CN105473399A - 车辆驱动系统控制 - Google Patents

车辆驱动系统控制 Download PDF

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Publication number
CN105473399A
CN105473399A CN201480046079.XA CN201480046079A CN105473399A CN 105473399 A CN105473399 A CN 105473399A CN 201480046079 A CN201480046079 A CN 201480046079A CN 105473399 A CN105473399 A CN 105473399A
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China
Prior art keywords
motor
vehicle
combustion engine
torque
drive
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Granted
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CN201480046079.XA
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CN105473399B (zh
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C·布罗
F·特恩
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Audi AG
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Audi AG
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/34—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 apparatus, components or means specially adapted for HEVs characterised by the absence of energy storing means
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    • B60K6/48—Parallel type
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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
    • 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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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/915—Specific drive or transmission adapted for hev
    • Y10S903/916—Specific drive or transmission adapted for hev with plurality of drive axles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

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Abstract

本发明涉及一种用于控制车辆的驱动系统(40)的方法，所述驱动系统具有至少一个车轮的第一车桥，由车辆的驾驶员预给定驱动力矩(16)并且借助于第一电机(12)根据所述驱动力矩(16)驱动第一车桥，与至少一个内燃机(30)耦合的第二电机(26)为了通过第一电机(12)驱动所述第一车桥而提供电能，其特征在于：在考虑驱动力矩(16)以及至少所述第二电机(26)的机器参数的情况下相应计算出分派给第二电机(26)和内燃机(30)的调节转矩或目标转矩(28)，相应地基于所分派的调节转矩来控制第二电机(26)和内燃机(30)、或者基于所分派的目标转矩(28)来调节第二电机和内燃机。

Description

车辆驱动系统控制
技术领域
本发明涉及一种用于控制车辆的驱动系统的方法，所述驱动系统具有至少一个具有至少一个车轮的第一车桥，由车辆的驾驶员预给定驱动力矩并且借助于第一电机根据所述驱动力矩驱动第一车桥，与至少一个内燃机耦合的第二电机为了通过第一电机驱动所述第一车桥而提供电能。此外，本发明还涉及一种具有驱动系统的车辆以及一种计算机程序产品。
背景技术
开头所述类型的车辆原则上已经公知，由此，为此不需要单独的文献证明。车辆，也被称为机动车，用于在陆地上运动。如果除了电机作为驱动系统之外还补充性地设置有内燃机作为驱动系统，则这种车辆通常被称为混合动力车辆。
在具有仅仅可借助于第一电机驱动的第一车桥和混合动力车桥、即不仅可借助于内燃机而且可借助于第二电机运行的第二车桥的车辆中，第一电机为了驱动第一车桥而可从车辆的电池来进行供给。但运行可纯电驱动的第一车桥的第一电机所需的电能也可借助于内燃机通过第二电机在发电机工况中提供。该运行状态在公开文献的意义上也被称为补偿。当运行第一电机所需的全部电能由第二电机提供时，得到完全补偿。在前述状态之间可占据任意的中间状态，例如其方式是运行第一电机所需的电能一半由车辆的电池提供并且一半由第二电机提供。第一和第二电机通常是旋转电机，例如直流电机、交流电机等。
电机通常分别依靠变换器运行，所述变换器允许电能在对应的电机与其上连接着对应的变换器的中间回路之间进行转换。通常，中间回路通过直流中间回路构成，在所述直流中间回路上同时也连接着车辆的电池。通常，车辆的电池构造成蓄电池。
如果车辆的电池处于所述电池不可再接收或输出显著量的电能的运行状态中，则需要车辆的驱动系统的特殊的运行状态，即在所述特殊的运行状态中借助于第二电机精确地提供运行第一电机所需的量的电能。为了使电池尽可能少地负载，需要所产生和所消耗的电能尽可能精确地大小相等。否则将会存在车辆的电池过载的风险。驱动系统的这种运行也被称为串联运行。实现这种运行状态的可能性这样得到：第二电机经电流调节地运行。借助于变换器于是这样调节电流，使得所生成的电流精确地等于所消耗的电流。
在串联运行中被证实不利的是，难于预报：当另外的电部件、尤其是电负载在车辆的中间回路上运行时，在以发电机工况运行的第二电机中基于调节而出现何转矩。
为了可在混合动力车桥上调控期望的转矩，内燃机附加于第二电机运行所需的转矩必须精确地提供期望的转矩。内燃机因此必须总是调控到变化的转矩。这通常不可以以相同的动态来进行，而是带有变化地进行。结果，相应的波动作为力矩变化或者说加速度变化会被驾驶员察觉到。
此外，纯粹的串联运行与正常运行之间的运行状态仅可很差地实现。即在正常运行中，第二电机作为发电机和/或作为电动机通过给定力矩来控制。而在串联运行中，第二电机经电流调节地运行。由此在运行状态之间交替时得到明显的问题。
发明内容
因此，本发明的目的在于，给出开头所述类型的用于控制车辆的驱动系统的方法，借助于所述方法能降低驾驶员可察觉的力矩变化。
作为解决方案，本发明提出了一种根据独立权利要求1的方法以及一种根据另一个独立权利要求10的车辆。此外，通过本发明还提出一种根据另一个独立权利要求11的计算机程序产品。其它有利构型由从属权利要求的特征得到。
尤其是在方法通过本发明提出，在考虑驱动力矩以及至少是第二电机的机器参数的情况下相应计算出分派给第二电机和内燃机的调节转矩或目标转矩，相应地基于所分派的调节转矩来(开环地)控制第二电机和内燃机、或者基于所分派的目标转矩来(闭环地)调节第二电机和内燃机。如果对于对应的机器设置为控制，则计算调节转矩，而当机器被调节时，则计算目标转矩。因此例如当电机被控制并且内燃机被调节时，或者反之时，也可设置组合。相应地计算用于电机的调节转矩和用于内燃机的目标转矩，或者相应地反之。由此，对于每个机器可各自地设置控制或调节。尤其是可提出，根据各个机器的控制与调节之间的驱动状况进行转换。例如可提出，在电机的转速低时设置控制，而在转速高时设置调节，等等。相应情况也可对于内燃机设置。调节转矩用于控制对应的机器，而目标转矩作为用于调节器的目标参量用于调节对应的机器。
由此，通过本发明首先可实现：用于两个电机和内燃机的串联耦合的独立调节可得到避免并且可被公共的调节基础替换。由此可实现：尤其是在对于现有技术通常的调节链结束时输出的预目标转矩可明显快速且精确地进行。由此，驱动系统对变化的反应可显著加速，由此，关于驱动力矩，转矩变化如力矩波动等的不期望的影响可明显降低。优选可实现这样的调节，使得力矩变化对于驾驶员不再可察觉。此外可实现：车辆的可能存在的能量储存器在其容量方面至少可降低——所述可能存在的能量储存器作为缓冲器对于调整模式中的调节偏差的情况必须提供或接收能量，甚至可能完全取消这种能量存储器。
与此相应，所述类型的车辆的特征在于控制装置，所述控制装置被设置用于实施本发明的方法。控制装置例如可通过计算单元、电子硬件电路、其组合和/或类似装置构成。
另外，通过本发明提出一种计算机程序产品，所述计算机程序产品包括用于计算单元的程序，所述计算机程序产品具有用于实施根据本发明的方法的步骤的程序的程序代码段——当程序通过计算单元来实施时。计算机程序产品包括另外的可计算机实施的部件，当程序在计算单元上实施时，所述部件用于实施根据本发明的方法。前述计算机程序产品可构造成可计算机读取的存储媒介。
车辆的驱动系统包括至少一个具有至少一个车轮的第一车桥并且优选也包括具有至少一个车轮的第二车桥。特别有利的是，每个车桥在其端部上分别装备有一个车轮。
车辆的驾驶员可预给定驱动力矩，车辆借助于所述驱动力矩借助于驱动系统来驱动。驱动力矩预给定可由使用者借助于踏板、例如加速踏板等来进行。此外，驱动力矩当然也可由速度调节装置等来预给定。
根据本发明的方案允许明显缩短调节速度。另外，由此可实现：在驱动系统范围内由于调节属性造成的振荡可在很大程度上得到避免。调节的稳定性可得到改善。
第一和第二电机可构造成直流电机、交流电机等。尤其是两个电机可构造得相同。对于每个电机优选设置有变换器，所述变换器一方面连接在对应的电机上，另一方面连接在中间回路上，如果存在，在所述中间回路上连接着车辆的电池。变换器构造得分别与机器的类型及其属性匹配。中间回路优选构造成直流中间回路。因此，在直流电机中，变换器通过DC/DC转换器构成。优选变换器对于双向运行而设计，即所述变换器一方面可从中间回路获取能量并且输送给对应的所连接的电机，或者将由对应的电机提供的电能转送到中间回路中。而如果第一电机仅仅在电动机工况中运行并且第二电机仅仅在发电机工况中运行，则对应的变换器可相应简化地构造，其方式是仅在唯一的方向上提供能量流。
内燃机可以是用于机动车、尤其是乘用车的通常的内燃机，例如用燃料如汽油、燃气、柴油等运行。内燃机与第二电机的耦合可通过轴来进行，所述轴将基于燃料燃烧的机械能输送给第二电机，所述第二电机将所述机械能转换成电能并且提供。第二电机的所提供的电能为了通过第一电机驱动第一车桥而提供给所述第一电机。
本发明的一个方面提出，相应计算分派给第二电机和内燃机的目标转矩，其中，计算在考虑驱动力矩以及至少第二电机的机器参数的情况下进行。优选在此补充性地考虑第一电机和/或内燃机的机器参数。由此，本发明避开了现有技术中通常的调节链和由于该链产生的偏差以及由此产生的问题，这是因为与在现有技术中不同、在本发明中不需要期待所有耦合的调节回路的振荡。此外，控制的稳定性可明显改善。
尤其是由第二电机在发电机工况中引起的转矩在任意时刻是已知的。变化——只要电池允许——可匹配于内燃机的动态。此外，本发明允许实现正常运行与串联运行之间的大致流畅的过渡。现有技术中在此存在的问题可完全消除。此外，借助于本发明可控制可能情况下所连接的电池的充电状态。因此可建立和/或保持预给定的充电状态。尤其是本发明使得能够避免在串联运行中的电流调节与正常运行中的力矩控制之间转换。
根据本发明的一个扩展构型提出，所述计算包括求得第一电机的运行电流，从而驱动力矩至少部分地借助于第一电机来提供。由此可精确确定通过借助于第一电机进行的驱动而提供的驱动力矩或驱动力矩的一部分。此外，运行电流的求得可用于在计算用于第二电机和内燃机的目标转矩时考虑电耦合、尤其是中间回路的范围内的其它影响。
目标转矩的计算尤其是可考虑车辆的至少一个另外的连接在电机上的电部件的能量要求。这样的电部件例如可以是空调设备、大灯、音频播放设备等。通常，能量要求因此是电负载的能量要求。但此外也可提出，电部件提供能量，例如安装在车辆顶棚上的太阳能电池、燃料电池等。在考虑所述能量要求的情况下于是可进行用于第二电机和内燃机的目标转矩的计算。如果内燃机仅仅与发电机工况中的第二电机耦合，则两个目标转矩在取值上相同。
根据本发明的另一个构型提出，为了补偿在调整过程期间的调节偏差而使用蓄电器，所述蓄电器连接到第一电机和第二电机。调节偏差可主要在调整过程期间产生，在所述调整过程中，调节装置将实际值调整到目标值或调整出干扰参量。尤其是蓄电器为此目的连接在中间回路上，在所述中间回路上也连接着用于第一和第二电机的相应的变换器。尤其是在调整或者说调出中，偏差例如可在电回路中产生，所述偏差导致所产生和所消耗的电能不平衡。为此目的可使用能量储存器，其方式是所述能量储存器可将电能的盈余部分临时储存或将电能的不足部分通过提供电能来补偿。由此，不仅调节特性根据本发明可得到改善而且调节的稳定性可进一步提高。能量储存器例如可通过蓄电池或通过电容器或者其组合构成。当然，能量储存器也可通过车辆电池构成。本发明允许蓄电器的容量相对于现有技术选择得非常小。在此，对蓄电器的设计有利的是，通过本发明可实现高的调节速度。临时储存的能量由此可非常小。
此外，根据本发明的另一个方面，所述计算可这样进行，使得蓄电器的容量最小。这允许将蓄电器构造得非常小且紧凑，由此，装配可简化并且成本可降低。优选为此目的提出，所述计算基于最佳调节来进行。由此可实现：可获得的能量差最小。相应地，蓄电器的容量可以小。
本发明的一个扩展构型提出，具有至少一个车轮的第二车桥借助于与第二电机耦合的内燃机来驱动。在该构型中，内燃机由此不仅被设置用于驱动在发电机工况中的第二电机，而且所述内燃机同时也用于为了驱动车辆通过第二车桥提供驱动力矩的一部分。相应地，用于驱动车辆的驱动力矩分配给第一电机和内燃机。在此，关于内燃机的目标转矩应考虑：作为内燃机的驱动力矩的份额的补充同时也应补充性地提供用于第二电机的相应转矩。调节在此情况下被相应匹配。
一个扩展构型提出，所述计算包括求得分派给第一电机的目标转矩，第一电机基于所分派的目标转矩被调节。该构型以驱动力矩到内燃机和第一电机的分配为出发点。按照分配比例，计算用于第一电机的目标转矩，所述目标转矩用于调节第一电机。由此可保证驱动力矩可靠且精确地分配给第一电机和内燃机。
另一个构型提出，第二电机仅仅在发电机工况中运行。由此不仅例如变换器在其投入方面可降低，而且可使用简化的电机作为专门设计用于发电机工况的第二电机。由此可节省成本。此外，根据本发明，调节总体上可降低，因为不必提供第二电机的电动机工况。由此总体上可进一步改善调节的可靠性。
根据一个扩展构型提出，机器参数包括第一电机、第二电机和/或内燃机的效率。考虑上述效率至少之一允许进一步改善调节的精度。尤其是调整过程和/或调节偏差可明显降低。当然也可设置其它参数用于考虑，例如机器的惯性矩、在燃料输送提高或者说降低时内燃机的反应速度和/或类似参数。
附图说明
其它优点和特征可由借助于附图对实施例进行的下述说明中得到。在附图中，相同的参考标号标记相同的特征和功能。附图中：
图1示出具有电驱动车桥的机动车驱动系统的、根据现有技术的控制的示意性流程图的视图，以及
图2示出车辆驱动系统的、根据本发明的控制的示意性流程图的视图。
具体实施方式
图1以示意性视图示出了车辆的驱动系统的根据现有技术的控制的示意性流程图，其中，驱动系统连同其控制装置用参考标号10来标记。车辆涉及通常的机动车，所述机动车在附图中未示出。车辆具有第一和第二车桥，所述第一和第二车桥分别在其端部上配备有车轮。图1中示出了踏板14，所述踏板在当前构造成脚踏板并且用于由驾驶员操作，以便预给定期望的驱动力矩。踏板14因此是机电式转换器，所述机电式转换器产生与使用者的操作相应的信号并且在驱动系统中提供该信号。该信号代表由车辆的驾驶员预给定的驱动力矩。所述驱动力矩MFW用参考标号16标记并且用于控制第一电机12，所述第一电机根据驱动力矩经调节地驱动车辆的第一车桥。
为了借助于第一电机12产生期望的驱动力矩，提供电流IEM18，所述电流在当前是中间回路的直流电流。中间回路由此提供用于通过电机12驱动的电能。另外，在中间回路上在参考标号20处连接着辅助负载，所述辅助负载在当前示例中是空调设备。空调设备本身在图1中未示出。但所述空调设备为了其符合规定的运行而需要电流INV22。这两个电流IEM18和INV22之和形成中间回路电流IZ24，所述中间回路电流应由发电机26提供。相应地，发电机需要驱动转矩MGEN28，所述驱动转矩以旋转能量的形式由内燃机30提供。按照发电机26的转矩要求给内燃机30供应燃料。
从图1中可看到，多个调节回路、即一个用于第一电机12的调节回路以及分别用于作为发电机运行的第二电机26和内燃机30的另外的调节回路以链路的方式彼此耦合。
如果由于使用者对踏板14的操作的变化或由于空调设备的电流要求的变化而发生驱动力矩的变化，则涉及第一和第二电机12、26的调节必须根据新的情况被调整。同时在第一和第二电机12、26之间由于对应的调节的独立性而产生调节振荡。相应情况适用于第二电机26与内燃机30的耦合。为了降低相应的振荡，通常设置大的时间常数，由此，基于踏板14操作的驱动转矩提供发生了相应的延迟。相应情况适用于辅助负载如空调设备对电能的要求的变化。因此导致车辆的行驶运行中的力矩波动。
图2以示意性视图示出了根据本发明的具有控制装置的驱动系统的流程图。机械结构相应于如针对图1描述的结构，因此作为补充参考针对图1描述的实施形式。相同参考标号也标记相同的功能和元件。
与图1不同，根据图2，设置有控制装置42，所述控制装置在当前以未进一步示出的计算单元的形式实现。图2中所示的结构元件因此表明控制装置42或者说相应的计算单元的功能。
也可看出，给第一电机12提供根据使用者对踏板14的踏板操作所预给定的驱动力矩MFW16，所述驱动力矩用于调节第一电机12。同时，驱动力矩MFW16提供给控制装置42，所述控制装置从所提供的驱动力矩MFW16出发借助于第一计算单元44计算第一电机12的电流IEM46，所述电流对于用于产生驱动力矩MFW16的符合规定的运行而言是所需的。
为此目的，第一计算单元44使用第一电机12的效率以及可能情况下所分派的变换器的效率。
然后，检测辅助负载如空调设备的电流消耗，如已针对图1所述，并且计算中间回路电流IZ24。所述中间回路电流由电流INV22和IFW46的总和构成。
然后在第二计算单元48中处理电流IZ24，其中，计算单元48计算用于作为发电机运行的第二电机26的目标转矩。目标转矩输送给第二电机或者说可能情况下相应的变换器，由此，可将第二电机调节到预给定的目标转矩。同时，将目标转矩在50处求负并且将值输送给用于内燃机30的未示出的调节单元。换向器用50标记。以此方式，第二电机26和内燃机30并行地调节到在取值上相同、但具有相反符号的目标转矩。
由此，总体上可实现非常快速的调节。同时，调节的易振荡的风险总体上降低，由此，调节时间常数也可降低。总体上得到特别快速的调节可能性，由此，可在很大程度上避免驾驶员可察觉的力矩变化。
上述实施例仅用于描述本发明，对于本发明而言不是限制性的。当然，权利要求和说明书的特征尤其是可以以几乎任意的方式相互组合，以便获得本发明的其它构型。此外，当然可通过相应的方法步骤实现装置特征，反之亦然。

Claims (13)

1.一种用于控制车辆的驱动系统(40)的方法，所述驱动系统至少包括具有至少一个车轮的第一车桥，由车辆的驾驶员预给定驱动力矩(16)并且借助于第一电机(12)根据所述驱动力矩(16)驱动第一车桥，与至少一个内燃机(30)耦合的第二电机(26)为了通过第一电机(12)驱动所述第一车桥而提供电能，其特征在于：在考虑驱动力矩(16)以及至少所述第二电机(26)的机器参数的情况下相应计算出分派给第二电机(26)和内燃机(30)的调节转矩或目标转矩(28)，相应地基于所分派的调节转矩来控制第二电机(26)和内燃机(30)、或者基于所分派的目标转矩(28)来调节第二电机和内燃机。
2.根据权利要求1的方法，其特征在于：所述计算包括求得第一电机(12)的运行电流，从而驱动力矩(16)至少部分地借助于第一电机(12)来提供。
3.根据权利要求1或2的方法，其特征在于：所述目标转矩(28)的计算考虑车辆的至少一个另外的连接在电机(12，26)上的电部件的能量要求(22)。
4.根据权利要求1至3任意之一的方法，其特征在于：为了补偿在调整过程期间的调节偏差而使用蓄电器，所述蓄电器连接到第一电机(12)和第二电机(26)。
5.根据权利要求4的方法，其特征在于：所述计算这样进行，使得所述蓄电器的容量最小。
6.根据权利要求1至5任意之一的方法，其特征在于：具有至少一个车轮的第二车桥借助于与第二电机(26)耦合的内燃机(30)来驱动。
7.根据权利要求6的方法，其特征在于：所述计算包括求得分派给第一电机(12)的目标转矩，基于所分派的目标转矩来调节第一电机(12)。
8.根据权利要求1至7任意之一的方法，其特征在于：第二电机(26)仅仅在发电机工况中运行。
9.根据权利要求1至8任意之一的方法，其特征在于：所述机器参数包括第一电机(12)、第二电机(26)和/或内燃机(30)的效率。
10.一种机动车，具有驱动系统(40)，所述驱动系统至少包括具有至少一个车轮的第一车桥、与第一车桥耦合的第一电机(12)、内燃机(30)和至少与所述内燃机(30)耦合的第二电机(26)，第二电机用于为了通过第一电机(12)驱动第一车桥而提供电能，其特征在于：设置有控制装置(42)，所述控制装置被设置用于实施根据上述权利要求任意之一的方法。
11.一种计算机程序产品，包括用于计算单元(42)的程序，当所述程序通过所述计算单元来实施时，所述计算机程序产品具有用于实施根据权利要求1至9任意之一的方法的步骤的程序的程序代码段。
12.根据权利要求11的计算机程序产品，其特征在于：所述计算机程序产品包括计算机可读取的媒介，所述程序代码段存储在所述媒介上。
13.根据权利要求11或12的计算机程序产品，其特征在于：所述程序可直接加载在所述计算单元(42)的内部存储器上。
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