DE10060298A1 - Method and device for controlling the drive unit of a vehicle - Google Patents

Abstract

A method and a device for controlling the drive unit of a vehicle are proposed, in which, in addition to the default variable for an output variable of the drive unit, a further target variable is specified which represents the required dynamic setting of the output variable. The manipulated variable of the drive unit to be influenced is selected on the basis of the specified variable and the further target variable.

Description

State of the art

The invention relates to a method and a device to control the drive unit of a vehicle.

DE 197 39 567 A1 describes the control of a drive unit known, in which on the existing Stellglie which has a multitude of specifications, some of which are opposed Character. For example, the drive unit on the basis of a driver request specified by the driver, Setpoints from external and / or internal regulation and control functions such as traction control, an engine drag torque control, a transmission control, a speed and / or speed limit and / or controlled an idle speed control. To these specifications to coordinate, d. H. a setpoint to be implemented in the known solution is determined by maximum and minimum value selection from the supplied setpoints Setpoint selected in the current operating state of the Drive unit through the individual control parameters of the An drive unit is implemented. In the preferred embodiment play an internal combustion engine are these control parameters for example filling, ignition angle and / or amount of fuel.  

The setpoints are converted into the control values among other things, depending on the origin of the target value specification. So separate setpoint specifications for the relatively long filling path and for the relatively quick ignition Formation path so that flexibility regarding the selection of the control parameters for the implementation of the target process be restricted.

Advantages of the invention

It is particularly advantageous that the implementation of Target size based on a continuously changing Positioning time a more precise specification and implementation of the interventions is made possible.

By realizing the target specification via the filling path and the release of quick interventions like ignition and Fuel selection in the event of need becomes the decision on the selection of the path regardless of the origin the target. Furthermore, the overall effect degree through optimal use of the filling path attainable moments. By an operating point dependent choice of the adjustment path becomes the optimization potential used especially at high speeds. This is because because the efficiency-reducing ignition angle or force Material interventions only take place when the target size cannot be set via the filling path.

By using a simple intake manifold model with we some model parameters to enable quick intervention fes becomes additional effort especially in the application on avoided and the for the purpose of the job Approval required accuracy nevertheless achieved.  

With a special interpolation function for determination the setpoint, which can be set via the ignition angle path is with positive load change with fast positive Torque increase an unnecessary retardation avoided, while in the case of negative load changes due to linear In terpolation the best possible ignition angle efficiency is striving.

Further advantages result from the following Be writing or from the dependent claims.

drawing

The invention is explained below with reference to the embodiments shown in the drawing. Fig. 1 shows an overview circuit diagram of a control unit for controlling a drive unit, while in Fig. 2 a flow diagram is shown, which represents the coordination of the setpoint specifications including properties and their implementation. In FIGS. 3 to 5 are flow charts Darge provides that a preferred embodiment of the implemen tation of the target specification and its associated operating time in the individual control paths is. Fig. 6 shows time diagrams, which represent the actual torque curve when using the procedure described in different situations. In Fig. 7, an advantageous Ausführungsbei game is displayed on a dynamic model that allows the minimum operating time is detected. Fig. 8 describes using a flow chart, an advantageous Vorgehenswei se for determining the leaders by the fast path to realisie desired value by means of interpolation.

Description of exemplary embodiments

Fig. 1 shows a block diagram of a control device for controlling a drive unit, in particular an internal combustion engine. A control unit 10 is provided, which has as components an input circuit 14 , at least one computer unit 16 and an output circuit 18 . A communication system 20 connects these components for mutual data exchange. The input circuit 14 of the control unit 10 are supplied to input lines 22 to 26 , which in a preferred exemplary embodiment are designed as a bus system and via which the control unit 10 is supplied with signals which represent operating variables to be evaluated for controlling the drive unit. These signals are detected by measuring devices 28 to 32 . Such operating variables are accelerator pedal position, engine speed, engine load, exhaust gas composition, engine temperature etc. Via the output circuit 18 , the control unit 10 controls the power of the drive unit. This is symbolized in FIG. 1 on the basis of the output lines 34 , 36 and 38 , via which the fuel mass to be injected, the ignition angle of the internal combustion engine and / or at least one electrically actuatable throttle valve for adjusting the air supply to the internal combustion engine are actuated. In addition to the input variables described, further control systems of the vehicle are provided which transmit 14 input variables, for example torque setpoints, to the input circuit (cf. 40-43 and lines 44-47 ). Control systems of this type are, for example, traction control systems, driving dynamics controls, transmission controls, engine drag torque controls, etc. is set. In addition to the setpoint specifications shown, the external setpoint specifications, which also include a setpoint specification by the driver in the form of a driving request and / or a speed limitation function, there are internal specification variables for controlling the drive unit, for example a change in torque of an idle control, a speed limitation, the one outputs the corresponding target size, torque change limit, restrictions from component protection and / or a separate target size at the start.

With the individual setpoint values are boundary conditions gene or properties related to the way the implementation of the target value. there can, depending on the application example, with a setpoint input size or one or more properties that under the term properties in an advantageous Embodiment a property vector is to be understood, in which the various property sizes are entered are. Properties of setpoint values are e.g. B. the required dynamics when setting the setpoint size, the priority of the setpoint size, the size the torque reserve to be set, and / or the comfort the adjustment (e.g. change limitation). This own are in a preferred embodiment act. In other embodiments, more or we niger, even provided only one property.

In the preferred embodiment, as a property the actuating time assigned to the target torque specification, within whose setpoint torque is to be set. Furthermore, a predicted target torque is given, which essentially Chen the unfiltered driver's desired value and the external Reserve torques of additional units such as air conditioning compressors, Generator, converter etc. corresponds and in the internal moment ten reserves, for example from the idle controller, a cat heating function, etc. are included. This predicted Mo  ment is at least in the implementation of the default torque a manipulated variable of the drive unit is taken into account.

Instead of specifying target torques, in others other sizes given that also Output variables of the drive unit represent how rotation number, performance, etc.

Fig. 2 shows a flowchart outlining a program running in the computing unit 16 of the control unit. It describes the coordination and implementation of the setpoint specifications and their properties. The computer unit 16 is supplied with a quantity representing the accelerator pedal position β. This converts the variable, taking into account further operating variables, such as the engine speed, in a calculation step 100 into a driver's desired torque MiFA, which is fed to the coordinator 102 . Furthermore, external torque setpoints Mi1 to MiN are transmitted to the computer unit 16 , which are also fed to the coordinator 102 . With each torque setpoint, the selected property variables (or property vectors, which consist of individual property variables) e1 to eN are transmitted and fed to the coordinator 102 . In addition, internal functions 110 are provided, which either also supply torque setpoints with the corresponding property values to the coordinator 102 or which limit values Mlim for the torque setpoints or elimits for the property sizes, which are also supplied to the coordinator 102 and for the coordination of the setpoints and Property values are taken into account. The output of the coordinator 102 is the resulting setpoint torque value MiSOLL, which ultimately comes to the setting, and the resulting property variable (s) eSOLL, selected from the supplied property variables, taking into account the limit values, within the framework of which the setpoint value is realized. These quantities are supplied to a converter 104 , which further operating quantities such as engine speed, etc. are also supplied. The converter converts the target torque value MiSOLL into actuating variables, taking into account the supplied operating variables and the resulting property variable (s). With these manipulated variables, fuel metering, ignition angle, air supply, etc. are influenced in such a way that the predetermined target torque is set within the framework of the resulting properties (n).

As described below, the positions to be selected paths for the implementation of the target torque regardless of the Source of the torque request based solely on the Dynamic information (positioning time) associated with the setpoint torque averages. It is first determined whether the required Exclude setpoint torque changes with the required dynamics Lich can be realized via the filling path. This he follows in the preferred embodiment according to the current operating point and the required torque changes Read out from a map using interpolation if necessary its minimum actuating time via the filling path. A zen The central input variable is therefore the one with the target torque feren dynamic information that either a required Positioning time within which the setpoint torque is to be set, or a request in the form of logical variables (high dynamic, dynamic, slow). This is called too interpreted additional setpoint specification, which under the opposed level boundary conditions, in particular the operating state of the Drive unit, must be observed.

Is the one specified by the property input variable Actuating time requirement less than that due to the air path rea lisable positioning time, d. H. can be done only by engaging in the Filling path the required dynamics cannot be achieved the ignition angle intervention is released. Still done  a release of the ignition angle intervention if additional on demands an adjustment of the ignition angle efficiency require, for example, if by external or in internal reserve requirements as a precaution for a quick increasing torque intervention are required, or if unmit Measures that can affect efficiency, such as catalyst heating by retarding the ignition angle are active. Is the Firing angle intervention released, an Efficiency ver deterioration permitted by the changed ignition angle. If the ignition angle intervention is not released, the Ignition angle according to a predetermined map for the optimal ignition angle, through which given Operating point a maximum torque is realized.

If the ignition angle is released, a torque setpoint for specified the ignition angle path. This is done at reduce the interventions that a target torque in the time grid of the ignition angle, which results from the Inter polation between the current actual torque and that to the pre given actuating time results in the target torque to be achieved. By the interpolation ensures that due to the out the delay behavior of the filling path resulting The filling path is always preferred because of the torque curve the interpolated setpoint torque above this curve lies. In other words, the torque change takes place through the ignition angle just as quickly as necessary to the front to comply with the given positioning time in any case. In addition to the Adjustment of the ignition angle is the target torque over the Filling path realized, d. H. it is from the target torque for the filling path is a setpoint for controlling a Air supply influencing actuator predetermined by which sets the target torque via the filling path becomes. This is determined for torque-increasing interventions Target torque for the ignition angle from the maximum from the how Interpolated moment and the base moment shown above,  d. H. the moment of the fill path so the torque reducing ignition angle interventions are avoided. As Al Alternatively, the ignition carried out by interpolation late angle adjustment when realizing a torque reserve (for example for catalyst heating or in Idle) are maintained.

The setpoint torque values are implemented in a known manner Way, that the target torque value for the filling via a filling model into a setpoint for the position a throttle valve is implemented, which is then in the frame a position control loop is adjusted while the Zünd Target angle torque value taking into account the actual torque is converted into an ignition angle change with which the optimal ignition angle is corrected. Fill target setpoint and firing angle setpoint below have different values.

Basis for deciding whether the requested job time is realizable or not by means of the air path a table or a map as shown above. there the operating point of the engine is determined by the state variables the filling path (e.g. load or relative cylinder filling) and the speed of the engine.

As a further adjustment path, the dynamic torque change allowed, the fuel supply is there, especially the Suppression of individual injections available. About the Release of this blanking is also based on the dynamic information (positioning time) provided. The blanking is only released if the in the desired torque to be set by the required dynamics Air and ignition angle path within this actuation time adjustable moment. This will also be on the Based on a table or a map. The  Blanking is the last path to be activated, to set the target torque in the required actuating time.

The procedure was described above on the case game of throttled operation of an internal combustion engine. In addition to this operating mode, there are direct injectors Internal combustion engines as another operating mode of the unthrottled te operation (shift operation) available. A realization of the target torque via the filling path is excluded here. Nevertheless, the strategy outlined above can be adapted to the shift operation can be applied. Usually will by dimensioning the injection quantity in shift operation required dynamics of the fast path can be realized. Nevertheless, here, too, an individual can be hidden Injections occur when the moment to be set is in the required operating time by changing the on spray quantity is not adjustable.

The procedure outlined above is implemented in a preferred application example as a program of the computer element 16 of the control unit 10 . Such a program is outlined in a preferred exemplary embodiment in FIGS. 3 to 5 as a flow chart. The outlined or outlined programs are run through as a function of time, preferably as a function of speed.

In the first step 200 of the program shown in FIG. 3, the input variables on which the conversion is based, the torque setpoint MSOLL, the required actuating time TSOLL and the predicted torque MPRÄD are read. The last res usually represents the unfiltered driver request and thus represents the torque that is likely to be set in the future, since the driver request torque is filtered for comfort reasons or replaced or corrected by external or internal functions that influence the torque, such as traction control, limiting functions, etc. . In the subsequent step 202 , the target torque for the filling path MSOLLF is determined on the basis of the target torque supplied, taking into account further functions such as load impact damping functions, dashpot functions or reserves. A preferred procedure for determining the target torque for the filling path is illustrated using the flowchart in FIG. 4 and is described below.

In the subsequent step 204 , z. B. on the basis of a table or a map determines the setting time TIST required to set the target torque via the filling path. A check is then made in query step 206 as to whether the calculated actual time TIST is greater than the predetermined target time TSOLL. If this is not the case, it is ensured that the setpoint torque can be set in the required actuating time via the filling path. The ignition angle intervention is therefore not released. In step 208 , the further conditions under which an ignition angle intervention release is possible independently of the actuation time question are checked. These conditions are the activation of an anti-jerk function, the requirement to set a torque reserve greater than 0, the activation of a driving comfort function such as a load impact damping function or a dashpot function and / or the set torque MSÜMIN falling below a minimum filling torque MFÜMIN. If one of the conditions is met, the ignition intervention is released in accordance with step 210 , otherwise, as in step 210 , the program is also ended and run through at the next point in time.

If it was determined in step 206 that the minimum actuating time within which the setpoint torque can be set via the filling path is greater than the required actuating time, then the ignition angle intervention is released in accordance with step 212 . Then, in step 214, tables or maps are also used to check whether the target torque can be achieved via the ignition angle intervention and the filling intervention within the actuating time TSOLL. If this is not the case, then in accordance with step 216 the masking is additionally released in order to ensure the setting of the target torque within the actuating time. In the other case, the release of the ignition angle path is sufficient so that the program is ended after steps 214 and 216 and run through again at the next point in time. In step 214 , e.g. B. determined on the basis of a map of whether the predetermined torque change can be achieved within the desired time by ignition angle adjustment in the current operating point of the drive unit. If the torque change due to the ignition angle is too slow or the magnitude of the torque change cannot be realized using the ignition angle, the display is hidden.

FIG. 4 shows a preferred embodiment of step 202 of FIG. 3, according to which the target torque value for the filling path MSOLLFE is determined, inter alia, on the basis of the target torque value. In the first step 2020 , it is checked whether a load impact damping function is active. This function is active when a load change is detected, for example, from pushing to pulling the drive unit. If this function is active, the target torque MSOLLÜF for the filling path is determined from a map over the gear position GANG and the target torque MSOLL (step 2022 ). In the next step 2024 , the target filling torque MSOLLFE calculated in this way is possibly limited to a maximum or a minimum value, the maximum value corresponding to the predicted torque MPRÄD, which essentially represents the unfiltered driver's desired torque, and the minimum value is formed from the target torque MSOLL .

Then proceed to step 204 in the program of FIG. 3. If step 2020 has shown that the load damping function is not active, a query is made in step 2026 as to whether the dashpot function is active. This is active when the driver releases the pedal very quickly, whereupon the dashpot function smoothes the torque change during the transition from the accelerator pedal to the non-actuated accelerator pedal. If this function is active, then according to step 2028, the target filling torque MSOLLFE is determined as a function of the predicted torque MPRÄD and a filter T. This filter is a first-order low-pass filter. Then, in step 2029, the target torque MSOLLF is limited to a maximum value, which is formed from the quotient of the target torque MSOLL and the smallest ignition angle efficiency. Then step 204 is initiated. If the dashpot function is also not active, the target filling torque MSOLLFE is formed as the maximum value of the target torque value MSOLL, the predicted torque MPRAD or the torque MRES specified on the basis of internal reserves (step 2027 ). This is followed by step 204 .

In Fig. 5 is a flow chart outlining which the dung Bil represents the torque target value for the ignition angle adjustment. The outlined program is then initiated and run through at predetermined times when the ignition intervention is released. If the ignition angle intervention is not released, the ignition angle target torque value is set to the base torque value, ie the filling torque target value. If the ignition angle intervention is enabled, a check is carried out in a first step 300 to determine whether there is a torque-increasing intervention. If this is the case, the setpoint torque value for the ignition angle MSOLLZW 'is calculated according to step 302 by interpolation on the basis of the actual torque value MIST, the setpoint torque value MSOLL and the actuating time TSOLL. Since an ignition angle setpoint change is carried out by interpolation with each program run such that the desired target torque MSOLL is reached after the specified actuating time TSOLL has expired. After step 302 , the target torque value MSOLLZW is determined and output in step 304 as the maximum value of the value MSOLLZW 'calculated in step 302 and the base torque value MBAS, ie the filling target torque value. If step 300 has shown that there is a torque-reducing intervention, then according to step 306, as explained above with reference to step 302 , the target torque value MSOLLZW is formed on the basis of the actual torque, target torque and actuating time in accordance with a time-dependent interpolation. The program is then ended and run through again at the next point in time.

A corresponding procedure as shown in Fig. 5 is provided for determining the number of injections to be masked out, the masking pattern for each program run likewise being determined there by interpolation in accordance with the setpoint torque, actual torque and actuating time.

The procedure outlined above is illustrated in FIG. 6 on the basis of time diagrams. The torque of the drive unit is plotted against time. FIG. 6a case describes a situation in which the desired target torque at the desired setting time MSETPOINT TSOLL solely on the basis of the filling path can be achieved. Starting from MIST, the torque of the drive unit drops to the value MSOLL within the time TSOLL, the typical delayed course of the filling control occurring. An ignition angle free does not take place. The situation is different in the case of FIG. 6b. There, the desired torque MSOLL cannot be achieved within the actuating time TSOLL by filling control alone. An ignition angle release will therefore follow here, which leads to a rapid decrease in the torque within the actuating time TSOLL from the current actual torque MIST at the start time to the desired torque MSOLL within the time TSOLL. The filling procedure next to it is shown in dashed lines. In Fig. 6c a Grenzfallitua tion is shown, since there the actuating time TSOLL is just so large that the desired torque is initially fallen below by the filling intervention in the case of linear interpolation, but cannot be achieved exactly after the actuating time has expired. If there is a torque reserve above the ignition angle, linear interpolation leads to an improvement in efficiency due to this situation (ignition angle is adjusted early), while in the event of a faulty reserve (ignition angle efficiency optimized) there is initially no deterioration due to retarded ignition angle adjustment until the desired torque is reached in the last time interval.

The procedure for the ignition angle intervention is shown in FIG. 6d on the basis of the situation in FIG. 6c. As described above, interpolation (here linear interpolation) between the current actual torque MIST at the beginning of the intervention and the desired setpoint torque after the actuation time TSOLL has expired interpolates the setpoint torque for the ignition angle MSOLLZW with each program run. This leads to the straight line shown in FIG. 6d, after which, starting from the actual torque, the target torque for the ignition angle gradually decreases in essentially the same steps until the target torque MSOLL is reached at the time TSOLL. Instead of the linear interpolation, in other exemplary embodiments, interpolations are based on another function, e.g. B. expo nential functions, etc. provided.

FIG. 7 is a time diagram which shows a typical time profile of the torque M of an internal combustion engine when the charge is reduced (for example by throttle valve position). The target torque MSOLL is shown in dashed lines. At time t0, a sudden withdrawal of the target torque is assumed. The setpoint torque is then adjusted by corresponding control of the filling, a torque curve as described in FIG. 7 occurring as a result of the intake manifold dynamics. The minimum actuating time (TMIN) is the time until a predetermined ratio M / MSOLL is reached (eg 90%), ie until M and MSOLL match within a predetermined tolerance δ. In the example of FIG. 7, this is the case between times T5 and T6. This time is determined using a simplified intake manifold model from the storage and transmission coefficient of the intake manifold. The transmission coefficient is generally dependent on the operating state of the internal combustion engine and is assumed to be constant here without restriction of the required accuracy. The starting point is:

M / MSOLL = 1 - exp (-t / Tsaug) = const = 0.9

with Tsaug as intake manifold time constant (Tsaug = 1 / k, k = over carrying coefficient)

The minimum actuating time, ie the actuating time required to achieve an M / MSOLL ratio of 90% when the filling is changed, is given by:

TMIN = -ln (0.1 / k).

In other advantageous embodiments, extensions of the Model designed with a view to a higher model accuracy hen, e.g. B. the consideration of non-linearities of the Components such as B. the throttle valve (outflow characteristic) as well as additional influences e.g. B. by the exhaust gas recirculation or tank ventilation and the distinction over and un critical pressure conditions.  

Thus, the determination of a minimum over the filling path realizable positioning time based on the known characteristic reached the intake manifold model, the current loading driving point by using the current transmission is taken into account. The model used is a fast and transparent, includes only a few model parameters.

When the model is implemented and the positioning time is calculated in a computer, the calculations are carried out on the basis of a corresponding discrete model. In an advantageous embodiment, the model is calculated in synchronism with the speed, ie the sampling time is the speed-dependent synchro time. The number of steps (synchros) required to reach a certain percentage of the setpoint is determined. The positioning time (Tstell) is then determined from this number (k) and the duration of the synchros, which is speed-dependent (speed nmot):

(Tstell = (60sec / nmot) * (2 / number of cylinders) * k).

The calculation of the minimum positioning time via the filling path as set out above takes place e.g. B. in step 204 of FIG. 3 instead of instead of the procedure described there.

Fig. 8 shows a flow diagram for determining the Sollwer tes for the shared fast path (in particular the ignition angle path) by means of interpolation. The examples described below apply in steps 302 and 306 of FIG. 5.

The element shown in FIG. 8, the target torque MSOLL, the actual torque MIST, the sampling time TABTAST, the target actuation time TSOLL and a gain factor K are supplied as input variables. The deviation of the setpoint and actual torque is determined in a linkage point 800 . The deviation is made available to a multiplier 802 and a comparator 804 . In the comparator 804 , the deviation is compared with a value of 0 in order to determine whether a positive (torque-increasing) or negative load change has occurred. Depending on this, a switching element 806 is switched, the position shown in FIG. 8 being assumed in the event of negative load changes. In this case, linear interpolation is carried out. For this purpose, the quotient of the sampling time and the target actuating time is formed in the division point 808 and multiplied in the multiplication point 802 by the deviation between the target and actual torque. The product is then connected (added) to the actual torque in the connection point and the setpoint torque value MSOLLZW is formed in this way. This linear interpolation is effective in the event of a negative load change. Expressed as a formula:

MSOLLZW = MIST + TABTAST / TSOLL. (MSOLL - MIST).

In the event of a positive load change, the switching element 806 is switched to the other position. In this case, the linkage point 802 is supplied with the output variable of a maximum value selection stage 810 , which on the one hand supplies the ratio of the sampling time and the target actuating time, and on the other hand the output signal of a characteristic curve, a map, a table or a calculation 812 . The element k12 enters the variable k (reciprocal intake manifold time constant). In 812 , the response of the intake manifold to a setpoint jump e.g. B. modeled according to an exponential relationship. z. B. in accordance with the changing time constant te, he averages the torque ratio between the target and actual torque that is reached within a certain time (e.g. time 10 msec, if calculated in a fixed time grid, with speed-synchronous calculation, this time is speed-dependent ( so-called synchro time)). If this modeled quantity f (k) is larger than the ratio value, an interpolation takes place taking into account the intake manifold dynamics. This can be represented in terms of form:

MSOLLZW = MIST + f (k). (MSOLL - MIST).

In other embodiments, a different sequence preferred the calculations, e.g. B. that multiplication of Mo ment deviation initially both with the time ratio as also done with the dynamic function, then a maximum value selection is made and the result for the actual torque ad is dated. This advantageously makes possible Torque jumps avoided when switching.

The advantage of this procedure is that with a positive load do not change with quick positive torque change The necessary retarding of the ignition angle occurs because the intake manifold dynamics in determining the ignition angle setpoint with be is taken into account. In the event of negative load changes, the linear interpolation of the best possible ignition angle effect degree aimed for.

Claims (13)

1. A method for controlling the drive unit of a vehicle, wherein at least one actuating variable of the drive unit is set as a function of a specification for an output variable of the drive unit, characterized in that in addition to the at least one specification variable for the output variable of the drive unit, the dynamics the setpoint representing the setting of the default size is transmitted and the at least one manipulated variable is selected as a function of the default size and this further setpoint. 2. The method according to claim 1, characterized in that the at least one further setpoint is the setpoint setting time is within the default size for the output size is to be set. 3. The method according to any one of the preceding claims, since characterized in that the default size is a target mo ment is. 4. The method according to any one of the preceding claims characterized by that depending on the default size a target variable is formed, depending on which one ensure the stationary operation of the drive unit  control variable is set, while at corre sp a further dynamic requirement Manipulated variable depending on one of the default size directed setpoint is set, which is a quick change of output size allowed. 5. The method according to any one of the preceding claims characterized in that the manipulated variable for the statio när operation the filling of an internal combustion engine or the fuel mass to be injected with a petrol engine direct-injection internal combustion engine in shift operation is and that the further manipulated variable that is a quick Changing the output size allowed the ignition angle and / or the suppression of individual injections. 6. The method according to any one of the preceding claims, since characterized by that influencing the further Manipulated variable is released when the setting of Default size within the given time by the first manipulated variable is not possible. 7. The method according to any one of the preceding claims characterized by that depending on the current Be drive state of the drive unit for the setting the required time is determined and the Influencing another control variable to achieve the default size is released when the calculated Time is greater than the target time within which the The default size must be set. 8. The method according to any one of the preceding claims characterized by the fact that the blanking of individual ins injections then released when the default size within the specified time about a change in the  Ignition angle and the filling can not be adjusted can. 9. The method according to any one of the preceding claims, since characterized in that the intervention in the ignition angle is also released when a torque reserve an anti-jerk function or driving is required comfort function is active or the target torque is less than the minimum moment caused by the fill control is adjustable. 10. The method according to any one of the preceding claims characterized by that the default size for control dependent on the stationary operation of the internal combustion engine from the target torque, one based on the unfiltered Driver's desired torque formed predicted torque value or a requested reserve torque is determined. 11. The method according to any one of the preceding claims, since characterized by that the target size for the further Manipulated variable taking into account the intake manifold dynamics calculated at least for load changes with increased torque becomes. 12. The method according to any one of the preceding claims, since characterized in that when selecting the manipulated variable at least the dynamic behavior of the intake manifold approximately representative model is used. 13. Device for controlling the drive unit of a drive stuff, with a control unit, which at least one Default size for an output size of the drive unit forms, depending on which at least one position Influenced size of the drive unit, thereby known records that the micro contained in the control unit  computer contains a program which, in addition to the default size receives another default size, which the ge demanded dynamics of setting the default size for the Output variable represents and which in dependence of these two variables the manipulated variable to be influenced selects.