DE102004002141B4 - Method and device for operating a drive unit - Google Patents

Abstract

A method and a device for operating a drive unit (1), in particular a vehicle, are proposed which make it possible to improve the driveability of a vehicle driven by the drive unit (1) and to reduce the wear on the drive unit (1). In this case, the drive unit (1) is mounted on a carrier (5). The drive unit (1) is mounted on the carrier (5) via at least one force-measuring device (10, 15, 20, 25). From a measured variable of the at least one force measuring device (10, 15, 20, 25), an output variable of the drive unit (1) is derived and the movement of the drive unit (1) during a load change as a function of the measured variable from the at least one force measuring device (10 , 15, 20, 25) derived output of the drive unit (1) regulated.

Description

State of the art

The invention is based on a method and a device for operating a drive unit according to the preamble of the independent claims.

There are already methods and apparatus for operating a drive unit, in particular a vehicle, known, in which the drive unit is mounted on a support.

The drivability and performance of engines in vehicles is currently diminishing over the life of the engine due to wear and aging. Currently, the engine torque is determined from indirect variables, eg. B. from models of the engine, in the sizes, such as the throttle position, the air temperature, the engine speed, the air pressure, the intake manifold pressure, etc. Misfires of the engine are currently detected on the rough running of the crankshaft.

The so-called dashboard function, which ensures a defined movement of the engine in a load position, is currently applied to feel. Therefore, this dashboard function can be applied insufficiently, which can lead to Luckuckeln in too fast movements of the engine, caused by rapid accelerating or removing gas. In extreme cases, the drive train can rock up. This leads to increased wear and greatly reduced drivability of the vehicle. Especially in multi-cylinder engines, the detection of dropouts is very difficult and is currently determined as described on the rough running of the crankshaft. Also, the detection of errors, especially the detection of a motor running with reduced power is limited.

From the post-published DE 102 50 291 A1 For example, an apparatus and a method for measuring the torque of an internal combustion engine from the bearing forces are known.

From the DE 41 23 030 C1 is a method for concentricity testing of multi-cylinder internal combustion engines in reciprocating design known. It is envisaged to detect the dynamic stress acting on an engine test bench while the internal combustion engine is running.

There remains a need to improve performance and reduce engine wear and improve driveability of a motor-driven vehicle.

The object is achieved by a method according to claim 1 and by a device according to claim 9. Further developments of the method and the device are the subject of the dependent claims.

Advantages of the invention

The method according to the invention and the device according to the invention for operating a drive unit with the features of the independent claims have the advantage that the drive unit is mounted on the carrier via at least one force measuring device and an output variable of the drive unit is derived from a measured variable of the at least one force measuring device. In this way, the output size of the drive unit can be determined directly and thus very accurately and reliably. Errors that can occur in the modeling of the output due to deficiencies of the model are excluded in the direct determination of the output variable according to the method and the device according to the invention. The use of the measured value of the at least one force measuring device for the control of the engine or the drive unit thus leads to an improved performance of the engine, a reduced wear of the engine and improved drivability in the case of a vehicle driven by the engine.

It is advantageous if the movement of the drive unit is regulated during a load change as a function of the output variable of the drive unit derived from the measured variable of the at least one force measuring device. In this way, the dashboard function, so the defined movement of the engine in the load position, applied better, so that Luckuckeln can be avoided.

A further advantage results if, depending on the output quantity of the drive unit derived from the measured variable of the at least one force measuring device, a modeled value for this output variable is monitored. In this way, a reliable error detection is possible.

Such an error detection can be realized in a particularly simple manner if an error is detected as soon as the value derived from the measured variable of the at least one force measuring device deviates from the modeled value for the output variable of the drive unit by more than a first predetermined threshold value.

The described monitoring can be used in a non-error case in an advantageous manner, an adaptation of at least one parameter or a function of the drive unit in the sense of reducing the deviation between the value derived from the measured variable of the at least one force measuring device for the output variable of the drive unit and the modeled value for this output variable, if the value for the output variable of the drive unit derived from the measured variable of the at least one force measuring device is modeled by more than a second predetermined threshold value Value for this output differs. The second predetermined threshold value is smaller than the first predetermined threshold value.

A corresponding advantage results if, in the case where a gradient of the value derived from the measured variable of the at least one force measuring device for the output variable of the drive unit deviates by more than a third predetermined threshold value from the gradient of the modeled value for this output variable at least one parameter or a function of the drive unit in the sense of reducing the deviation is performed. It is particularly advantageous if dropouts in the drive unit are detected as a function of the course of the output variable of the drive unit derived from the measured variable of the at least one force measuring device. In this way, a reliable and less expensive misfire detection can be realized.

Such a misfire detection is particularly simple if the misfires are detected when the course of the output variable of the drive unit derived from the measured variable of the at least one force measuring device has periodic extreme values.

A further advantage results if an operating variable of the drive unit is regulated as a function of the output variable of the drive unit derived from the measured variable of the at least one force measuring device. In this way, an anti-vibration function can be realized, which measures the output of the motor in real time and in the detection of unwanted speed oscillations directly readjusted.

Furthermore, it is advantageous if, depending on the course of the output variable of the drive unit derived from the measured variable of the at least one force measuring device, at least one function is adapted for carrying out a defined load change. In this way, aging effects and wear can be compensated with regard to the dashboard function described above.

drawing

Embodiments of the invention are illustrated in the drawings and explained in more detail in the following description. Show it 1 a schematic view of a suspension of an engine, 2 a block diagram of a device according to the invention, 3 a flow chart for a sequence of the method according to the invention according to a first embodiment, 4 a flowchart for a sequence of the method according to the invention according to a second embodiment and 5 a flowchart for a sequence of the inventive method according to a third embodiment.

Description of the embodiments

In 1 features 1 a drive unit, for example a vehicle. The drive unit 1 includes a motor 40 , which may be designed for example as a gasoline engine or as a diesel engine. The motor 40 is about a first force measuring device 10 , a second force measuring device 15 , a third force measuring device 20 and a fourth force measuring device 25 on a carrier 5 stored the vehicle. The carrier 5 can be connected to the body of the vehicle or even be part of the body. At the engine 40 it follows according to the example 1 around a four-cylinder engine, a first cylinder 81 , a second cylinder 82 , a third cylinder 83 and a fourth cylinder 84 includes. Through the cylinders 81 . 82 . 83 . 84 becomes known in the art in operation of the engine 40 a crankshaft 85 driven in the direction of the arrow. The movement of the crankshaft 85 is about a gearbox 45 with the transmission ratio Ü on a cardan shaft 90 transfer. According to the embodiment according to 1 represents the dashed extension of the propshaft 90 the axis of rotation of the cardan shaft 90 is perpendicular and by the following distance measurements from the force measuring devices 10 . 15 . 20 . 25 spaced: the right-angled distance of the first force measuring device 10 to the axis of rotation of the cardan shaft 90 is x1, the right-angled distance of the second force measuring device 15 to the axis of rotation of the cardan shaft 90 x2 is the perpendicular distance of the third force measuring device 20 to the axis of rotation of the cardan shaft 90 is x3, the rectangular distance of the fourth force measuring device 25 to the axis of rotation of the cardan shaft 90 is x4. The force measuring devices 10 . 15 . 20 . 25 can z. B. be formed in the art known manner as a force measuring bolt. Furthermore, in 1 the weight F0 of the engine 40 entered. Drives the engine 40 the crankshaft 85 and thus the cardan shaft 90 in the direction of the arrow shown, as results in the storage of the engine 40 over the first load pin 10 and the second force pin 15 each a counterforce F1, F2 for Movement of the crankshaft 85 and thus the cardan shaft 90 in the direction of the weight F0 of the engine 40 whereas in the storage of the engine 40 over the third load pin 20 and the fourth force pin 25 in each case a counterforce F3, F4 for the movement of the crankshaft 85 and thus the cardan shaft 90 against the direction of the weight F0 of the engine 40 results.

In 2 is a block diagram of the device according to the invention shown with the essential elements for the invention. The device according to the invention is indicated by the reference numeral 35 characterized. As in 1 shown, is the drive unit 1 over the engine 40 on the carrier 5 stored. Alternatively or additionally, the transmission could also 45 and / or an in 1 not shown differential via force pin on the carrier 5 be stored. The following is an example to assume that the engine 40 on the carrier 5 is stored. The device 35 now includes the storage of the engine 40 required power pin 10 . 15 . 20 . 25 , The force measuring pins measure the respective forces F1, F2, F3, F4 acting on them and transmit the corresponding measured values to a determination unit 30 further. The determination unit 30 determined from the measured forces F1, F2, F3, F4 and from the known weight F0 of the engine 40 and the known horizontal distances x1, x2, x3, x4 an output of the drive unit 1 , At the output size of the drive unit 1 it may be, for example, a torque, a power, a filling of the cylinder 81 . 82 . 83 . 84 or a quantity derived from one or more of the named quantities. In the following, it should be assumed by way of example that the output variable of the drive unit 1 is about a torque. The torque of the drive unit 1 is the torque that is on the cardan shaft 90 acts. The torque that acts on the cardan shaft generates a counter-torque in the engine mounts, ie in the force-measuring bolts 10 . 15 . 20 . 25 , which is in differential forces to the weight F ₀ left and right of the engine 40 manifests. The torque on the cardan shaft 90 is calculated from these differential forces and the distances x ₁ ... x _{4 of} the engine mounts to the extended cardan shaft 90 , To obtain the motor output torque Mmot, the calculated moment of the propshaft must be 90 be corrected with the current gear ratio Ü in the selected gear. From the torque of the drive unit 1 , that is the moment of the cardan shaft 90 determines the determination unit 30 taking into account the gear ratio Ü the output torque Mmot of the engine 40 then according to the following relationship: Mmot = ((F1-F0) x1 + (F2-F0) x2- (F3-F0) x3- (F4-F0) x4) / Ü (1)

At the exit of the investigation unit 30 then is the output torque Mmot of the engine 40 as the starting point. The output torque Mmot of the engine 40 is according to 2 a motor control 60 , a misfire detection unit 65 and a monitoring unit 70 fed. The engine control 60 is also a setpoint Msoll for the output torque of the motor 40 from a load change default unit 50 fed. The load change specification unit 50 determined depending on a driver's request and current operating sizes 95 the drive unit 1 the setpoint Msetpoint for the output torque of the motor 40 , For the mentioned farm sizes 95 For example, it is the engine speed and the engine load, the engine load being determined based on, for example, the fuel injection amount. Engine speed and engine load are determined in a manner known to those skilled in the art. In addition to the aforementioned operating variables, other operating variables of the load change specification unit can also be used 50 are fed, the current operating state of the drive unit 1 characterize. This can be z. As well as the engine temperature, the intake manifold pressure, the exhaust gas recirculation rate, etc. be. From the supplied operating variables 95 determines the load change specification unit 50 the current operating status of the drive unit 1 , This may be a train operation or a push operation. The driver's request is from an accelerator pedal module 55 determined as a function of the degree of actuation of an accelerator pedal of the vehicle and, for example, in the form of a driver's desired torque to the load change command unit 50 forwarded. The load change specification unit 50 serves to implement the aforementioned dashboard function. The Dashboard feature affects a defined movement of the engine 40 in a predetermined according to the driver's desired torque load position. In other words, for example, the air supply to the engine 40 about one in 1 Throttle not shown are changed defined so that the desired driver's desired torque is not jerky and thus less comfortable especially in a jerky operation of the accelerator pedal, but continuously. For this purpose, the load-stroke specification unit gives 50 a corresponding course for the setpoint Msetpoint of the output torque of the motor 40 in front. The engine control 60 then performs by appropriate adjustment of the injection quantity, the air supply and / or in the case of the gasoline engine of the ignition by a control with the aim to approximate the measured output torque Mmot the target torque Msoll and perform a defined load change in this way. The dashboard function described is thus as a control loop for a defined movement of the engine 40 realized in the desired load position according to driver's request. More specifically, the dashboard functionality is divided mainly into 2 areas:
To prevent such a jerky and undefined movement of the engine, there is the dashboard function to avoid jerks and induced vibrations.

1. Dashpot function

Dashpot refers to the movement when you suddenly let go of the accelerator pedal. The dashpot function is used during the transition from traction to engine overrun 40 , ie to prevent vibrations of the drive train is the point of the attack of the engine 40 , more precisely the throttle, drive very soft. This is done by filtering the of the accelerator pedal module 55 predetermined driver's request torque through the load change specification unit 50 depending on the farm sizes 95 , where the target torque Msoll is formed and is the engine control 60 as described by means of the control realized by interventions in the ignition, the air supply and / or the fuel supply, ie the ignition is changed defined and / or the throttle movement and / or the fuel supply is adjusted.

2. Load Impact Loss (LSD):

The load shock absorption is exactly the opposite function and refers to the movement when you suddenly press the accelerator pedal. The load impact damping is used during the transition from overrun to train operation of the engine 40 , ie to prevent vibrations of the drive train is the point of the attack of the engine 40 , more precisely the throttle, drive very soft. This is done by filtering the of the accelerator pedal module 55 predetermined driver's request torque through the load change specification unit 50 depending on the farm sizes 95 , where the target torque Msoll is formed and is the engine control 60 as described by means of the control realized by interventions in the ignition, the air supply and / or the fuel supply, ie the ignition is changed defined and / or the throttle movement and / or the fuel supply is adjusted.

Furthermore, this is done by the investigator 30 determined output torque Mmot as described the monitoring unit 70 fed and there with a modeled actual torque crap of the engine 40 compared. The described monitoring by the monitoring unit 70 can then be done when the engine 40 is in the predetermined according to the driver's desired torque load position.

The modeled actual moment Mist represents a modeling for the output torque of the motor 40 The actual moment crap is from a modeling unit 75 depending on the current farm sizes 95 the drive unit 1 modeled in the art known manner using a map or multiple maps. The actual torque manure is determined in particular from the engine speed and the engine load. In the monitoring unit 70 is then checked whether the deviation between the modeled actual torque crap and that of the determination unit 30 determined output torque Mmot of the engine 40 exceeds a first predetermined threshold amount. If this is the case, an error is detected and at a playback device 80 acoustically and / or visually reproduced. Such an error can result from the fact that in the case of an electronic accelerator pedal system, the accelerator pedal, for example, completely let go but the throttle remains wrongly still open. In addition, an error measure in the sense of emergency operation of the monitoring unit 70 by appropriate message to the engine control 60 be initiated. Will the engine control 60 caused to such emergency, it may, for example, hide fuel injections and / or suspend the ignition and / or interrupt the air supply.

Is the deviation between the modeled actual torque crap and that of the determination unit 30 determined output torque Mmot of the engine 40 amount above a second predetermined threshold, which is smaller than the first predetermined threshold value, then detects the monitoring unit 70 the deviation than on aging or wear of the engine 40 based. Bring the engine 40 no longer the full power (or more power by a little more play in the camps and thus less internal friction), or he reacts slower or more spontaneously, so there are differences between the expected output torque of the engine 40 (from the model in the modeling unit 75 calculated) and that of the determination unit 30 determined output torque Mmot of the engine 40 , Then it makes sense to adjust the parameters of the comfort functions, such as the dashboard function to the new engine characteristics, eg. For example, using a less strong filter, using different filter time constants, changing the starting threshold for activating the filter differently, and adjusting the amount of bias in terms of the weighting of the filter parameters. Otherwise it can happen that the engine 40 jerky, although all comfort features are perfectly applied for a new car. The start threshold for the activation of the filter may, for example, correspond to a predetermined gradient, which must be exceeded in terms of amount by the gradient of the accelerator operation in order to activate the filtering of the driver's desired torque. The gradient of the accelerator operation is also from the accelerator pedal module 55 delivered. The adaptation of the dashboard functions to the new engine characteristics is carried out by appropriate control of the load impact specification unit 50 through the monitoring unit 70 , The The adaptation described is carried out in such a way that the detected deviation is reduced.

Additionally or alternatively, it may be provided that the monitoring described above also with a temporal gradient of the by the detection unit 30 determined output torque Mmot of the engine 40 perform in a similar manner. This temporal gradient is compared with the temporal gradient of the modeled actual moment Mist. If this monitoring takes place with the temporal gradient in addition to the above-described monitoring, an error is then detected if either the deviation of the considered moments or the deviation of the gradients is impermissibly large in magnitude. Accordingly, aging is recognized if neither the deviation of the observed moments nor the deviation of the gradients is impermissibly large in magnitude, but one of the two deviations exceeds a lower predetermined threshold amount. This is the second predetermined threshold with respect to the moments under consideration and, with respect to the gradients, a third predetermined threshold that is less than a fourth predetermined threshold for the gradient in the test for an error.

Further, this is from the investigator 30 determined output torque Mmot of the engine 40 as described the dropout detection unit 65 fed. This examines the course of the output torque Mmot of the engine 40 and derives therefrom the presence of dropouts. In the case of dropouts, the course of the output torque Mmot has very short-term fluctuations with periodic extreme values. This is from the misfire detection unit 65 detected, so that in the case of periodic occurrence of such extreme values, the misfire detection unit 65 detects the presence of dropouts and a corresponding error message for playback on the playback device 80 brings. Additionally, the misfire detection unit 65 Initiate error measures in the sense of emergency operation and the engine control 60 as described above, initiate the implementation of the emergency operation.

Furthermore, as in 2 illustrated an adaptation device 97 be provided, which is also that of the investigation unit 30 determined output torque Mmot is supplied. The adaptation device 97 is activated in the case of an adaptation to be carried out. It can characteristics of the engine 40 for example, how the load change behavior on a test bench can be measured directly for all gears, engine speeds and load conditions. This applies in particular to the output torque Mmot of the motor 40 , due to the measurement by means of the force measuring pins 10 . 15 . 20 . 25 from the investigation unit 30 is made available. Because of this now additionally available information of the of the determination unit 30 determined output torque Mmot of the engine 40 Optimize dashboard features such as dashpot function and impact damping, especially with regard to the filter time constants, the filter parameters and the startup thresholds for activating the filter.

By means of the engine control 60 Also a new anti-vibration function can be used. In this case, the output torque Mmot of the engine 40 based on the measured values of the force measuring pins 10 . 15 . 20 . 25 from the investigation unit 30 provided in real time. The engine control 60 , which is also the current farm size 95 , as in particular engine speed and engine load are supplied, then, upon detection of unwanted vibrations of the engine speed, this directly by controlling the of the determination unit 30 determined output torque Mmot of the engine 40 compensate for a given torque value.

In 3 a flow chart for the exemplary sequence of the method according to the invention is shown according to a first embodiment. After the start of the program, the determination unit determines 30 at a program point 100 gem. Equation (1) from the measured values of the force measuring bolts 10 . 15 . 20 . 25 the output torque Mmot of the motor 40 , Subsequently, becomes a program point 105 branched.

At program point 105 Modeling of the actual moment Mist by the modeling unit takes place 75 , Subsequently, becomes a program point 110 branched.

At program point 110 checks the monitoring unit 70 whether the deviation between the modeled actual torque crap and that of the determination unit 30 determined output torque Mmot of the engine 40 amount exceeds the first predetermined threshold. If this is the case, then becomes a program point 115 otherwise it becomes a program point 120 branched.

At program point 115 initiates the monitoring unit 70 a reproduction of the detected error on the playback device 80 and possibly the initiation of emergency operation by appropriate control of the engine control 60 as described. Afterwards the program is left.

At program point 120 checks the monitoring unit 70 whether the deviation between the modeled actual torque crap and that of the determining unit 30 determined output torque Mmot of the engine 40 amount exceeds the second predetermined threshold. If this is the case, then becomes a program point 125 otherwise the program is exited.

At program point 125 initiates the monitoring unit 70 in the manner described an adaptation of the dashboard function in the load change default unit 50 implemented to the detected aging or the detected wear of the engine 40 , Afterwards the program is left.

In 4 a flow chart for the exemplary sequence of the method according to the invention is shown according to a second embodiment. After the start of the program, the determination unit determines 30 at program point 130 gem. Equation (1) from the measured values of the force measuring bolts 10 . 15 . 20 . 25 the output torque Mmot of the motor 40 , Subsequently, becomes a program point 135 branched.

At program point 135 detects the misfire detection unit 65 the course of the determination unit 30 supplied output torque Mmot of the engine 40 , Subsequently, becomes a program point 140 branched.

At program point 140 checks the misfire detection unit 65 whether the detected history of the by the determination unit 30 supplied output torque Mmot of the engine 40 periodically has extreme values. If this is the case, then becomes a program point 145 otherwise the program is exited.

At program point 145 initiates the misfire detection unit 65 a playback on the playback device 80 , after which dropouts of the engine 40 were detected. Additionally or alternatively, the misfire detection unit 65 also the engine control 60 to initiate a run-flat in the manner described. Afterwards the program is left.

In 5 a flow chart for the exemplary sequence of the method according to the invention is shown according to a third embodiment. After the start of the program, the determination unit determines 30 at program point 150 gem. Equation (1) from the measured values of the force measuring bolts 10 . 15 . 20 . 25 the output torque Mmot of the motor 40 and passes this to the engine control 60 further. Subsequently, becomes a program point 155 branched.

At program point 155 determines the load change specification unit 50 in the manner described, the setpoint Msetpoint for the output torque of the motor 40 and passes this to the engine control 60 further. Subsequently, becomes a program point 160 branched.

At program point 160 checks the engine control 60 , whether the deviation between the setpoint Msetpoint for the output torque of the motor 40 and that of the investigator 30 determined output torque Mmot of the engine 40 amount exceeds a predetermined tolerance value. If this is the case, then becomes a program point 165 otherwise the program is exited.

At program point 165 initiates the engine control 60 a control in the manner described by engagement in the ignition and / or in the fuel supply and / or in the air supply in such a way that the determination unit 30 determined output torque Mmot of the engine 40 approaches the target torque Msoll. Afterwards the program is left.

Based on the schedule 5 can also describe a fourth embodiment of the inventive method. The determination unit determines 30 after starting the program at program point 150 gem. Equation (1) from the measured values of the force measuring bolts 10 . 15 . 20 . 25 the output torque Mmot of the motor 40 and passes this to the engine control 60 further. Then becomes program point 155 branched.

At program point 155 determines the engine control 60 a set torque value to be set, for example, to maintain a constant engine speed at idle. Such a torque value is generally dependent on the current operating state of the drive unit 1 in the engine control 60 for example, specified via a map. Then becomes program point 160 branched.

At program point 160 checks the engine control 60 whether fluctuations in engine idling speed have an amplitude greater than a predetermined tolerance value. If this is the case, then becomes a program point 165 otherwise the program is exited.

At program point 165 initiates the engine control 60 a scheme of the determination unit 30 determined output torque Mmot of the engine 40 to the predetermined torque value by appropriate action on the ignition and / or on the fuel supply and / or on the air supply. Afterwards the program is left.

Preferably, a force pin is used for each engine mount, but it is also possible to make do with more or less force pin, in which case equation (1) must be modified accordingly. Alternatively, the force measuring pins can also be attached to the transmission or differential suspension.

With the embodiments shown here, only a part of the possible applications of the method and apparatus of the invention has been described. That of the investigative unit 30 based on the force measuring bolt 10 . 15 . 20 . 25 determined output torque Mmot of the engine 40 can also be used for other vehicle functions, in particular instead of the modeled actual torque Mist. This enables real-time execution of these vehicle functions in accordance with the measured values of the force measuring pins determined in real time 10 . 15 . 20 . 25 , An example of another vehicle function in this context is the anti-bounce function.

Claims (10)

Method for operating a drive unit ( 1 ), wherein the drive unit ( 1 ) on a support ( 5 ), wherein the drive unit ( 1 ) via at least one force measuring device ( 10 . 15 . 20 . 25 ) on the support ( 5 ) and wherein from a measured variable of the at least one force measuring device ( 10 . 15 . 20 . 25 ) an output of the drive unit ( 1 ), characterized in that the movement of the drive unit ( 1 ) at a load change as a function of the measured variable from the at least one force measuring device ( 10 . 15 . 20 . 25 ) derived output of the drive unit ( 1 ) is regulated. A method according to claim 1, characterized in that, depending on the measured variable from the at least one force measuring device ( 10 . 15 . 20 . 25 ) derived output of the drive unit ( 1 ) a modeled value for this output is monitored. A method according to claim 2, characterized in that an error is detected when the of the measured variable of the at least one force measuring device ( 10 . 15 . 20 . 25 ) derived value for the output of the drive unit ( 1 ) differs by more than a first predetermined threshold from the modeled value for that output. A method according to claim 2 or 3, characterized in that in the case in which the of the measured variable of the at least one force measuring device ( 10 . 15 . 20 . 25 ) derived value for the output of the drive unit ( 1 ) deviates from the modeled value for this output variable by more than a second predefined threshold value, an adaptation of at least one parameter or a function of the drive unit ( 1 ) is carried out in the sense of reducing the deviation. Method according to claim 2, 3 or 4, characterized in that, in the case in which a gradient of the quantity determined by the measurand of the at least one force-measuring device ( 10 . 15 . 20 . 25 ) derived value for the output of the drive unit ( 1 ) deviates from the gradient of the modeled value for this output variable by more than a third predetermined threshold value, an adaptation of at least one parameter or a function of the drive unit ( 1 ) is carried out in the sense of reducing the deviation. Method according to one of the preceding claims, characterized in that misfires of the drive unit ( 1 ) as a function of the course of the measurement variable of the at least one force measuring device ( 10 . 15 . 20 . 25 ) derived output of the drive unit ( 1 ) are detected, wherein the dropouts are detected when the course of the from the measured variable of the at least one force measuring device ( 10 . 15 . 20 . 25 ) derived output of the drive unit ( 1 ) has periodic extremes. Method according to one of the preceding claims, characterized in that an operating variable of the drive unit ( 1 ) depending on the measured variable from the at least one force measuring device ( 10 . 15 . 20 . 25 ) derived output of the drive unit ( 1 ) is regulated. Method according to one of the preceding claims, characterized in that, depending on the measured variable from the at least one force measuring device ( 10 . 15 . 20 . 25 ) derived output of the drive unit ( 1 ) at least one function for performing a defined load change is adjusted. Contraption ( 35 ) arranged to carry out the method according to one of the preceding claims. Contraption ( 35 ) according to claim 9, characterized in that a motor ( 40 ), a transmission ( 45 ) and / or a differential of the drive unit ( 1 ) on the support ( 5 ) via the at least one force measuring device ( 10 . 15 . 20 . 25 ) is stored.

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