Method for performing a test run with a test stand

Abstract

Aspects of the present disclosure are directed to controlling an inner effective torque or an effective torque of a drive unit via a unit controlling unit. In some embodiments, the control method may include providing desired values for the inner effective torque or the effective torque and determining actual values for the inner effective torque or the effective torque during operation of the drive unit on a test stand, and in that actuating dynamics of the drive unit are taken into account in the control by means of a transfer function by correcting the desired values of the control with the transfer function or in that for controlling the inner effective torque or the effective torque of the drive unit, a feed forward control of a manipulated variable of the drive unit is used.

Claims

1. A method for operating a test stand for performing a test run including the following steps: providing a drive unit connected via a connecting shaft to a load machine; driving or loading the drive unit with the load machine; controlling the load machine by a control device on the test stand for carrying out the test run; and controlling the drive unit by a unit controlling unit for carrying out the test run; reproducing given time courses of a rotational speed and a torque of the drive unit; controlling an inner effective torque or an effective torque of the drive unit by the unit controlling unit by providing desired values for the inner effective torque or the effective torque; and determining actual values for the inner effective torque or the effective torque during operation of the drive unit on the test stand; accounting for actuating dynamics of the drive unit by correcting the desired values of the control with a transfer function or by using a feed forward control of a manipulated variable of the drive unit for controlling the inner effective torque or the effective torque of the drive unit and correcting precontrol values of the manipulated variable or the desired values of the control with the transfer function.

2. The method according to claim 1, wherein the manipulated variable is an accelerator pedal position.

3. The method according to claim 1, wherein the precontrol values of the manipulated variable are determined from the actual rotational speed or the predetermined rotational speed, and the inner effective desired torque, the effective desired torque, an inner effective desired torque corrected with the transfer function or an effective desired torque corrected with the transfer function.

4. The method according to claim 1, wherein the step of determining actual values for the inner effective torque includes determining an inner effective actual torque from an actual rotational speed measured on the load machine, or the drive unit, or the connecting shaft and from an effective actual torque measured on the load machine, or the drive unit, or the connecting shaft, and the known mass inertia of the drive unit or wherein the step of determining actual values for the effective torque includes determining an effective actual torque is determined by measurement on the connecting shaft.

5. The method according to claim 4, wherein the step of determining the inner effective actual torque is determined by deriving the measured actual rotational speed with respect to time and multiplying by the known mass inertia of the drive unit and adding the product to the measured effective actual torque.

6. The method according to claim 1, wherein the drive unit is an internal combustion engine and wherein the step of determining actual values for the inner effective torque includes determining an inner effective actual torque by means of cylinder pressure indication on the internal combustion engine.

7. The method according to claim 6, wherein the step of determining the inner effective actual torque includes determining the difference between an indicated actual torque and a friction torque, wherein the indicated actual torque is determined by means of the cylinder pressure indication.

8. The method according to claim 1, wherein the step of the providing desired values for the inner effective torque includes determining an inner effective desired torque from the given course of the rotational speed of the drive unit, the given course of the torque of the drive unit and from the known mass inertia of the drive unit.

9. The method according to claim 8 characterized in that the inner effective desired torque is further determined, by deriving the course of the predetermined rotational speed with respect to time and multiplying with the known mass inertia of the drive unit, and adding the product to the given course of the torque of the drive unit.

10. The method according to claim 1, characterized in that the desired values of the control or the precontrol values of the manipulated variable are shifted by a dead time on a time axis using the transfer function.

11. The method according to claim 10, characterized in that the dead time is determined depending on the operating point of the drive unit.

12. The method according to claim 11, characterized in that the dead time for the operating point of the drive unit is determined depending on a gradient of the course of the inner effective desired torque or the effective desired torque in the operating point.

13. The method according to claim 10, characterized in that the dead time is set to be the same for all operating points of the drive unit.

14. The method according to claim 13, characterized in that the dead time is determined by measuring the drive unit or a reference drive unit on the test stand.

15. The method according to claim 14, characterized in that the dead time is further measured by suddenly changing the manipulated variable of the drive unit and measuring the time be-tween the sudden change in the manipulated variable and a change in the inner effective actual torque caused thereby.

16. A test stand for performing a test run, the test stand comprising: a drive unit connected to a load machine via a connecting shaft, the load machine configured and arranged for driving or loading the drive unit; a control device configured and arranged to control the load machine on the test stand for carrying out the test run; and a unit controlling unit configured and arranged to control the drive unit for carrying out the test run; wherein the test stand is configured and arranged to carry out the test run in the form of given time courses of a rotational speed and a torque of the drive unit, characterized in that the unit controlling unit is further configured and arranged to control an inner effective torque or an effective torque of the drive unit; wherein the unit controlling unit is configured and arranged to receive desired values for the inner effective torque or the effective torque, and determine actual values for the inner effective torque or the effective torque during operation of the drive unit on the test stand, and correct the desired values of the control with a transfer function for taking into account actuating dynamics of the drive unit or wherein a feed forward control of a manipulated variable of the drive unit is used for the control of the inner effective torque or the effective torque NEFF) of the drive unit, wherein the unit controlling unit is configured and arranged to correct precontrol values of the manipulated variable of the feed forward control or the desired values of the control using the transfer function.

17. The test stand according to claim 16, wherein the test stand further includes an observer in the form of hardware or software configured and arranged to determine the actual values of the inner effective torque.

18. The test stand according to claim 17 characterized in that the observer is further configured and arranged to determine the inner effective actual torque from an actual rotational speed measured on the load machine, or the drive unit, or the connecting shaft and an effective actual torque measured on the load machine, or the drive unit, or the connecting shaft, and the known mass inertia of the drive unit.

19. The test stand according to claim 16, wherein an internal combustion engine is the drive unit, and the test stand further includes a cylinder pressure indication system configured and arranged for cylinder pressure indication of the internal combustion engine, wherein the inner effective actual torque is determined from the cylinder pressure indication.

20. The test stand according to claim 19, characterized in that the inner effective actual torque is determined from the difference between an indicated actual torque and a friction torque, wherein the indicated actual torque is determined by the cylinder pressure indication.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The present invention is described in greater detail in the following with reference to FIG. 1 to 7, which show advantageous embodiments of the invention by way of example, schematically and in a non-limiting manner. In the figures:

(2) FIG. 1 shows the general structure of a test stand

(3) FIG. 2 shows the function of the observer

(4) FIGS. 3a to 3c show method sequences according to the invention

(5) FIG. 4 shows a reference test run

(6) FIG. 5 shows results with the conventional control type N/M.sub.EFF

(7) FIG. 6 shows results with control type N/M.sub.INT_EFF

(8) FIG. 7 shows results with control type N/M.sub.INT_EFF with shifting the inner effective desired torque M.sub.INT_EFF_SOLL by a dead time Δt

(9) FIG. 8 shows results with control type N/M.sub.INT_EFF when shifting the precontrol value of the accelerator pedal position α by a dead time Δt

DETAILED DESCRIPTION

(10) FIG. 1 shows a known, conventional structure of a test stand 1 having a drive unit 2, which is connected to a load machine 4 by means of a connecting shaft 3 for torque transmission, having a control device 5 for controlling the load machine 4 and having a unit controlling unit 6 for controlling the drive unit 2. The control device 5 and the unit controlling unit 6 can be implemented with suitable hardware and/or software (also on common hardware). The drive unit 2 has a rotational speed measuring device 7 for measuring the unit rotational speed N.sub.M and the load machine 4 also has a rotational speed measuring device 8 for measuring the load machine rotational speed N.sub.B. A torque measuring device 9 for measuring the effective torque M.sub.EFF of the drive unit 2 is arranged on the connecting shaft 3 between the drive unit 2 and the load machine 4.

(11) A load machine 4 is not only to be understood as the usual electrical machines, such as, for example, direct current machines, asynchronous machines or three-phase synchronous machines, which are connected directly to the connecting shaft 3, but also, for example, combinations of electrical machines and gears, for example in the form of so-called test rig transmission systems (TRT). In this case, for example, two or more electrical machines can be connected by means of a summation gearbox, which in turn is connected to the connecting shaft 3 for driving or for loading with the drive unit 2. The powers of the two (or a plurality of) electrical machines are added together in the summation gearbox, wherein a translation to a specific rotational speed level is also possible, if necessary. Of course, this is only an example; all other suitable machines or combinations of machines and transmissions can also be used as the load machine 4. To determine the inner effective actual torque M.sub.INT_EFF_IST of the drive unit 2, an observer 10 can be provided, for example, which is again designed as suitable hardware and/or software. All known algorithms can be used as the observer 10, which determine a torque, in which acceleration influences of the mass inertia I.sub.A of the drive unit 2 have been corrected and which, according to the invention, is used as the inner effective actual torque M.sub.INT_EFF_IST. The function of such an observer 10 is known in principle, but its basic functioning is to be explained briefly below with reference to FIG. 2 for the sake of completeness.

(12) If the drive unit 2 is designed as an internal combustion engine, a cylinder pressure indication system can be used alternatively to an observer 10 to determine the inner effective actual torque M.sub.INT_EFF_IST. The cylinder pressure in the combustion chamber of the internal combustion engine can thus be measured with an exact crank angle and, based on the measured cylinder pressure, an indicated actual torque M.sub.INT_IST can be determined by means of thermodynamic laws. If this indicated actual torque M.sub.INT_IST is corrected by the known inner friction of the internal combustion engine (which is present, for example, in the form of a characteristic map of the operating range of the internal combustion engine), the desired inner effective actual torque M.sub.INT_EFF_IST is obtained. The influences of friction can be determined, for example, in the form of a friction torque M.sub.R by drag measurements of the internal combustion engine on the test stand 1 or by means of other suitable methods. Since the method of cylinder pressure indication is well known, it will not be discussed in more detail here. A detailed description can be found, for example, in EP 3 067 681 A1.

(13) In general, the method according to the invention is not limited to specific drive units 2, but can be used for a wide variety of drive units 2, such as internal combustion engines, electric motors, a combination of electric and internal combustion engines (so-called hybrid drives), provided the required variables are available. The method can also be used, for example, in drive trains in which the mentioned drive units 2 can be connected to the connecting shaft 3 via a transmission, clutch, differential, semi-axles, etc.

(14) FIG. 2 uses a block diagram to show an example of a known simplified function of an observer 10 for determining the inner effective torque M.sub.INT_EFF using the example of an internal combustion engine as the drive unit 2. An engine rotational speed N.sub.M is measured by the rotational speed measuring device 7 on the internal combustion engine and averaged by means of a filter F over a working cycle (for example 720° crank angle in 4-stroke engines) and the number of cylinders of the internal combustion engine. This averaging compensates for the non-uniform torque input during a working cycle of the internal combustion engine, which results from the combustion in the cylinder of the internal combustion engine and from the corresponding number of cylinders of the internal combustion engine and causes a change in the engine rotational speed N.sub.M. For example, in a 4-stroke engine, combustion occurs in every cylinder every 720° crank angle, which generates a force on the piston and, as a result, a torque input on the crankshaft. With a 4-cylinder engine, this would mean, for example, a torque input every 180° crank angle, with a 6-cylinder engine, for example, 120° crank angle, etc. Because of the filtering of the engine rotational speed N.sub.M described, a filtered engine rotational speed N.sub.M_FILT is obtained. Analogously, such averaging or filtering can also be applied to the effective torque M.sub.EFF, as a result of which a filtered effective torque M.sub.EFF_FILT is obtained. The filtered engine rotational speed N.sub.M_FILT is then derived with respect to time by means of a differentiator D, whereby an angular acceleration {umlaut over (φ)} is obtained. In the next step, the angular acceleration {umlaut over (φ)} is multiplied in a multiplier M by the mass inertia I.sub.A of the internal combustion engine, which is assumed to be known, and a correction torque ΔM.sub.M is obtained. The correction torque ΔM.sub.M obtained and the filtered effective torque M.sub.EFF_FILT, which is for example again filtered over a working cycle and the number of cylinders of the internal combustion engine, are then added to an inner effective torque M.sub.INT_EFF in a summation device S. Depending on the course of the engine rotational speed N.sub.M and the sign of the derived time derivative of the filtered engine rotational speed N.sub.M_FILT or the angular acceleration {umlaut over (φ)}, the measured effective torque M.sub.EFF_FILT on the connecting shaft 3 which is averaged over a working cycle and the number of cylinders of the internal combustion engine is increased or reduced, whereby the dynamic influence of the mass inertia I.sub.A of the internal combustion engine is taken into account. This calculation can be used both “online,” using the observer 10, to determine the inner effective actual torque M.sub.INT_EFF_IST, and “offline” or “online” to determine the inner effective desired torque M.sub.INT_EFF_SOLL from a given reference rotational speed/torque profile for performing the test run on the test stand 1.

(15) In this context, “online” means the determination of the inner effective actual torque M.sub.INT_EFF_IST during a test run on a test stand 1 and “offline” means the determination of the inner effective desired torque M.sub.INT_EFF_SOLL outside of a test run on a test stand 1. However, it would also be possible to dispense with the filtering step in the “online” determination of the effective actual torque M.sub.INT_EFF_IST, but a type of filtering would then substantially take place implicitly due to the characteristics of the controller used in the unit controlling unit 6 and the deceleration behavior of the drive unit 2. In the case of a vehicle application of the internal combustion engine, the determination of the inner effective desired torque M.sub.INT_EFF_SOLL can be carried out, for example, from recorded measurement data from a real driving test (rotational speed/torque profile) or from other sources. The observer method described is of course not restricted to use in an internal combustion engine; it would also be applicable to other drive units 2, such as, for example, electric motors, hybrid drives, etc.

(16) The mass inertia I.sub.A of the drive unit 2 can be assumed to be known. Different mass inertias I.sub.A can also be used to calculate the inner effective desired torque M.sub.INT_EFF_SOLL. For example, the known mass inertia I.sub.A of the drive unit 2 can be used on the test stand 1. However, the mass inertia I.sub.A of the drive unit 2 from a reference run that is to be reproduced on the test stand can also be used. This means that the mass inertia I.sub.A of the drive unit 2 on the test stand 1 does not have to match the mass inertia of the drive unit with which the reference run was created or measured. For example, the internal power (power in the combustion chamber of an internal combustion engine as drive unit 2) of the test object will match well with the reference run. If a reference run is reproduced on the test stand and the actual mass inertia I.sub.A of the drive unit 2 is used on the test stand, then the power on the connecting shaft 3 will correctly match the reference run.

(17) FIG. 3 shows the basic sequence of the method according to the invention using a flow diagram. In the first step, symbolized by block A, the generation or provision of courses for the rotational speed and the torque of the drive unit 2 to be reproduced in the test run to be carried out on the test stand 1 takes place. Reference values of the unit rotational speed N.sub.A_REF, the effective torque M.sub.EFF_REF, and the mass inertia I.sub.A of the drive unit 2 are required. This data can be provided, for example, by measurement data from real operation (reference run), but it can also be given by measurement cycles prescribed by law or originate from other sources.

(18) In the next step, represented by block B, the inner effective desired torque M.sub.INT_EFF_SOLL is calculated from the given reference data using the same methodology that was already described with the aid of the observer 10 in FIG. 2 for determining the inner effective actual torque M.sub.INT_EFF_IST. In the case of the drive unit 2 being an internal combustion engine, the reference engine rotational speed N.sub.M_REF is preferably filtered over a working cycle and the number of cylinders of the internal combustion engine and derived in time, whereby a reference angular acceleration {umlaut over (φ)}.sub.REF is obtained.

(19) Depending on the quality of the available reference data of the engine rotational speed N.sub.M_REF, the averaging over a working cycle and the number of cylinders can also be dispensed with, for example if such averaging has already taken place as part of the determination of the reference data or if the drive unit is designed as an electric motor with substantially uniform torque input over one revolution. The reference angular acceleration {umlaut over (φ)}.sub.REF is then multiplied by the known mass inertia I.sub.A of the drive unit 2 (for example I.sub.A of the internal combustion engine) to a reference correction torque ΔM.sub.M_REF. Finally, the reference correction torque ΔM.sub.M_REF is added to the effective reference torque M.sub.EFF_REF (in the case of an internal combustion engine with the effective reference torque M.sub.EFF_REF_FILT averaged over a working cycle and the number of cylinders of the internal combustion engine), from which the inner effective desired torque M.sub.INT_EFF_SOLL results, which can already be used to control the drive unit 2.

(20) Again, depending on the quality of the available reference data, an averaging of the inner effective torque M.sub.INT_EFF_SOLL over a working cycle and the number of cylinders of the internal combustion engine can also be dispensed with, for example if such averaging has already taken place as part of the determination of the reference data or depending on the execution of the drive unit 2 (e.g. as an electric motor). If the required measurement data for such a procedure are not available, analog methods can be used to determine the inner effective desired torque M.sub.INT_EFF_SOLL from the available reference data.

(21) For example, in the course of a driving test of a vehicle with a corresponding drive unit 2, the required torque for accelerating the vehicle mass could be calculated from a measured vehicle acceleration and the necessary inner effective torque M.sub.INT_EFF can be calculated for this via known mass inertia, and can be used as an inner effective desired torque M.sub.INT_EFF_SOLL. It would also be conceivable to determine the inner effective desired torque M.sub.INT_EFF_SOLL of a drive unit 2 from stored data of a unit control unit, such as an engine control unit (ECU) of an internal combustion engine. Alternatively, as described above, the values for the inner effective desired torque M.sub.INT_EFF_SOLL could also be determined from indicating data of the reference run.

(22) The resulting inner effective desired torque M.sub.INT_EFF_SOLL can already be used directly to control the drive unit 2, for example the internal combustion engine on the test stand 1, which is symbolized by block D. For this purpose, the inner effective actual torque M.sub.INT_EFF_IST can be determined as described above during the test run, for example in the observer 10 or in the case of an internal combustion engine also by means of a cylinder pressure indicating system. The deviation between the inner effective desired torque M.sub.INT_EFF_SOLL and the inner effective actual torque M.sub.INT_EFF_IST can then be adjusted on the test stand 1 using a suitable controller, for example a simple PI controller.

(23) However, the control can also use a given characteristic map KF for the manipulated variable in a feed forward control, for example accelerator pedal position α of an internal combustion engine over the engine rotational speed N.sub.M and the effective torque M.sub.EFF or the inner effective torque M.sub.INT_EFF. For this purpose, a precontrol value of the manipulated variable for example the accelerator pedal position α, is determined, for example, from the characteristic map KF from the effective torque M.sub.EFF (or the filtered effective torque M.sub.EFF_FILT) and the engine rotational speed N.sub.M (or generally the unit rotational speed). The controller, preferably the unit controlling unit 6, to which the deviation between the inner effective desired torque M.sub.INT_EFF_SOLL and the inner effective actual torque M.sub.INT_EFF_IST is again fed, then determines a controller manipulated variable with which only minor deviations are then adjusted which result from inaccuracies of the characteristic map KF.

(24) The manipulated variable for the drive unit 2 thus results in a known manner as the sum of the feed forward manipulated variable and the controller manipulated variable. Such a characteristic map KF can be determined, for example, by stationary test stand measurements in various operating points in the relevant operating range of the drive unit 2. In an internal combustion engine, stationary operating points are set, for example, by means of the accelerator pedal position α and the engine rotational speed N.sub.M, and the effective torque M.sub.EFF is measured on the connecting shaft 3 at the respective operating point and stored in a characteristic map KF. Due to the lack of dynamics of mass inertia, the effective torque M.sub.EFF corresponds to the inner effective torque M.sub.INT_EFF during stationary operation. The obtained characteristic map is inverted, in order to obtain a characteristic map KF of the accelerator pedal position α, plotted against the inner effective torque M.sub.INT_EFF and the engine rotational speed N.sub.M.

(25) In principle, any suitable controller can be used as the controller, which may also need to be parameterized in an application-specific and known manner and which is preferably implemented as hardware or software in the unit controlling unit 6.

(26) According to the invention, the limited adjustment dynamics of the drive unit 2 on the test stand 1 are taken into account when carrying out the test run. It is irrelevant here whether the test run is carried out with the inner effective torque M.sub.INT_EFF or with the effective torque M.sub.EFF which acts on the connecting shaft 3. If the inner effective torque M.sub.INT_EFF is used, then this can be determined and used as described above. The effective torque M.sub.EFF can easily be measured on the connecting shaft 3. The consideration of the actuating dynamics is therefore independent of the use of the inner effective torque M.sub.INT_EFF and can therefore be implemented independently of the torque used. In an advantageous embodiment, the test run is carried out with the inner effective torque M.sub.INT_EFF and the adjustment dynamics of the drive unit 2 are taken into account when carrying out the test run on the test stand 1 as described below.

(27) A transfer function UF, which corrects the time behavior of the drive unit 2, is used to take the actuating dynamics into account when controlling the drive unit 2. The time behavior of the drive unit 2 substantially describes the temporal inertia of the controlled system (i.e. everything between setting the manipulated variable and the torque build-up) and maps the delayed torque build-up of the drive unit 2 to the manipulated variable. For example, the time between the setting of the accelerator pedal position α and the delayed increase (or decrease) in the inner effective torque M.sub.INT_EFF (or of the effective torque M.sub.EFF).

(28) Because of its physical mode of operation, an electric motor generally has higher actuating dynamics than an internal combustion engine, which is why it is advantageous to take the actuating dynamics into account when carrying out the test run, particularly in the case of an internal combustion engine. This is substantially due to the fact that an internal combustion engine requires more time to implement a torque request due to the underlying physical processes, i.e. the time between the specification of the manipulated variable (e.g. accelerator pedal position α) and the actual torque build-up. An internal combustion engine with direct injection and exhaust gas turbocharging requires, for example, sufficient time for the boost pressure build-up, mixture formation, combustion, etc. In contrast, fewer physical processes are required in an electric motor, for example, substantially less time is required to build up a magnetic field.

(29) In a simple embodiment, the transfer function UF can shift the values of the inner effective desired torque M.sub.INT_EFF_SOLL (or the effective desired torque M.sub.EFF_SOLL) by a so-called dead time Δt on the time axis. Thus an inner effective desired torque M.sub.INT_EFF_SOLL_UH that has been shifted by the dead time Δt is obtained (or an effective desired torque M.sub.EFF_SOLL_UH). This is symbolized in FIGS. 3a and 3a by block C. M.sub.INT_EFF_SOLL_UH (or M.sub.EFF_SOLL_UH) can be used as desired values for the control (block D).

(30) Alternatively, an associated, time-corrected manipulated variable, for example the accelerator pedal position α, can also be determined from the inner effective desired torque M.sub.INT_EFF_SOLL (or the effective desired torque M.sub.EFF_SOLL) and the desired rotational speed N.sub.M using the transfer function UF. For this purpose, the manipulated variable can be determined, for example, via a characteristic map KF from the inner effective desired torque M.sub.INT_EFF_SOLL (or the effective desired torque M.sub.EFF_SOLL) and the desired rotational speed N.sub.M and this manipulated variable can be shifted by the dead time Δt, as shown in FIG. 3c. The time-shifted manipulated variable α.sub.UH determined in this way can be used for the feed forward control in the control of the inner effective torque M.sub.INT_EFF or the effective torque M.sub.EFF, which is symbolized by block D.

(31) In the simplest case, the dead time Δt can be a given or parameterized constant time value. Ideally, however, the dead time Δt is determined as a function of an operating point (torque/rotational speed) of the drive unit 2. For this purpose, the dead time Δt can be determined, for example, from characteristic maps in which the dead time Δt is plotted, for example depending on the unit rotational speed N.sub.M and the inner effective torque M.sub.INT_EFF (Δt=f (N.sub.M, M.sub.INT_EFF)) of the drive unit 2 or the effective torque M.sub.EFF (Δt=f (N.sub.M, M.sub.EFF)). Such characteristic maps can be determined, for example, by prior measurement of the drive unit 2 on a test stand 1 or approximately from empirical values or from the measurement of design-like reference drive units. Internal combustion engines of similar design can be, for example, internal combustion engines with comparable parameters, e.g. similar displacement, same number of cylinders, same supercharging concept, same mixture formation, etc.

(32) When determining the dead time Δt by measuring the drive unit 2 beforehand on a test stand 1, a characteristic map for the increase in the torque of the drive unit 2 and a characteristic map for the decrease in the torque of the drive unit 2 are preferably determined in each case. Sudden changes in the manipulated variable, for example the accelerator pedal position α of the internal combustion engine or changes in the electrical current, in the form of short ramps, so-called α ramps in the internal combustion engine, are preferably given at selected operating points of the drive unit 2, and the dead time Δt is measured until delayed reaction of the inner effective torque M.sub.INT_EFF or the effective torque M.sub.EFF, which substantially represents a measure of the inertia of the torque build-up of the drive unit 2. This determination of the dead time Δt by means of ramps should be carried out both for the sudden increase and the sudden decrease in the inner effective torque M.sub.INT_EFF or the effective torque M.sub.EFF, which results in two dead time characteristic maps. The ramps should be chosen so steep that the drive unit 2 demands the maximum dynamics.

(33) The dead time Δt for an operating point of the drive unit 2 can also be determined by analyzing the course of the inner effective torque M.sub.INT_EFF or the effective torque M.sub.EFF, for example, the dead time Δt can be dependent on the gradient of the course of the inner effective torque M.sub.INT_EFF in the corresponding operating point. This method is preferably chosen when no separate measurements can be carried out on the drive unit 2 to determine the dead time Δt.

(34) The transfer function UF can, however, also be configured in any other way, wherein the transfer function UF in the general case is a function of the inner effective torque M.sub.INT_EFF or the effective torque M.sub.EFF, i.e. UF=f(M.sub.INT_EFF or M.sub.EFF). The transfer function UF is preferably a function of the operating point of the drive unit 2, i.e. UF=f(N, M.sub.INT_EFF or M.sub.EFF). The given desired values of the inner effective torque M.sub.INT_EFF_SOLL the effective torque M.sub.EFF_SOLL are now corrected with the transfer function UF in order to take into account the time behavior of the drive unit 2 (the adjustment dynamics), as will be explained below using the example of a dead time Δt as the transfer function UF.

(35) To carry out the test run, the given desired values are shifted by the dead time Δt, in particular shifted forward in time, and adjusted on the test stand 1 as described above to carry out the test run.

(36) The resulting course of the given inner effective desired torque M.sub.INT_EFF_SOLL or the effective desired torque M.sub.EFF_SOLL after the shift by the corresponding dead times Δt can further be adapted such that all those data points are deleted which have larger absolute time values than their subsequent points. This creates a continuously increasing time vector. In the next step, the resulting course of the desired values should be brought to a common time base with the course of the reference unit rotational speed N.sub.A_REF in order to be suitable for the control of the drive unit 2 symbolized by block D on the test stand 1.

(37) FIG. 4 shows a diagram with measurements of a reference test run using the example of a drive unit 2 designed as an internal combustion engine, wherein the course of the reference values of the engine rotational speed N.sub.M_REF is plotted as a dash-dotted line, the course of the reference values of the effective torque M.sub.EFF_REF on the connecting shaft 3 is plotted as a solid line and the course of the reference values of the accelerator pedal position α_.sub.REF is plotted as a dashed line over the time t. The reference test run in the present example represents a drive with constant acceleration with three gear changes followed by a deceleration. On the basis of this reference test run, the improvements achieved in the method according to the invention are to be illustrated by way of example below. A reference test run can be carried out with the drive unit 2 to be examined or also with another reference drive unit. However, reference values could also come from other sources, for example from legally prescribed measuring cycles. For the purpose of a clearer representation, the following results are shown in the time period Z, which lies between the time t1 of the reference test run and the time t2 of the reference test run, as shown in FIG. 4.

(38) FIG. 5 shows the results of a first test run in the time segment Z between the time t1 and the time t2 with the common control type N/M.sub.EFF. The engine rotational speed N.sub.M is controlled by means of the control device 5 of the load machine 4 and the effective torque M.sub.EFF on the connecting shaft 3 is controlled by means of the unit controlling unit 6 via the manipulated variable of the accelerator pedal position α. The courses of the measured actual values of the first test run are compared with the courses of the reference values of the reference test run known from FIG. 4. Again, the course of the reference values of the engine rotational speed N.sub.M_REF is drawn as a dash-dotted line, the course of the reference values of the effective torque M.sub.EFF_REF on the connecting shaft 3 is drawn as a solid line and the course of the reference values of the accelerator pedal position α.sub.REF is drawn as a dashed line. The corresponding courses of the measured actual values N.sub.M_IST, M.sub.EFF_IST, and α_.sub.IST are each provided with a round marker. It can be seen that the engine rotational speed N.sub.M can be adjusted very precisely on the test stand 1, which can be attributed to a powerful load machine 4 with corresponding control characteristics. Furthermore, a relatively poor matching between the reference and actual courses of the effective torque M.sub.EFF and reference and actual profiles of the accelerator pedal position α can be seen. As described at the beginning, this is due to the strong coupling of engine rotational speed N.sub.M and effective torque M.sub.EFF via the mass inertia I.sub.A of the internal combustion engine.

(39) FIG. 6 shows the results of a second test run in the time segment Z between the time t1 and the time t2 with the control type N/M.sub.INT_EFF according to the invention. The engine rotational speed N.sub.M is controlled by means of the control device 5 of the load machine 4 and the effective inner torque M.sub.INT_EFF is controlled by means of the unit controlling unit 6 via the manipulated variable of the accelerator pedal position α. The courses of the measured actual values of the second test run are compared with the courses of the reference values of the reference test run known from FIG. 4. Again, the course of the reference values of the engine rotational speed N.sub.M_REF is drawn as a dash-dotted line, the course of the reference values of the effective torque M.sub.EFF_REF on the connecting shaft 3 is drawn as a solid line and the course of the reference values of the accelerator pedal position α.sub.REF is drawn as a dashed line. The corresponding courses of the measured actual values N.sub.M_IST, M.sub.EFF_IST, and α_.sub.IST are each again provided with a round marker. It can be seen that there are better qualitative correspondences between the reference and actual courses of the effective torque M.sub.EFF on the connecting shaft 3 and the reference and actual profiles of the accelerator pedal position α, but also a time offset t.sub.v of the reference and actual courses is recognizable. This offset t.sub.v is mainly due to the described time behavior of the transfer function UF of the internal combustion engine, that is to say substantially the inertia of the torque build-up between the signal of the manipulated variable and the actually measurable torque build-up.

(40) As described, it is advantageous if the time behavior of the transfer function UF of the internal combustion engine is taken into account by advancing the inner effective desired torque M.sub.INT_EFF_SOLL by the dead time Δt, as will be shown below with reference to FIG. 7.

(41) FIG. 7 shows the results of a third test run in the time period Z between the time t1 and the time t2 with the control type N/M.sub.INT_EFF according to the invention, wherein the inner effective desired torque M.sub.INT_EFF_SOLL is advanced by a constant dead time Δt of 100 ms. The engine rotational speed N.sub.M is controlled by means of the control device 5 of the load machine 4 and the effective inner torque M.sub.INT_EFF is controlled by means of the unit controlling unit 6 via the manipulated variable of the accelerator pedal position α. The courses of the measured actual values of the third test run are compared with the courses of the reference values of the reference test run known from FIG. 4. Again, the course of the reference values of the engine rotational speed N.sub.M_REF is drawn as a dash-dotted line, the course of the reference values of the effective torque M.sub.EFF_REF on the connecting shaft 3 is drawn as a solid line and the course of the reference values of the accelerator pedal position α.sub.REF is drawn as a dashed line. The corresponding courses of the measured actual values N.sub.M_IST, M.sub.EFF_IST, and α_.sub.IST are each again provided with a round marker. A clearly better correspondence between the courses of the reference and actual values of the effective torque M.sub.EFF and accelerator pedal position α can be seen. The exaggerations in the courses of the actual values of the effective torque M.sub.EFF_IST and accelerator pedal position α_.sub.IST can be attributed in the present case, for example, to the fact that the used controller of the unit controlling unit 6 with the desired values (desired torque M.sub.INT_EFF_SOLL) corrected by the dead time Δt, experiences a constant control deviation during the previous torque increase. As a result, the manipulated variable (accelerator pedal position α) increases too much due to the integrative (I) component in the controller used. This increase can be avoided by changing the controller parameters.

(42) However, this effect can also be avoided by using a feed forward control to control the inner effective torque M.sub.INT_EFF and by applying the correction of the time behavior not to the desired torque M.sub.INT_EFF_SOLL (or M.sub.EFF_SOLL), but rather to a precontrol value of the manipulated variable of the feed forward control. For this purpose, for example, the precontrol value of the accelerator pedal position α is determined from the inner effective desired torque M.sub.INT_EFF_SOLL and the desired rotational speed N.sub.M_SOLL by means of a characteristic map KF. This precontrol value (accelerator pedal position α) is then shifted by the dead time Δt. The inner effective torque M.sub.INT_EFF is now controlled without correction of the inner effective desired torque M.sub.INT_EFF_SOLL by means of the unit controlling unit 6 (see FIG. 3c) and the precontrol value (accelerator pedal position α) shifted by the dead time Δt is added to the controller output of the controller of the unit controlling unit 6. The result is shown in FIG. 8 and it can be seen that substantially there are no exaggerations in the courses of the actual values of the effective torque M.sub.EFF_IST and accelerator pedal position α.sub.IST. Alternatively, however, the inner effective desired torque M.sub.INT_EFF_SOLL could also be corrected by means of the transfer function UF and the precontrol value could be determined from the corrected desired torque M.sub.INT_EFF_SOLL and the desired rotational speed N.sub.M_SOLL by means of a characteristic map KF.

(43) According to a particularly advantageous embodiment of the invention, the inner effective torque M.sub.INT_EFF_SOLL is advanced by a dead time Δt, which is selected as a function of the operating points of the drive unit 2. Thereby, further improvements in the correspondence of the courses of the reference and actual values of the effective torque M.sub.EFF and accelerator pedal position α can be achieved. For this purpose, as already described, operating point-dependent characteristic maps can be created for the dead time Δt, which can be determined, for example, by measuring the drive unit 2 beforehand on a test stand 1, as has already been discussed with reference to FIG. 3.

(44) If a previous measurement should not be possible, the dead time Δt in an operating point of the drive unit 2 can also be determined, for example, as a function of the gradient of the course of the inner effective desired torque M.sub.INT_EFF_SOLL in the corresponding operating point. However, approximately a constant dead time Δt can also be selected, as was described on the basis of the results of the third test run in FIG. 7. Of course, it is also possible to create characteristic maps for the dead time Δt based on empirical values or based on the measurement of reference drive units. In this context, reference internal combustion engines can, for example, be internal combustion engines of a similar design, e.g. internal combustion engines with comparable parameters such as similar displacement, same number of cylinders, same supercharging concept, same mixture formation, etc. Even if the method according to the invention was described by way of example using measurements of an internal combustion engine, it should be noted at the point that the method is also suitable for other drive units 2, for example electric motors, hybrid drives, drive trains, etc.