CN114544186A - Engine fire diagnosis method and vehicle - Google Patents
Engine fire diagnosis method and vehicle Download PDFInfo
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- CN114544186A CN114544186A CN202210167082.3A CN202210167082A CN114544186A CN 114544186 A CN114544186 A CN 114544186A CN 202210167082 A CN202210167082 A CN 202210167082A CN 114544186 A CN114544186 A CN 114544186A
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- 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
- G01M15/11—Testing internal-combustion engines by detecting misfire
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/0205—Diagnosing or detecting failures; Failure detection models
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T10/10—Internal combustion engine [ICE] based vehicles
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Abstract
The invention discloses an engine misfire diagnostic method and a vehicle, wherein the engine misfire diagnostic method comprises the steps of determining a first crank angle interval and a second crank angle interval of each cylinder; in one working cycle of the engine, for any cylinder, acquiring the time required by a crankshaft to rotate through a first crankshaft angle interval of the cylinder and the time required by the crankshaft to rotate through a second crankshaft angle interval of the cylinder; for any cylinder, calculating a misfire characteristic value of the cylinder according to the time required for the crankshaft to rotate through a first crankshaft angle section of the cylinder and the time required for the crankshaft to rotate through a second crankshaft angle section of the cylinder; and for any cylinder, comparing the misfire characteristic value of the cylinder with the misfire threshold value to judge whether the cylinder is misfired. The engine misfire diagnosis method does not depend on the measurement results of other cylinders when judging whether one cylinder is in misfire, avoids the influence of misfire of other cylinders, also avoids the influence of non-uniformity of each cylinder, and improves the precision of misfire detection.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an engine misfire diagnosis method and a vehicle.
Background
The engine misfire refers to the fact that one or more cylinders of the engine do not work or do not work enough, and is usually caused by incomplete fuel combustion or complete non-combustion due to abnormal fuel injection caused by blockage of an oil injector or failure of an ignition coil of a gasoline engine and the like. After the engine is in fire fault, the vehicle shakes seriously, the power of the engine is insufficient, the vehicle is incapable of accelerating, the rotating speed fluctuation of the engine is large, abnormal noise is generated, the oil consumption is increased, a large amount of hydrocarbon and carbon monoxide are easily generated in exhaust, the environment is polluted, and even when multiple cylinders are in fire, the engine cannot be started. In view of the severe impact of misfire on engine performance, engine misfire diagnosis has become one of the important detection contents of on-board diagnostic systems.
The engine misfire diagnosis method in the prior art generally comprises the following steps: in one working cycle of the engine, a section of crank angle subsection interval corresponding to each cylinder is selected, the time required for the crankshaft to rotate through the crank angle subsection interval corresponding to each cylinder is collected, then the angular acceleration of one cylinder relative to the adjacent cylinder is calculated, and the angular acceleration is compared with a calibration threshold value to judge whether a fire occurs. Taking a four-cylinder four-stroke gasoline engine as an example, the crank angle corresponding to one working cycle is 720 degrees, the crankshaft rotates 720 degrees and starts to be calculated again from 0 degree, the crank angle 0 degree is defined as the compression top dead center of 1 cylinder, then 1 cylinder working stroke is located at the crank angle of 0-180 degrees, 2 cylinder working stroke is located at the crank angle of 180-360 degrees, 3 cylinder working stroke is located at the crank angle of 360-540 degrees, 4 cylinder working stroke is located at the crank angle of 540-720 degrees, and if no fire happens, each cylinder can work in sequence. In order to detect the misfire, the crank angle subsection interval corresponding to 1 cylinder is selected to be 45-225 degrees, the crank angle subsection interval corresponding to 2 cylinders is selected to be 225-405 degrees, the crank angle subsection interval corresponding to 3 cylinders is selected to be 405-585 degrees, the crank angle subsection interval corresponding to 4 cylinders is selected to be 585-45 degrees, the division of the crank angle subsection intervals is only taken as an example, the position of the crank angle subsection interval in the actual application can be optimally adjusted, but the length L of the crank angle subsection interval of each cylinder is the same (L is 180 degrees in the example), and then the time required for the crankshaft to rotate through the crank angle subsection interval corresponding to each cylinder is continuously collected. If judging whether the cylinder 2 is in fire, firstly, calculating the angular acceleration of the cylinder 2 relative to the cylinder 1 according to the time required for the crankshaft to rotate through the crankshaft angle subsection interval corresponding to the cylinder 2 and the time required for the crankshaft to rotate through the crankshaft angle subsection interval corresponding to the cylinder 1, and finally comparing the angular acceleration with a calibration threshold value to judge whether the cylinder 2 is in fire. In this diagnostic method, when determining whether a cylinder is on fire, it is necessary to rely on the detection result of the previous cylinder, and if the previous cylinder is on fire, it affects the determination of whether the following cylinder is on fire, for example, if 1 cylinder is on fire, it may affect the determination of whether 2 cylinders are on fire.
Disclosure of Invention
The invention aims to provide an engine misfire diagnostic method and a vehicle, and aims to solve the problems that in the existing diagnostic method, when judging whether one cylinder is in misfire, the detection result of the previous cylinder needs to be relied on, and if the previous cylinder is in misfire, the judgment of whether the subsequent cylinder is in misfire is influenced.
In order to achieve the purpose, the invention adopts the following technical scheme:
an engine misfire diagnostic method comprising:
s1: determining a first crank angle interval and a second crank angle interval of each cylinder;
s2: in one working cycle of the engine, for any cylinder, the time t required by a crankshaft to rotate a first crankshaft angle interval of the cylinder is collected1And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder2；
S3: for any cylinder, according to the time t required by the crankshaft to rotate through the first crank angle interval of the cylinder1And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder2Calculating a misfire characteristic value E of the cylinder;
s4: for any cylinder, comparing the misfire characteristic value E of the cylinder with a misfire threshold value T, and if the misfire characteristic value E is larger than the misfire threshold value T, determining that the cylinder has misfire; and if the misfire characteristic value E is smaller than or equal to the misfire threshold value T, determining that the cylinder has no misfire.
As a preferable mode of the engine misfire diagnostic method described above, the time t required for the crankshaft corresponding to each cylinder to rotate through the first crank angle section is determined in accordance with the time t1And the time t required for the crankshaft to rotate through a second crank angle interval2Calculating the misfire characteristic value E of the cylinder includes:
according to the formula:
and calculating the misfire characteristic value E.
As a preferable mode of the engine misfire diagnostic method described above, in S1: in one working cycle of the engine, the crankshaft sequentially rotates through the first crank angle interval and the second crank angle interval of the same cylinder; the starting point of the first crank angle section of each cylinder is offset by the same amount from the crank angle at which the cylinder is located at compression top dead center.
As a preferable mode of the engine misfire diagnostic method described above, a start point of the second crank angle section of each of the cylinders is equal in offset amount from a crank angle at which the cylinder is located at compression top dead center.
As a preferable mode of the engine misfire diagnostic method described above, the first crank angle section of each of the cylinders is equal in length, and the second crank angle section of each of the cylinders is equal in length.
As a preferable mode of the engine misfire diagnostic method described above, the length of the first crank angle section of each of the cylinders is at most 360 ° divided by the total number of cylinders of the engine.
As a preferable mode of the engine misfire diagnostic method described above, the length of the second crank angle section of each of the cylinders is at most 360 ° divided by the total number of cylinders of the engine.
As a preferable mode of the engine misfire diagnostic method described above, the misfire threshold value T is determined in accordance with an engine speed and an engine load.
The invention also provides a vehicle adopting the engine misfire diagnosis method.
As a preferable mode of the vehicle described above, the vehicle includes a crankshaft sensor for detecting a rotation angle of a crankshaft, and a camshaft sensor for detecting a rotation angle of a cam.
The invention has the beneficial effects that:
the invention provides an engine fire diagnosis method and a vehicle, wherein when judging whether a cylinder is on fire, the engine fire diagnosis method calculates the fire characteristic value of the cylinder according to the time required by a crankshaft to rotate through a first crank angle section of the cylinder and the time required by a crankshaft to rotate through a second crank angle section of the cylinder, compares the fire characteristic value of the cylinder with a fire threshold value to judge whether the cylinder is on fire, is irrelevant to other cylinders when judging whether the cylinder is on fire, and is not influenced by whether other cylinders are on fire.
Drawings
FIG. 1 is a flow chart of an engine misfire diagnostic method provided in an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", and the like are used in the orientation or positional relationship shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
The invention provides an engine misfire diagnostic method, which is characterized in that a misfire characteristic value of an air cylinder is calculated according to the time required for a crankshaft to rotate through a first crank angle section and a second crank angle section of the same air cylinder, the misfire characteristic value of the air cylinder is compared with a misfire threshold value to judge whether the air cylinder is on fire, when one air cylinder is judged to be on fire, the influence of other air cylinders on the misfire diagnosis of the air cylinder can be avoided, the influence of the non-uniformity of each air cylinder on the misfire diagnosis can be avoided, and the precision of the misfire detection is improved. As shown in FIG. 1, the engine misfire diagnostic method specifically comprises the following steps:
s1: a first crank angle interval and a second crank angle interval for each cylinder are determined. It will be appreciated that the crankshaft rotates sequentially through the first and second crank angle sections of the same cylinder during one engine operating cycle. In this embodiment, a four-cylinder four-stroke engine is taken as an example, four cylinders of the engine sequentially apply work, and the first crank angle interval and the second crank angle interval of each cylinder are both located in the power stroke of the cylinder. When the cylinder 1 does work, the crankshaft sequentially rotates a first crankshaft angle interval and a second crankshaft angle interval of the cylinder 1; when the cylinder 2 does work, the crankshaft sequentially rotates a first crankshaft angle interval and a second crankshaft angle interval of the cylinder 2; when the 3 cylinders do work, the crankshaft sequentially rotates a first crankshaft angle interval and a second crankshaft angle interval of the 3 cylinders; when the 4 cylinders do work, the crankshaft sequentially rotates a first crankshaft angle interval and a second crankshaft angle interval of the 4 cylinders.
In this embodiment, the crankshaft rotation angle for one operating cycle of the engine is in the range of 0-720, and the count is again started from 0 when the crankshaft rotates 720, so that the crankshaft rotation angle for the next operating cycle of the engine is still recorded as 0-720. Four cylinders of the engine do work in sequence, the working stroke of 1 cylinder is 0-180 degrees of the crank angle, the working stroke of 2 cylinders is 180-360 degrees of the crank angle, the working stroke of 3 cylinders is 360-540 degrees of the crank angle, and the working stroke of 4 cylinders is 540-720 degrees of the crank angle. It can be understood that 1 cylinder is at compression top dead center with a crank angle of 0 °, 2 cylinders are at compression top dead center with a crank angle of 180 °, 3 cylinders are at compression top dead center with a crank angle of 360 °, 4 cylinders are at compression top dead center with a crank angle of 540 °.
When the first crank angle section and the second crank angle section of each cylinder are determined, the offset of the starting point of the first crank angle section of each cylinder relative to the crank angle of the cylinder at the top compression dead center is equal. The starting point of the second crank angle section of each cylinder is offset by the same amount from the crank angle at which the cylinder is located at compression top dead center. The lengths of the first crank angle sections of the cylinders are the same, and the lengths of the second crank angle sections corresponding to the cylinders are the same. The length of the first crank angle interval is the angular length between the starting point of the first crank angle interval and the end point of the first crank angle interval, namely the angle which the crankshaft rotates in the first crank angle interval; the length of the second crank angle interval is the angular length between the start of the second crank angle interval and the end of the second crank angle interval, i.e. the angle the crankshaft has rotated through in the second crank angle interval. The starting point of the first crank angle interval, the starting point of the second crank angle interval, the length of the first crank angle interval and the length of the second crank angle interval of each cylinder can be adjusted according to actual conditions.
Preferably, the offset amount of the start point of the first crank angle section of each cylinder from the crank angle at which the cylinder is located at compression top dead center is 0. The crank angle of the cylinder 1 at the top dead center of compression is 0 degree, and the starting point of the corresponding first crank angle interval of the cylinder 1 is 0 degree; the crank angle of the cylinder 2 at the top dead center of compression is 180 degrees, and the starting point of the corresponding first crank angle interval of the cylinder 2 is 180 degrees; the crank angle of the 3 cylinders at the top dead center of compression is 360 degrees, and the starting point of the corresponding first crank angle interval of the 3 cylinders is 360 degrees; the crank angle at which the 4 cylinders are located at the compression top dead center is 540 °, and the starting point of the 4-cylinder corresponding first crank angle section is 540 °. In other embodiments, the start of the first crank angle interval corresponding to each cylinder may be offset by the same angle, such as 6 °, 12 °, 18 °, etc., from the crank angle at which the cylinder is located at the compression top dead center. It will be appreciated that, in practice, the offset of the start of the first crank angle interval of each cylinder from the crank angle at which the cylinder is at compression top dead center is selected to be an optimum value obtained by earlier experiments.
Preferably, the starting point of the second crank angle section of each cylinder is offset by 360 ° from the crank angle of the cylinder at compression top dead center divided by the total number of cylinders of the engine. In this embodiment, if the total number of cylinders is 4, the offset amount of the start point of the second crank angle section from the crank angle at which the cylinder is located at the compression top dead center is 90 °. The starting point of the second crank angle interval of the cylinder 1 is 90 degrees; the starting point of the first crank angle interval of the 2 cylinders is 270 degrees; the starting point of the first crank angle interval of 3 cylinders is 450 degrees; the start of the 4-cylinder first crank angle interval is 630 °. In other embodiments, the start of the second crank angle interval for each cylinder may be offset by the same angle, such as 96 °, 102 °, 108 °, etc., from the crank angle at which the cylinder is at compression top dead center. It is understood that, in actual operation, the offset of the start point of the second crank angle interval of each cylinder from the crank angle of the cylinder at the compression top dead center is selected to be the optimum value obtained according to the previous experiment.
Preferably, the length of the first crank angle section is at most 360 ° divided by the total number of cylinders of the engine, and the length of the second crank angle section is at most 360 ° divided by the total number of cylinders of the engine. In this embodiment, if the total number of cylinders is 4, the length of the first crank angle section is at most 90 °, that is, the length of the first crank angle section is 90 ° or less, and the length of the second crank angle section is at most 90 °, that is, the length of the second crank angle section is 90 ° or less. The range of a first crank angle interval of the cylinder 1 is 0-90 degrees, and the range of a second crank angle interval is 90-180 degrees; the range of the first crank angle interval of the 2 cylinders is 180-270 degrees, and the range of the second crank angle interval is 270-360 degrees; the range of a first crank angle interval of the 3 cylinders is 360-450 degrees, and the range of a second crank angle interval of the 3 cylinders is 450-540 degrees; the first crank angle interval of the 4 cylinders ranges from 540 to 630, and the second crank angle interval ranges from 630 to 720.
S2: in one working cycle of the engine, for any cylinder, the time t required by a crankshaft to rotate a first crankshaft angle interval of the cylinder is collected1And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder2. Acquiring the time t required by the crankshaft of 1 cylinder to rotate a first crankshaft angle interval1And the time t required for the crankshaft to rotate through the second crankshaft angle interval2I.e. the time t required for collecting the first crank angle interval for the crankshaft to rotate through 1 cylinder1And the time t required for the crankshaft to rotate by the second crank angle interval of 1 cylinder2In the present embodiment, the time t required for collecting the crankshaft to rotate by 0-90 DEG is1And the time t required for the crankshaft to rotate by 90-180 DEG2(ii) a Acquiring the time t required by the crankshaft of 2 cylinders to rotate through a first crankshaft angle interval1And the time t required for the crankshaft to rotate through the second crankshaft angle interval2I.e. the time t required for acquiring the first crank angle interval for the crankshaft to rotate through 2 cylinders1And the time t required for the crankshaft to rotate for the second crank angle interval of 2 cylinders2In the present embodiment, the time t required for collecting the crankshaft to rotate 180-270 degrees is1And the time t required for the crankshaft to rotate by 270-360 degrees2. By analogy, the time t required by the crankshaft of 4 cylinders to rotate through the first crankshaft angle interval is collected respectively1And the time t required for the crankshaft to rotate through the second crank angle interval2。
S3: for any cylinder, according to the time t required by the crankshaft to rotate through the first crank angle section of the cylinder1And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder2And calculating the misfire characteristic value E of the cylinder. Wherein, according to the formula:
the misfire characteristic value E is calculated. It will be appreciated that the time t required for the crankshaft of 1 cylinder to rotate through the first crank angle interval is based on1And the time t required for the crankshaft to rotate through the second crankshaft angle interval2Calculating a misfire characteristic value E of the cylinder 1; according to the time t required by the crankshaft of 2 cylinders to rotate a first crankshaft angle interval1And the time t required for the crankshaft to rotate through the second crankshaft angle interval2Calculating the misfire characteristic value E of the cylinder 2; according to the time t required by the crankshaft of 3 cylinders to rotate for the first crankshaft angle interval1And the time t required for the crankshaft to rotate through the second crank angle interval2Calculating the misfire characteristic value E of the 3 cylinders; according to the time t needed by the crankshaft of 4 cylinders to rotate for the first crankshaft angle interval1And the time t required for the crankshaft to rotate through the second crankshaft angle interval2And calculating misfire characteristic values E of the 4 cylinders.
S4: comparing the misfire characteristic value E of any cylinder with a misfire threshold value T, and if the misfire characteristic value E is larger than the misfire threshold value T, determining that the cylinder is misfired; and if the misfire characteristic value E is smaller than or equal to the misfire threshold value T, determining that the cylinder has no misfire. Where the misfire threshold T is the same value. The vehicle ECU stores an engine speed-engine load-misfire threshold value table obtained through a large number of tests, and the misfire threshold value T can be determined through table lookup according to the engine speed and the engine load.
Compared with the existing fire diagnosis method, the method for diagnosing the engine fire does not depend on the measurement results of other cylinders when judging whether one cylinder fires, avoids the influence of fire of other cylinders on fire diagnosis of the cylinder, also avoids the influence of non-uniformity of each cylinder, and improves the fire detection precision.
The invention also provides a vehicle which adopts the engine misfire diagnosis method.
The vehicle includes a crankshaft sensor for detecting a rotation angle of a crankshaft and a camshaft sensor for detecting a rotation angle of a cam. The rotation of the crankshaft is the power source of the engine. The camshaft functions to control the opening and closing action of the valves. The exhaust stroke and the compression stroke of the four-stroke engine both reach the top dead center, and the valve timing of the camshaft is fixed, so that the compression or the exhaust can be judged according to the action of the camshaft, and it can be understood that one working cycle is 0-720 degrees, the real-time crank angle can be detected through the joint work of the crank sensor and the camshaft sensor, and the real-time crank angle can be detected to be 0-360 degrees or 360-720 degrees.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Numerous obvious variations, adaptations and substitutions will occur to those skilled in the art without departing from the scope of the invention. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. An engine misfire diagnostic method characterized by comprising:
s1: determining a first crank angle interval and a second crank angle interval of each cylinder;
s2: in one working cycle of the engine, for any cylinder, the time t required by a crankshaft to rotate a first crankshaft angle interval of the cylinder is collected1And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder2；
S3: for any cylinder, according to the time t required by the crankshaft to rotate through the first crank angle section of the cylinder1And the time t required for the crankshaft to rotate through the second crank angle interval of the cylinder2Calculating a misfire characteristic value E of the cylinder;
s4: for any cylinder, comparing the misfire characteristic value E of the cylinder with a misfire threshold value T, and if the misfire characteristic value E is larger than the misfire threshold value T, determining that the cylinder has misfire; and if the misfire characteristic value E is smaller than or equal to the misfire threshold value T, determining that the cylinder has no misfire.
2. The engine misfire diagnostic method as recited in claim 1, wherein a time t required for the crankshaft corresponding to each cylinder to rotate through a first crank angle section is based on1And the time t required for the crankshaft to rotate through a second crank angle interval2Calculating the misfire characteristic value E of the cylinder includes:
according to the formula:
and calculating the misfire characteristic value E.
3. The engine misfire diagnostic method as recited in claim 1, wherein, in S1: in one working cycle of the engine, the crankshaft sequentially rotates through the first crank angle interval and the second crank angle interval of the same cylinder; the starting point of the first crank angle section of each cylinder is offset by the same amount from the crank angle at which the cylinder is located at compression top dead center.
4. The engine misfire diagnostic method as recited in claim 1, wherein a start point of the second crank angle section of each of the cylinders is equally offset from a crank angle at which the cylinder is located at a compression top dead center.
5. The engine misfire diagnostic method as recited in claim 1, wherein the first crank angle section of each cylinder is equal in length and the second crank angle section of each cylinder is equal in length.
6. The engine misfire diagnostic method as recited in claim 1, wherein a length of the first crank angle section of each of the cylinders is at most 360 ° divided by a total number of cylinders of an engine.
7. The engine misfire diagnostic method as recited in claim 1, wherein a length of the second crank angle section of each of the cylinders is at most 360 ° divided by a total number of cylinders of an engine.
8. The engine misfire diagnostic method as recited in claim 1, wherein the misfire threshold T is determined as a function of engine speed and engine load.
9. A vehicle characterized by employing the engine misfire diagnostic method as recited in any one of claims 1 to 8.
10. The vehicle according to claim 9, characterized by comprising a crankshaft sensor for detecting a rotation angle of a crankshaft and a camshaft sensor for detecting a rotation angle of a cam.
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