired cylinder is executed, thus preventing discrimination of the occurrence or nonoccurrence of a misfire. If the normal detection of a misfired cylinder is executed at the coasting time, even when the presence of a misfired cylinder has been detected, it will be discriminated that no misfired cylinder exists any more. In warning the result of the detection to a driver, etc., the driver will have the wrong information about the misfire detection, thus impairing the reliability of the misfire detection. In contrast, if the detection of a misfired cylinder is canceled at the coasting time as done in this embodiment, it is possible to prevent the detection result indicating no misfired cylinder being present from being always output at least at the coasting time, thus improving the reliability. Even with the throttle valve 10 fully closed, when the engine revolution speed N is equal to or less than a predetermined level, the boost approximately proportional to the mean effective pressure Pi rises as shown in Fig. 6 and the illustrated mean effective pressure Pi so changes that the occurrence of a misfire can be distinguished (see Fig. 8). With such an operation region considered as the normal misfire detecting region, therefore, the operational region where misfire detection is possible is widened. Although it may be possible to avoid erroneous detection at the coasting time with only the fully-closed state of the throttle valve as the condition, therefore, it is preferable to add the above condition involving the engine revolution speed N because this increases the chances of detecting a misfired cylinder. It should be noted that the process consisting of the aforementioned steps 1 and 2 corresponds to the misfire detection inhibiting means in the first embodiment. When it is discriminated in step 1 that the idle switch 11 is set OFF or it is discriminated in step 2 that the engine revolution speed N is equal to or less than a predetermined level, the illustrated mean effective pressure Pi significantly changes due to the occurrence of a misfire and the misfire detection can be executed on the basis of the 180° CA period (crank angular velocity) as shown in Fig. 8. The flow therefore advances to subsequent steps following step 3 inclusive for detection of a misfired cylinder. In step 3 the TDC period values of the latest value Tnew to Told4 which is the value four times before are renewed and memorized; the TDC period (180° for the four-cylinder engine) is measured as the interval of the TDC pulse input signal. In the subsequent step 4, the misfire discriminating value LU is calculated from the following equation using the latest period Tnew, the one-turn-before Told2 that is the period of 1/2 cycle before, and the two-turn-before Told4 that is the period of one cycle before, obtained in step 3. LU = Told2 - Told4 - Tnew - Told2 Told4 × (engine revolution speed N 2 ) Predetermined value That portion in the equation excluding the multiplier term, (engine revolution speed N) 2 /predetermined value, which is approximately equivalent to the amount of a change in the shown mean effective pressure Pi is calculated. The level of the misfire discriminating value LU computed according to an equation including no compensation term, (engine revolution speed N) 2 /predetermined value, which depends on therevolution number of the engine , greatly differs depending on the engine revolution speed N and shows such a tendency that the lower the revolution speed, the greater the absolute value of the discriminating value LU. Accordingly, the higher the revolution speed, the discriminating value LU is increased more so that approximately the same level of the discriminating value LU will be calculated for each revolution range, thus keeping the precision of the misfire detection based on the discriminating value LU without any influence of the engine revolution speed N. It should be noted that the predetermined value by which the square of the engine revolution speed N of the engine is divided serves to match the digits of the discriminating value LU when there is a difference of the number of digits of the engine revolution speed N of the engine. As approximately the same level of the discriminating value LU is calculated for each revolution range in the above manner, the slice level SL can be set constant irrespective of the engine revolution speed. When the discriminating value LU is set in step 4, it is discriminated in the next step 5 whether or not the discriminating value LU is negative and represents a decrease in mean effective pressure. When the misfire discriminating value LU is negative, the flow advances to step 6 where the value LU is compared with the preset slice level SL (fixed value). When the discriminating value LU is discriminated as being below the slice level SL, the flow advances to step 7 where a flag "flag" is discriminated. A "1" is set in the flag "flag" in step 18 (to be described later) when the discriminating value LU is negative, whereas the "flag" is reset to "0" when the value LU is zero or greater. Therefore, when the "flag" is discriminated as zero in step 7, the discriminating value LU is supposed to be discriminated as being below the slice level SL at the initial time when the value LU becomes negative. In this case, on the basis of the latest value LU of this time, the cylinder which has been predicted as the cause to decrease the shown mean effective pressure Pi is presumed to be the misfired cylinder and the flow goes on to step 8. In step 8, depending on the cylinder which the TDC of right before the compression TDC belongs to, a cylinder in combustion stroke which influenced the TDC period sampled most lately is specified and the specified cylinder is determined as the misfired cylinder to be detected on the basis of the value LU of this time. More specifically, for instance, when the compression TDC of this time belongs to #2 cylinder, and if the ignition order is #1→ #3→ #4→ #2, the combustion stroke takes place in the #4 cylinder right before the compression TDC. The combustion state of the #4 cylinder influences the measurement of the period Tnew based on which the discriminating value LU is calculated. Therefore, the occurrence of a misfire in the #4 cylinder is detected on the basis of the value LU discriminated as below the slice level SL this time. Then the flow goes to step 9 where the count value C4 of the counter for counting the misfire occurrence number is incremented by "1." Similarly, it is assumed that the misfire takes place in the cylinder which is in the combustion stroke immediately before the compression stroke of the cylinder which is associated with the compression TDC of this time. Based on the above assumption, the misfire detection numbers C1 to C3 are incremented for the respective cylinders (steps 10 to 12). On the other hand, when the "flag" is discriminated as being "1," the "flag" represents the state where the value LU is kept negative. In this case, it was confirmed from experiments that it is correct to specify the misfired cylinder on the basis of the discriminating value LU which firstly becomes negative. Therefore, the cylinder in which the combustion stroke has taken place two times before is detected as a misfired cylinder and the misfire detection numbers C1 to C4 for the respective cylinders are incremented on the basis of the detection result. In the event that the misfired cylinder is specified and the misfire number of the cylinder is counted up as mentioned above and it is discriminated in step 6 that the misfire discriminating value LU is negative but is equal to or greater than the slice level SL, a "1" is set in the "flag" in step 18. Also, when the discriminating value LU is discriminated as being equal to or larger than zero in step 5, the flow advances to step 19 where a "0" is set in the "flag." After the flag is set in step 18 or 19, the flow moves to step 20 where the count value "cnt" of the counter for counting the execution number of the program is compared with a predetermined value, for example, 1000. In this case, when the count value "cnt" is less than the predetermined value, the value "cnt" is incremented by "1" in step 21 and the program is terminated. When the value "cnt" has reached the predetermined value, the value "cnt" is reset to zero in step 22. After that, the misfire occurrence is displayed for that cylinder whose misfire detecting ratio is discriminated as being a predetermined or greater in steps 23 to 30. In step 23, the data of C1 in which the misfire detection number of the #1 cylinder is set is compared with a predetermined value (for example, 40) to discriminate whether or not the misfire in the #1 cylinder is detected more than a predetermined number of times. When the count value "cnt" equals to or greater than the predetermined value, the flow advances to step 24 where the misfire occurrence of the #1 cylinder is displayed on the dashboard of the vehicle on which the engine 1 is mounted, warning the driver the occurrence of such an event. Similarly, the data of C2 to C4 in which the misfire detection numbers of the #2 to #4 cylinders are respectively registered are compared with a predetermined value to thereby discriminate whether or not the misfire frequency of each cylinder is higher than a predetermined value. If there is a cylinder in which the misfire occurs more than the predetermined number of times, the occurrence of the misfire for this cylinder is displayed in the same way as mentioned above (steps 25 to 30). After the misfire frequency of each cylinder is discriminated by comparing the misfire count values C1 to C4 with the predetermined value, respectively, C1 to C4 are reset to zero in step 31. After that, new data of the misfire detection number for each cylinder during a predetermined period in which the count value "cnt" is incremented to a predetermined value, is set in each of C1 to C4. The individual processes of steps 53 to 72 in the flow chart shown in Fig. 4 correspond to the misfired cylinder detecting means. The misfire detection is not limited to the one done based on the misfire discriminating value LU, but may be executed according to whether the revolution period T increases to a predetermined value or above as illustrated in the flow chart in Fig. 4. In this example, the functions illustrated in the flow chart in Fig. 4 correspond to the misfired cylinder detecting means and the misfire detection inhibiting means, constituent elements shown in Fig. 1. The program shown in the flow chart in Fig. 4, like the one shown in the flow chart in Fig. 3, is executed for each ATDC 15°. First, in steps 51 and 52 as in the aforementioned steps 1 and 2, it is discriminated whether or not the detection inhibiting conditions such that the throttle valve 10 is fully closed and the engine revolution speed N is equal to a predetermined level or greater are satisfied. When the conditions for inhibiting the misfire detection are not satisfied, the flow advances to the sequence of steps starting from step 53 to execute misfire discrimination. In step 53 as in the aforementioned step 3, the values of the TDC period (180° for the four-cylinder engine) of the latest value Tnew to Told4 which is the value four times before are renewed and memorized; the TDC period is measured as the interval of the TDC pulse input signal. In the next step 54 the average value of the TDC periods of the latest Tnew to Told4 that is the value four times before is acquired and is set as the slice level SL. In the subsequent step 55 the slice level SL acquired as the average period plus a predetermined deviation α which is variably set with the engine load and the engine revolution speed as parameters, is compared with the latest period Tnew. The predetermined deviation α which is set in the background process by the program illustrated in the flow chart in Fig. 5, is retrieved from a map having the predetermined deviation α stored for each operation range distinguished by a parameter representing the engine load, such as the basic fuel injection amount Tp or the like set by, for example, an electronically-controlled fuel injector, and a parameter "engine revolution speed N," based on the latest engine load and engine revolution speed N. This predetermined deviation α permits the accuracy of the misfire detection for each operational condition to be maintained in accordance with the difference of period changing level at the time a misfire occurs. If Tnew > SL + α in step 55, which means that Tnew has a deviation equal to or greater than a predetermined level and exceeds the average period, it is assumed that the latest period Tnew has increased to or above the predetermined level due to the reduction in the internal pressure of the cylinder caused by the misfire. The occurrence of the misfire is therefore discriminated and the flow advances to step 56. In step 56 the cylinder which is presently in the combustion stroke process is discriminated, and that cylinder which has been ignited before the former cylinder is considered as the misfired cylinder. In other words, with the ignition order being #1→#3 →#4 →#2, when the #2 cylinder is presently in the combustion stroke process, the latest period Tnew is considered as indicating that the TDC period overlapping in the previous combustion stroke process of the #4 cylinder is being measured. The #4 cylinder is therefore discriminated to be the misfired cylinder, and C1 to C4 indicating the misfire detection numbers of the respective cylinders are incremented (steps 57 to 60) as done for C1 to C4 shown in the flow chart in Fig. 3. If it is discriminated in step 55 that Tnew < SL + α the latest period Tnew does not have a deviation equal to or greater than a predetermined value with respect to the average period, and it is discriminated that no misfire has occurred. The flow then jumps over steps 56-60 to step 61. The steps following step 61 inclusive are for displaying a misfired cylinder based on the misfire detecting ratio as in steps 20-31 in the flow chart shown in Fig. 3, so that their description will be omitted here. As mentioned above, in accordance with this embodiment of the present invention, when the misfire frequency of a cylinder becomes more than a predetermined value, the cylinder is displayed and alarmed. However, it is to be noted that in addition to such a display and alarm function, a fail-safe control may be executed such as stopping the fuel supply to the misfired cylinder. Although in the above-described embodiment, a misfire in a four-cylinder internal combustion engine is detected, the same may be applied to a six-cylinder or an eight-cylinder engine as well or a more complex discrimination logic may be used in a misfire detection based on a misfire discriminating value LU as long as the misfire detection is based on the crank angular velocity.

Claims: A method for detecting a misfired cylinder based on a crank angular velocity of an internal combustion engine (1) characterized by inhibiting detection of a misfired cylinder at least under a condition that a throttle valve (10) disposed in an air suction system of said engine is fully closed. A method according to claim 1, wherein detection of a misfired cylinder is inhibited when said throttle valve (10) is fully closed and said crank angular velocity is equal to or greater than a predetermined level. An apparatus for detecting a misfired cylinder of an internal combustion engine (1), comprising: an angular velocity detecting means (2) for detecting a crank angular velocity of said engine (1); a misfired cylinder detecting means (9) for detecting a misfired cylinder based on said crank angular velocity; and a fully-closed state detecting means for detecting a fully-closed state of a throttle valve (10) disposed in an air suction system of said engine; characterized by a misfire detection inhibiting means (9) for inhibiting said misfired cylinder detecting means from detecting a misfired cylinder at least under a condition that said fully-closed state of said throttle valve (10) has been detected. An apparatus according to claim 3, wherein said misfire detection inhibiting means inhibits detection of a misfired cylinder when said fully-closed state of said throttle valve (10) is detected and said crank angular velocity is equal to or greater than a predetermined level.

Inventors: NAKANIWA SHINPEI, NAKANIWA, SHINPEI, NAKANIWA, SHINPEI, C/O JAPAN ELECTRONIC CONTROL
Applicants: ATSUGI UNISIA CORP, UNISIA JECS CORPORATION
Application year: 1991
Main classification: F02P11
IPC codes: G01M15