CN112943463B - Method for detecting camshaft position of mass-produced engine - Google Patents

Method for detecting camshaft position of mass-produced engine Download PDF

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Publication number
CN112943463B
CN112943463B CN202011440115.4A CN202011440115A CN112943463B CN 112943463 B CN112943463 B CN 112943463B CN 202011440115 A CN202011440115 A CN 202011440115A CN 112943463 B CN112943463 B CN 112943463B
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engine
mass
camshaft
determined
pressure measurement
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CN112943463A (en
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M·施瑙贝尔特
K·延森
B·弗兰克
M·马楚尔
J·福斯特
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Volkswagen AG
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Volkswagen AG
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    • 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
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • 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
    • F02D41/2432—Methods of calibration
    • 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
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/09—Calibrating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/14—Determining a position, e.g. phase or lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/02—Formulas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F01L2820/041—Camshafts position or phase sensors
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • 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
    • F02D2200/101—Engine speed
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention relates to a method for detecting the position of a camshaft of a mass-produced engine, wherein a reference measured value is determined at a reference engine, wherein a pressure curve is obtained using a plurality of pressure measured values in the intake and/or exhaust tract of the mass-produced engine, wherein a camshaft actual value (NW Mod ). The method is improved by determining a crankshaft angle of a local extremum of pressure measurements of at least one mass-produced engine
Figure DEST_PATH_IMAGE002
Peak), wherein the crank angle dependent on the extremum of the reference engine and the determined local extremum of the pressure measurement of the mass produced engine
Figure 559109DEST_PATH_IMAGE002
Peak) determining a camshaft actual value (NW) of a mass-produced engine Mod )。

Description

Method for detecting camshaft position of mass-produced engine
Technical Field
The invention relates to a method for detecting the position of a camshaft of a mass-produced engine.
Background
The driving of the engine timing (motorstep) is performed by means of a crankshaft via, for example, gears or a timing chain (stepelette) to a camshaft. The cams of the camshaft open and close the intake and exhaust valves of the cylinder via the transmission mechanism. One working cycle of the cylinder undergoes four strokes, wherein the valve is operated only once here, so that the camshaft runs at half the rotational speed of the crankshaft. The lifting movements of the inlet valve and the outlet valve must be performed at the right point in time and in the right sequence by means of the camshaft. The position of the intake and exhaust camshafts relative to the crankshaft may be changed using camshaft adjustment.
It is known in the prior art to measure a so-called reference internal combustion engine in all operating states occurring and to store the measured values or model versions derived therefrom on the engine control unit of the respective mass-produced internal combustion engine. All structurally identical, mass-produced internal combustion engines of the same structural series are operated with the generated reference data set. The deviation of the actual relative position between the camshaft and the crankshaft at the mass-produced internal combustion engine from the reference position results in a deviation of the actual intake fresh gas charge from the fresh gas charge determined as the reference. The angular offset of the individual cams on the camshaft causes the same error pattern here as the angular offset of the camshaft and the crankshaft. The aim is therefore to better adjust the camshaft rotational position of mass-produced inlet and outlet valves.
It is known to place a position mark on any portion of the camshaft or the coupling element or the crankshaft, respectively, which position mark is detected by means of a sensor. The relative position between the crankshaft and the camshaft can thus be detected and a deviation can be detected. However, only a part of the deviation is detected here, since, for example, the phase angle shift of the individual cams relative to one another during assembly or due to manufacturing tolerances is not detected.
The evaluation of pressure signals is known from DE 10201209665 A1 of the same type. In this method, valve timing (sometimes referred to as valve timing) of mass-produced internal combustion engines is identified. Dynamic pressure fluctuations in the intake or exhaust tract of the mass-produced internal combustion engine in question are measured and a crankshaft position feedback signal is additionally acquired. From the measured pressure fluctuations and the crankshaft position feedback signal, the phase angle of the selected signal frequency of the measured pressure fluctuations is determined by means of a fourier transformation. The camshaft position and thus the valve timing of the mass-produced internal combustion engine concerned are determined on the basis of the determined phase angle and the reference valve timing of the same signal frequency taking into account the pressure fluctuations of the reference internal combustion engine and the model function derived therefrom. This prior art has the following drawbacks: it is costly and not cost-neutral (kostenneutral) to implement.
Disclosure of Invention
The object of the present invention is therefore to improve a method for determining the position of a camshaft.
This object, which is the basis of the present invention, is now achieved by the method according to the present invention.
A pressure curve is obtained using a plurality of pressure measurements in an intake and/or exhaust passage of a mass-produced engine. According to the invention, at least one crankshaft angle of a local extremum of the pressure measurement of the mass-produced engine is determined, wherein the camshaft actual value of the mass-produced engine is determined as a function of the extremum of the reference engine and the determined crankshaft angle of the local extremum of the pressure measurement of the mass-produced engine. The necessary calculations are not costly, thereby improving the method. The determination of the pressure curve is preferably carried out with a constant crankshaft speed, but can also be carried out with an increase or decrease in the crankshaft speed.
The camshaft actual value nw_mod is determined by the crankshaft angle of the extreme value
Figure GDA0004208917550000021
Multiplying by a factor f and adding a correction factor to determine +.>
Figure GDA0004208917550000022
Wherein the factor f and the correction factor c have been determined from the reference measurement. The correction factor may take into account the physical parameters that lead to the extreme value shift.
Advantageously, the extreme crankshaft angle is dependent on the temperature T of the intake or exhaust tract and the crankshaft drive speed n. The camshaft position at the maximum or minimum of the pressure curve is known by measurement at the reference engine. The position of the maximum value may depend on further factors such as, for example, the rotational speed and the temperature, in particular the temperature of the suction pipe and/or the exhaust gas temperature and/or the temperature of the exhaust gas duct. In this method, the respective temperature in the intake tract or in the exhaust tract is measured. Depending on the rotational speed and the temperature, a correction value c can be determined, and the actual value of the camshaft position can be determined by means of a reference model. The correction value can be given here by a composite characteristic curve, which is derived from measurements at the reference engine.
The correction value is preferably determined by a composite characteristic curve c=k (n, T), wherein the composite characteristic curve value has been determined beforehand from reference measured values, wherein the composite characteristic curve value is dependent on the crankshaft speed n and the temperature T of the intake and/or exhaust tract. Alternatively, the correction factors may be described by a plurality of characteristic curves or by at least one mathematical equation, for example a polynomial P (), e.g. c=p (T, n), c=p (n) or c=p (T).
The acquisition of the camshaft position is preferably performed on a cylinder in freewheeling (sometimes called deceleration operation). In coasting operation, the camshaft is set to a constant setpoint value with a steady rotational speed. The measurement in coasting operation has the advantage that the extreme value known from the reference measurement value can be measured more precisely at mass-produced engines, since in coasting operation no combustion of the fuel takes place and thus pressure pulsations due to combustion are avoided.
If the actual camshaft value is stable (eingeschwangen), the pressure is measured over exactly one revolution of the camshaft, in particular on the basis of a crankshaft angle of 1 °. The pressure curve is now first obtained by taking a plurality of measured values in the intake and/or exhaust duct. In particular, the suction line pressure in the intake duct and/or the exhaust gas back pressure in the exhaust duct can be measured. The pressure is measured through at least one revolution of the camshaft and a plurality of pressure measurements are obtained. Such a measurement is preferably performed multiple times, which has the advantage that a more robust signal is obtained.
For determining the extreme value, a measured value range of the pressure curve is preferably selected around the crankshaft angle for which the extreme value occurs in the reference model. This makes it simple to find extrema in mass-produced engines.
Preferably a plurality of extrema are evaluated, which are associated with the movements of the different cylinders. For example, the extremum associated with cylinders 1 and 4 may be evaluated. The extreme values lie in different crankshaft angles, wherein a measurement range is selected for the first cylinder and a measurement range is selected for the second cylinder. An averaged measurement value interval is now formed from a plurality of measurement value intervals by adding the corresponding measurement values of the measurement intervals and dividing by the number of measurement intervals.
The actual value of the camshaft is then modeled by evaluating the extreme values in the pressure curve. The position of the extremum is a measure for the actual angle of the camshaft and it can be determined by means of reference data from a reference measurement at a reference engine.
The determination of the extremum is performed by signal analysis. The extreme value of the pressure and the associated rotational position can be determined only from the measured values obtained. However, this extremum is rough and inaccurate, since the angle information provided only by the measured values can be disturbed by the superposition of high frequencies.
The extremum is determined by least-squares estimation of the measured values or of the average measured values in the measurement interval by means of mathematical equations. The mathematical equation is preferably a polynomial, in particular a second order polynomial. Alternatively, for example, a fourth order polynomial may be used. The polynomial or the mathematical model on which it is based may be interpreted here as a filtering of the pressure signal. The angle information is improved by using a plurality of measured values around the extremum and interpolating them in the model by means of polynomials, in particular quadratic polynomials. A plurality of measured values, preferably more than 10 measured values, in particular more than 15 measured values, in particular approximately 20 measured values, are used in order to determine the coefficients of in particular the quadratic polynomial. To this end, a least squares estimation is performed.
The coefficients of the polynomial may be obtained by least squares estimation. The extremum of the polynomial may be calculated by making the first derivative equal to 0. True pressure curve
Figure GDA0004208917550000031
In the region of the extremum, it is represented by a polynomial: />
Figure GDA0004208917550000032
The local extremum is determined by making the first derivative equal to "0". />
Figure GDA0004208917550000033
Thus get +.>
Figure GDA0004208917550000034
From this value, the camshaft actual position NW can be calculated using the above-mentioned equation Mod 。
In one embodiment, for determining the coefficients w0 to w2, a least squares optimization is performed, for example by QR decomposition or Cholesky decomposition. This means a conversion into a system of linear equations. In a preferred embodiment of the method, the least squares optimization is performed by means of orthogonal polynomials, thereby further minimizing the computational effort.
Advantageously, an average value of the deviation of the actual value of the camshaft from the reference value is formed. The extremum can thus be determined more accurately. Preferably, the model value or the model value minus the actual angle of the camshaft is supplied to the ring memory. If there are sufficient values here and the variance of these values is below the threshold, the formation result is reliable. The average value from the ring memory is the systematic camshaft error.
To determine the actual camshaft value of the intake camshaft, the extremum is the maximum value and the temperature is the intake pipe temperature. The method may also be used to determine an actual value of the exhaust camshaft. Here, the extreme value is the minimum value and the temperature is the exhaust gas temperature. The minimum value can be determined here via all cylinders.
Drawings
There are several possibilities for design and improvement methods. Preferred embodiments of the invention are further elucidated below with the aid of the figures and the description pertaining thereto. In the drawings:
fig. 1 shows a schematic flow chart of a method for determining the position of a camshaft.
Detailed Description
The method shown can be carried out not only for determining the camshaft position of the intake camshaft and/or the exhaust camshaft. Depending on the rotational speed n and the temperature T of the intake or exhaust tract, one or more angles are determined in step 1 by means of a reference model
Figure GDA0004208917550000041
There are extreme values in the pressure curve near or at the angle. This value->
Figure GDA0004208917550000042
Can be obtained by the equation +.>
Figure GDA0004208917550000043
To->
Figure GDA0004208917550000044
Convert and measure NW Ist (NW Actual practice is that of ) Substitution: />
Figure GDA0004208917550000045
The values f and K (n, T) are determined by means of a reference model or by means of a reference measurement at a reference engine. The estimation->
Figure GDA0004208917550000046
For more rapid searching of the extremum in subsequent steps.
In step 2, measured values are now selected in the pressure curve around the extreme point in a certain interval (for example +/-20 degrees crank angle). In this case, the pressure curve is repeated for each movement of the respective cylinder. A preferred possibility now exists to average the measured values by averaging the pressure curve associated in the first cylinder and the values of the pressure curve, for example, of the fourth cylinder. The average value is now stored in a field p-norm array (p-normarry, sometimes referred to as p-norm array). Slave domain p-norm arrayObtain local maximum or minimum measured values from these values
Figure GDA0004208917550000047
Interpolation of the extremum using the mathematical model is now performed in step 3. For this purpose, polynomials, in particular quadratic polynomials, are preferably used. The coefficients of the polynomial are obtained by least squares estimation. By forming the first derivative of the polynomial and setting the first derivative equal to "0", a more accurate value can now be obtained
Figure GDA0004208917550000048
This more accurate value is compared in step 4 with data from a reference measurement or with a reference model.
By determining extrema of mass-produced engines
Figure GDA0004208917550000049
The exact position of the camshaft can now be determined by comparison with reference measured values or reference models of reference engines. In step 4, by limiting the crankshaft angle of the extreme value +.>
Figure GDA00042089175500000410
Multiplying by a factor f and adding a correction value to determine a camshaft actual value nw_mod (nw_model), wherein the factor f and the correction value have been determined from a reference measurement value: />
Figure GDA00042089175500000411
The correction value c is preferably obtained using a complex characteristic curve K (), wherein the complex characteristic curve value is dependent on the physical parameters, more preferably the crankshaft speed n and the temperature T of the intake and/or exhaust tract:
Figure GDA00042089175500000412
it is now output as a result nw_mod. By such a correction of the camshaft position, the valve timing can be determined more precisely, wherein the deviation of the mass-produced engine from the reference engine is taken into account in a simple manner.
Preferably, the model values
Figure GDA0004208917550000051
Or model value->
Figure GDA0004208917550000052
Subtracting the true actual angle to average. For this purpose, the values are supplied to a ring memory. The result is reliable if there are sufficient values in the ring memory and the variance of these values is below a threshold value. The average value from the ring memory is the systematic camshaft error.
List of reference numerals
1, the method comprises the following steps: determining temporal extremum
Figure GDA0004208917550000053
2, the method comprises the following steps: at the value of
Figure GDA0004208917550000054
The measured values of the pressure curve are selected from the intervals around and the selected intervals are averaged, which are associated with different cylinders for the averaged pressure curve domain p-norm array and the crankshaft angle of the largest or smallest measured value is determined in the acquired pressure curve of the domain p-norm array ∈ ->
Figure GDA0004208917550000055
3, the method comprises the following steps: interpolation of the mean pressure curve measurement by means of a mathematical model, in particular a second order polynomial, and determination of the maximum value of the model
Figure GDA0004208917550000056
4, the method comprises the following steps: calculating a model value of the rotational position of the camshaft
Figure GDA0004208917550000057

Claims (11)

1. Method for determining the position of a camshaft of a mass-produced engine, wherein a reference pressure measurement is determined at a reference engine, wherein a pressure curve is obtained using a plurality of pressure measurements in the intake and/or exhaust tract of the mass-produced engine, wherein the actual camshaft value is determined using the pressure curve, characterized in that the crankshaft angle of a local extremum of the pressure measurement of at least one of the mass-produced engines is determined
Figure FDA0004208917530000011
Wherein the crank angle is +_dependent on the local extremum of the reference pressure measurement of the reference engine and the determined local extremum of the pressure measurement of the mass-produced engine>
Figure FDA0004208917530000012
Determining the camshaft actual value of the mass-produced engine, wherein the camshaft actual value is determined by a crankshaft angle +_of a local extremum of a pressure measurement value of the mass-produced engine>
Figure FDA0004208917530000013
Multiplying by a factor f and adding a correction factor to determine +.>
Figure FDA0004208917530000014
Wherein the factor f and the correction factor c have been determined from the reference pressure measurement.
2. A method according to claim 1, characterized in that the correction factor is determined by means of a combined characteristic curve value c=k (n, T), wherein the combined characteristic curve value has been determined from the reference pressure measurement, wherein the combined characteristic curve value is dependent on the crankshaft speed n and the temperature T of the inlet and/or outlet channels.
3. The method according to claim 1, wherein the acquisition of the camshaft position is performed on a cylinder in freewheeling.
4. A method according to any one of claims 1-3, characterized in that, in order to determine the local extremum of the pressure measurement of the mass-produced engine, the measurement interval of the pressure curve is selected around the crankshaft angle for which the local extremum of the reference pressure measurement of the reference engine occurs in a reference model.
5. The method of claim 4, wherein an average measurement interval is formed from a plurality of measurement intervals, wherein the measurement intervals are associated with different cylinders.
6. A method according to any of claims 1-3, characterized in that the local extremum of the pressure measurement of the mass production engine is determined by least squares estimation of the pressure measurement or the average pressure measurement of the mass production engine by means of a mathematical equation.
7. The method of claim 6, wherein the mathematical equation is a polynomial.
8. The method of claim 7, wherein the mathematical equation is a second order polynomial.
9. A method according to any one of claims 1-3, characterized in that the crank angle of the local extremum of the pressure measurement of the mass-produced engine is dependent on the temperature of the inlet or the outlet and the crank drive speed.
10. A method according to any one of claims 1-3, characterized in that an average of the deviations of the camshaft actual values from the camshaft position at which the local extremum of the reference engine's reference pressure measurement occurs is formed.
11. A method according to any one of claims 1-3, characterized in that a pressure curve of constant crankshaft speed is obtained.
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