RU2557686C1 - Coordinated control over hybrid vehicle electromechanical transmission - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to hybrid vehicles with electromechanical transmission. This method consists in exploiting the mode of maximum efficiency or that of the transmission maximum dynamic operation. In maximum efficiency mode, vehicle motion energy and energy recuperation efficiency in accumulator are defined. In maximum dynamic operation mode, threshold total electromagnetic moment of traction motors or vehicle control/motion parameters are defined. Additionally, energy stored in accumulators is defined to adjust the total power.

EFFECT: enhanced control performances.

9 cl, 1 dwg

Description

Technical field

The invention relates to hybrid vehicles (TS) with an electromechanical transmission (EMT), incorporating a primary energy source (IE), for example a motor generator (MG) powered by an internal combustion engine (ICE), generating a DC bus voltage (SHPT) ), a secondary energy source connected to the same bus, acting as an energy storage device (NE), obtained by deceleration (braking) of the vehicle and an additional energy source during acceleration (movement) of the vehicle, as well as controlled from the same bus traction electric motor (TED), forming the desired moment (traction and braking force) and the speed of rotation of the drive wheels (speed of the vehicle as a whole). Moreover, both sources and receivers of electricity in such a scheme can include more than one piece of equipment: ICE, MG, TED, etc. This scheme of traction equipment is called "sequential kinematic scheme" and is widely used in modern vehicles. The difference between hybrid TS and TS with a “pure” EMT is the presence of an additional energy source (storage), which gives additional opportunities for energy saving in such TS and introduces specificity in the management of their EMT.

In general, a set of traction and energy equipment (KTEO) for an electromechanical transmission (EMT) of a hybrid vehicle may include:

- primary energy sources (IE), which may consist of a combination of a heat engine (TD) (in particular, ICE) with MG - electrical machines mechanically connected directly or through a mechanical interface (gearbox, etc.) with the output shaft of the ICE , or from fuel cells (TE), and the main purpose of IE is the generation of electrical energy,

- IE controllers providing the required electric power and voltage at the IE output (in the case of TD and MG, controllers also provide the required torque, speed, TD and MG power);

- DC bus (SHT), with which the sources and consumers of electricity in the composition of the KTEO are electrically connected;

- a secondary source or energy storage device (NE), which is a constant voltage buffer source (storage device) (for example, an electrochemical storage device based on supercapacitors, a storage device based on batteries or a combination thereof, etc.), and in some cases NEs can include special devices or converters for interfacing the drive itself with the SHPT and controllers for controlling and monitoring NE elements;

- traction electric motors (TED) - electric machines that are mechanically connected directly or via transmission with propulsion devices or auxiliary mechanisms of the vehicle, the main purpose of which is to drive the propulsion devices (wheels, tracks, etc.) or auxiliary mechanisms of the vehicle,

- power converters (SP), electrically connected on one side with a ШПТ, and on the other hand, with IE (MG), NE and TED, the main purpose of which is to form the required electric power of each source and consumer of electric energy (electromagnetic moment MG and TED)

- controllers of power converters (KSP), the purpose of which is to control power converters in order to ensure the implementation of TED and MG of the required electromagnetic moment (speed, power),

- top-level controllers (HLC), the purpose of which is the coordinated management of all elements of KTEO to implement optimal and safe modes of its operation,

- systems and bodies of control, management, display and recording of information on the state of the KTEO for the driver (operator) and other maintenance personnel,

- auxiliary systems (working bodies driven from the power take-off shaft (PTO), power supplies, cooling systems, etc.).

The controllers listed above can be made in the form of separate electronic units or can be partially (completely) combined in a single electronic unit. Joint ventures can also be structurally combined. For example, all joint ventures can be part of the KTEO power electronics unit (TSB).

A set of electric drives, a primary source and energy storage and transmission, as an object of control, is a complex interconnected nonlinear dynamic system. In such a system, a number of restrictions on the controls and state variables must be fulfilled: limiting the supply voltages of the motors, currents, torques, rotational speeds, and the range of variation in the voltage of the SHPT. To control KTEO, it is necessary to develop special algorithms that ensure the autonomous operation of individual devices and ensure stable coordinated management of all KTEO devices, including the primary energy source.

The presence of a hybrid vehicle of electric energy storage as part of KTEO brings its specificity to the management of KTEO. On the one hand, NE makes it possible to exclude a rigid connection between the power generated by IE and the consumed TED. On the other hand, the NE can provide recovery of the mechanical energy of braking (deceleration) of the vehicle into electrical energy with its subsequent consumption to ensure acceleration (peak power consumption) of the vehicle. Energy recovery significantly improves the efficiency and environmental performance of the vehicle as a whole. But for its proper organization, specific control algorithms are needed for all KTEO devices, including primary (IE) and secondary (NE) sources of electricity.

State of the art

A known method of coordinated control of an electromechanical transmission of vehicles described in the application RU No. 2012124244/11 "Method of coordinated control of an electromechanical transmission of vehicles" (IPC B60L 15/00, published on December 20, 2013).

The method is intended for coordinated control of an electromechanical transmission of vehicles, including a heat engine, mechanically connected to a motor generator, which is connected via a controlled power converter to a DC bus connected through another controlled power converter to a traction motor. The method consists in preliminarily setting the minimum, maximum and nominal value of the DC bus voltage, the lower and upper limit of voltage regulation of the motor generator and the traction motor, the minimum and maximum value of the rotation speed of the traction motor, the lower and upper limit of regulation torque speed of the traction motor, the maximum allowable magnitude of the electromagnetic moment of the traction motor, minimum and maximum the total value of the rotational speed of the motor generator, the lower and upper limit of the torque control by the rotational speed of the motor generator, the maximum allowable electromagnetic moment of the motor generator, the stabilization range of the rotation speed of the heat engine. At each moment of time, the required magnitude of the electromagnetic moment of the traction motor is set, the required magnitude of the rotation speed of the heat engine. The rotation speed of the motor generator is measured and the rotation speed of the heat engine is determined. The voltage of the DC bus is measured, the rotation speed of the traction motor. The required value of the electromagnetic moment of the motor generator is determined by the deviation of the measured instantaneous voltage of the DC bus from its nominal value, if the determined value exceeds the specified maximum permissible value of the electromagnetic moment, the required value of the electromagnetic moment of the motor generator is set equal to the maximum permissible value of the electromagnetic moment and created using corresponding controlled power converters the electromagnetic moment of the motor generator.

The specified method is applicable to a hybrid vehicle. However, when using it in hybrid vehicles with an energy storage device, the following should be considered.

KTEO of a vehicle without an energy storage device differs from KTEO of a hybrid vehicle, first of all, with significantly different storage capacity in both cases. In the case of a “pure” EMT, the capacitance plays the role of a buffer and cannot serve as an independent energy source. In the case of a hybrid power plant, the drive is an independent energy source that can provide vehicle movement for a significant period of time. Therefore, in the case of a hybrid power plant, it becomes possible to store braking energy and use it subsequently for movement, which significantly increases the potential for fuel economy.

It also allows you to control the operation of ICE and MG without a rigid connection with the power required by the traction motor. Therefore, it is possible to stop the internal combustion engine or to transfer it to idle (for example, when stopping and starting to stop) or to periodically turn on the internal combustion engine-MG to recharge the drive in the most economical mode according to the speed of the internal combustion engine and the power output, followed by disconnecting and moving from the drive.

Also, in a hybrid power plant, a forced mode of operation is possible when the traction engine operates with increased power provided by the simultaneous operation of the generator and the drive (as a rule, the peak power of the traction engine is selected more than the power of the internal combustion engine precisely to ensure this possibility). In other words, the power of TED is no longer limited by the capabilities of ICE and MG to generate power, and the operation of ICE and MG is not determined and is not limited to the power consumed by TED. In this regard, some restrictions used in the application RU No. 2012124244/11 for driving EMT of non-hybrid vehicles should be excluded.

The prior art device for driving a subway car (JP 3924725 B2, publ. 07.10.2004, IPC B61C 3/2, B60L 11/18, B60L 11/8, B61C 5/0, B61C 17/6, B61C 9/24) designed for a car with a hybrid power plant with a drive based on a battery.

As part of this device, the controller controls the DC power generated by the DC power generation device, including a rectifier that receives energy from a power generator driven by a rotating internal combustion engine, an inverter capable of receiving and transmitting direct current, and an energy storage device, as well as a control device for each of of these devices and the electric motor of the traction drive of the car.

In the device, the DC power at the generator output, the power of the energy storage device and the power of the inverter (traction motor) is set based on the specified control parameters, the possibility of charging the drive at the current speed of the car, the amount of energy in the drive, and the control device controls the inverter depending on the difference between the real the degree of charge (SOC) of the drive and the required SOC. Moreover, among the control parameters, there are first and second reference levels of the degree of charge of the drive and a hysteresis characteristic designed to set ride control parameters. The drive can absorb braking energy, and the slowdown of the carriage causes the inverter to work in recovery mode, while the traction motor implements braking torque, and the drive receives regenerative braking energy from the inverter output.

When controlling the charge and discharge of the battery, the control system ensures the constancy of the sum of the kinetic energy of the movement of the car (changing depending on its speed and mass) and the energy stored in the battery. The sum of these energies is kept constant regardless of the speed of the car. When the speed of the car increases, the supply of its kinetic energy increases, which means that the potential of the battery charge during recovery increases. Therefore, the battery should be charged less when the car is moving than when the car is standing, otherwise the recuperated energy cannot be transferred to the battery when the car is braked. Thus, the required battery charge level changes along with the speed of the car, and the control system works so that the battery is charged to this required level before the diesel generator starts to work.

However, taking into account the battery life, it is desirable that it is charged and discharged in the narrowest range of capacity. Therefore, taking into account the experience of operating batteries, the inventors have chosen a range of 20-60% of full capacity.

The use of a hybrid circuit with an energy storage device allows the on-board consumers to be powered only from the battery when parked at the station, while the idling of the diesel engine is excluded. Driving a car from a station is carried out using only a battery charge, which reduces the noise and harmful emissions from diesel at the station. The diesel engine starts when the car reaches a speed of 25 km / h, is switched on only at a speed of 30 km / h, when the battery cannot provide further acceleration. When braking and coasting, the battery accumulates energy due to recovery, and at peak loads it gives off energy, increasing the developed traction force to ensure acceleration. The serial circuit eliminates the mechanical connection of the diesel engine with the wheels, so that the diesel speed is selected so that it always works in the field of maximum fuel efficiency. If the power generated by the diesel generator exceeds the power needed for traction, the excess is used to charge the battery.

The known method is intended for use with storage devices based on batteries. This necessitates limiting the degree of charge of the drive, which imposes restrictions on the operation of the heat and power plant and can lead to a significant decrease in the efficiency of recovery.

In the known method, turning on and off the internal combustion engine occurs at a certain speed. Thus, for an indirect assessment of the kinetic energy level, an indicator such as vehicle speed is used.

In the known method does not take into account the potential energy of the vehicle and the possibility of its recovery in the energy storage.

In addition, in contrast to the described control method, in the proposed method, in addition to recovering energy from the traction motor, energy recovery from the motor generator is also provided. In some cases, with a sufficiently large moment of inertia of the MG-ICE, this energy can be significant.

The prior art device and method for controlling energy in a vehicle with EMT (see US 2013138279 A1, publ. 05/30/2013, IPC G06F 7/00). The method relates to a hybrid power plant, which uses a combined NE, consisting of two drives. One of them is mainly a power storage device and is implemented on the basis of a battery or battery. The second is mainly an energy storage device and is implemented on the basis of the battery.

The method is aimed at optimizing the use of energy storage components in a vehicle and the main attention is paid to the distribution of power flows between them. In this method, the kinetic energy of the vehicle and the potential energy of the vehicle can be taken into account to control the charge of the energy storage device. The latter is taken into account depending on the speed and relative height or inclination of the vehicle path.

Described in the application US 2013138279 A1 device and method of energy management have several disadvantages.

Firstly, the system with two types of drives described in US 2013138279 A1 has advantages in a limited range of applications. It is good if the task is to drive with zero emissions over a considerable distance (for example, in the centers of large cities). To solve this problem, a drive with a high specific power is used. If there is no requirement for a significant power reserve with zero emissions, and the goal is to maximize fuel economy, a drive with a high specific energy is not needed, it only increases the cost and weight of vehicles with a hybrid power plant. In contrast to the known device and method, the proposed method is designed for the widest possible range of hybrid vehicles and can be used for a hybrid power plant that is optimal in each case.

Secondly, the known method US 2013138279 A1 does not take into account the recovery efficiency, which can lead to a significant error in assessing the possibilities of recovering the kinetic and potential energy into the storage rings. Therefore, the known method can lead to losses of energy that could be saved, given the efficiency

Thirdly, the known method US 2013138279 A1 does not specify the procedure for determining the kinetic energy, in particular, does not take into account the kinetic energy of the rotating masses, which can be recovered in the drives. It is proposed to take into account potential energy according to the current slope of the road or relative height (i.e. height relative to the selected zero point, for example, sea level). This can lead to large errors in determining the estimated kinetic and potential energy. Errors can also be caused by the fact that the slope of the road during braking can change significantly and even change sign. All this in some cases, this can lead to losses of energy recovery. In contrast, the proposed method takes into account all the components of the energy of movement of the vehicle. To assess the increment of potential energy in the proposed method takes into account the height difference between the location of the vehicle at the current time and at the time of stop, provided that the braking starts immediately. The path traveled in this case is set according to the experimental dependence of the vehicle braking distance on the initial speed during typical braking, and the height difference from the current point to the point of the expected stop is determined based on vehicle location data (GPS / GLONASS data) and / or route certification. This method of assessing potential energy provides the most accurate accounting of potential energy and eliminates the possibility of its loss during braking (deceleration) of the vehicle.

Fourthly, in the method of US 2013138279 A1 it is proposed to increase the voltage on the SHPT with an increase in the speed of rotation of the TED and reduce it with a decrease in the speed of rotation of the TED. This method of energy management in the EMT of a hybrid vehicle is fundamentally different from what we offer. Since with increasing TED revolutions (hence, with increasing TS speed), it is proposed to increase the voltage on the BWT (rather than reduce it) and vice versa, thereby reducing the possibility of recovering the kinetic energy of the TS into storage devices. The reduction in the recovery capacity is due to the fact that with an increase in the voltage of the BWT, the energy supply in the drives that are connected to the bus will also increase. An increase in the energy stored in the drives will lead to a decrease in the amount of energy that the drive can receive when braking the vehicle. In the proposed method, the exact opposite decision was made. The normal operation of the TED, depending on the voltage of the ШПТ, is ensured by the fact that restrictions are introduced on the power (moments) of energy sources and consumers (МГ and ТЭД) consumed from the ШПТ and transferred to the ШПТ only when the voltage of the ШПТ reaches the specified limit values.

The application of the known method (US 2013138279 A1) does not provide the maximum possible energy savings in vehicle traffic and, conversely, can lead to significant energy losses. Therefore, the known method is not satisfactory in terms of fuel economy and environmental performance of a hybrid vehicle, as well as its cost and operating costs.

Disclosure of invention

Thus, in the proposed method for coordinated control of the EMT of a hybrid vehicle, the vehicle’s driving energy is used, in particular, the kinetic energy, which substantially depends not only on the vehicle’s speed, but also on its mass, which can change, for example, during boarding and disembarking of passengers, loading and unloading, etc. Also, part of the kinetic energy is provided by the rotating masses on board the vehicle - the rotating parts of the internal combustion engine, transmission, etc. All these factors are not taken into account in the known methods, which can lead to large errors in assessing the level of kinetic energy and the possibilities of its recovery in the energy storage. The proposed method is based on taking into account precisely the energy of the vehicle’s movement, which means that it provides the maximum possible energy savings due to the recovery of the movement energy to the drive.

In addition, the claimed method provides for the possibility of accounting for potential energy. Its accounting allows you to more accurately control the charge of the drive and, in some cases, to avoid the loss of energy recovery due to premature charge of the drive even before stopping the vehicle or reducing traction at high speed due to excessive voltage reduction. The proposed method, unlike the known ones, provides for the use of a hybrid vehicle in a wide variety of KTEO configurations, including with a combined drive, with various types of energy sources that are fundamentally different from ICE-MG, for example, with fuel cells.

The proposed method is intended for both KTEO with a battery drive and supercapacitors, which do not require restrictions on the degree of charge. The charging current during recovery in the proposed method will be predominantly lower than the storage current limit of the drive. This makes it possible to maximize the use of energy recovery, without using the restrictions associated with the drive.

Moreover, in the proposed method, it is possible to improve the accuracy of the recovery by correcting the readings of the voltage sensors of the drive. The internal resistance of the drive and the parasitic resistance between the drive and the DC bus of KTEO are provided.

In the proposed method, it is possible to control the elements of KTEO without the obligatory (as in the known method) stopping the internal combustion engine at the stops of the vehicle. Such stops of the internal combustion engine at a high frequency reduce the resource of the internal combustion engine, increase the requirements for the capacity of the drive, and hence the price of the vehicle. Given the short time of stops and increased emissions at start-up, when using the known method, especially in fixed-route wheeled vehicles or in the city, it is possible to increase the total harmful emissions of ICE, leveling the effect of the use of a hybrid power plant.

The proposed method provides for speed correction, which allows you to expand the speed range of the vehicle. In this case, the speed range is divided into 2 zones - the zone of fully regenerative movement, in which all the braking energy is returned to the drive (minus losses) and the high speed zone, where this condition is not fulfilled. Moreover, the first zone is the mode of movement along the route in the city, where the speed does not exceed a certain border, and the second is auxiliary modes (driving, driving outside the city, etc.). The fuel economy that the recovery of braking energy could bring in such modes is not significant due to their rarity. In these modes, it is advisable not to limit the power of the energy source to ensure the possibility of recovery, but to provide the necessary high power at the output of the energy source of the KTEO (generator). Such a division in the method of controlling the EMT of a hybrid vehicle allows the use of a drive of lower capacity and to achieve better price / quality indicators.

Also, the proposed method provides a forced acceleration (“kickdown”) mode, in which due to a possible decrease in the recovery efficiency (only in case of braking immediately or soon after acceleration), the maximum acceleration (determined by the internal combustion engine power and energy storage in the drive) is provided if this requires traffic. This increases traffic safety.

The proposed method provides for the introduction of a number of restrictions on the power of energy sources and consumers (moments of electrical machines) depending on the DC bus voltage, rotation speeds of electrical machines. Such restrictions prevent the passage of the voltage of ШПТ, the rotational speeds of MG and TED beyond the permissible and rational limits.

Accordingly, the technical result of the proposed method is to expand the functionality of controlling an electromechanical transmission in all operating modes and optimal transmission control as a result of the transition / selection of a control mode when the vehicle is in motion, maximizing the efficiency of recovering vehicle traffic energy recovery. This, in turn, increases the energy efficiency of the hybrid power plant, improves fuel economy, improves the environmental performance of the hybrid vehicle, and ensures the safe and optimal operation of all EMT components.

, где C - емкость, а U₀ - напряжение, соответствующее полному зарядуThese technical results are achieved through the use of a method for coordinated control of an electromechanical transmission of a hybrid vehicle, which includes one or more energy sources, one or more energy storage devices, one or more traction electric motors and one or more electronic units that control the elements of the electromechanical transmission individually and / or transmission in general, the traction motors being connected to the DC bus through their power converters, and the sources and energy storage devices are connected to the DC bus directly or through their power converters, which consists in the fact that at each moment of time they realize the maximum economy mode or can realize the maximum dynamism mode of the transmission or the vehicle as a whole, and in the maximum economy mode they determine the energy vehicle traffic E _TC and the efficiency of energy recovery in drives η, while for drives made on the basis of newer supercapacitors determine the square of the voltage on the drive U ² equal to

where C is the capacitance and U ₀ is the voltage corresponding to the full charge

of the drive, and for drives that are not based on supercapacitors, determine the maximum energy of energy stores E ₀ , the energy stored in the drives at the current moment E, the energy E _Z that can currently be recovered into energy stores, from the expression E _Z = E ₀ -E, and the energy difference value ΔE of expression _{ΔE = E Z -η · E TC} , and in the mode of maximum dynamic can preset the threshold value M _zt1 total required electromagnetic torque traction motor or the parameter of movement / control vehicle, such as velocity or kinetic energy or degree of accelerator pedal depression, further comprising determining the energy stored in accumulators E required for this mode of not more than E _0, and may enter a maximum dynamic mode, if E-E 0 _1≤ or if the above specified threshold value is exceeded, or forced due to the impact on the vehicle controls, and to implement the above modes, the task of the total power P _zg generated by the source is regulated energy points so that the value of U ² , ΔE, or E ₁ -E, respectively, is zero or more than zero by some predetermined amount, and if the indicated value is less than zero, then set the total power P _zg equal to zero, then determine what is necessary for generating total power P _{zg the} number of energy sources and ensure their work, realizing the task of the total power generated by energy sources P _zg .

In one preferred embodiment of the method in a vehicle motion energy E _TC use the kinetic energy of the vehicle E _kinet.

In another preferred embodiment of the method, the sum of the E _kinet and the increment of the vehicle’s potential energy ΔE _potent between its current location and its full stop location, predicted under the assumption that braking will begin immediately, are used as the vehicle's energy E _TC .

In another preferred embodiment of the method, after the signal to start braking the vehicle, the stored kinetic energy of the rotating masses of the heat engines and the motor generators E _{kinet (b)} mechanically connected to them is _recovered to the DC bus, moreover, as the vehicle’s driving energy E _TC use the value determined from the expression:

where b is the index corresponding to the number of the motor generator,

a η _g is the total efficiency of energy recovery E _{kinet (b)} in energy storage,

however, one or more energy sources is a heat engine with one or more motor generators mechanically connected to it.

In another preferred embodiment of the method, after the signal to start braking the vehicle, the stored kinetic energy of the rotating masses of the heat engines and the E _{kinet (b)} motor-generators mechanically connected to them is converted into heat energy in the heat engines during compression braking, stopping the flow of fuel, or compensate for its release by reducing fuel consumption, gradually reducing the required rotation speed of the respective heat engines N _{zД (a)} , according to a predetermined the dependence of N _{zД (a)} from E _{kinet (b)} , while one or more energy sources are heat engines with one or more motor generators mechanically connected to it.

In another preferred variant of the method, the maximum value of the change in the task of the total power generated by the energy sources ΔP _{zg is} additionally set, and at each time moment after the determination of P _zg , the operation of the electromechanical transmission is ensured so that the task P _zg realized at the current moment of time changes in comparison with the same task defined at the previous moment in time, by no more than ΔP _zg .

In another preferred embodiment of the method, at least one energy storage device is an electric energy storage device, and at any given time, the current of at least one electrical energy storage device I _(e) and the impedance between the DC bus and this storage device Z _{(e) are} determined, and Further, as the current voltage of this energy storage device U _(e) , including when determining the energy of this storage device, a voltage value is used that is less than the current DC bus voltage U _d by I _(e) · Z _(e) , where e - and index corresponding to the energy storage number.

In another preferred embodiment of the method, the DC voltage limits and the limits of regulation of the power of the power sources and the moments of the traction motors according to the DC bus voltage are pre-set, the rotation speeds of each traction motor and the limits of its torque control according to the rotation speed, the maximum allowable value their electromagnetic moments, at each moment of time determine the rotation speed N _{t (c) of} each traction electric motor For DC bus voltage U _d , the required value of the total electromagnetic moment M _{zt (c) of the} traction motors is set, which is distributed among the traction motors, determining the required moment of each of them M _{zt (c)} , not exceeding its specified maximum allowable value, then determine the realizable value of the total electromagnetic moment M _{rt of the} traction electric motors equal to M _zt k1, distribute the M _rt among the traction electric motors, determine the realizable moment of each of them M _{rt (c)} , and create an electromagnetic the moment M _{t (c) of} each traction electric motor equal to M _{rt (c)} · k2 _(c) , determine the power of each traction electric motor P _{t (s)} equal to M _{rt (c)} · k2 _(c) · N _{t (c)} , and the value of the total power of the traction electric motors P _t , and after determining the task of the total power generated by the energy sources P _zg , determine the total power of all energy sources P _g equal to P _zg · k3, determine the number of energy sources necessary for its generation and provide them work, realizing power at each source of energy in the work P _{rg (b)} and

b is the index corresponding to the number of the energy source,

C is the index corresponding to the number of the traction motor,

k1 is the coefficient of limitation of the total moment of traction motors in U _d ,

k2 _(s) is the coefficient of limitation of the motor moment of each traction motor according to N _{t (c)} ,

k3 is the coefficient of limiting the total power of energy sources with respect to U _d , the values of the coefficients k1, k2 and k3 are in the interval [0, 1] and are selected depending on whether the corresponding device generates energy on the DC bus or consumes energy from the DC bus and from the values corresponding to each coefficient, lying inside or outside the specified ranges, limited by the minimum and maximum values and control limits corresponding to each coefficient by the limiting parameters, and changes e k1, k2 and k3 occurs in a monotonically increasing or monotonically decreasing function corresponding to a given coefficient of the value of the limiting parameter

зависимость полезного момента, который можно передать с данного теплового двигателя на приводимые от него мотор-генераторы, от требуемой

или фактической

скорости его вращения, причем, если задают зависимость

то дополнительно задают зависимость предельного полезного момента, который можно передать с данного теплового двигателя на приводимые от него мотор-генераторы, от фактической скорости его вращения

в каждый момент времени определяют скорость вращения N_g(b) каждого мотор-генератора и фактическую скорость вращения N_Д(а) каждого теплового двигателя, а после определения P_zg задают мощность, которую должен обеспечить каждый находящийся в работе мотор-генератор P_zg(_b), распределяют по тепловым двигателям требуемую величину суммарной мощности мотор-генераторов P_zg, задавая мощность, которую должен обеспечить каждый находящийся в работе тепловой двигатель Р_zД(а), по заданной для каждого теплового двигателя зависимости

или по определенным или заданным ранее параметрам или зависимостям параметров работы электромеханической трансмиссии транспортного средства определяют требуемую скорость его вращения N_zД(a) и реализуют ее, определяют по заданной для каждого теплового двигателя зависимости

или

или по определенным или заданным ранее параметрам или зависимостям параметров работы электромеханической трансмиссии транспортного средства суммарный электромагнитный момент M_zg(a), который должны обеспечить мотор-генераторы, приводимые от каждого а-то теплового двигателя, причем, если его определяют по зависимости

то дополнительно определяют предельный электромагнитный момент M_gпред(a), который могут обеспечить мотор-генераторы, приводимые от каждого α-го теплового двигателя, по заданной для каждого теплового двигателя зависимости

и если определенные M_zg(a) превышают M_gпред(a), то M_zg(a) задают равными M_gпред(a); далее определяют суммарный электромагнитный момент, который должны обеспечить все мотор-генераторы, входящие в электромеханическую трансмиссию

и реализуемую величину суммарного электромагнитного момента всех мотор-генераторов M_rg, равную M_zg·k3, и распределяют ее по мотор-генераторам, определяя реализуемый электромагнитный момент M_rg(b) каждого из них, и создают электромагнитный момент каждого мотор-генератора, равный M_rg(b)·k4_(b), причемIn another preferred embodiment of the method, in which at least one energy source or more is used, a heat engine is used, wherein one or more motor generators are mechanically connected to each heat engine, and in which the limit values of the DC bus voltage and the torque control boundary are preliminarily set generators for DC bus voltage, the limit values of the rotation speed of each motor generator and the limits of regulation of its moment according to the rotation speed, for each th heat engine set desired value dependent on the desired rotational speed of the power

dependence of the useful moment, which can be transferred from a given heat engine to the motor generators driven from it, on the required

or actual

its rotation speed, and if the dependence is set

then they additionally specify the dependence of the marginal useful moment, which can be transferred from a given heat engine to the motor generators driven from it, on the actual speed of its rotation

at each moment of time, the rotation speed N _{g (b) of} each motor generator and the actual rotation speed N _{D (a) of} each heat engine are determined, and after determining P _{zg, the} power that each motor generator P _zg in operation must provide ( _b) distribute the required value of the total power of the motor generators P _zg among the heat engines, setting the power that each heat engine R _{zD (a)} that is in operation must provide, according to the relation given for each heat engine

or by the parameters defined or previously defined or the parameters of the electromechanical transmission of a vehicle determine the required speed N _{zD (a)} and realize it, determine it according to the dependence set for each heat engine

or

or according to certain parameters or dependences of the operation parameters of the electromechanical transmission of the vehicle, the total electromagnetic moment M _{zg (a)} , which should be provided by motor generators driven by each heat engine, and if it is determined by the dependence

then they additionally determine the limiting electromagnetic moment M _{gpred (a)} , which can be provided by motor generators driven by each α-th heat engine, according to the dependence set for each heat engine

and if certain M _{zg (a)} exceed M _{g prev (a)} , then M _{zg (a) is} set equal to M _{g pred (a)} ; further determine the total electromagnetic moment, which should provide all the motor generators included in the electromechanical transmission

and the realized value of the total electromagnetic moment of all motor generators M _rg , equal to M _zg · k3, and distribute it among the motor generators, determining the realized electromagnetic moment M _{rg (b) of} each of them, and create an electromagnetic moment of each motor generator equal to M _{rg (b)} k4 _(b) , moreover

a is the index corresponding to the number of the heat engine,

b is the index corresponding to the number of the motor generator,

k3 is the coefficient of limitation of the total moment of motor generators by U _d ,

k4 _(b) - coefficient of limitation of the moment of each motor generator according to N _{g (b)} ,

the values of the coefficients k3 and k4 _(b) lie in the interval [0, 1] and are selected depending on whether the corresponding device generates energy on the DC bus or consumes energy from the DC bus and on the values corresponding to each coefficient lying inside or outside predetermined ranges, each coefficient by respective minimum and maximum values and the limits of adjustment of the limiting parameters, and changing k3 and k4 _(b) occurs in a monotonically increasing or monotonically decreasing Fu ktsii corresponding to this coefficient value limiting parameter.

Brief Description of the Drawings

Figure 1 presents an example of a hybrid vehicle, including a control system that implements the implementation of the steps of the claimed method.

The implementation of the invention

The method of coordinated control of the electromechanical transmission of a hybrid vehicle is illustrated by the example of a hybrid bus with alternating current EMT and a drive based on supercapacitors (rechargeable batteries) shown in Fig. 1.

For the convenience of further description of an example implementation of the invention, we introduce the following notation:

a is the index corresponding to the number of the heat engine (if the KTEO includes at least one TD),

b is the index corresponding to the number of the energy source (for example, a motor generator or fuel cell),

C is the index corresponding to the number of the traction motor,

e is the index corresponding to the number of energy storage,

i is the index corresponding to the number of the rotating transmission element, except for the rotating elements of electric power sources.

The bus, shown in figure 1, has a primary energy source, including an internal combustion engine 1 with a controller 2 controlling this engine and a motor generator 3 mechanically connected to the internal combustion engine shaft. In general, the proposed method is suitable for KTEO with any number of power sources, and they can be of different types. For example, it can be fuel cells, or a stationary power supply network that transfers electricity through a troll system or contact rail, etc.

In the example embodiment of FIG. 1, the internal combustion engine 1 directly drives an asynchronous MG 3. An internal combustion engine (MG) 4 speed sensor is mounted on the internal combustion engine and MG shaft, the signal of which N _g , corresponding to the internal combustion engine and MG rotational speed, allows to determine their actual speed rotation N _D = N _g . In general, gearboxes, gearboxes, etc. can be installed between the internal combustion engine and the MG. Then the sensor 4 will give the value of the rotation speed of one of the two (ICE or MG), and the rotation speed of the other can be obtained taking into account the gear ratio between the ICE and MG. Often an internal combustion engine has its own sensor, its signal is processed in the internal combustion engine controller, and the value of the rotation speed from the latter enters the HLC.

The motor generator 3 generates an alternating three-phase voltage to the input of the bus 5 of the power converter MG (rectifier) 6 located in the power electronics (TSB) unit.

The output of the rectifier 6 is connected via a DC bus 7 of the TSB to the inputs of the power converter TED (inverter) 8, also located in the TSB 5. A voltage sensor 9 is connected to the DC bus, which measures the instantaneous voltage value U _d on it.

An energy storage device 10 made on the basis of supercapacitors (SC) with integrated controllers is also connected to the ШПТ (Fig. 1 does not show SC controllers, the set of SC blocks is shown as a single block). The drive 10 in the General case can be made on the basis of other devices, for example, modern lithium-ion batteries (batteries) with integrated controllers (in figure 1, the battery controllers are not shown, the set of battery blocks is shown as a single unit). Sometimes SCs or batteries are not directly connected to the SHPT, but directly through a matching DC / DC converter (converter) or a coupler (special design choke, etc.). Such a connection may be necessary to increase the battery voltage to values convenient for the operation of electric machines as part of the KTEO, to coordinate the operation of the SK and the battery in a combined drive, or for other purposes. Figure 1 shows an example of connecting the battery to the BPC through the converter.

A traction asynchronous electric motor (TED) 11 is connected to the output of the inverter 8, which, through its gearbox 12 and differential 13, drives the rear axle 14 of the bus. A sensor for its rotation speed N _t 15 is installed on the same shaft with the engine 11. Thus, the described bus has a rear-wheel drive circuit with a motor axis.

The rotational speeds of electric machines KTEO (MG and TED) N _g and N _t can not only be measured directly, but also determined (adjusted) by the measured electrical parameters of the respective machines (for example, by measured instantaneous values of their phase currents and voltages) (see examples - Vinogradov AB: Vector control of AC electric drives. Textbook - Ivanovo: Ivanovo State Power Engineering University named after VI Lenin, 2008, 298 pp., P.234-244).

The required electromagnetic moment M _zt TED is set at each moment by the gas pedal 16 installed in the bus driver’s cabin, its value is transmitted through the amplifier 17 and analog-to-digital converter 18. In vehicles, the task of the traction moment (including the total electromagnetic moment of traction engines for KTEO with more than one TED) can also be determined by the upper level controller (HLC), which carries out coordinated control of all devices included in KTEO. The task M _zt can be formed by the HLC based on an analysis of the vehicle’s driving conditions, or by a special speed controller, etc.

The required speed of rotation of the internal combustion engine N _zD is set at each time point of the HLM 19. In general, in vehicles the speed of rotation of the internal combustion engine can be determined by the operating conditions of the working bodies driven by the heat engine, or by the maximum fuel efficiency of the heat engine, etc. In this case, the required speed of rotation of the internal combustion engine is determined by the software previously entered into the HLM 19 or into the internal combustion engine controller 3. The condition of the task is set in hardware within acceptable limits. The top-level controller that provides coordinated control of all elements of the KTEO can be created on the basis of a modern digital programmable controller (micro-computer). He controls the internal combustion engine by transmitting to his controller 3 the task of the desired speed of rotation N _zD . Setting the required speed can be implemented in the form of an analog signal, pulse width modulation signal, CAN signal, etc.

If a device that is fundamentally different from an internal combustion engine, such as a fuel cell, is used as an energy source, then such devices are also usually equipped with their own controllers, and the HLC can control such energy sources by setting the required output voltage, current or power. If the primary source of energy is a stationary network, there is no need to control it from the HLC 19, it is enough to determine its voltage at each moment in time.

KVU 19 also controls the MG and TED by transmitting power converters (KSP) 20 to the controller, located in TSB 5 along with power converters 6, 8 of the tasks created by the MG and TED of electromagnetic moments. In turn, the PCB converts these tasks into control signals (opening and closing) of the power keys of the rectifier 6 and inverter 8. If the energy storage 10 includes controllable power converters (see Fig. 1), they can also be controlled by a HCC.

In the driver's cab there is an information board 21, designed to display various data on the operation of the KTEO, information messages, warning the driver about violations in the operation of the KTEO.

In KVU 19 by means of a personal computer 22 previously entered and stored there is a series of data.

It:

- the maximum energy of each energy storage device is E _{0 (e)} (for electrochemical storage devices, this is the energy corresponding to their full charge, it is usually set by the manufacturers of storage elements, it can be specified depending on one or a number of parameters of the operation mode of the TEEC, the operating time of the NE, etc. .)

- the efficiency (efficiency) of energy recovery in the drives η, which in particular can take into account the experimentally or theoretically obtained energy efficiency η _{t (c) of} energy recovery from each TED on the BWT and the efficiency η _{(e) of the} charge of each NE from the BWT (these efficiency are introduced in the form of a constant or depending on one or a number of parameters of the operating mode of an element or a combination of elements of a thermoelectric thermoelectric module, for example, depending on the rotational speed of a TED N _{t (c)} , a voltage of a coupled voltage U _d , the temperature of a thermoelectric thermoelement (winding of a thermoelectric thermoelectric module, an electric module, etc. .), etc., vehicle traffic conditions, conv ovium environment, etc.),

в аналитическом или табличном виде (обычно задается производителями элементов НЭ, может уточняться в зависимости от одного или ряда параметров, таких как температура элементов НЭ, их ток и т.п.),- for each energy storage device, the dependence of the energy stored in it (or other current storage parameters, for example, the degree of charge SOC) on its current voltage

in analytical or tabular form (usually set by the manufacturers of NE elements, can be specified depending on one or a number of parameters, such as temperature of NE elements, their current, etc.),

- the moment of inertia of each rotating transmission element J _i (obtained from data from manufacturers of transmission elements or determined experimentally),

и

мощностей ИЭ и моментов ТЭД по напряжению ШПТ,- limiting values of U _dmin and U _{dmax of the} voltage of the ШПТ and regulation limits

and

capacities of IE and TED moments for the voltage of ШПТ,

и

его момента по скорости вращения,- limiting values of N _{tmin (c)} and N _{tmax (c)} of the rotation speed of each TED and the regulation boundary

and

its moment in rotation speed,

- the maximum allowable value M _{ztmax (c) of} their electromagnetic moments.

In principle, a device designed to store energy not in the form of chemical (like in batteries) or electric (like in capacitors) energy, but mechanical, hydraulic, pneumatic drives can also be used as a NE. Moreover, such drives must be equipped with a device for converting the stored energy into electrical energy. For example, modern flywheel energy storage devices (the so-called “super-flywheels”) are often equipped with an electric synchronous generator with permanent magnets on the same shaft as the flywheel. When energy is transferred, a rotating flywheel causes the generator to rotate, and the magnetic flux of permanent magnets causes the appearance of voltage (current) at the output of the generator. For such and similar drives, their developers (manufacturers) specify characteristics similar to the aforementioned characteristics of the battery and battery.

In the considered example of implementation of the invention, the efficiency η _{t of} energy recovery from the TED 11 to the SHPT 7 is introduced into the HEC 19. If the energy storage device 10 of the hybrid vehicle is based on supercapacitors, instead of the energy E ₀ corresponding to the full charge of the drive 10, the HEC 19 is introduced capacitance C of the drive 10, the voltage U ₀ corresponding to its full charge, and the efficiency η _e charge storage device 10 from the TFT 7. For more accurate work CVU capacitance C and voltage Uq accumulator 10 can be set depending on the operating parameters h Nosta, depending on the operating time, to allow for some degradation of the supercapacitor performance over time. Such dependencies are usually provided by manufacturers of storage elements (SC, battery).

Since when connected directly to SHPT 7, the dependence of the energy stored in the supercapacitor storage 10 on its current voltage (equal to U _d ) is a hard mathematical dependence of the form

then there is no need to introduce the dependencies E _(e) = ƒ (U _(e) ), SOC _(e) = f (U _(e) )), or the like, in the HLC. Such a need exists if the drive 10 is made on the basis of the battery, or combined, or if the SC is connected to the bus 7 not directly, but through a matching device (converter, etc.). In all these cases, these dependencies are usually specified by the manufacturers of NE elements or can be determined empirically.

In the event that at least one energy source consists of a combination of TD and MG, in KVU 19 previously entered:

и

по напряжению ШПТ для моментов МГ и ТЭД,- limiting values of U _dmin and U _{dmax of the} voltage of the ШПТ and regulation limits

and

by voltage of ШПТ for moments МГ and ТЭД,

и

его момента по скорости вращения,- limiting values of N _{gmin (b)} and N _{gmax (b)} of the rotation speed of each MG and the regulation boundary

and

its moment in rotation speed,

For each TD (ICE) in KVU 19 enter:

- the dependence of the required magnitude of the speed of rotation on the required power of the AP N _{zД (a)} = ƒ (P _{zД (a)} ),

- the dependence of the useful moment that can be transferred from this AP to the MGs brought from it on the required M _{zД (a)} = ƒ (N _{zД (a)} ) or the actual M _{zД (a)} = ƒ (N _{zД (a)} ) speed rotation of this AP.

Moreover, if the dependence M _{zД (a)} = ƒ (N _{zД (a)} ) is specified, then the dependence of the maximum useful moment, which can be transferred from the given heat engine to the MGs driven from it, on the actual speed of its rotation M _{gpred (a )} = ƒ (N _{Д (а)} ).

To ensure optimal control of KTEO, these characteristics are introduced optimal with respect to a certain criterion (fuel consumption, TD efficiency and / or total efficiency of TD and any elements of KTEO, or KTEO efficiency in general, combination of fuel consumption and efficiency, etc.)

The above dependences M _{zД (a)} = ƒ (N _{zД (a)} ), M _{zД (a)} = ƒ (N _{zД (a)} ) and N _{zД (a)} = ƒ (P _{zД (a)} ) are obtained on the basis of provided by manufacturers of APs or experimentally obtained multi-parameter characteristics, which reflect the dependence on the rotation speed of APs of this type of a number of its parameters: the internal combustion engine torque, full power and fuel consumption.

In KVU 19, a personal computer was preliminarily introduced by means of a personal computer 22 containing the algorithms described below for determining and distributing the energies and capacities of energy sources and storage devices, electromagnetic moments realized by motor generators and traction electric motors, and limiting the operation parameters of electric machines as part of KTEO.

Algorithms for the implementation of restrictions on the parameters of the MG and TED are described in detail in the application RU No. 2012124244/11. Therefore, in the present description, the effect of these restrictions will be described briefly with reference to the specified application, and attention will be paid to differences in the algorithms for the operation of the restrictions and distribution of electromagnetic moments realized by the MG and TED caused by the peculiarities of the operation of the KTEO of hybrid vehicles, namely the presence of energy storage devices.

In the general case, the constraints are fulfilled due to the fact that adjustable parameters are realized (IE capacities, MG electromagnetic moments and TED) equal to the required values (powers, moments) multiplied by the corresponding constraint coefficients k1, k2 _(c) , k3 and k4 _{(b )}

The following restriction factors are used:

k1 is the coefficient of limitation of the total moment of traction motors in U _d ,

k2 _(c) is the coefficient of limitation of the motor moment of each traction motor according to N _{t (c)} ,

k3 is the coefficient of limitation of the total power of energy sources (total moment of motor generators) by U _d ,

k4 _(b) is the coefficient of limitation of the moment of each motor generator according to N _{g (b)} .

The values of the above restriction coefficients lie in the interval [0, 1] and are selected depending on whether the corresponding device generates energy on the BWT or consumes energy from the BWT and depending on the values corresponding to each coefficient (respectively U _d , N _{t (c)} , U _d and N _{g (b)} . The values of the coefficients are selected depending on whether these values lie inside or outside the specified ranges limited by the minimum and maximum values and limits of regulation corresponding to each coefficient by restricting parameters, and the coefficients change in a monotonically increasing or monotonically decreasing function of the value of the limiting parameter corresponding to a given coefficient.

As a result, if the restriction coefficient takes a zero value, the realized power (moment) will be zero. If the coefficient takes the value 1, no restriction is introduced; power (torque) equal to the required one is realized. If the restriction coefficient takes a value between 0 and 1, the power (moment) less than the required ones is realized.

If KTEO vehicle includes a single TED, the CVU 19 at each time based on the inputted pre coefficients η _{t (c)} is obtained the corresponding cumulative recovery rate η _t of TED on all TFT. Such a total recovery efficiency can be determined, for example, in proportion to the contribution of the power of each traction motor P _{t (c)} to their total power P _t from the expression:

Moreover, in the simplest case, the values of the recovery efficiency can be assumed constant (according to the results of experiments with typical braking), and for a more accurate determination of the recovery efficiency, an approximation can be used from the experimentally obtained dependence of the efficiency on the characteristics of the vehicle motion (speed at the time of the start of braking, vehicle mass , the degree of depressing the brake pedal, etc.).

In KVU 19 at each moment of time received measured and certain values:

- DC bus voltage U _d from the sensor 9,

- the rotation speed of each traction motor N _{t (c)} (in this example, the speed N _t from the sensor 15).

Also, in KVU 19 at each moment of time, the measured value of the current of the energy storage device (storage elements) I _(e) from the corresponding sensors can be received.

Further, in the general case, the current voltage of each energy storage device U _(e) and / or other parameters are determined, for example, the degree of charge of the storage device SOC _(e) , which makes it possible to uniquely determine the energy E _(e) stored in each storage device. Methods for determining such parameters are usually indicated by the manufacturers of drive elements. In particular, for a battery, the degree of charge SOC or the current stored energy E _(e) is determined depending on the temperature, voltage and current (current integral over a certain period of time) of each battery cell (block). The total energy stored in the NE is determined:

E = ΣE (e).

Similarly to the total recovery efficiency from all TEDs on the BWT η _t , at each moment, you can get the total recovery efficiency from the BWT to the drives η _e : for example, in proportion to the contribution of the energy of each drive E _(e) to their total energy E (total stored energy):

As indicated above, in this example implementation of the invention, the energy of the supercapacitor storage device can be uniquely determined by the known value of U _d .

If KTEO includes at least one heat engine and / or motor generator as a source of electricity, then at KVU 19 at each moment of time measured and certain values of the rotation speed of each motor generator N _{g (b)} are received, which is directly proportional to the rotation speed the corresponding AP N _{D (a)} (in this example, the speed N _g from the sensor 4),

In KVU 19, at each moment of time, the mass of the vehicle M and its speed V are determined. The speed of the bus V is determined directly by the readings of standard speed sensors, which are usually installed on the front (slave) bridge. The speed V can also be determined indirectly by the readings of the sensor 15 of the rotational speed N _t TED 11, knowing the parameters of the gearbox 12, differential 13 and rear axle 14 (including wheels) of the bus. Mass M can be determined with sufficient accuracy by the readings of pressure sensors in the air suspension of the axles of the vehicle. For a bus, the mass can be considered constant between stops on the route of its movement. Thus, it is enough to read the mass value M at the speed close to or equal to zero (F = 0) in KVU 19 and take the read mass value constant at each moment of time until the next moment when the bus speed turns out to be zero.

Also in KVU 19 at each moment of time determine the frequency of rotation of each rotating transmission element ω _i . In addition to the already determined speeds of the transmission elements (TED 11 with its shaft and gearbox 12 with its shaft), it is possible to know the value of N _t and the factory parameters of the transmission to determine ω _i for its other elements (differential 13, rear axle 14, etc.).

Knowing the above parameters of the vehicle’s movement, at each moment of time, you can determine the kinetic energy of its movement from the expression:

It should be noted that changes in kinetic energy depend on the inclination of the roadway and other factors: wind speed and direction, road temperature, etc.

Further, in the HCC 19 in the General case, determine the energy E _{Z (e)} , which at the moment can be taken by each energy store in the charge process, from the expression:

E _{Z (e)} = E _{0 (e)} -E _(e) ,

where E ₀ (e) is the energy corresponding to the full charge of the e-th drive,

E _(e) is the energy corresponding to the current (actual) charge of the e-th drive.

Determine the total energy E _Z , which at the moment can be recovered in energy storage, from the expression

E _Z = E ₀ -E

or

E _Z = ΣE _{Z (e)} .

KVU 19 receives instantaneous values of the required total electromagnetic moment of the TED M _zt specified by the vehicle driver. In the event that the TED is not one, the value M _zt specified by the driver is distributed in the KVU 19 along the traction motors, i.e. HLC determines the required moment of each of the traction electric motors M _{zt (c)} , in accordance with the algorithm introduced into it by means of a personal computer 22. When distributing the CVC of the task M _{zt (c)} among traction electric motors, for each of them it is limited to the CVC at a level not exceeding its specified maximum allowable value M _{zt (c)} ≤M _{ztmax (c)} , which is determined based on the physical limitations of the traction drive (TEDs themselves, reducers, differentials, etc.).

Further, in the KVU 19 in the general case, the realized value of the total electromagnetic moment M _{rt of the} traction motors is determined, limited depending on the voltage of the ШПТ. The mechanism of action of this restriction is described in detail in the application RU No. 2012124244/11 (the first restriction). The purpose of introducing this restriction is to prevent U _d going beyond certain boundaries of the operating range, which ensures the efficient and safe operation of electric machines and other elements of KTEO.

After determining the total moment of the TED M _rt, it is distributed among the traction electric motors, determining the realized moment of each of them M _{rt (c)} .

As a result, at each moment of time, the electromagnetic moment of each traction electric motor is created, limited depending on the corresponding instantaneous rotation speed N _{t (c) of} each TED. The mechanism of action of this restriction is also described in detail in the application RU No. 2012124244/11 (second restriction).

The purpose of the restriction is to prevent the speed of rotation of the TED beyond certain boundaries of the operating range, which is necessary to ensure the safety of the TED (according to the conditions of its mechanical strength and the strength of transmission elements mechanically connected to it).

In the considered example, after receiving the traction moment M _zt specified by the driver and restricting it to the level M _ztmax , the moment M _{zt is} successively subjected (if necessary) to the restrictions on U _d and N _t .

When controlling the TEEC of a hybrid vehicle, it should be taken into account that between the rotational speed of the AP (or the power generated by the primary energy source in a more general case) on the one hand, and the traction power of the vehicle (which is characterized by the moment M _zt ), on the other hand, there is no direct relationship. This is due to the presence in the hybrid vehicle of a secondary energy source - drive 10, which provides peaks of power consumption in the traction mode of the KTEO and absorbs excess power in the braking mode. Therefore, there is no need for a strict limitation of the operation of energy sources by the power (moment) of TED, which is advisable to use in vehicles with a "clean" EMT (without a drive).

Following the determination of the moment M _{t (c)} realized by each TED traction electric motor after restrictions, at each moment of time, the power P _{t (c) of} each TED is determined from the expression

and the value of the total power P _{t of} traction motors:

The method for coordinated control of the electromechanical transmission of a hybrid vehicle is based on the fact that the main source of savings is the recovery and conservation of vehicle energy in the drive, in particular, the recovery of the kinetic energy of vehicle movement and the kinetic energy of the rotating masses of the transmission.

Hence the condition - at the beginning of braking at an arbitrary moment in time, the energy received during the recovery should not recharge the energy store. Only then there will be no energy loss. Therefore, the driving energy E _{TC of the} hybrid vehicle (in particular, the kinetic energy E _kinet ), which is the source of charge of the drive, should not exceed the energy E _Z that the drive can take at the moment, taking into account energy losses during recovery.

On the other hand, lowering the drive voltage below a certain rational boundary (accordingly, raising E _Z above the level of E _{kinet is} most often impractical, since this does not give tangible advantages, but reduces the energy reserve, which can be demanded if intensive vehicle acceleration is required. In addition , lowering the voltage of ШПТ 7 below a certain level (correspondingly, increasing E _Z ) can lower the realized moments of TED 11 and MG 3. Thus, the condition for optimal operation of KTEO will be:

E _TC = E _Z

or

E _kinet = E _Z.

In some cases, it is also advisable to set some “reserve” of energy of the drive Δ, i.e. keep the drive slightly uncharged (have E _Z = E _kinet + Δ). This allows full recovery of braking energy to the drive even in the case of a sharp increase in kinetic energy, for example, at atypical (sharp) braking.

The above condition is implemented as follows.

In KVU 19, in the general case, the difference between the previously obtained energy of the vehicle (bus) movement E _TC and energy E _Z , which at the given time is able to be taken by the drive 10 in the case of recovery when it slows down (braking), multiplied by the efficiency η of energy recovery in drives:

For KTEO with NE consisting of several elements

where the first term corresponds to the total energy that the drive from more than one element can take, and the second term corresponds to the kinetic energy of the vehicle’s movement, taking into account the energy recovery efficiency in each drive and the recovery efficiency from TED 11 to BWT 7.

Inside the KVU 19, the software implements the controller of the total power generated by the energy sources P _zg , the input of which contains the specified difference, and the output of this controller receives the value P _zg , and if the specified difference takes negative values, then set P _zg to zero, which corresponds to idle or disconnected state of KTEO electricity sources.

The latter can be realized, for example, if the primary energy source in KTEC is a motor generator and ICE mechanically interconnected with a start-stop system, which stops the fuel supply to the ICE cylinders by command of controller 2, if that in turn receives from KVU 19 the task N _zД corresponding to idling (zero required power P _zg obtained at the output of the described controller). At the same time, an algorithm for determining an additional discrete parameter (with a value of “1-0”, respectively, “start-stop”) must be implemented in the HLC, which is fed to the input of the ICE controller 2. An algorithm for determining this can be implemented in the controller 2 or in the HLC 19 parameter excluding excessively frequent starts and stops of the internal combustion engine, for example, an algorithm with hysteresis in P _zg .

This regulator of the total power of energy sources P _zg can in the simplest case be made proportional (P-regulator) or proportional-integral (PI-regulator), but it can also be more complex (relay, servo, etc.). The specified controller can be made in hardware as a separate structural unit (controller, etc.).

Having received the value of P _zg , in KVU 19 determine the realizable value of the total power of all energy sources P _rg , limited depending on the voltage of the SHPT. The mechanism of action of this limitation is described in detail in the application RU No. 2012124244/11, where the limitation of P _{zg is} carried out by limiting the moment MG (first limitation). The purpose of introducing this restriction is to prevent the release of U _d beyond the boundaries of the operating range.

Next, determine the number of energy sources necessary for generating P _rg and ensure their operation. In this example, the operation of the energy source is ensured by sending from the HLC to the internal combustion engine controller 2 tasks N _zD , and on the PCB 20 to set the corresponding moment M _g , which is realized by MG 3. In general, it is possible to send the task to the controller of an electric power source (for example, a fuel cell) by output power or voltage. As a result, the power P _{rg (b)} is realized by each energy source in operation, and

In the considered example, where the drive 10 is made on the basis of the SK unit directly connected to the SHPT 7, the controller may have a slightly different look. In this case, the input of the PI controller of the total power of the energy sources P _zg can be fed not the difference of the kinetic energy of the vehicle’s movement and the energy that the drive can take at a given time, but the voltage of the supercapacitor drive U, which must be implemented on the drive (in fact, on ШПТ), so that at the start of braking (deceleration) of the bus, all of its kinetic energy can be recovered in the drive, which will eventually be charged to a voltage of U ₀ .

The square U is:

or

The second term of the difference corresponds to the possibility of recovering the kinetic energy of the vehicle (bus) to the drive.

Moreover, if this difference is less than zero, then set the total power generated by the energy sources P _zg equal to zero, and otherwise determine the required value of the drive voltage from the expression:

or

Next, U is fed to the input of the controller of the total power of the energy sources P _zg and receive at the output of this controller the value of P _zg , which is then realized by means of a HCC 19, KSP 20 and controller 2, taking into account the voltage limit of the ШПТ.

If the composition of the KTEO includes TD, then in KVU 19 determine the required rotation speed N _{zD (a) of} each of them and implements it.

Further, in the HLC, according to the dependence M _{zg (a)} = ƒ (N _{zД (a)} ) or M _{zg (a)} = ƒ (N _{Д (a)} ) defined for each AP, the total electromagnetic moment M _{zД (a) is} determined, which should provide motor generators driven by each AP. Moreover, if M _{zД (a)} is determined depending on the required speed M _{zД (a)} = ƒ (N _{zД (a)} ), then the limiting electromagnetic moment M _{gpred (a)} , which can be provided by motor generators driven by of each AP according to a given dependence M _{gpred (a)} = ƒ (N _{D (a)} ) and limit the total moment provided by MG given from each TD M _{zD (a) to the} value of a certain limiting moment M _{gpred (a)} .

From the values of the total electromagnetic moments M _{zg (a)} MG given by each ICE, determine the total electromagnetic moment, which should provide all MG included in the TEEC M _zg = ΣM _{zg (a)} .

In the _present exemplary embodiment, P _zt , P _zg , N _zD , M _gpred and M _{zg are determined} .

For KTEO, in which there is more than one motor generator, in KVU 19 determine the real value of the total electromagnetic moment of all motor generators M _rg , limiting the value of M _zg depending on the voltage of the ШПТ (the first limitation in application RU No. 2012124244/11). Then, the value of the total electromagnetic moment of all MG M _{rg is} distributed among the motor generators, determining the realized moment M _{rg (b) of} each of them, and the electromagnetic moment M _{g (b) of} each MG is created, limited depending on the corresponding instantaneous rotation speed N _{rg ( b)} each MG. The mechanism of action of this restriction is also described in detail in the specified application (third restriction). The purpose of this restriction is to prevent the MG rotation speed from exceeding certain boundaries of the operating range, which is necessary to ensure the safety of the MG operation (under the conditions of its mechanical strength and associated elements of KTEO).

The signals proportional to the moments of the TED 11 M _t and MG 3 M _g defined in the KVU 19 are fed to the input of the KSP 20, which controls the rectifier 6 and the inverter 8 in such a way that the motor-generator 3 and the traction electric motor 11 of the KTEO realize electromagnetic moments equal respectively to M _t and M _g (an example of the realization of a given moment is AB Vinogradov: Vector control of AC electric drives. Study Guide - Ivanovo: Ivanovo State Power Engineering University named after VI Lenin, 2008, 298 S., p. 196-206).

To improve the accuracy of the described method for coordinated EMT control of hybrid vehicles, it can be adjusted for the resistance present between the energy storage device 10 and the DC bus 7. In general, this can be the total (active-reactive) resistance Z _(e) between the DC bus and at least one of the elements of the drive 10. It can include parasitic resistance of buses (wires), the internal resistance of the matching device (converter, inductor, etc.) between the element n storage ring 10 and 7 and TFT al., and in some instances may be considerable.

In the simplest case, the direct connection of the supercapacitor drive to the bayonet, as in figure 1, this is the internal resistance of the drive. Its value is set by manufacturers of SK.

In order to improve the accuracy of the described method, a drive current sensor I _(e) 23 can be installed on the branch from ШПТ to НЭ, the data from which are transmitted to the HLC 19. The sensor 23 can also be used for protective functions.

In KVU 19 pre-enter the impedance between the BWT and the energy storage Z _(e) . This resistance can also be evaluated during the operation of the method of controlling EMT of a hybrid vehicle (the method of its assessment is not included in the subject of this application). The resistance between the BBT and the NE can be calculated from the instantaneous values of the drive current I _(e) and the voltage across the SHT U _d using the methods indicated by the manufacturers of the NE. At each moment of time, the current of the indicated storage device I _{(e) is} measured, and then in the method, as a current voltage of this energy storage device U _(e) , a voltage value smaller than a certain U _d by an amount of I _(e) · Z _{(e) is used} .

The use of the drive voltage U _(e) adjusted in such a way provides an increase in the efficiency of the KTEO.

Moreover, in the aforementioned limitations of capacities (moments), MG and TED operate on an unadjusted voltage U _d , because the electrochemistry of storage devices is usually complex, and for reliable protection against overcharging storage devices it is more expedient to ensure the operation of protective algorithms at a higher (uncorrected) value of U _d .

To ensure a smooth change in the power of energy sources and the parameters of the TEEC in general, in the described method for coordinated control of EMT of hybrid vehicles, the output of the above controller of the total power of energy sources P _zg can be limited by the rate of change of power. In the case of heat engines, this ensures a smooth change in their speed and load, which contributes to their optimal operation, lower emissions and increased fuel efficiency.

, причем если

(темп изменения P_rg в пределах нормы), то реализуют определенную на текущий момент мощность P_rg. Если же

(темп изменения P_rg выше нормы), то в данный момент времени реализуют величину суммарной мощности всех источников энергии, равнуюFor this purpose, the maximum value of the change in the realized power of all energy sources ΔP _{rg is} preliminarily introduced into the HLC 19. At each point in time after determining the realized value of the total power of all energy sources P _rg , compare it with the value realized at the previous moment in time

, and if

(the rate of change of P _rg is within the normal range), then the currently determined power P _{rg is} realized. If

(the rate of change of P _{rg is} higher than normal), then at a given time, the value of the total power of all energy sources equal to

при

(потребность в мощности ИЭ слишком быстро растет),

at

(the demand for IE power is growing too fast),

or equal

при

(потребность в мощности ИЭ слишком быстро падает). После этого запоминают фактически реализованную величину P_rg, которую в следующий момент времени используют как

.

at

(The demand for IE power drops too quickly). After that, the actually realized value of P _rg , which at the next time moment is used as

.

In the implementation of the method of coordinated control of the electromechanical transmission of hybrid vehicles, if the TEEC includes TD and MG having rotating parts, the presence of the kinetic energy of their rotating parts can also be taken into account. It should be borne in mind that the rotational energy stored in the MG and TD during their braking can:

- spent on compression braking TD,

- in the event that the task of power (revolutions) on the AP decreases gradually, partially offset by a decrease in fuel consumption in the process of this decrease,

- be recovered to the drive using MG.

The latter method involves the refinement of the basic method. For this, it is necessary to additionally calculate the kinetic energy of these rotating masses and add it to the kinetic energy E _kinet defined in the above method, taking into account the efficiency of MG recovery (and not TED, as in the case of recovery "on wheels").

Thus, in the method for coordinated control of EMT of hybrid vehicles, the thermoelectric thermoelectric thermometer of which includes at least one TD and MG after issuing a signal to start braking of the vehicle, the stored kinetic energy of the rotating masses of the E _{kinet (a)} heat engines and E _generators mechanically connected to them _{kinet (b)} :

- convert into thermal energy in TD 1 during compression braking, stopping the supply of fuel to them (if this is possible in the TD 2 controller),

- either compensate for its release by reducing fuel consumption, gradually reducing the required rotation speed of the corresponding AP N _{zD (a)} , according to a predetermined dependence of N _{zD (a) from} E _{kinet (a)} and / or E _{kinet (b)}

- either provide its recovery on the DC bus 7.

Moreover, in the latter case, the efficiency coefficient η _{g (b) of} energy recovery from each MG to the SHPT and the moment of inertia of the rotating parts of the AP J _(a) and MG J _(b) are preliminarily introduced in the HLC 19. The corresponding efficiencies can be determined empirically or given in the form of a constant (characteristics, tables, etc.), and the moments of inertia are usually given by manufacturers of TD and MG.

In the latter embodiment, for the recovery of the kinetic energy of the rotating masses of the APs and MGs into the storage ring, at each instant of time, the rotation frequency of each rotating APs ω _(a) and MGs ω _(b) mechanically connected to it is determined. Based on the efficiency η _{g (b)} , the corresponding aggregate coefficient η _{g is} obtained (for example, in proportion to the contribution of the power of each MG to their total power, see a similar example for TED above).

After issuing a signal to start braking the vehicle, the kinetic energy of the rotating TD and the MG mechanically connected to them is determined from the expression:

Then determine the difference

This difference is fed to the input of the controller of the total power generated by the energy sources P _zg and receive at the output of this controller the value of P _zg , and if the specified difference takes negative values, then set P _zg to zero.

Since the capacity (energy intensity) of the energy storage device in hybrid vehicles is usually chosen as a compromise between the stored energy and the cost, the capacity cannot be selected large enough to ensure the recovery of braking energy for the entire speed range without unduly reducing the voltage across the storage device (which is ensured by the low voltage limit U _d ).

по напряжению ШПТ моментов (мощностей) источников энергии (МГ) и ТЭД следует максимально снизить. При этом их нужно снижать так, чтобы при скорости, на которой реализуются эти напряжения, еще не происходили ограничения мощности МГ и ТЭД из-за нехватки напряжения. Однако это означает, что даже при поддержании такого постоянного напряжения на ШПТ, при дальнейшем росте скорости движения наступит ограничение мощности ТЭД из-за недостаточного напряжения.In order to maximize the range of vehicle speeds at which complete recovery of kinetic energy to the drive is possible, the lower limits of regulation

by the voltage of the ШПТ moments (capacities) of energy sources (MG) and TED should be minimized. Moreover, they must be reduced so that at the speed at which these voltages are realized, MG and TED power limitations do not yet occur due to a lack of voltage. However, this means that even when maintaining such a constant voltage on the BWT, with a further increase in the speed of movement, the power of the TED will be limited due to insufficient voltage.

To eliminate this problem in the algorithm, it can be assumed that the vehicle moves along a route with a limited speed and within a specified speed range, when the voltage of the split wire does not decrease below the limit (minimum) value U _dmin , and a higher speed is required only for auxiliary drives of the vehicle out of the route. Such assumptions are quite correct for route vehicles, such as a bus.

The mentioned higher speed on the stages requires, first of all, good dynamics, and fuel economy fades into the background.

To implement high dynamics of the vehicle, the method of coordinated control of EMT of a hybrid vehicle can be modified as follows.

In the modified method of coordinated control of EMT of a hybrid vehicle with speed correction in the simplest case (the drive is based on an SC and is directly connected to a ШПТ) some threshold speed of the vehicle V ₁ can be set. For example, for the bus in the example implementation of the invention can set V ₁ = 50-60 km / h.

When the threshold speed V _{1 is set} , in the modified method with high-speed correction, the required voltage on the drive is linearly raised from the voltage determined for speed V ₁ from the expression

to some given U _Vmax , and this maximum possible voltage corresponds to the condition: U _V1 <U _Vmax ≤U ₀ .

Next, U _{Vmax is} fed to the input of the controller of the total power of the energy sources P _zg and receive at the output of this regulator the value of P _zg , which is then realized by means of a HCC 19, KSP 20 and controller 2.

Moreover, in the “dynamics” mode (when the threshold value V _{1 is} exceeded), the method will constantly maintain the set voltage on the SHPT sufficient for the MG and TED to operate at maximum power at the current speed (for example, the maximum voltage on the drive U _Vmax ), which will maximize the use of drive capacity for dynamic driving (due to the rejection of recovery).

The voltage on the SHPT can be maintained also slightly less than U _Vmax , then a certain reserve of unrefined energy of recovery is stored in the drive, which reduces the likelihood of loss of kinetic energy due to overcharging of the drive that can occur during vehicle braking. On the other hand, working with a voltage lower than U _Vmax eliminates the possibility of using the maximum energy of the drive during accelerated acceleration in the case when the MG has less power than the TED and, therefore, the help of the drive is required. Thus, the choice of the voltage on the SHPT necessary for this type of vehicle is determined by the characteristics and typical operating modes of the vehicle.

In the general case (a combined storage device, based on batteries, etc.), in a modified method with high-speed correction, the dependence of the energy stored in it E _(e) on a certain parameter, which makes it possible to uniquely determine the energy stored in the storage, is preliminarily determined for each energy storage device. As this parameter, the DC bus voltage U _d and / or other parameters, for example, the degree of charge of the drive SOC _{(e), can be used} .

At each moment in time, in a method with correction, the parameter value necessary to ensure the required EMT operating modes is determined, which makes it possible to uniquely determine the energy stored in the drive, from which the total energy of the drives E ₁ necessary for this is determined.

If the condition Е-Е ₁ ≤0 is fulfilled (the current total NE energy is less than or equal to the energy required to implement the EMT “dynamics” mode), the input power regulator IE P _{zg is} fed to the input of the energy regulator instead of the energy difference E _Z -η · E _TC (in the described method without correction) the energy difference E ₁ -E.

The output of this regulator is the value of P _zg . Moreover, the specified regulator may be different from the regulator used in the above method.

The transition to the “dynamics” mode can also be performed by force due to the impact on the vehicle's controls. Switching the driving mode of the vehicle “economy” - “dynamics” can be performed, for example, by a switch on the driver’s control panel.

At the same time, in the “dynamics” mode, the modified method will constantly support the maximum possible voltage U _Vmax (or voltage sufficient for MG and TED operation) (the maximum total power generated by the energy sources P _zg ) on the _ШПТ , which will allow using the energy of the drive for dynamic driving due to the rejection of the recovery and conservation of kinetic energy in the drive in full.

The maximum dynamics can also be achieved by fully depressing the gas pedal 16. This mode is often called “kickdown” in modern technical literature (that is, the mode with the gas pedal fully depressed). In this case, it is necessary to ensure that the maximum voltage on the drive is maintained within its power (which, as a rule, is lower than the power of the TED, so a voltage reduction should still be expected). When you press the pedal less than a predetermined amount (for example, for a bus of 70-90%), “kickdown” does not occur. In the example implementation of the invention, the onset of the "kickdown" can be determined by setting a certain threshold moment of TED.

In a modified method for coordinated control of EMT of a hybrid vehicle with power correction, a threshold value M _{zt1 of the} required total electromagnetic moment of the traction motors is preliminarily set. Moreover, M _zt1 can be set both constant and in the form of a dependence on the voltage U _d on the ШПТ, which is necessary to provide the required operating modes for EMT. In addition to the TED moment, a threshold value of some vehicle motion parameter (for example, its speed of motion or the kinetic energy of the vehicle) or the control parameter of the vehicle (for example, the degree of pressing the gas pedal) can be set.

When exceeding the predetermined threshold value (in the example of the invention - M _zt1), is fed to the input power P _zg IE controller instead of the energy difference E _Z -η · E _TC (without correction method) and E _Z value obtained at the output of this control value P _zg .

When applying to the controller input the value of E _Z instead of the difference E _Z -η · E _{TC, the} power generated by the energy source (in the example, the power of the internal combustion engine-MG) will be the maximum possible, and the voltage U _d on the SHPT 7 will be as high as possible within the specified limits, which will allow you to get on the TED the maximum possible traction moment. This, in turn, will ensure the movement of the bus with the greatest possible dynamics.

In some cases, with the coordinated management of EMT of hybrid vehicles, it is important to consider potential energy along with their kinetic energy. This, for example, is typical for areas with large and repeated elevations. Unaccounted potential energy, if kinetic energy recovery is used according to the method described above, can significantly affect both the efficiency of the KTEO (reduce the possibility of energy recovery) and the dynamics of the vehicle, and in some cases also on traffic safety (cause an increase in braking paths or the need for emergency braking). Accounting for potential energy can be most efficiently performed for fixed-route vehicles (buses, fixed-route taxis, etc.) or if it is possible to carry out certification of the (forthcoming) vehicle route.

To account for potential energy, the method can be modified as follows.

The dependence of the expected braking distance of the vehicle on its current speed and / or other parameters of the vehicle and its driving characteristics is preliminarily set. Such a dependence can be obtained experimentally or determined by known approximate methods (see, for example, A. Lukyanchuk: Vehicle safety. Educational electronic publication - Minsk: Belarusian National Technical University, 2012, 152 s, pp. 47-51).

Also, they pre-create a passport of the vehicle’s movement route indicating the heights of the points h that it passes during the movement, from the remaining coordinates of its location on the route or from the distance traveled by it from the beginning of the route. A route passport can be created using modern navigation and positioning tools: navigation systems (GPS, GLONASS) and electronic terrain maps.

In the modified method, taking into account the potential energy at each moment in time, the coordinates of the vehicle’s location on the route or the distance traveled by it from the beginning of the route are determined. Then, based on the current vehicle speed and / or other parameters and characteristics of its movement, the expected stopping distance and stopping point are found under the assumption that braking will begin immediately. The route passport determines the height h ₀ at the current point and the height h _stop at the proposed stopping point, considering that braking will begin immediately. Then, the increment of potential energy ΔE _potent of the vehicle is found assuming it stops at the calculated point from the expression:

где g - гравитационная постоянная.

where g is the gravitational constant.

Then determine the difference

or

which is fed to the input of the controller of the total power of the energy sources P _zg and receive at the output of this controller the value of P _zg . Moreover, if the specified difference takes negative values, then set P _zg equal to zero.

Thus, when generating power generated by energy sources, both potential and kinetic energy are taken into account, which allows to increase the energy recovery efficiency, comfort and safety of vehicle control and driving on it.

The above description of an embodiment enables those skilled in the art to make or use the present invention. Various modifications of this method are obvious to those skilled in the art, while the general principles defined therein can be applied to control various KTEO variants of a wide range of hybrid vehicles (road, off-road, rail, water, aircraft, etc.) with EMT of various configurations (electric vehicles, fuel cell vehicles, solar panels, etc.), without the need for additional inventions. For example, if the KTEO of a vehicle contains several SHPTs, each of which has its own MG and TED, then the described method is fully applicable to each such combination. Thus, the present invention is not limited to the embodiment shown, but has a wide scope in accordance with the disclosed principles and new features.

Claims (9)

1. A method for coordinated control of an electromechanical transmission of a hybrid vehicle, comprising one or more energy sources, one or more energy storage devices, one or more traction electric motors and one or more electronic units that control the elements of the electromechanical transmission individually and / or the transmission as a whole, traction electric motors are connected to the DC bus through their power converters, and energy sources and storage devices are connected to the DC bus directly or through its power converters consisting in the fact that at each time implementing mode maximum efficiency or may implement the mode of maximum dynamic of the transmission or vehicle as a whole, and at maximum efficiency is determined energy E _TC of the vehicle and efficiency of the energy recovery in drives η, while for drives made on the basis of supercapacitors, the square of the voltage across the drives is determined barely U ² equal

where C is the capacitance, a U ₀ is the voltage corresponding to the full charge of the drive, and for drives that are not based on supercapacitors, determine the maximum energy of energy stores E ₀ , the energy stored in the drives at the moment E, energy E _Z , which the current moment can be recuperated into energy storage units from the expression E _Z = E ₀ -E, and the energy difference ΔЕ from the expression ΔЕ = E _Z -η · E _TC , and in the maximum dynamic mode, the threshold value M _{zt1 of the} required total electromagnetic mom The entrails of traction electric motors or a parameter of vehicle movement / control, for example, speed or kinetic energy or the degree of depressing the accelerator pedal, additionally determine the energy stored in the drives E ₁ , necessary to ensure this mode, not exceeding E ₀ , and can enter the maximum dynamism mode, if EE ₁ ≤0, or if the above specified threshold value is exceeded, or forced due to the impact on the vehicle controls, and for the implementation of the above presses control the setting of the total power P _zg generated by energy sources so that the value of U ² , ΔЕ, or E ₁ -E, respectively, is zero or more than zero by some predetermined value, and if the specified value is less than zero, then set the total power P _zg equal to zero, then determine the number of energy sources necessary for generating the total power P _zg and ensure their work, realizing the task of the total power generated by the energy sources P _zg . 2. The method of claim 1, wherein the vehicle motion energy E _TC use the kinetic energy of the vehicle E _kinet. 3. The method according to claim 1, wherein the sum of the E _kinet and the increment of the vehicle’s potential energy ΔE _potent between its current location and its full stop location, predicted under the assumption that braking will begin immediately, are used as the vehicle’s driving energy E _TC . 4. The method according to claim 1, in which, after issuing a signal to start the braking of the vehicle, the stored kinetic energy of the rotating masses of the heat engines and the E _{kinet (b)} motor generators mechanically connected to them is _recovered to the DC bus, moreover, as the movement energy vehicle E _TC use a value determined from the expression:

where b is the index corresponding to the number of the motor generator,
a η _g is the cumulative efficiency of energy recovery E _{kinet (b)} in energy storage,
however, one or more energy sources is a heat engine with one or more motor generators mechanically connected to it. 5. The method according to claim 1, in which, after issuing a signal to start braking the vehicle, the stored kinetic energy of the rotating masses of the heat engines and the E _{kinet (b)} motor generators mechanically connected to them are converted into heat energy in the heat engines during compression braking, stopping the supply of fuel to them, or compensate for its release by reducing fuel consumption, gradually reducing the required rotation speed of the respective heat engines N _{zД (a)} , according to a predetermined dependence of N _{zД (a)} on E _{kinet (b)} , however, one or more energy sources is a heat engine with one or more motor generators mechanically connected to it. 6. The method according to claim 1, in which the maximum value of the change in the task of the total power generated by the energy sources ΔP _{zg is} additionally set, and at each time point after the determination of P _zg , such an electromechanical transmission is provided that the task P _zg , which is currently being implemented time, has changed in comparison with the same task defined at the previous moment in time, by no more than ΔP _zg . 7. The method according to claim 1, in which at least one energy storage device is an electric energy storage device, wherein at each instant the current of at least one electrical energy storage device I _(e) is determined, and the impedance between the DC bus and this storage device Z _(e) , and then, as the current voltage of this energy storage device U _(e) , including when determining the energy of this storage device, use a voltage value less than the current DC bus voltage U _d by the value I _(e) · Z _(e) , where e is the index corresponding to n Measurement of energy storage. 8. The method according to claim 1, in which the limit values of the DC bus voltage and the limits of regulation of power sources of energy and the moments of the traction motors for the voltage of the DC bus are pre-set, the limit values of the speed of rotation of each traction motor and the borders of the regulation of its moment by rotation speed the maximum allowable value of their electromagnetic moments, at each moment of time determine the speed of rotation N _{t (c) of} each traction motor, the voltage of the tire standing direct current U _d, set the desired value of the total electromagnetic torque M _zt traction motors, which is partitioned by traction motors, determining the required torque of each M _{zt (s)} not exceeding its predetermined maximum allowable value, then determining realizable value of the total electromagnetic torque M _{rt of} traction motors equal to M _zt · k1, distribute M _rt among traction motors, determining the actual moment of each of them M _{rt (c)} , and create an electromagnetic moment M _{t (c) of} each traction th motor, equal to M _{rt (c) ·} k2 _(s) , determine the power of each traction motor P _{t (c)} equal to M _{rt (c)} · k2 _(c) N _{t (s)} , and the value of the total power of traction motors P _t , and after determining the task of the total power generated by the energy sources P _zg , determine the total power of all energy sources P _g equal to P _zg · k3, determine the number of energy sources necessary for its generation and ensure their work, realizing on each in operation power source power P _{rg (b)} , and

b is the index corresponding to the number of the energy source,
C is the index corresponding to the number of the traction motor,
k1 is the coefficient of limitation of the total moment of traction motors in U _d ,
k2 _(c) is the coefficient of limitation of the motor moment of each traction motor according to N _{t (c)} ,
k3 - coefficient limiting the total power of energy sources for U _d ,
the values of the coefficients k1, k2 and k3 lie in the interval [0, 1] and are selected depending on whether the corresponding device generates energy on the DC bus or consumes energy from the DC bus and on the values corresponding to each coefficient that lie inside or outside the specified ranges limited by the minimum and maximum values and control limits for each coefficient with respect to the limiting parameters, and a change in k1, k2 and k3 occurs in a monotonically increasing or monotonically decreasing fu ktsii corresponding present coefficient value limiting parameter 9. The method according to any one of claims 1 or 8, in which a heat engine is used as at least one energy source or more, and one or more motor generators are mechanically connected to each heat engine, and in which voltage limit values are pre-set DC bus and the limits of regulation of the moments of the motor generators by voltage DC buses, the limit values of the speed of rotation of each motor generator and the boundaries of the regulation of its moment by the speed of rotation, for each heat about the engine, the dependence of the required value of the rotation speed on the required power N _{zД (a)} = ƒ (P _{zД (a)} ), the dependence of the useful moment, which can be transferred from this heat engine to the motor-generators driven from it, on the required M _{zg ( a)} = ƒ (N _{zД (a)} ) or the actual M _{zg (a)} = ƒ (N _{Д (a)} ) of its rotation speed, and if the dependence M _{zg (a)} = ƒ (N _{zД (a)} ) is _specified , then we additionally set the dependence of the marginal useful moment, which can be transferred from a given heat engine to the motor generators driven from it, on its actual speed in M _{gpred (a)} = ƒ (N _{D (a)} ), at each moment of time determine the rotation speed N _{g (b) of} each motor generator and the actual rotation speed N _{D (a) of} each heat engine, and after determining P _zg set the power that each motor generator P _{zg (b)} that is in operation must provide, distribute the required value of the total power of motor generators P _zg to the heat engines, setting the power that each heat engine P _zD that is in operation must provide _(a) according to the given for each heat engine N _{zD (a)} = ƒ _{(P zD (a))} or for certain or specified earlier parameters or relationships parameters of the electromechanical transmission of the vehicle determines the required speed of rotation N _{zD (a)} and carry it, is determined by the predetermined for each heat engine dependences M _{zg (a)} = ƒ (N _{zД (a)} ) or M _{zg (a)} = ƒ (N _{Д (a)} ) or according to the parameters defined or the parameters of the operation of the electromechanical transmission of the vehicle, the total electromagnetic moment M _{zg (a),} which should provide a motor-generit Orae actuated from each -th and the heat engine, and, if it is determined from the dependence of _{M zg (a) = ƒ (} N _{zD (a)),} further comprising determining the electromagnetic torque limit M _{gpred (a),} which can provide a motor- generators driven by each a- th heat engine, according to the dependence M _{gpred (a)} = ƒ (N _{D (a)} ) given for each heat engine, and if certain M _{zg (a)} exceed M _{gpred (a)} , then M _{zg (a) is} set equal to M _{gpred (a)} ; then determine the total electromagnetic moment, which should provide all the motor generators included in the electromechanical transmission M _zg = ΣM _{zg (a)} , and the realized value of the total electromagnetic moment of all motor generators M _rg , equal to M _zg · k3, and distribute it according motor-generators, determining the realized electromagnetic moment M _{rg (b) of} each of them, and create the electromagnetic moment of each motor-generator equal to M _{rg (b)} · k4 _(b) , and
a is the index corresponding to the number of the heat engine,
b is the index corresponding to the number of the motor generator,
k3 is the coefficient of limitation of the total moment of motor generators by U _d ,
k4 _(b) - coefficient of limitation of the moment of each motor generator according to N _{g (b)} ,
the values of the coefficients k3 and k4 _(b) lie in the interval [0, 1] and are selected depending on whether the corresponding device generates energy on the DC bus or consumes energy from the DC bus and on the values corresponding to each coefficient lying inside or outside predetermined ranges, each coefficient by respective minimum and maximum values and the limits of adjustment of the limiting parameters, and changing k3 and k4 _(b) occurs in a monotonically increasing or monotonically decreasing Fu ktsii corresponding to this coefficient value limiting parameter.