NL2035911B1 - Method for determining average frictional loss pressure and transient torque of engine and electronic apparatus - Google Patents
Method for determining average frictional loss pressure and transient torque of engine and electronic apparatus Download PDFInfo
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- NL2035911B1 NL2035911B1 NL2035911A NL2035911A NL2035911B1 NL 2035911 B1 NL2035911 B1 NL 2035911B1 NL 2035911 A NL2035911 A NL 2035911A NL 2035911 A NL2035911 A NL 2035911A NL 2035911 B1 NL2035911 B1 NL 2035911B1
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- 230000001052 transient effect Effects 0.000 title claims abstract description 42
- 238000000034 method Methods 0.000 title claims abstract description 18
- 238000005086 pumping Methods 0.000 claims description 11
- 238000004364 calculation method Methods 0.000 claims description 7
- 238000004590 computer program Methods 0.000 claims description 6
- 230000009849 deactivation Effects 0.000 claims description 3
- 238000004891 communication Methods 0.000 description 12
- 238000001514 detection method Methods 0.000 description 8
- 238000012545 processing Methods 0.000 description 7
- 241001052209 Cylinder Species 0.000 description 6
- 238000012360 testing method Methods 0.000 description 6
- 238000006073 displacement reaction Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- FOAPRBCMXZQJRS-FQEIHMINSA-N carboxy (2r,4ar,6r,7r,8r,8ar)-6-[(2s,3r,4s,5r,6r)-5,6-dihydroxy-2,4-dimethyloxan-3-yl]oxy-7-hydroxy-2-methyl-8-[(2s,3s,4s,5s,6r)-3,4,5-trihydroxy-6-(hydroxymethyl)oxan-2-yl]oxy-4,4a,6,7,8,8a-hexahydropyrano[3,2-d][1,3]dioxine-2-carboxylate Chemical compound C[C@@H]1O[C@@H](O)[C@H](O)[C@H](C)[C@H]1O[C@H]1[C@H](O)[C@@H](O[C@H]2[C@H]([C@@H](O)[C@H](O)[C@@H](CO)O2)O)[C@@H]2O[C@](C)(C(=O)OC(O)=O)OC[C@H]2O1 FOAPRBCMXZQJRS-FQEIHMINSA-N 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 239000010705 motor oil Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/042—Testing internal-combustion engines by monitoring a single specific parameter not covered by groups G01M15/06 - G01M15/12
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/05—Testing internal-combustion engines by combined monitoring of two or more different engine parameters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
- F02D2200/1004—Estimation of the output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Disclosed, are a method, for determining average frictional loss pressure and transient torque of an engine and an electronic apparatus. The Inethod, includes: acquiring the number‘ of' working cylinders and crankshaft rotation speed of the engine in an idle condition, and calculating single cylinder indicated power of at least one working cylinder; calculating the engine indicated power based on the single cylinder indicated power, the number of working cylinders and the crankshaft rotation speed, and taking the indicated power of the engine as frictional loss power of the engine; calculating the average frictional loss pressure of the engine based on the frictional loss power of the engine; acquiring transient pressure in the cylinder and cylinder volume; calculating average effective pressure of the engine by combining the average frictional loss pressure; and determining the transient torque of the engine based, on the average effective pressure. (+ Fig. l)
Description
P1890/NLpd
METHOD FOR DETERMINING AVERAGE FRICTIONAL LOSS PRESSURE AND
TRANSIENT TORQUE OF ENGINE AND ELECTRONIC APPARATUS
The present invention relates to the technical field of en- gine detection, in particular to a method for determining average frictional loss pressure and transient torque of an engine and an electronic apparatus.
The studies of engine frictional loss power/pressure and transient torque are critical to engine optimization, energy sav- ing and emission reduction. The reverse towing method is currently the most often used engine frictional loss detection method, which not only requires an electric dynamometer, but also has a signifi- cant test cost. Moreover, during the whole test, the engine is shut down, and the temperatures of engine oil and coolant is like- ly to change, resulting in a considerable inaccuracy in the test findings.
Furthermore, engine development, optimization and calibration are usually accomplished in the steady state, whereas the actual vehicle engine operation is primarily transient. At present, the method of detecting the engine torque when the vehicle is running by installing a torque sensor on the output shaft is expensive and has operational complexity and several restrictions. Other methods are insufficiently accurate.
In summary, the previous methods are with high cost and poor accuracy in estimating frictional loss pressure and transient torque of the engine.
The present invention provides a method for determining aver- age frictional loss pressure and transient torque of an engine and an electronic apparatus, so as to lower costs and increase accura- cy when calculating the engine frictional loss pressure and the transient torque.
In order to solve the above technical problems, a technical solution provided by the present invention is as follows:
The method for determining average frictional loss pressure and transient torque of an engine includes: when the engine is idling, designating some cylinders of the engine in a functioning state as working cylinders, and making the remaining cylinders in a cylinder deactivation state; and acquir- ing the number of working cylinders and crankshaft rotation speed of the engine in an idle condition, and calculating single cylin- der indicated power of at least one working cylinder; calculating indicated power of the engine based on the single cylinder indicated power, the number of working cylinders and the crankshaft rotation speed, and using the indicated power of the engine as frictional loss power of the engine; calculating the average frictional loss pressure of the en- gine based on the frictional loss power of the engine, where a
FMEP = Me X & calculation formula is VM n ‚ and in the calculation formula, FMEP is the average frictional loss pressure of the en- gine, M is the total number of engine cylinders, V, is single cyl- inder displacement, We is the frictional loss power of the engine, and n is the crankshaft rotation speed of the engine; acquiring transient pressure in the cylinder and cylinder volume, and calculating high-pressure cycle average indicated pressure and low-pressure cycle average pumping loss pressure based on a transient working condition of the engine; calculating average effective pressure under the transient working condition of the engine based on the average frictional loss pressure, the high-pressure cycle average indicated pressure and the low-pressure cycle average pumping loss pressure; and calculating the transient torque of the engine based on the average effective pressure.
The electronic apparatus includes: a processor and a memory; and the executable computer program instructions are executed by the processor to realize the method, and the memory is configured to store executable computer program instructions.
The present invention provides a technical solution that al- lows lower testing costs by eliminating the need for an electric dynamometer and a torque sensor. Additionally, the engine loss power obtained only by calculating the single cylinder indicated power of the working cylinders of the engine in this present in- vention is more precise, because all the working cylinders of the engine produce power to overcome frictional loss when the engine is idle. Accordingly, the average frictional loss pressure of the engine based on the engine loss power is also more accurate. More- over, transient torque of the engine can be precisely calculated without mounting the torque sensor, based on the abovementioned average loss pressure in conjunction with the high-pressure cycle average indicated pressure and 1 ow-pressure cycle average pumping loss pressure obtained by calculation under the transient working condition of the engine. Therefore, the present invention may low- er the cost and increase the accuracy when determining the fric- tional loss pressure and the transient torque of the engine.
FIG. 1 is a flow chart of a method for determining average frictional loss pressure and transient torque of an engine provid- ed by the present invention;
FIG. 2 is a schematic structural diagram of an engine of the embodiment of the present invention;
FIG. 3 is a structural schematic diagram showing an electron- ic apparatus with a data detection device of the embodiment of the present invention; and
FIG. 4 is a structural schematic diagram showing an electron- ic apparatus with a data acquisition device of the embodiment of the present invention.
As shown in FIG. 1, the present invention provides a method for determining average frictional loss pressure and transient torque of an engine and includes the following steps:
Sl: Obtaining the number of working cylinders and crankshaft rotation speed of the engine in an idle condition, and calculating single cylinder indicated power of at least one working cylinder.
The idle state of the engine is an idling speed condition, in such condition, the engine does not drive a load, the generated power is only used to overcome own frictional loss of the engine, the power demand is low, and therefore, at the moment, some of the cylinders of the engine are in a cylinder deactivation state, and the remaining cylinders are still in a functioning state, and are designated as the working cylinders. Taking the engine 1 shown in
FIG. 2 as an example, the engine 1 includes a first cylinder 11, a second cylinder 12, a third cylinder 13 and a fourth cylinder 14, when the engine 1 is in the idle state, the second cylinder 12 and the third cylinder 13 thereof are deactivated, and the first cyl- inder 11 and the fourth cylinder 14 continue to work, that is, the first cylinder 11 and the fourth cylinder 14 are the working cyl- inders.
S2: Calculating indicated power of the engine based on the single cylinder indicated, the number of working cylinders and the crankshaft rotation speed, and taking the indicated power of the engine as frictional loss power of the engine. When the engine is in the idle state, all the power generated is required to overcome the frictional loss, and therefore at the moment the indicated power of the engine can be used as current frictional loss power of the engine. Moreover, when some cylinders of the engine are de- activated, the working cylinders need to sustain motion loads of all cylinders at the same time, therefore, in the present example, the indicated power is estimated just using the single cylinder indicated power of the working cylinder of the engine, and the ob- tained calculated result is more accurate.
S3: Calculating the average frictional loss pressure of the engine based on the frictional loss power of the engine.
S4: Acquiring transient pressure in the cylinder and cylinder volume, and calculating high-pressure cycle average indicated pressure and low-pressure cycle average pumping loss pressure un- der a transient working condition of the engine.
S5: Calculating the average effective pressure under the transient working condition of the engine based on the average frictional loss pressure, the high-pressure cycle average indicat- ed pressure and the low-pressure cycle average pumping loss pres- sure.
The circulating work and pumping loss work are calculated 5 separately based on the product integral of dynamic pressure in the cylinder of the engine and the rate of the cylinder volume change; the high-pressure cycle average indicated pressure and the low-pressure cycle average pumping loss pressure can then be ob- tained by dividing by the displacement; and the difference between the high-pressure cycle average indicated pressure and the low- pressure cycle average pumping loss pressure and average friction- al loss pressure is the average effective pressure under the tran- sient working condition of the engine.
S6: Calculating the transient tordue based on the abovemen- tioned average effective pressure together with the number of strokes of the engine and effective working volume of the cylin- der.
The single cylinder indicated power of the working cylinders is calculated based on the transient volume and internal pressure of the working cylinders, and a specific formula is as follows:
W=%YpdV (1)
In the formula, W represents the single cylinder indicated work of the working cylinders, P represents the internal pressure of the working cylinders of the engine, dV represents the transi- ent volume of the working cylinders, and the transient volume and internal pressure of the working cylinders are obtained directly.
Since the method for obtaining the transient volume and in- ternal pressure of the working cylinders is simple, and the opera- tion employed in calculation is also straightforward; as a result, the detection cost can be lower and calculation efficiency can be improved in this invention compared with other methods.
The transient volume of the working cylinders is calculated according to structural parameters of the engine, and a specific formula is as follows:
Vip)=V +20? EE (1 I-F no) 4 2 A (2)
In the formula, Fig) represents the transient volume of the working cylinders, Ve represents compression clearance volume of the engine, D represents diameter of the working cylinders, 9 represents a crankshaft angle, As represents a connecting rod crank ratio, e represents a compression ratio, and all the above struc- tural parameters can be obtained directly.
Because the transient volume of the engine can be calculated straightforward based on only data of structural parameters of the engine, an acquisition approach is simple and fast, which may in- crease the working efficiency.
In a real-world application scenario, the indicated power of the engine is calculated based on the number of working cylinders, as well as the crankshaft rotation speed and single cylinder indi- cated power of all working cylinders, and a specific formula is as follows: ‚ no, = (3)
In the formula, Wea: represents the indicated power of the engine, N represents the number of working cylinders of the en- gine, n represents the crankshaft rotation speed of the engine, and W; represents the single cylinder indicated power of the ith engine.
In another real-world application scenario, the indicated power of the engine is computed based on the number of working cylinders, as well as the crankshaft rotation speed and single cylinder indicating power of one working cylinder, because the single cylinder indicated power of all working cylinders are all basically the same., and a specific formula is as follows:
WW, x_N 120 (4)
In the formula, W, is the single cylinder indicated power of one working cylinder.
Because the indicated power of the engine can be calculated only based on the single cylinder indicated power of one working cylinder of the engine, it is only necessary to provide a cylinder pressure sensor in one working cylinder, which may lower a detec- tion cost and reduce amount of calculated data.
Based on the frictional loss power, the average frictional loss pressure can be computed as follows: obtaining the total num- ber of engine cylinders and single cylinder displacement of the engine (both structural parameters can be obtained straightfor- ward), and then calculating the average frictional loss pressure of the engine bsed on the total number of cylinders, the single cylinder displacement, together with the crankshaft rotation speed and the frictional loss power of the engine. A specific formula is as follows:
FMEP = Me x &
VxM \ n (5)
In the formula, FMEP represents the average frictional loss pressure, M represents the total number of engine cylinders, V, represents the single cylinder displacement, and Wy represents the frictional loss power of the engine.
The formula for calculating the average effective pressure under the transient working condition of the engine is as follows:
BMEP = IMEP — PMEP — FMEP (€)
In the formula, BMEP is the average effective pressure of the engine; IMEP is the high-pressure cycle average indicated pres- sure; PMEP is the low-pressure cycle average pumping loss pres- sure.
IME = Ei Oe (7)
PMEP = hue POV 4,
Vh
In the formula, P(g) is corresponding instantaneous pressure when crankshaft angle is at ¢ position; dV is the differential of cylinder working volume; and V, is the effective working volume of the cylinder.
The transient torque of the engine is calculated based on the average effective pressure, and a formula is as follows:
Tea = Me (9)
In the formula, Ty; is the transient torque of the engine, and
T is the number of strokes.
In summary, the present invention can not only lower a test cost of getting the frictional loss pressure and the transient torque of the engine, but also can increase the precision of test results.
In another aspect, the present invention provides an elec- tronic apparatus including a processor and a memory. The processor executes the executable computer program instructions to carry out the method, and the memory is configured to store at least one ex- ecutable computer program instruction.
In addition, the apparatus also includes a communication in- terface and a communication bus. The communication bus allows the processor, the memory and the communication interface to communi- cate with each other.
FIG. 3 depicts a possible implementation form of an electron- ic apparatus, which includes a data processing device 10, a tran- sponder 3 and a data detection device. The data processing device 10 includes the processor, the memory, the communication interface and the communication bus. The data detection device includes a cylinder pressure sensor 21 and an angular indicator 22. The cyl- inder pressure sensor 21 is installed in the first cylinder 11 of the engine 1 and is configured to detect pressure in the first cylinder 11. The angular indicator 22 is installed at a crankshaft 15 of the engine 1 and is configured to detect the rotation angle of the crankshaft 15. The transponder 3 includes a plurality of signal input interfaces and at least one signal output interface.
Two of the signal input interfaces are connected to signal output ends of the cylinder pressure sensor 21 and the angular indicator 22 separately, and one signal output interface is connected to the communication interface in the data processing device 10 and is configured to forward the data detected by the cylinder pressure sensor 21 and the angular indicator 22 to the data processing de- vice 10. The processor in the data processing device 10 receives signals from the cylinder pressure sensor 21 and the angular indi- cator 22 via the communication interface, and uses the infor- mations to determine the pressure in the first cylinder 11 and the rotation angle of the crankshaft 15.
FIG. 4 shows another possible implementation form of the electronic apparatus, as shown in FIG. 4, the data detection de- vice also includes a signal amplifier 4 and a data acquisition de- vice 5. The data acquisition device 5 includes an acquisition pro- cessor connected to a communication module, a first signal input end and a second signal input end, where the first signal input end is connected to a signal output end of the signal amplifier 4, and a signal input end of the signal amplifier 4 is connected to a signal output end of the cylinder pressure sensor 21. The second signal input end is connected to a signal output end of the angu- lar indicator 22, and the communication module is connected to the communication interface of the data processing device 10. The sig- nal amplifier 4 is configured to amplify the signal detected by the cylinder pressure sensor 21 and send the signal to the acqui- sition processor of the data acquisition device 5, and the acqui- sition processor is configured to send the signals received from the angular indicator 22 and the signal amplifier 4 to the data processing device 10 by the communication module.
Claims (2)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NL2035911A NL2035911B1 (en) | 2023-09-27 | 2023-09-27 | Method for determining average frictional loss pressure and transient torque of engine and electronic apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NL2035911A NL2035911B1 (en) | 2023-09-27 | 2023-09-27 | Method for determining average frictional loss pressure and transient torque of engine and electronic apparatus |
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| Publication Number | Publication Date |
|---|---|
| NL2035911B1 true NL2035911B1 (en) | 2025-04-08 |
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| NL2035911A NL2035911B1 (en) | 2023-09-27 | 2023-09-27 | Method for determining average frictional loss pressure and transient torque of engine and electronic apparatus |
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| NL (1) | NL2035911B1 (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20060293829A1 (en) * | 2002-11-27 | 2006-12-28 | Cornwell Richard Charles E | Engine management |
| CN208595993U (en) * | 2018-08-17 | 2019-03-12 | 重庆世凯汽车科技有限公司 | An online detection device for engine real-time torque under vehicle condition |
| CN113418706A (en) * | 2021-05-31 | 2021-09-21 | 中国环境科学研究院 | Engine average friction loss pressure obtaining method and computer product |
-
2023
- 2023-09-27 NL NL2035911A patent/NL2035911B1/en active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20060293829A1 (en) * | 2002-11-27 | 2006-12-28 | Cornwell Richard Charles E | Engine management |
| CN208595993U (en) * | 2018-08-17 | 2019-03-12 | 重庆世凯汽车科技有限公司 | An online detection device for engine real-time torque under vehicle condition |
| CN113418706A (en) * | 2021-05-31 | 2021-09-21 | 中国环境科学研究院 | Engine average friction loss pressure obtaining method and computer product |
Non-Patent Citations (1)
| Title |
|---|
| "INTERNAL COMBUSTION ENGINE FUNDAMENTALS.", 1 January 1988, NEW YORK, MCGRAW-HILL., US, ISBN: 978-0-07-100499-2, article JOHN B. HEYWOOD: "Internal Combustion Engine Fundamentals - Extracts", pages: 45-50,714-720, XP093158618, 022039 * |
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