CN105408180A - 用于控制具有独立的后部电动机的混合动力车辆的系统和方法 - Google Patents

用于控制具有独立的后部电动机的混合动力车辆的系统和方法 Download PDF

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Publication number
CN105408180A
CN105408180A CN201380069800.2A CN201380069800A CN105408180A CN 105408180 A CN105408180 A CN 105408180A CN 201380069800 A CN201380069800 A CN 201380069800A CN 105408180 A CN105408180 A CN 105408180A
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vehicle
motor
torque
electrical
condition
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CN105408180B (zh
Inventor
A·科特菲-谢里夫
H-G·阮
C·登-万-闲
J·万-弗朗克
J-L·琳达
P·A·马涅
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Renault SAS
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Renault SAS
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
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    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
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    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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Abstract

用于控制混合动力车辆的方法，该混合动力车辆包括一个内燃发动机(4)和各自通过一个联接装置(12，13)联接至后车桥组的一个车轮(9，10)的电动机(7，8)，以及一个电子控制单元，该电子控制单元连接至多个传感器、连接至用于选择一种推进模式的装置并且还连接至该内燃发动机(4)并且连接至这些电动机(7，8)。该方法包括以下步骤：根据该车辆的行驶条件并且根据所选择的推进模式，-控制这些联接装置(12，13)，-控制该内燃发动机(4)和这些电机(7，8)的运行，以及-控制该内燃发动机(4)和这些电机(7，8)的转矩。

Description

用于控制具有独立的后部电动机的混合动力车辆的系统和方法
技术领域
本发明涉及机动车辆控制系统、并且更具体地混合动力车辆控制系统的技术领域。
背景技术
在前车桥上配备有热力发动机并且配备有半自动变速器的混合动力车辆允许减少高负荷时的CO2排放的优点。这些车辆可以配备有电动动力传动系，该电动动力传动系包括安装在后车桥上的两个独立的车轮电动机。然后，它们还得益于减少低负荷时的CO2排放。
后车桥上的车轮电动机的选择允许与车辆结构相关联的节省并且允许与许多车辆的底盘共栖相关联的节省。
这种混合动力车辆可以如驾驶员所要求的那样表现得像电动车辆或者像燃烧动力(混合型)车辆。出于道路使用过程中的安全运行和空气阻力减小的原因，当车辆速度大于例如90km/h时，可以使电动机与车轮断开联接。这种局限性具有限制电动机器的转速和增大车轮与机器之间的传动比的优点。
因此，此类车辆的与众不同之处在于，这些后车轮由独立于彼此的电动机致动。有必要提供适合这种具体结构的控制系统。
以下文献是从更早的现有技术中已知的。
文献KR20110012573披露了一种交替双重管理装置，该管理装置包括专用于电动机的计算机和专用于热力发动机的另一计算机。
文献KR20110010345披露了一种能量回收装置，其中，推进模式的改变使得可以对混合动力车辆再充电。
文献US20110021310描述了一种用于混合动力车辆中的热力发动机和电动机的转矩控制的方法。
文献WO2010143278描述了一种用于管理高压电池的能量和充电状态的装置。
文献US20100276223描述了一种用于基于对排气的分析来控制混合动力车辆的气体排放的系统。
文献JP2010083361描述了一种用于以对车辆的两个电动机的管理和控制来增大电动车辆的自主性的方法。
需要一种用于由独立的后部电动机器驱动的混合动力车辆的控制系统。
发明内容
本发明涉及一种用于控制混合动力车辆的方法，该混合动力车辆包括联接至前车桥的一台内燃发动机、以及各自通过一个联接装置而与后车桥的一个车轮相联接的电动机，该车辆还包括用于由驾驶员从以下各项中选择该车辆的运行模式的一个装置：电动模式，在该模式下，仅由通过该联接装置联接至这些后车轮的这些电动机确保该车辆的推进，燃烧模式，在该模式下，仅由联接至前车桥的该内燃发动机确保该车辆的驱动，以及混合模式，针对这种模式，该车辆的运动是由该热力发动机和对应地联接至前车桥和后车桥的这些车轮的电动机的联合操作引起的。
该车辆包括
电子控制单元，该电子控制单元在输入处连接至感测运行条件的多个传感器和用于选择该车辆的运行模式的装置，并且在输出处连接至该内燃发动机和这些电动机。
在由使用者选择该车辆的运行模式的一个步骤之后，该方法包括：由该电子控制单元根据该车辆的运行条件使所选择的运行模式生效的一个步骤。
可以通过视觉、触觉或语音反馈来告知驾驶员所选择的推进模式是否生效。
该控制方法可以包括以下步骤：
-根据该车辆的运行条件并根据所选择的推进模式控制这些联接装置的接合或脱离接合，
-根据该车辆的运行条件并根据所选择的推进模式控制该内燃发动机和这些电动机的运行，以及
-根据该车辆的运行条件并根据所选择的推进模式控制该内燃发动机和这些电动机的转矩。
在从电动模式转变到燃烧模式的过程中，
-能够使驾驶员所提交的改变模式的请求生效，
-能够启动该内燃发动机，
-该内燃发动机的转速能够被逐渐增加至一个与驾驶员的请求相对应的运行点，
-这些电动机的转速能够被逐渐地取消，然后
-与该内燃发动机的转矩并与该内燃发动机的所需转速相对应的传动比能够被接合。
该内燃发动机和这些电动机的速度被修改为使得在这些车轮处由该内燃发动机和这些电动机所提供的转矩之和至少等于驾驶员的转矩请求。这可以例如通过合适的接口来实现，例如有或没有触觉力反馈的加速踏板或触摸类型的控制界面。
可以在左电动机与右电动机之间应用不同的电动机转矩或抵抗转矩，具体根据正常运行条件或根据限制，例如在干燥或湿润的道路上拐弯时，并且反过来可以发出一个指示左电动机与右电动机之间的不同转矩设置点的警告消息。
在减速或再生制动的过程中，可以通过增大这些电动机处请求的转矩来控制这些后车轮的非滑差电动机转矩，从而防止后车桥的车轮打滑。
该车辆的运行条件可以包括该车辆的速度、道路的坡度、这些车轮的转向角、以及车轮在道路表面上的附着力。
本发明还涉及一种用于控制混合动力车辆的系统，该混合动力车辆包括联接至前车桥的内燃发动机和一个电动动力传动系，该电动动力传动系包括各自通过一个联接装置联接至一个后车轮的电动机，其特征在于，所述控制系统包括一个电子控制单元，该电子控制单元通过一个第一网络连接至该电动动力传动系的一个控制装置并且通过一个第二网络连接至该燃烧动力传动系，该电动动力传动系的控制装置能够独立于这些电动机和联接装置中的每一个进行控制。该第一网络可以具体为计算机间和系统间通信网络，被称为车载通信网络，以下被称为网络。
该电子控制单元可以通过该第二网络连接至能够测量关于该车辆的运行条件的值的多个传感器。
该车辆的运行条件可以包括该车辆的速度、坡度、以及车轮对地面的附着力。
电动动力传动系的控制装置可以通过一个第三网络连接至这些电动机并且还连接至这些联接装置。
附图说明
在阅读仅以非限制性实例的方式并参见附图给出的以下说明时，另外的目的、特征和优点将变得清楚，在附图中：
-图1展示了根据本发明的混合动力车辆，
-图2a和图2b展示了电动机与对应车轮之间的联接装置的接合或脱离接合位置，并且
-图3展示了该混合动力车辆的控制系统。
具体实施方式
图1展示了配备有燃烧动力传动系2和电动动力传动系3的混合动力车辆1。
该燃烧动力传动系2包括通过半自动变速器(SAT)或自动变速器(AT)6连接至前车桥5的内燃发动机4。
电动动力传动系3(或简称EPT)包括两个带有参考号为7和8的电动机，这两个电动机各自独立地联接至后车桥11的(带有参考号为9和10)车轮之一。每个电动机7、8通过联接装置12、13连接至车轮9、10。这些联接装置12、13使得可以使电动机7、8与对应的车轮9、10联接或者断开联接。电动机7、8和内燃发动机4同样被连接至用于这些电动机的高压电池14，尽管所述电池可具有用于执行旨在开启该内燃发动机的启动器的低压电池的功能的某些部件。
后车桥的这些车轮是独立的。每个电动机7、8的转速和转矩是可以独立于另一台电动机的转速和转矩来进行控制的。
所描述的混合动力车辆可以作为电动车辆、混合动力车辆或者作为燃烧式车辆来起作用。当排他地遵守驾驶员的请求进行驾驶时，可以从一种运行模式切换至另一种运行模式。换言之，就激活模式改变的决定而言，从一种运行模式到另一种运行模式的切换并不涉及任何自动性。
出于道路使用过程中的运行安全和空气阻力减小的原因，这些电动机仅在车辆的速度低于阈值速度例如90km/h时与这些车轮相联接。此阈值的选择使得可以限制电动机7、8的转速和转矩，并且还可以限制电动机的体积。
从驾驶员的角度看，车辆表现得像具有自动变速器(AT)的车辆。乘客隔室配备有行驶方向选择器(DDS)29，该行驶方向选择器允许驾驶员选择前进方向、倒车方向、或空档运行。因此，触摸类型的行驶方向选择器包括至少三个位置，D(开车，前进方向)、R(倒车，倒车方向)、以及N(空档)。行驶方向选择器(DDS)29可以是固体或半固体按钮界面的形式，但可以是有或没有触觉力反馈或语音控制的触摸屏的形式。
乘客隔室还包括模式选择器(MS)，该模式选择器允许驾驶员选择电动模式、混合模式或燃烧模式。
这些选择器将驾驶员的改变至期望模式的请求传输至电子控制单元，该电子控制单元根据运行参数使这些请求生效，并且将对应的设置点传输至车辆的不同元件，具体传输至动力传动系和联接装置。该电子控制单元反过来通过特定液晶显示屏SLDC30(特定液晶装置)或通过有或没有集成触觉力反馈的(可能是触摸屏类型的)具有OLED(有机发光二极管)技术的屏幕为驾驶员提供信息。因此，驾驶员被告知他的请求已经被考虑的事实，并且还通过屏幕30上的消息或通过屏幕背景的颜色和/或亮度的改变被告知系统的运行。
再次参照图1，可见每个电动机7、8通过联接装置12、13(具体地，用牙嵌式离合器)联接至后车轮。图2a和图2b展示了具有一个级(带有单一传动比)的联接装置12、13。在本发明的范围内，还可以设想带有许多齿轮级的装置。
图2a和图2b示出了车轮的轮辋15，该轮辋机械地连接至第一齿轮16，该第一齿轮被安排为面向第二齿轮17，该第二齿轮通过另外的齿轮连接至电动机7、8之一，在此是带有参考号为7的电动机。滑动齿轮18位于第一齿轮16和第二齿轮17的水平并且可以与所述齿轮联接或者断开联接。滑动齿轮18被DC电动机19平移移动，例如以便使第一齿轮16和第二齿轮17联接或者断开联接。图2a展示了滑动齿轮的状态，在该状态下，第一齿轮16和第二齿轮17联接。图2b展示了滑动齿轮的状态，在该状态下，前述两个齿轮断开联接。另外，游标使得可以提供关于滑动齿轮18的位置的信息。
图3展示了混合动力车辆的控制系统。该控制系统包括电子控制单元21，该电子控制单元被带有参考号为22的第一CAN(控制器局域网)连接至电动动力传动系的控制装置23。电子控制单元21还通过带有参考号为24的第二CAN连接至燃烧动力传动系2，并且具体连接至内燃发动机4并连接至半自动变速器或自动变速器6。电子控制单元21还通过第二CAN24连接至传感器25。这些传感器25传达关于车辆的运行条件的值，这些值包括该车辆的速度、道路的坡度、以及车轮在道路上的附着力。这些传感器25可以由估算装置完全或部分地代替。
电动动力传动系的控制装置23通过第一连接26连接至第一联接装置12，该第一联接装置机械地连接至第一电动机7。电动动力传动系的控制装置23通过第二连接27连接至第二联接装置13，该第二联接装置机械地连接至第二电动机8。最后，该控制系统23通过带有参考号为28的第三CAN连接至电动机7、8。
在本发明的范围内可以设想另外的网络，如Flexray或LIN(局部互联网络)类型的车载通信网络、或IP(互联网协议)网络类型的车载通信网络、或电力线通信(PLC)网络、或Wi-Fi或蓝牙类型的无线网络等。
该电子控制单元21控制车辆的模式在燃烧模式、电动模式和混合模式之间根据车辆的动态条件和驾驶员的请求而改变。
根据运行条件，电子控制单元21通过CAN将控制发送至不同元件。它具体向电动动力传动系的控制装置23发送模式命令，以便从一种运行模式转到另一种运行模式。为此，电动动力传动系的控制装置23控制联接装置12、13，该联接装置将每个电动机7、8连接至对应的后车轮。然后可以使该联接脱离接合，车辆通过对图2b所展示的构型中的联接装置进行定位单独地借助内燃发动机4通过推进而移动。可以通过对图2a所展示的构型中的联接装置进行定位来接合该联接。然后，车辆通过内燃发动机4和后部电动机7、8的组合推进而移动。
除了这些联接装置12、13的控制之外，有必要控制内燃发动机4和电动机7、8的转矩和转速。
下面将说明模式改变的过程中电动机控制的实例。
在从电动模式转变至燃烧模式的过程中，在驾驶员所提交的改变模式的请求生效之后，电子控制单元21执行以下方法步骤：
-启动该内燃发动机4，
-该内燃发动机4的转速逐渐增加至根据驾驶员的转矩请求所确定的运行点，
-同时，电动机7、8的转速被逐渐地减小。
在保持车辆速度与驾驶员的转矩请求一致的同时实施电动机的转速变化。
在模式改变控制的同时，电子控制单元21控制带有参考号为6的半自动变速器(SAT)或自动变速器(AT)。
可以在此实例的基础上通过具体在切换至电动模式或混合模式时确保电池的表示为SOC(用于“充电状态”)的充电状态允许电动机的运行来实现其他模式改变。
另外，当在电动模式(混合模式)的帮助下、行驶方向选择器处于位置D、在燃烧模式下以前进方向出发时，电子控制单元21控制SAT或AT6使其定位于二档以便优先考虑驾驶舒适度。如果电池14的充电状态(SOC)使得可以为电动机7、8提供动力，则实现这种控制。条件具体为，电池不为空，则SOC大于空电池阈值。
如果电池的SOC低于或等于空电池阈值，将在SLCD屏幕30上显示建议驾驶员切换至燃烧模式的消息和空电池消息。
在电动机7、8异常的情况下，SAT或AT6位于一档。
如果电池的SOC较低，也就是说SOC低于预定的低电池阈值、大于空电池阈值，SLCD屏幕30上将显示“低电池”警告消息。
在后轮驱动中，当在没有电动模式(混合模式)帮助的情况下、行驶方向选择器29处于位置R、在燃烧模式下以倒车方向出发时，电子控制单元21控制SAT或AT6使其位于后轮驱动。
为了避免出发时前轮齿轮机构与后轮齿轮机构之间的转矩出现差别，当行驶方向选择器在位置R时，内燃发动机4的转矩被限制为使得它等于后轮驱动中的电动机7、8的最大转矩。
电子控制单元21确保燃烧式2和/或电动式3动力传动系的转矩设置点的方程一致性，以便给其相同的驱动方向。它还确保其一致性以便在出发时和在使用过程中维持车辆的稳定性。
在电动模式下或当在电力辅助的燃烧模式下出发时，电子控制单元21可以向电动机7、8发出不同的转矩设置点。然后，电动动力传动系的控制装置23向电子控制单元21发出指示电动机7、8之间的不同转矩设置点的警告消息。由电子控制单元21根据所发出的设置点和车辆的运行条件对这种消息进行处理。
在电动模式下和在电动机辅助的燃烧模式下，电子控制单元21在加速过程中和在出发时以及在电力加速阶段对后车桥进行非对称滑移(ASR)检测，以便将这些传输至电动动力传动系的控制装置23。
电动机7、8进行的能量回收使得可以对车辆的电池14再充电。对于90km/k以下的速度，通过将脚从加速器提起，能量被通过电动机回收。通过确保对制动系统(ABS或防锁死制动系统、EPS或电子稳定程序等)不存在干扰而在制动阶段维持这种能量回收。
由于减速(电再生)，当脚被提起时，电子控制单元21通过增大电动机7、8处所请求的转矩来控制后车轮的电动机转矩，以便避免后车桥的任何打滑。电动机转矩控制是MSR类型(发动机阻力转矩控制的德语首字母缩略词)。
除了由车辆速度和90km/h的值(超过该值时禁止向纯电动模式切换)构成的运行条件外，如下考虑了拐弯时的运行情况：
-如果速度低于50km/h且驾驶时的转向角低于80°，则授权模式改变。除此之外，禁止模式改变。
-如果速度低于70km/h且驾驶过程中的转向角低于45°，则授权模式改变。除此之外，禁止模式改变。
-如果速度低于90km/h且驾驶过程中的转向角低于25°，则授权模式改变。除此之外，禁止模式改变。
前轮胎在道路表面上的附着力也被考虑在内。因此，如果车辆是处于前车桥上的ASR装置的牵引力控制之下，计算机不使改变模式的请求生效。
后车轮胎在道路表面上的附着力也被考虑在内，尤其当监控器增大电动机器的所需转矩以避免后车桥的滑移时。在此类情况和调节下，计算机将不使车辆的模式改变生效。
在非对称后部调节的情况下也是如此，其中，在右电动机与左电动机之间产生不同的转矩设置点：此阶段任何改变模式的请求将被拒绝。

Claims (11)

1.用于控制混合动力车辆的方法，该混合动力车辆包括联接至前车桥(5)的一个内燃发动机(4)和各自通过一个联接装置(12，13)联接至后车桥的一个车轮(9，10)的电动机(7，8)，
该车辆还包括用于由驾驶员从以下各项中选择该车辆的运行模式的一个装置：
-电动模式，在该模式下，仅由通过该联接装置(12，13)联接至这些后车轮(9，10)的这些电动机(7，8)确保该车辆的推进，
-燃烧模式，在该模式下，仅由联接至该前车桥(5)的内燃发动机(4)确保该车辆的驱动，
-混合模式，针对这种模式，该车辆的运动是由该热力发动机(4)和分别联接至该前车桥(5)和该后车桥的这些车轮(9，10)的电动机(7，8)的联合运行引起的，
所述车辆包括一个电子控制单元(21)，该电子控制单元在输入处连接至感测运行条件的多个传感器(25)和用于选择该车辆的运行模式的装置，并且在输出处连接至该内燃发动机(4)和这些电动机(7，8)，其特征在于，在由使用者选择该车辆的运行模式的一个步骤之后，所述方法包括：由该电子控制单元(21)根据该车辆的运行条件使所选择的运行模式生效的一个步骤。
2.根据权利要求1所述的用于控制混合动力车辆的方法，其中，是否使所选择的推进模式生效是通过视觉、触觉或语音反馈而告知该驾驶员的。
3.根据以上权利要求之一所述的用于控制混合动力车辆的方法，该方法包括以下步骤：
-根据该车辆的运行条件并根据所选择的推进模式控制这些联接装置(12，13)的接合或脱离接合，
-根据该车辆的运行条件并根据所选择的推进模式控制该内燃发动机(4)和这些电动机(7，8)的运行，以及
-根据该车辆的运行条件并根据所选择的推进模式控制该内燃发动机(4)和这些电动机(7，8)的转矩。
4.根据以上权利要求中任一项所述的控制方法，其中，在从电动模式转变到燃烧模式的过程中，
-能够使该驾驶员所提交的改变模式的请求生效，
-启动该内燃发动机(4)，
-该内燃发动机(4)的转速被逐渐增加至一个与该驾驶员的请求相对应的运行点，
-这些电动机(7，8)的转速被逐渐地取消，然后
-与该内燃发动机的转矩并与该内燃发动机的所需转速相对应的变速器(6)的传动比被接合，
该内燃发动机(4)和这些电动机(7，8)的速度被修改为使得在这些车轮处由该内燃发动机(4)和这些电动机(7，8)所提供的转矩之和至少等于该驾驶员的转矩请求。
5.根据以上权利要求中任一项所述的控制方法，其中
-不同的电动机转矩或抵抗转矩被应用在左电动机与右电动机之间，以及
-反过来发出指示左电动机与右电动机之间的一个不同转矩设置点的一个警告消息。
6.根据以上权利要求中任一项所述的控制方法，其中，在减速或再生制动的过程中，通过增大这些电动机(7，8)处所需的转矩来控制这些后车轮的非滑差电动机转矩，从而防止后车桥的这些车轮打滑。
7.根据以上权利要求中任一项所述的控制方法，其中，该车辆的运行条件包括该车辆的速度、道路的坡度、这些车轮的转向角、以及道路的附着力。
8.用于控制混合动力车辆的系统，该混合动力车辆包括联接至该前车桥的内燃发动机(4)和一个电动动力传动系(3)，该电动动力传动系包括各自通过一个联接装置(12，13)联接至一个后车轮(9，10)的电动机(7，8)，其特征在于，所述控制系统包括一个电子控制单元(21)，该电子控制单元通过一个第一网络(22)连接至该电动动力传动系的一个控制装置(23)并且通过一个第二网络(24)连接至该燃烧动力传动系(2)，该电动动力传动系的控制装置(23)能够独立于这些电动机(7，8)和联接装置(12，13)中的每一个进行控制。
9.根据权利要求8所述的控制系统，其中，该电子控制单元(21)通过该第二网络(24)连接至能够测量关于该车辆的运行条件的值的多个传感器(25)。
10.根据权利要求8或9中任一项所述的控制系统，其中，该车辆的运行条件包括该车辆的速度、坡度、以及该车轮在道路表面上的附着力。
11.根据权利要求8至10中任一项所述的控制系统，其中，该电动动力传动系的控制装置(23)通过一个第三网络(28)连接至这些电动机(7，8)并且连接至这些联接装置(12，13)。
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