Torque control method and apparatus for hybrid power system, vehicle, device, and medium

Abstract

Provided are a torque control method and apparatus for a hybrid power system, a vehicle, a device, and a medium. The method comprises: when the driving mode of a hybrid power system is a series mode, determining an engine torque change slope range and a generator rotation speed change slope range according to a driving demand power change determined on the basis of driving wheel end demand torque, and controlling engine torque and generator rotation speed to respectively change according to adjusted corresponding slope change ranges, so that the actual engine torque and the actual generator rotation speed smoothly change to their respective targets; and when the driving mode of the hybrid power system is a parallel mode, determining a driving motor torque change slope range according to a driving demand torque change determined on the basis of the driving wheel end demand torque, and controlling driving motor torque to change according to an adjusted corresponding slope change range, so that the actual driving motor torque smoothly changes to its target. According to the method, the requirements of drivers for driving smoothness and power can be met in different driving modes and different driving demand scenarios.

Description

TECHNICAL FIELD 5 The present disclosure is used for control over hybrid power systems, and in particular, to a torque control method and apparatus for a hybrid power system, a vehicle, a device, and a medium. BACKGROUND 10   A series-parallel hybrid power system includes three power sources: an engine, a generator, and a driving motor, whose main hybrid power drive modes include a series mode and a parallel mode. In order to ensure that system efficiency is optimal and torque transferred to a wheel end meets a driving demand, the above three power sources are required to coordinate in different modes to output appropriate target torque or speed. In actual operation, a power source target 15 based on an energy management strategy allocation may jump at adjacent moments when a driver demand remains unchanged, and a rapid change in the driver demand often causes a sudden change in the power source target. A too rapid change in the power source target may often affect the torque transferred to the wheel end, thereby worsening driving smoothness. For the above two scenarios where the power source target suddenly changes, different driver 20 demands lead to different requirements for power and smoothness. When the driver demand changes little, the requirement for smoothness is higher. When the driver demand changes greatly, the requirement for power is high and the requirement for smoothness is low. Therefore, there is a need to develop a torque coordination control strategy to handle a steady-state power source target based on energy management allocation to ensure that actual torque transferred to 25 the wheel end can take driving smoothness and power requirements into account. SUMMARY The present disclosure provides a torque control method for a hybrid power system, including: 30            acquiring driving wheel end demand torque, wherein an original demand torque is calculated based on an accelerator pedal opening degree and a vehicle speed, and the original demand torque is combined with boundaries and filter coefficients of power sources to calculate the driving wheel end demand torque that can be transferred to the wheel end; 2024263585   07 Aug 2026 when a driving mode of the hybrid power system is a series mode, determining a torque change slope range of an engine and a rotational-speed change slope range of a generator according to a driving demand power change determined by the driving wheel end demand torque, and controlling torque of the engine and a rotational-speed of the generator to change 5 according to the determined torque change slope range of the engine and the determined rotational-speed change slope range of the generator, so that actual torque of the engine and an actual rotational-speed of the generator change gently to respective targets thereof, wherein the torque change slope range of the engine comprises a torque positive change slope and a torque negative change slope of the engine for controlling the upper and lower limits of the change 10 value of the torque of the engine at each moment, the rotational-speed change slope range of the generator comprises a rotational-speed positive change slope and a rotational-speed negative change slope of the generator for controlling upper and lower limits of the change value of the rotational-speed of the generator at each moment; and when the driving mode of the hybrid power system is a parallel mode, determining a 15 torque change slope range of a driving motor according to a driving demand torque change determined by the driving wheel end demand torque, and controlling torque of the driving motor to change according to the determined torque change slope range of the driving motor, so that actual torque of the driving motor changes gently to a target thereof, wherein the torque change slope range of the driving motor comprises a torque positive change slope and a torque negative 20 change slope of the driving motor for controlling upper and lower limits of the change value of the torque of the driving motor at each moment. In one form, when the driving mode of the hybrid power system is the parallel mode, the method further includes: 25             determining instant target torque of the driving motor; and determining instant target torque of the engine according to the instant target torque of the driving motor and the driving wheel end demand torque so as to achieve gentle change control over the torque of the engine. 30   In one form, when the driving mode of the hybrid power system is the parallel mode, the method further includes: when the actual torque of the engine is less than target torque of the engine that is determined based on the driving wheel end demand torque, compensating for a difference 2024263585   07 Aug 2026 between the target torque of the engine and the actual torque of the engine by means of the generator. In one form, the step of determining a torque change slope range of an engine and a rotational-speed change slope range of a generator according to a driving demand power change determined by the driving wheel end demand torque includes: determining driving demand power in a current period according to driving wheel end demand torque collected in the current period; calculating a power difference between the driving demand power in the current period and driving demand power in a previous period; obtaining a driving demand power change accumulated value in the current period based on the power difference and a driving demand power change accumulated value calculated in the previous period; determining, according to the driving demand power change accumulated value in the current period, the torque change slope range of the engine and the rotational-speed change slope range of the generator based on the driving demand power change; adding the torque change slope range of the engine based on the driving demand power change and a base torque change slope range of the engine in the series mode that is determined according to preset logic to obtain the torque change slope range of the engine that is demanded in the series mode; and adding the rotational-speed change slope range of the generator based on the driving demand power change and a base rotational-speed change slope range of the generator in the series mode that is determined according to preset logic to obtain the rotational-speed change slope range of the generator that is demanded in the series mode. In one form, the determining, according to the driving demand power change accumulated value in the current period, the torque change slope range of the engine and the rotational-speed change slope range of the generator based on the driving demand power change includes: determining, according to the driving demand power change accumulated value in the current period and the actual rotational-speed of the generator, a rotational-speed change accumulated value of the generator based on the driving demand power change; determining the torque change slope range of the engine according to the rotational-speed change accumulated value of the generator; 2024263585   07 Aug 2026 determining, according to the driving demand power change accumulated value in the current period and the actual torque of the engine, a rotational-speed change accumulated value of the generator based on the driving demand power change; and determining the rotational-speed change slope range of the generator according to the 5 rotational-speed change accumulated value of the generator. In one form, the driving demand power change accumulated value includes a driving demand power positive change accumulated value and a driving demand power negative change accumulated value in different periods, and the step of obtaining a driving demand power 10 change accumulated value in the current period based on the power difference and a driving demand power change accumulated value calculated in the previous period includes: if the power difference is greater than 0, then adding the driving demand power positive change accumulated value calculated in the previous period, the power difference, and a first preset attenuation factor with a negative 15   value to obtain a driving demand power positive change original accumulated value, and taking a greater one selected from the driving demand power positive change original accumulated value and 0 to obtain a driving demand power positive change accumulated value in the current period; and if the driving demand power negative change accumulated value calculated in the 20 previous period is 0, determining a driving demand power negative change accumulated value in the current period to be 0; if the driving demand power negative change accumulated value calculated in the previous period is less than 0, adding the driving demand power negative change accumulated value calculated in the previous period and a second preset attenuation factor with a positive value to obtain a driving demand power negative change original 25 accumulated value, and taking a smaller one selected from the driving demand power negative change original accumulated value and 0 to obtain the driving demand power negative change accumulated value in the current period; and if the power difference is less than or equal to 0, then adding the driving demand power negative change accumulated value calculated in 30 the previous period, the power difference, and a third preset attenuation factor with a positive value to obtain the driving demand power negative change original accumulated value, and taking a smaller one selected from the driving demand power negative change original 2024263585   07 Aug 2026 accumulated value and 0 to obtain the driving demand power negative change accumulated value in the current period; and if the driving demand power positive change accumulated value calculated in the previous period is 0, determining the driving demand power positive change accumulated value in the current period to be 0; if the driving demand power positive change accumulated value calculated in the previous period is greater than 0, adding the driving demand power positive change accumulated value calculated in the previous period and a fourth preset attenuation factor with a negative value to obtain the driving demand power positive change original accumulated value, and taking a greater one selected from the driving demand power positive change original accumulated value and 0 to obtain the driving demand power positive change accumulated value in the current period. In one form, the step of determining a torque change slope range of a driving motor according to a driving demand torque change determined by the driving wheel end demand torque includes: calculating a torque difference between driving wheel end demand torque in a current period and driving wheel end demand torque in a previous period; obtaining a driving demand torque change accumulated value in the current period based on the torque difference and a driving demand torque change accumulated value calculated in the previous period; determining, according to the driving demand torque change accumulated value in the current period and a speed ratio of driving motor to wheel end, the torque change slope range of the driving motor based on the driving demand torque change; and adding the torque change slope range of the driving motor based on the driving demand torque change and a base torque change slope range of the driving motor in the parallel mode that is determined according to preset logic to obtain the torque change slope range of the driving motor that is demanded in the parallel mode. In one form, the step of obtaining a driving demand torque change accumulated value in the current period based on the torque difference and a driving demand torque change accumulated value calculated in the previous period includes: if the torque difference is greater than 0, then adding a driving demand torque positive change accumulated value calculated in the previous period, the torque difference, and a fifth preset attenuation factor with a negative value 2024263585   07 Aug 2026 to obtain a driving demand torque positive change original accumulated value, and taking a greater one selected from the driving demand torque positive change original accumulated value and 0 to obtain a driving demand torque positive change accumulated value in the current period; and if a driving demand torque negative change accumulated value calculated in the previous period is 0, determining a driving demand torque negative change accumulated value in the current period to be 0; if the driving demand torque negative change accumulated value calculated in the previous period is less than 0, adding the driving demand torque negative change accumulated value calculated in the previous period and a sixth preset attenuation factor with a positive value to obtain a driving demand torque negative change original accumulated value, and taking a smaller one selected from the driving demand torque negative change original accumulated value and 0 to obtain the driving demand torque negative change accumulated value in the current period; and if the torque difference is less than or equal to 0, then adding the driving demand torque negative change accumulated value calculated in the previous period, the torque difference, and a seventh preset attenuation factor with a positive value to obtain the driving demand torque negative change original accumulated value, and taking a smaller one selected from the driving demand torque negative change original accumulated value and 0 to obtain the driving demand torque negative change accumulated value in the current period; and if the driving demand torque positive change accumulated value calculated in the previous period is 0, determining the driving demand torque positive change accumulated value in the current period to be 0; if the driving demand torque positive change accumulated value calculated in the previous period is greater than 0, adding the driving demand torque positive change accumulated value calculated in the previous period and an eighth preset attenuation factor with a negative value to obtain the driving demand torque positive change original accumulated value, and taking a greater one selected from the driving demand torque positive change original accumulated value and 0 to obtain the driving demand torque positive change accumulated value in the current period. In one form, the instant target torque of the engine is determined by the following formula: _ ^k\DnReq ^klMot Req ^Mot k\Eng_Req —             . ^Eng 2024263585   07 Aug 2026 where Tk|Eng_Req denotes instant target torque of the engine at a time instance k, Tk|Mot_Req denotes instant target torque of the driving motor at the time instance k, Tk|DrvReq denotes driving wheel end demand torque at the time instance k, iMot denotes a speed ratio of driving motor to wheel end, and iEng denotes a speed ratio of engine to wheel end. 5 In one form, in the step of compensating for a difference between the target torque of the engine and the actual torque of the engine by means of the generator, instant target torque of the generator is determined by the following formula: ~         _ ^Eng ^^k\EngReq ^k\Eng Act^) 1 k\Gen Req                    . ^Gen 10             where Tk|Gen_Req denotes instant target torque of the generator at a time instance k, iGen denotes a speed ratio of generator to wheel end, iEng denotes a speed ratio of engine to wheel end, Tk|Eng_Act denotes actual torque of the engine at the time instance k, and Tk|Eng_Req denotes instant target torque of the engine at the time instance k. 15 The present disclosure provides a torque control apparatus for a hybrid power system, including: an acquisition module configured to acquire driving wheel end demand torque, wherein an original demand torque is calculated based on an accelerator pedal opening degree and a vehicle speed, and the original demand torque is combined with boundaries and filter coefficients of power sources to calculate the driving wheel end demand torque that can be 20 transferred to the wheel end; a first control module configured to, when a driving mode of the hybrid power system is a series mode, determine a torque change slope range of an engine and a rotational-speed change slope range of a generator according to a driving demand power change determined by the driving wheel end demand torque, and control torque of the engine and a rotational-speed 25 of the generator to change according to the determined torque change slope range of the engine and the determined rotational-speed change slope range of the generator, so that actual torque of the engine and an actual rotational-speed of the generator change gently to respective targets thereof, wherein the torque change slope range of the engine comprises a torque positive change slope and a torque negative change slope of the engine for controlling the upper and lower limits 30 of the change value of the torque of the engine at each moment, the rotational-speed change slope range of the generator comprises a rotational-speed positive change slope and a rotational-speed negative change slope of the generator for controlling upper and lower limits of the 2024263585   07 Aug 2026 change value of the rotational-speed of the generator at each moment; and a second control module configured to, when the driving mode of the hybrid power system is a parallel mode, determine a torque change slope range of a driving motor according to a driving demand torque change determined by the driving wheel end demand torque, and 5 control torque of the driving motor to change according to the determined torque change slope range of the driving motor, so that actual torque of the driving motor changes gently to a target thereof, wherein the torque change slope range of the driving motor comprises a torque positive change slope and a torque negative change slope of the driving motor for controlling upper and lower limits of the change value of the torque of the driving motor at each moment. 10 In one form, when the driving mode of the hybrid power system is the parallel mode, the second control module is further configured to: determine instant target torque of the driving motor; and determine instant target torque of the engine according to the instant target torque of 15 the driving motor and the driving wheel end demand torque so as to achieve gentle change control over the torque of the engine. In one form, when the driving mode of the hybrid power system is the parallel mode, the second control module is further configured to: 20             when the actual torque of the engine is less than target torque of the engine that is determined based on the driving wheel end demand torque, compensate for a difference between the target torque of the engine and the actual torque of the engine by means of the generator. 25 In one form, the first control module includes: a driving demand power determination unit configured to determine driving demand power in a current period according to driving wheel end demand torque collected in the current period; a power difference determination unit configured to calculate a power difference 30 between the driving demand power in the current period and driving demand power in a previous period; a driving demand power change accumulated value determination unit configured to obtain a driving demand power change accumulated value in the current period based on the 2024263585   07 Aug 2026 power difference and a driving demand power change accumulated value calculated in the previous period; a torque and rotational-speed change slope determination unit configured to determine, according to the driving demand power change accumulated value in the current period, the torque change slope range of the engine and the rotational-speed change slope range of the generator based on the driving demand power change; an engine torque change slope range determination unit configured to add the torque change slope range of the engine based on the driving demand power change and a base torque change slope range of the engine in the series mode that is determined according to preset logic to obtain the torque change slope range of the engine that is demanded in the series mode; and a generator speed change slope range determination unit configured to add the rotational-speed change slope range of the generator based on the driving demand power change and a base rotational-speed change slope range of the generator in the series mode that is determined according to preset logic to obtain the rotational-speed change slope range of the generator that is demanded in the series mode. In one form, the second control module includes: a torque difference determination unit configured to calculate a torque difference between driving wheel end demand torque in a current period and driving wheel end demand torque in a previous period; a driving demand torque change accumulated value determination unit configured to obtain a driving demand torque change accumulated value in the current period based on the torque difference and a driving demand torque change accumulated value calculated in the previous period; a torque change slope range determination unit configured to determine, according to the driving demand torque change accumulated value in the current period and a speed ratio of driving motor to wheel end, the torque change slope range of the driving motor based on the driving demand torque change; and a driving motor torque change slope range determination unit configured to add the torque change slope range of the driving motor based on the driving demand torque change and a base torque change slope range of the driving motor in the parallel mode that is determined according to preset logic to obtain the torque change slope range of the driving motor that is demanded in the parallel mode. 2024263585   07 Aug 2026 The present disclosure further provides a vehicle, including the above torque control apparatus for a hybrid power system. 5 The present disclosure further provides a control device, including a processor, a memory, and a program or instructions stored in the memory and executable by the processor, wherein the program or the instructions, when executed by the processor, cause the steps of the torque control method for a hybrid power system as described above to be implemented. 10 The present disclosure further provides a readable storage medium. The readable storage medium has a program or instructions stored therein, and the program or the instructions, when executed by a processor, cause the steps of the torque control method for a hybrid power system as described above to be implemented. 15 The present disclosure has the following beneficial effects. Compared with the prior art, based on series and parallel modes respectively, torque or power response speeds of power sources are coupled with a driver demand by design algorithms, and differences between reality and targets of the power sources are comprehensively considered, 20 to ultimately achieve a purpose that an entire vehicle can meet a driver's demands for driving smoothness and power in different driving modes and different driving demand scenarios. When the driver demand changes rapidly, the power sources quickly respond to the torque and rotational-speed change targets to better meet the driver's power demand. When the driver demand changes slowly, the target torque and rotational-speeds of the power sources change 25   slowly to better meet driving smoothness of the entire vehicle. By the above torque coordination control, economical requirements of a system energy management strategy are met, requirements of different drivers for drivability and smoothness of the entire vehicle in different scenarios are also met, and driving experience is improved. 30                  BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram of a series-parallel hybrid power system in this embodiment; FIG. 2 is a schematic diagram of target changes of power sources in a series mode in this 2024263585   07 Aug 2026 embodiment; FIG. 3-1 is a schematic diagram of positive accumulative calculation of driving demand power in the series mode in this embodiment; 5 FIG. 3-2 is a schematic diagram of negative accumulative calculation of the driving demand power in the series mode in this embodiment; FIG. 4 is a schematic diagram of target changes of the power sources in the parallel mode in 10 this embodiment; FIG. 5-1 is a schematic diagram of positive accumulative calculation of driving demand torque in the parallel mode in this embodiment; 15 FIG. 5-2 is a schematic diagram of negative accumulative calculation of the driving demand torque in the parallel mode in this embodiment; and FIG. 6 is a schematic flowchart of a control method in this embodiment. 20 DETAILED DESCRIPTION The technical solutions in the embodiments of the present disclosure will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only some of rather than 25 all of the embodiments of the present disclosure. Based on the embodiments of the present disclosure, all other embodiments obtained by those of ordinary skill in the art without any creative efforts fall within the protection scope of the present disclosure. It is to be noted that terms such as "first" and "second" used in the specification, claims, 30 and the drawings of the present disclosure are intended to distinguish similar objects, but are not necessarily intended to describe a specific sequence or precedence order. It is to be understood that data used in this manner may be interchangeable where appropriate, so that the embodiments of the present disclosure described herein may be implemented in 2024263585   07 Aug 2026 an order in addition to those illustrated or described herein. In addition, the terms such as "comprise / include", "have" and any variants thereof are intended to cover a non-exclusive inclusion, for example, processes, methods, systems, products, or servers including a series of steps or units is not limited to these steps or units listed, and may include other steps or units not listed, or may include other steps or units inherent to these processes, methods, products, or devices. An embodiment of the present disclosure provides a torque control method for a hybrid power system, which couples torque or power response speeds of power sources with a driver demand, and comprehensively considers differences between reality and targets of the power sources, to ultimately achieve a purpose that an entire vehicle can meet a driver's demands for driving smoothness and power in different driving modes and different driving demand scenarios. As shown in FIG. 6, the method includes the following steps. In S101, driving wheel end demand torque is acquired. In S102, when it is recognized that a driving mode of the hybrid power system is a series mode, S103 is performed. In S103, when the driving mode of the hybrid power system is the series mode, a torque change slope range of an engine and a rotational-speed change slope range of a generator are determined according to a driving demand power change determined by the driving wheel end demand torque, and torque of the engine and a rotational-speed of the generator are controlled to change according to corresponding change slope ranges that have been adjusted, so that actual torque of the engine and an actual rotational-speed of the generator change gently to respective targets thereof. In S104, when it is recognized that the driving mode of the hybrid power system is a parallel mode, S105 is performed. In S105, when the driving mode of the hybrid power system is the parallel mode, a torque change slope range of a driving motor is determined according to a driving demand torque 2024263585   07 Aug 2026 change determined by the driving wheel end demand torque, and torque of the driving motor is controlled to change according to a corresponding change slope range that has been adjusted, so that actual torque of the driving motor changes gently to a target thereof. In S106, instant target torque of the driving motor is determined. In S107, instant target torque of the engine is determined according to the instant target torque of the driving motor and the driving wheel end demand torque so as to achieve gentle change control over the torque of the engine. In S108, when the actual torque of the engine is less than target torque of the engine that is determined based on the driving wheel end demand torque, a difference between the target torque of the engine and the actual torque of the engine is compensated for by means of the generator. In this embodiment, the above steps are introduced in detail. Firstly, according to external characteristics and battery capacity limitations of the power sources, torque and rotational-speed boundaries of the engine, the generator, and the driving motor are calculated respectively. Secondly, a current operating mode of the system is determined according to states of the engine and a clutch. Referring to FIG. 1, the process is specifically as follows. When the engine is started and the clutch is opened, the system is in the series mode, energy outputted by the engine is only used by the generator to generate electricity and is not directly used for wheel driving, and power for wheel driving still comes from the driving motor. In order to keep the engine always in a high-efficiency range, a battery is required to participate, the generator generates electricity and supplies the electricity to the driving motor, excess electricity is stored, and if the electricity is insufficient, the battery compensates. When the engine is started and the clutch is closed, the system is in the parallel mode, the engine and the driving motor operate, the generator does not operate, and the clutch is engaged. In this case, the energy outputted by the engine is directly used for wheel driving. In order to keep the engine always in the high-efficiency range, the 2024263585   07 Aug 2026 driving motor is required to participate. In combination with comparison between output power of the engine and wheel end consumed power, when the output power of the engine is greater than the wheel end consumed power, excess energy is generated by the generator and stored in the battery. When the output power of the engine is less than the wheel end 5 consumed power, the battery outputs electric energy to the driving motor, and the driving motor outputs energy to assist the driving to ensure traveling of the vehicle. In addition, driving wheel end original demand torque is calculated based on an accelerator pedal opening degree and a vehicle speed, which is combined with boundaries and filter coefficients of the power sources to calculate the driving wheel end demand torque that 10 can be transferred to the wheel end. Then, coordinated torque control is performed on the engine, the generator, and the driving motor for the series mode and the parallel mode respectively. 15 In the series mode, in the prior art, steady-state target torque of the engine has two step changes. The first one is caused by a change in the driver demand, and the second one is caused by an energy management strategy. A steady-state target speed value of the generator has no significant change. As shown in FIG. 2, FIG. 3-1, and FIG. 3-2, in this embodiment, for the series mode, the control method includes the following steps. 20 T -n p _ Req "Whl DnReq —                .                            . . In S1, driving demand power               " • is calculated based on driving wheel end demand torque TDrvReq and an actual wheel speed nWhl. T rri          DrV Rc (J * Mot = “ In S2, Target torque of a driving motor is         ' " 1 l| ; , whose magnitude is within a 25 capability boundary range of the driving motor, where iMotWhl denotes a speed ratio of driving motor to wheel end. Referring to FIG. 2, in the series mode, a process of changing actual torque of the driving motor to target torque of the driving motor does not require gentle control. That is, a control change process thereof is consistent with that in the prior art. 30 In S3, the driving demand power change accumulated value includes a driving demand 2024263585   07 Aug 2026 power positive change accumulated value and a driving demand power negative change accumulated value in different periods, and the driving demand power positive change accumulated value is greater than or equal to 0. The driving demand power negative change accumulated value is less than or equal to 0. For positive and negative driving demand power respectively, a driving demand power change value (i.e., a power difference between driving demand power in a current period and a previous period) in each calculation period (10 ms) is accumulated. At the same time, preset attenuation factors are set. When the change in the driving demand power is negative, the driving demand power positive change accumulated value is superimposed with a negative attenuation factor in each period and remains unchanged until the driving demand power positive change accumulated value attenuates to zero, and the driving demand power positive change accumulated value is £PDrvReq_Pos. When the change in the driving demand power is positive, the driving demand power negative change accumulated value is superimposed with a positive attenuation factor in each period until the driving demand power negative change accumulated value attenuates to zero, and the driving demand power negative change accumulated value is ^PDrvReq_Neg. A schematic diagram of a calculation process is shown in FIG. 3. In summary, step S3 is specifically: calculating a power difference between the driving demand power in the current period and driving demand power in a previous period; if the power difference is greater than 0, then adding the driving demand power positive change accumulated value calculated in the previous period, the power difference, and a first preset attenuation factor with a negative value to obtain a driving demand power positive change original accumulated value, and taking a greater one selected from the driving demand power positive change original accumulated value and 0 to obtain a driving demand power positive change accumulated value in the current period; and if the driving demand power negative change accumulated value calculated in the previous period is 0, determining a driving demand power negative change accumulated value in the current period to be 0; if the driving demand power negative change accumulated value calculated in the previous period is less than 0, adding the driving demand power negative change accumulated value calculated in the previous 2024263585   07 Aug 2026 period and a second preset attenuation factor with a positive value to obtain a driving demand power negative change original accumulated value, and taking a smaller one selected from the driving demand power negative change original accumulated value and 0 to obtain the driving demand power negative change accumulated value in the current period; and if the power difference is less than or equal to 0, then adding the driving demand power negative change accumulated value calculated in the previous period, the power difference, and a third preset attenuation factor with a positive value to obtain the driving demand power negative change original accumulated value, and taking a smaller one selected from the driving demand power negative change original accumulated value and 0 to obtain the driving demand power negative change accumulated value in the current period; and if the driving demand power positive change accumulated value calculated in the previous period is 0, determining the driving demand power positive change accumulated value in the current period to be 0; if the driving demand power positive change accumulated value calculated in the previous period is greater than 0, adding the driving demand power positive change accumulated value calculated in the previous period and a fourth preset attenuation factor with a negative value to obtain the driving demand power positive change original accumulated value, and taking a greater one selected from the driving demand power positive change original accumulated value and 0 to obtain the driving demand power positive change accumulated value in the current period. In the following, step S3 is explained with an example. For example, driving demand power in the first period is 0 kw, driving demand power in the second period is 5 kw, and a first preset attenuation factor and a fourth preset attenuation factor required are -0.1 kw. A second preset attenuation factor and a third preset attenuation factor are +0.1 kw. On this basis, a power difference at the second moment is 5 kw, which is a positive value. A driving demand power positive change accumulated value in the second period is max((5 kw-0 kw)+(-0.1 kw),0) = 4.9 kw, and a driving demand power negative change accumulated value in the second period is 0. For example, driving demand power in the third period is 4 kw. Since a power difference 2024263585   07 Aug 2026 between the third period and the second period (4 kw-5 kw=-1 kw) is negative, a driving demand power positive change accumulated value in the third period is max(4.9 kw+(-0.1 kw),0)=4.8 kw, and a driving demand power negative change accumulated value in the third period is min(0+(4 kw-5 kw)+0.1 kw,0)=- 0.9 kw. For example, driving demand power in the third period is 7 kw. Since the power difference between the third period and the second period (7 kw-5 kw=2 kw) is positive, the driving demand power positive change accumulated value in the third period is max(4.9 kw+(7 kw-5 kw)+(-0.1 kw),0) = 6.8 kw, and the driving demand power negative change accumulated value in the third period is min(0+0.1 kw, 0)=0 kw. For example, driving demand power in the first period is 0 kw, driving demand power in the second period is -5 kw, and a first preset attenuation factor and a fourth preset attenuation factor required are -0.1 kw. A second preset attenuation factor and a third preset attenuation factor are +0.1 kw. On this basis, the power difference at the second moment is -5 kw, which is a negative value. The driving demand power negative change accumulated value in the second period is min((-5 kw-0 kw)+0.1 kw, 0)= -4.9 kw, and the driving demand power positive change accumulated value in the second period is 0. For example, the driving demand power in the third period is 1 kw. Since the power difference between the third period and the second period (1 kw-(-5 kw)= 6 kw) is positive, the driving demand power positive change accumulated value in the third period is max(0 kw+1 kw-(-5 kw)+(-0.1 kw),0)=5.9 kw, and the driving demand power negative change accumulated value in the third period is min(-4.9 kw+0.1 kw, 0)=-4.8 kw. For example, the driving demand power in the third period is -7 kw. Since the power difference between the third period and the second period (7 kw-5 kw=-12 kw) is negative, the driving demand power positive change accumulated value in the third period is 0, and the driving demand power negative change accumulated value in the third period is min(-4.9 kw+(-7 kw-5 kw)+0.1 kw, 0)=-16.8 kw. In S4, in combination with actual torque of the engine TEng, a rotational-speed change V P -9550 / / On «eq Pns '•’■’V Gen POS 'J' positive accumulated value of the generator                                 and a rotational-speed change negative accumulated value of the generator 2024263585   07 Aug 2026 10 are calculated respectively based on the driving demand power positive change accumulated value ^PDrvReq_Pos and the driving demand power negative change accumulated value £PDrvReq_Neg respectively. That is, according to the driving demand power change accumulated value in the current period and the actual torque of the engine, a rotational-speed change accumulated value of the generator is determined based on the driving demand power change. In S5, in combination with an actual rotational-speed of the generator nGen, a torque change positive accumulated value of the engine and a torque change negative accumulated value of the engine are calculated based on the driving demand power positive change accumulated value ^PDrvReq_Pos and the driving demand power negative change accumulated value £PDrvReq_Neg respectively. That is, according to the driving demand power change accumulated value in the current period and the actual rotational-15 speed of the generator, a rotational-speed change accumulated value of the generator is determined based on the driving demand power change. In S6, if the rotational-speed of the generator and the torque of the engine satisfy the driving demand power change within time tGen_DrvReq and tEng_DrvReq respectively, a 20 rotational-speed change positive slope of the generator and a rotational-speed change negative slope of the generator based on the driving demand power change are Ah                - ^GenPos                                    Gen _ Neg lGen_DrvReq _PosMax                           ^^Gen _DrvReq _NegMax / ,-1-.,.- and respectively, and a torque change positive slope of the engine and a torque change negative slope of the engine based on the driving demand power change are 2024263585   07 Aug 2026 ^EngPos                          _ ^'^Eng Neg * Eng DnReq PosMax                           Eng DnReq NegMax ~ h "' !and                            Z' ' --1^ respectively. That is, the torque change slope range of the engine is determined according to the rotational-speed change accumulated value of the generator. The rotational-speed change slope range of the generator is determined according to the rotational-speed 5 change accumulated value of the generator. In S7, the torque change slope range of the engine according to the driving demand power change is superimposed with a base torque change slope range of the engine, and a torque positive change slope of the engine ATEng_PosMax=ATEng_DrvReq_PosMax+ATEng_Base_PosMax and 10 a torque negative change slope of the engine ATEng_NegMax=ATEng_DrvReq_NegMax+ATEng_Base_NegMax may be calculated, where ATEng_Base_PosMax denotes a base torque positive change slope range of the engine in the series mode that is determined according to preset logic, and ATEng_Base_NegMax denotes a base torque negative change slope range of the engine in the series mode that is determined 15 according to the preset logic. That is, the torque change slope range of the engine based on the driving demand power change and the base torque change slope range of the engine in the series mode that is determined according to the preset logic are added to obtain the torque change slope range of the engine that is demanded in the series mode. 20 In S8, the rotational-speed change slope range of the generator according to the driving demand power change is superimposed with a base rotational-speed change slope range of the generator, and a rotational-speed positive change slope of the generator AnGen_PosMax=AnGen_DrvReq_PosMax+AnGen_Base_PosMax and a rotational-speed negative change slope of the generator AnGen_NegMax=AnGen_DrvReq_NegMax+AnGen_Base__NegMax may be 25 calculated, where AnGen_Base_PosMax denotes a base rotational-speed positive change slope range of the generator in the series mode that is determined according to the preset logic, and AnGen_Base_NegMax denotes a base rotational-speed negative change slope range of the generator in the series mode that is determined according to the preset logic. That is, the rotational-speed change slope range of the generator based on the driving demand power 30 change and the base rotational-speed change slope range of the generator in the series mode that is determined according to the preset logic are added to obtain the rotational- 2024263585   07 Aug 2026 speed change slope range of the generator that is demanded in the series mode. The preset logic in step S7 and step S8 refers to logic of determining a change slope of a change from the actual torque of the engine to the target torque and a change from the 5 actual rotational-speed of the generator to the target speed determined in the prior art. In S9, in a process of catching up with the target value, upper and lower limits of the change value of the torque of the engine at each moment do not exceed limits of the slopes ATEng_posMax and ATEng_NegMax determined above respectively, and upper and lower limits 10 of the change value of the rotational-speed of the generator at each moment do not exceed limits of the slopes AnGen_PosMax and AnGen_NegMax respectively. In S10, when original target torque of the engine at a time instance k is Tk|Eng_Req_Raw, instant target torque thereof is   Tk|Eng_Req = Tk-i|Eng_Req+max(ATEng_NegMax, 15    min(ATEng_PosMax,Tk|Eng_Req_Raw-Tk-1|Eng_Req)). In S11, when an original target speed of the generator at the time instance k is nk|Gen_Req_Raw, a instant target speed thereof is nk|Gen_Req=nk-1|Gen_Req+max(AnGen_NegMax, min(AnGen_PosMax, nk|Gen_Req_Raw-nk-1|Gen_Req)). 20 In the parallel mode, a steady-state target torque value of the engine has two step changes. The first one is caused by a change in the driver demand, and the second one is caused by the energy management strategy. The steady-state target speed value of the generator has no significant change. In this embodiment, schematic diagrams of instant targets of the 25 generator, the engine, and the driving motor in the parallel mode are shown in FIG. 4, FIG. 5-1, and FIG. 5-2. A calculation process thereof specifically includes the following steps. In S1, for positive and negative driving wheel end demand torque TDrvReq respectively, a driving wheel end demand torque change value in each calculation period is accumulated, 30 and at the same time, preset attenuation factors are set. When a driving wheel end demand torque change is negative, a positive change accumulated value is superimposed with a negative preset attenuation factor in each period and remains unchanged until a driving wheel end demand torque accumulated value ^TDrvReq_Pos attenuates to zero. When the 2024263585   07 Aug 2026 driving wheel end demand torque change is positive, a negative change accumulated value is superimposed with a positive preset attenuation factor in each period until a driving wheel end demand torque accumulated value ^TDrvReq_Neg attenuates to zero. A calculation process is shown in FIG. 5. In summary, step S1 is specifically: if the torque difference is greater than 0, then adding a driving demand torque positive change accumulated value calculated in the previous period, the torque difference, and a fifth preset attenuation factor with a negative value to obtain a driving demand torque positive change original accumulated value, and taking a greater one selected from the driving demand torque positive change original accumulated value and 0 to obtain a driving demand torque positive change accumulated value in the current period; and if a driving demand torque negative change accumulated value calculated in the previous period is 0, determining a driving demand torque negative change accumulated value in the current period to be 0; if the driving demand torque negative change accumulated value calculated in the previous period is less than 0, adding the driving demand torque negative change accumulated value calculated in the previous period and a sixth preset attenuation factor with a positive value to obtain a driving demand torque negative change original accumulated value, and taking a smaller one selected from the driving demand torque negative change original accumulated value and 0 to obtain the driving demand torque negative change accumulated value in the current period; and if the torque difference is less than or equal to 0, then adding the driving demand torque negative change accumulated value calculated in the previous period, the torque difference, and a seventh preset attenuation factor with a positive value to obtain the driving demand torque negative change original accumulated value, and taking a smaller one selected from the driving demand torque negative change original accumulated value and 0 to obtain the driving demand torque negative change accumulated value in the current period; and if the driving demand torque positive change accumulated value calculated in the previous period is 0, determining the driving demand torque positive change accumulated value in the current period to be 0; if the driving demand torque positive change accumulated value calculated in the previous period is greater than 0, adding the driving demand torque positive change accumulated value calculated in the previous period and an eighth preset attenuation factor with a negative value to obtain the driving 2024263585   07 Aug 2026 demand torque positive change original accumulated value, and taking a greater one selected from the driving demand torque positive change original accumulated value and 0 to obtain the driving demand torque positive change accumulated value in the current period. For example, driving wheel end demand torque in the first period is 0 N, driving wheel end demand torque in the second period is 5 N, and a fifth preset attenuation factor and an eighth preset attenuation factor required are -0.1 N. A sixth preset attenuation factor and a seventh preset attenuation factor are +0.1 N. On this basis, a torque difference at the second moment is 5 N, which is a positive value. A driving wheel end demand torque positive change accumulated value in the second period is max((5 N-0 N)+(-0.1 N),0)=4.9 N, and a driving wheel end demand torque negative change accumulated value in the second period is 0. For example, driving wheel end demand torque in the third period is 4 N. Since a torque difference between the third period and the second period (4 N-5 N=-1 N) is negative, a driving wheel end demand torque positive change accumulated value in the third period is max(4.9 N+(-0.1 N),0)=4.8 N, and a driving wheel end demand torque negative change accumulated value in the third period is min(0+(4 N-5 N)+0.1 N,0)=-0.9 N. For example, the driving wheel end demand torque in the third period is 7 N. Since the torque difference between the third period and the second period (7 N-5 N=2N) is positive, the driving wheel end demand torque positive change accumulated value in the third period is max(4.9 N+(7 N-5 N) +(-0.1 N),0)=6.8 N, and the driving wheel end demand torque negative change accumulated value in the third period is min(0+0.1 N,0)=0 N. For example, the driving wheel end demand torque in the first period is 0 N, the driving wheel end demand torque in the second period is -5 N, and the fifth preset attenuation factor and the eighth preset attenuation factor required are -0.1 N. the sixth preset attenuation factor and the seventh preset attenuation factor are +0.1 N. On this basis, the torque difference at the second moment is -5 N, which is a negative value. The driving wheel end demand torque negative change accumulated value in the second period is min((-5 N-0 N)+0.1 N,0)=-4.9 N, and the driving wheel end demand torque positive change accumulated value in the second period is 0. For example, the driving wheel end demand torque in the third period is 1 N. Since the torque difference between the third period and the second period (1 N-(-5 N)=6 N) is positive, the driving wheel end demand 2024263585   07 Aug 2026 torque positive change accumulated value in the third period is max(0 N+1 N-(-5 N)+(-0.1 N),0)=5.9N, and the driving wheel end demand torque negative change accumulated value in the third period is min(-4.9 N+0.1 N,0)=-4.8 N. For example, the driving wheel end demand torque in the third period is -7 N. Since the torque difference between the third period and the second period (-7N-(-5 N)=-2N) is negative, the driving wheel end demand torque positive change accumulated value in the third period is 0, and the driving wheel end demand torque negative change accumulated value in the third period is min(-4.9 N+(-7 N-(-5 N)+0.1 N,0)=-6.8 N. In S2, the driving wheel end demand torque positive change accumulated value and the driving wheel end demand torque negative change accumulated value above superimposed with the preset attenuation factors are combined with the speed ratio of driving motor to wheel end iMot to calculate a torque change positive accumulated value of the driving Yr y.        _ 1 Dn'Req Pos / * Mot Pos “       . motor                   ';        and a torque change negative accumulated value of y t DrvReq Neg Mot Neg —      7 the driving motor                          " respectively. That is, according to the driving demand torque change accumulated value and the speed ratio of driving motor to wheel end, a torque change accumulated value of the driving motor is determined based on the driving demand torque change. In S3, if the torque of the driving motor satisfies the driving demand torque change within time tMot_DrvReq, a torque positive change slope range of the driving motor and a torque negative change slope range of the driving motor based on the driving demand torque y t Ay                _ Mot _ Pos * Mot _ DrvR eq _ PosMat change            are                                       '                       and Yr A y                 _ Mot eg ^*Moi_DrvReq_NegMax — ~ -1, respectively. That is, a torque change slope range of the driving motor based on the driving demand torque change is determined according to the torque change accumulated value of the driving motor based on the 2024263585   07 Aug 2026 driving demand torque change. In S4, a driving demand torque change slope is superimposed with a base slope (that is, a base torque change slope range of the driving motor in the parallel mode that is determined 5 according to the preset logic), and a torque positive change slope of the driving motor ATMot_PosMax=ATMot_DrvReq_PosMax+ATMot_Base_PosMax and a torque negative change slope of the driving motor ATMot_NegMax=ATMot_DrvReq_NegMax+ATMot_Base_NegMax may be calculated, where ATMot_Base_PosMax denotes a base torque positive change slope of the driving motor in the parallel mode that is determined according to the preset logic, and ATMot_Base_NegMax 10 denotes a base torque negative change slope of the driving motor in the parallel mode that is determined according to the preset logic. That is, the torque change slope range of the driving motor based on the driving demand torque change and the base torque change slope range of the driving motor in the parallel mode that is determined according to the preset logic are added to obtain the torque change slope range of the driving motor that is 15 demanded in the parallel mode. In S5, in the process of catching up with the target value, upper and lower limits of the change value of the torque of the driving motor at each moment do not exceed limits of the slopes ATMot_PosMax and ATMot_NegMax respectively. 20 In S6, when original target torque of the driving motor at the time instance k is Tk|Mot_Req_Raw, instant target torque thereof is \|Mot_Req~ 1 |Mot_Req+maX Llot_NegMax ’n A ^Mot.PosMax ’\|Mot_Req_Raw"\-l |Mot_Req^ .                                                .                                                                                                                                                      .                                                                                                          .                                                                                                                                                          . 25 In S7, a instant torque target value of the engine at the time instance k Tk|Eng_Req is calculated from the driving wheel end demand torque Tk|DrvReq and the instant target torque y         _ k\Mot Req ^Mot k\Eng_Req                 . of the driving motor Tk|Mot_Req in S6:                                             , where iEng denotes a speed ratio of engine to wheel end. 30 In S8, in consideration of a significant delay in a response to the torque of the engine and a response speed is much less than that of the generator, in the parallel mode, a difference 2024263585   07 Aug 2026 between target torque and actual torque of the engine is compensated for by means of the generator, and the target torque of the generator Tk|Gen_Req is ~        _ ^Eng '{^k\Eng_Req ^k\Eng_Aci) * k\Gen Req                    . >!^            , where iGen denotes a speed ratio of generator to wheel end, and Tk|Eng_Act denotes actual torque of the engine at the time instance k. 5 The present disclosure further provides a torque control apparatus for a hybrid power system, including: an acquisition module configured to acquire driving wheel end demand torque; a first control module configured to, when a driving mode of the hybrid power 10 system is a series mode, adjust a torque change slope range of an engine and a rotational-speed change slope range of a generator according to a driving demand power change determined by the driving wheel end demand torque, and control torque of the engine and a rotational-speed of the generator to change according to corresponding slopes after adjustment, so that actual torque of the engine and an actual rotational-speed of the 15 generator change gently to respective targets thereof; and a second control module configured to, when the driving mode of the hybrid power system is a parallel mode, adjust a torque change slope range of a driving motor according to a driving demand torque change determined by the driving wheel end demand torque, and control torque of the driving motor to change according to a corresponding 20 slope after adjustment, so that actual torque of the driving motor changes gently to a target thereof; and determine instant target torque of the engine according to the instant target torque of the driving motor and the driving wheel end demand torque so as to achieve gentle change control over the torque of the engine. 25 Preferably, when the driving mode of the hybrid power system is the parallel mode, the second control module is further configured to: when the actual torque of the engine is less than target torque of the engine that is determined based on the driving wheel end demand torque, compensate for a difference between the target torque of the engine and the actual torque of the engine by means of 30 the generator. Preferably, the first control module includes: 2024263585   07 Aug 2026 a driving demand power determination unit configured to determine driving demand power in a current period according to driving wheel end demand torque collected in the current period; a power difference determination unit configured to calculate a power difference 5 between the driving demand power in the current period and driving demand power in a previous period; a driving demand power change accumulated value determination unit configured to obtain a driving demand power change accumulated value in the current period based on the power difference and a driving demand power change accumulated 10 value calculated in the previous period; a torque and rotational-speed change slope determination unit configured to determine, according to the driving demand power change accumulated value in the current period, the torque change slope range of the engine and the rotational-speed change slope range of the generator based on the driving demand power change; 15            an engine torque change slope range determination unit configured to add the torque change slope range of the engine based on the driving demand power change and a base torque change slope range of the engine in the series mode that is determined according to preset logic to obtain the torque change slope range of the engine that is demanded in the series mode; and 20            a generator speed change slope range determination unit configured to add the rotational-speed change slope range of the generator based on the driving demand power change and a base rotational-speed change slope range of the generator in the series mode that is determined according to preset logic to obtain the rotational-speed change slope range of the generator that is demanded in the series mode. 25 Preferably, the second control module includes: a torque difference determination unit configured to calculate a torque difference between driving wheel end demand torque in a current period and driving wheel end demand torque in a previous period; 30            a driving demand torque change accumulated value determination unit configured to obtain a driving demand torque change accumulated value based on the torque difference and a driving demand torque change accumulated value calculated in the previous period; 2024263585   07 Aug 2026 a torque change slope range determination unit configured to determine, according to the driving demand torque change accumulated value and a speed ratio of driving motor to wheel end, the torque change slope range of the driving motor based on the driving demand torque change; and 5            a driving motor torque change slope range determination unit configured to add the torque change slope range of the driving motor based on the driving demand torque change and a base torque change slope range of the driving motor in the parallel mode that is determined according to preset logic to obtain the torque change slope range of the driving motor that is demanded in the parallel mode. 10 The present disclosure further provides a vehicle, including the above torque control apparatus for a hybrid power system. The present disclosure further provides a control device, including a processor, a memory, 15 and a program or instructions stored in the memory and executable by the processor, wherein the program or the instructions, when executed by the processor, cause the steps of the torque control method for a hybrid power system as described above to be implemented. 20 The present disclosure further provides a readable storage medium. The readable storage medium has a program or instructions stored therein, and the program or the instructions, when executed by a processor, cause the steps of the torque control method for a hybrid power system as described above to be implemented. 25 The above descriptions are only preferred implementations of the present disclosure. It should be pointed out that, those of ordinary skill in the art may further make several improvements and modifications without departing from the principle of the present disclosure. Such improvements and modifications should also fall within the protection scope of the present disclosure. 30 Throughout the specification and the claims that follow, unless the context requires otherwise, the words “comprise” and “include” and variations such as “comprising” and “including” will be understood to imply the inclusion of a stated integer or group of 2024263585   07 Aug 2026 integers, but not the exclusion of any other integer or group of integers. The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement of any form of suggestion that such prior art forms part of the common 5 general knowledge. In some cases, a single embodiment may, for succinctness and / or to assist in understanding the scope of the disclosure, combine multiple features. It is to be understood that in such a case, these multiple features may be provided separately (in separate embodiments), or 10 in any other suitable combination. Alternatively, where separate features are described in separate embodiments, these separate features may be combined into a single embodiment unless otherwise stated or implied. This also applies to the claims which can be recombined in any combination. That is a claim may be amended to include a feature defined in any other claim. Further a phrase referring to “at least one of” a list of items 15 refers to any combination of those items, including single members. As an example, “at least one of: a, b, or c” is intended to cover: a, b, c, a-b, a-c, b-c, and a-b-c. It will be appreciated by those skilled in the art that the invention is not restricted in its use to the particular application described. Neither is the present invention restricted in 20 its preferred embodiment with regard to the particular elements and / or features described or depicted herein. It will be appreciated that the invention is not limited to the embodiment or embodiments disclosed, but is capable of numerous rearrangements, modifications and substitutions without departing from the scope of the invention as set forth and defined by the following claims.

Claims

1. A torque control method for a hybrid power system, comprising:acquiring driving wheel end demand torque, wherein an original demand torque is calculated based on an accelerator pedal opening degree and a vehicle speed, and the original demand torque is combined with boundaries and filter coefficients of power sources to calculate the driving wheel end demand torque that can be transferred to the wheel end;when a driving mode of the hybrid power system is a series mode, determining a torque change slope range of an engine and a rotational-speed change slope range of a generator according to a driving demand power change determined by the driving wheel end demand torque, and controlling torque of the engine and a rotational-speed of the generator to change according to the determined torque change slope range of the engine and the determined rotational-speed change slope range of the generator, so that actual torque of the engine and an actual rotational-speed of the generator change gently to respective targets thereof, wherein the torque change slope range of the engine comprises a torque positive change slope and a torque negative change slope of the engine for controlling the upper and lower limits of the change value of the torque of the engine at each moment, the rotational-speed change slope range of the generator comprises a rotational-speed positive change slope and a rotational-speed negative change slope of the generator for controlling upper and lower limits of the change value of the rotational-speed of the generator at each moment; andwhen the driving mode of the hybrid power system is a parallel mode, determining a torque change slope range of a driving motor according to a driving demand torque change determined by the driving wheel end demand torque, and controlling torque of the driving motor to change according to the determined torque change slope range of the driving motor, so that actual torque of the driving motor changes gently to a target thereof, wherein the torque change slope range of the driving motor comprises a torque positive change slope and a torque negative change slope of the driving motor for controlling upper and lower limits of the change value of the torque of the driving motor at each moment.2024263585   07 Aug 20262. The torque control method for a hybrid power system according to claim 1, wherein, when the driving mode of the hybrid power system is the parallel mode, the method further comprises:determining instant target torque of the driving motor; anddetermining instant target torque of the engine according to the instant target torque of the driving motor and the driving wheel end demand torque so as to achieve gentle change control over the torque of the engine.

3. The torque control method for a hybrid power system according to claim 1 or 2, wherein, when the driving mode of the hybrid power system is the parallel mode, the method further comprises:when the actual torque of the engine is less than target torque of the engine that is determined based on the driving wheel end demand torque, compensating for a difference between the target torque of the engine and the actual torque of the engine by means of the generator.

4. The torque control method for a hybrid power system according to claim 1, wherein the step of determining a torque change slope range of an engine and a rotational-speed change slope range of a generator according to a driving demand power change determined by the driving wheel end demand torque comprises:determining driving demand power in a current period according to driving wheel end demand torque collected in the current period;calculating a power difference between the driving demand power in the current period and driving demand power in a previous period;obtaining a driving demand power change accumulated value in the current period based on the power difference and a driving demand power change accumulated value calculated in the previous period;determining, according to the driving demand power change accumulated value in the current period, the torque change slope range of the engine and the rotational-speed change slope range of the generator based on the driving demand power change;adding the torque change slope range of the engine based on the driving demand power change and a base torque change slope range of the engine in the series mode that2024263585   07 Aug 2026is determined according to preset logic to obtain the torque change slope range of the engine that is demanded in the series mode; andadding the rotational-speed change slope range of the generator based on the driving demand power change and a base rotational-speed change slope range of the generator in the series mode that is determined according to preset logic to obtain the rotational-speed change slope range of the generator that is demanded in the series mode.

5. The torque control method for a hybrid power system according to claim 4, wherein the step of determining, according to the driving demand power change accumulated value in the current period, the torque change slope range of the engine and the rotational-speed change slope range of the generator based on the driving demand power change comprises: determining, according to the driving demand power change accumulated value in the current period and the actual rotational-speed of the generator, a rotational-speed change accumulated value of the generator based on the driving demand power change;determining the torque change slope range of the engine according to the rotational-speed change accumulated value of the generator;determining, according to the driving demand power change accumulated value in the current period and the actual torque of the engine, a rotational-speed change accumulated value of the generator based on the driving demand power change; anddetermining the rotational-speed change slope range of the generator according to the rotational-speed change accumulated value of the generator.

6. The torque control method for a hybrid power system according to claim 4, wherein the driving demand power change accumulated value comprises a driving demand power positive change accumulated value and a driving demand power negative change accumulated value in different periods, and the step of obtaining a driving demand power change accumulated value in the current period based on the power difference and a driving demand power change accumulated value calculated in the previous period comprises:if the power difference is greater than 0, thenadding the driving demand power positive change accumulated value calculated in the previous period, the power difference, and a first preset attenuation factor with a2024263585   07 Aug 2026negative value to obtain a driving demand power positive change original accumulated value, and taking a greater one selected from the driving demand power positive change original accumulated value and 0 to obtain a driving demand power positive change accumulated value in the current period; andif the driving demand power negative change accumulated value calculated in the previous period is 0, determining a driving demand power negative change accumulated value in the current period to be 0; if the driving demand power negative change accumulated value calculated in the previous period is less than 0, adding the driving demand power negative change accumulated value calculated in the previous period and a second preset attenuation factor with a positive value to obtain a driving demand power negative change original accumulated value, and taking a smaller one selected from the driving demand power negative change original accumulated value and 0 to obtain the driving demand power negative change accumulated value in the current period; andif the power difference is less than or equal to 0, thenadding the driving demand power negative change accumulated value calculated in the previous period, the power difference, and a third preset attenuation factor with a positive value to obtain the driving demand power negative change original accumulated value, and taking a smaller one selected from the driving demand power negative change original accumulated value and 0 to obtain the driving demand power negative change accumulated value in the current period; andif the driving demand power positive change accumulated value calculated in the previous period is 0, determining the driving demand power positive change accumulated value in the current period to be 0; if the driving demand power positive change accumulated value calculated in the previous period is greater than 0, adding the driving demand power positive change accumulated value calculated in the previous period and a fourth preset attenuation factor with a negative value to obtain the driving demand power positive change original accumulated value, and taking a greater one selected from the driving demand power positive change original accumulated value and 0 to obtain the driving demand power positive change accumulated value in the current period.2024263585   07 Aug 20267. The torque control method for a hybrid power system according to claim 1, wherein the step of determining a torque change slope range of a driving motor according to a driving demand torque change determined by the driving wheel end demand torque comprises:calculating a torque difference between driving wheel end demand torque in a current period and driving wheel end demand torque in a previous period;obtaining a driving demand torque change accumulated value in the current period based on the torque difference and a driving demand torque change accumulated value calculated in the previous period;determining, according to the driving demand torque change accumulated value in the current period and a speed ratio of driving motor to wheel end, the torque change slope range of the driving motor based on the driving demand torque change; andadding the torque change slope range of the driving motor based on the driving demand torque change and a base torque change slope range of the driving motor in the parallel mode that is determined according to preset logic to obtain the torque change slope range of the driving motor that is demanded in the parallel mode.

8. The torque control method for a hybrid power system according to claim 7, wherein the step of obtaining a driving demand torque change accumulated value based on the torque difference and a driving demand torque change accumulated value calculated in the previous period comprises:if the torque difference is greater than 0, thenadding a driving demand torque positive change accumulated value calculated in the previous period, the torque difference, and a fifth preset attenuation factor with a negative value to obtain a driving demand torque positive change original accumulated value, and taking a greater one selected from the driving demand torque positive change original accumulated value and 0 to obtain a driving demand torque positive change accumulated value in the current period; andif a driving demand torque negative change accumulated value calculated in the previous period is 0, determining a driving demand torque negative change accumulated value in the current period to be 0; if the driving demand torque negative change accumulated value calculated in the previous period is less than 0, adding the driving demand torque negative change accumulated value calculated in the previous period and2024263585   07 Aug 2026a sixth preset attenuation factor with a positive value to obtain a driving demand torque negative change original accumulated value, and taking a smaller one selected from the driving demand torque negative change original accumulated value and 0 to obtain the driving demand torque negative change accumulated value in the current period; andif the torque difference is less than or equal to 0, thenadding the driving demand torque negative change accumulated value calculated in the previous period, the torque difference, and a seventh preset attenuation factor with a positive value to obtain the driving demand torque negative change original accumulated value, and taking a smaller one selected from the driving demand torque negative change original accumulated value and 0 to obtain the driving demand torque negative change accumulated value in the current period; andif the driving demand torque positive change accumulated value calculated in the previous period is 0, determining the driving demand torque positive change accumulated value in the current period to be 0; if the driving demand torque positive change accumulated value calculated in the previous period is greater than 0, adding the driving demand torque positive change accumulated value calculated in the previous period and an eighth preset attenuation factor with a negative value to obtain the driving demand torque positive change original accumulated value, and taking a greater one selected from the driving demand torque positive change original accumulated value and 0 to obtain the driving demand torque positive change accumulated value in the current period.

9. The torque control method for a hybrid power system according to claim 2, wherein the instant target torque of the engine is determined by the following formulaby the following formula:_ Tk\DrvReq ^k\Moi Req ^Mot k\Eng Req —              .lEngwhere Tk|Eng_Req denotes instant target torque of the engine at a time instance k, Tk|Mot_Req denotes instant target torque of the driving motor at the time instance k, Tk|DrvReq denotes driving wheel end demand torque at the time instance k, iMot denotes a speed ratio of driving motor to wheel end, and iEng denotes a speed ratio of engine to wheel end.2024263585   07 Aug 202610. The torque control method for a hybrid power system according to claim 3, wherein, in the step of compensating for a difference between the target torque of the engine and the actual torque of the engine by means of the generator, instant target torque of the generator is determined by the following formula:J.        _ ^Eng {^[EngReq ^k\Eng _Act^1 k\Gen Req                    .^Genwhere Tk|Gen_Req denotes instant target torque of the generator at a time instance k, iGen denotes a speed ratio of generator to wheel end, iEng denotes a speed ratio of engine to wheel end, Tk|Eng_Act denotes actual torque of the engine at the time instance k, and Tk|Eng_Req denotes instant target torque of the engine at the time instance k.

11. A torque control apparatus for a hybrid power system, comprising:an acquisition module configured to acquire driving wheel end demand torque, wherein an original demand torque is calculated based on an accelerator pedal opening degree and a vehicle speed, and the original demand torque is combined with boundaries and filter coefficients of power sources to calculate the driving wheel end demand torque that can be transferred to the wheel end;a first control module configured to, when a driving mode of the hybrid power system is a series mode, determine a torque change slope range of an engine and a rotational-speed change slope range of a generator according to a driving demand power change determined by the driving wheel end demand torque, and control torque of the engine and a rotational-speed of the generator to change according to the determined torque change slope range of the engine and the determined rotational-speed change slope range of the generator, so that actual torque of the engine and an actual rotational-speed of the generator change gently to respective targets thereof, wherein the torque change slope range of the engine comprises a torque positive change slope and a torque negative change slope of the engine for controlling the upper and lower limits of the change value of the torque of the engine at each moment, the rotational-speed change slope range of the generator comprises a rotational-speed positive change slope and a rotational-speed negative change slope of the generator for controlling upper and lower limits of the change value of the rotational-speed of the generator at each moment; anda second control module configured to, when the driving mode of the hybrid2024263585   07 Aug 2026power system is a parallel mode, determine a torque change slope range of a driving motor according to a driving demand torque change determined by the driving wheel end demand torque, and control torque of the driving motor to change according to the determined torque change slope range of the driving motor, so that actual torque of the driving motor changes gently to a target thereof, wherein the torque change slope range of the driving motor comprises a torque positive change slope and a torque negative change slope of the driving motor for controlling upper and lower limits of the change value of the torque of the driving motor at each moment.

12. The torque control apparatus for a hybrid power system according to claim 11, wherein, when the driving mode of the hybrid power system is the parallel mode, the second control module is further configured to:determine instant target torque of the driving motor; anddetermine instant target torque of the engine according to the instant target torque of the driving motor and the driving wheel end demand torque so as to achieve gentle change control over the torque of the engine.

13. The torque control apparatus for a hybrid power system according to claim 11 or 12, wherein, when the driving mode of the hybrid power system is the parallel mode, the second control module is further configured to:when the actual torque of the engine is less than target torque of the engine that is determined based on the driving wheel end demand torque, compensate for a difference between the target torque of the engine and the actual torque of the engine by means of the generator.

14. The torque control apparatus for a hybrid power system according to claim 11, wherein the first control module comprises:a driving demand power determination unit configured to determine driving demand power in a current period according to driving wheel end demand torque collected in the current period;2024263585   07 Aug 2026a power difference determination unit configured to calculate a power difference between the driving demand power in the current period and driving demand power in a previous period;a driving demand power change accumulated value determination unit configured to obtain a driving demand power change accumulated value in the current period based on the power difference and a driving demand power change accumulated value calculated in the previous period;a torque and rotational-speed change slope determination unit configured to determine, according to the driving demand power change accumulated value in the current period, the torque change slope range of the engine and the rotational-speed change slope range of the generator based on the driving demand power change;an engine torque change slope range determination unit configured to add the torque change slope range of the engine based on the driving demand power change and a base torque change slope range of the engine in the series mode that is determined according to preset logic to obtain the torque change slope range of the engine that is demanded in the series mode; anda generator speed change slope range determination unit configured to add the rotational-speed change slope range of the generator based on the driving demand power change and a base rotational-speed change slope range of the generator in the series mode that is determined according to preset logic to obtain the rotational-speed change slope range of the generator that is demanded in the series mode.

15. The torque control apparatus for a hybrid power system according to claim 11, wherein the second control module comprises:a torque difference determination unit configured to calculate a torque difference between driving wheel end demand torque in a current period and driving wheel end demand torque in a previous period;a driving demand torque change accumulated value determination unit configured to obtain a driving demand torque change accumulated value in the current period based on the torque difference and a driving demand torque change accumulated value calculated in the previous period;a torque change slope range determination unit configured to determine,2024263585   07 Aug 2026according to the driving demand torque change accumulated value in the current period and a speed ratio of driving motor to wheel end, the torque change slope range of the driving motor based on the driving demand torque change; anda driving motor torque change slope range determination unit configured to add the torque change slope range of the driving motor based on the driving demand torque change and a base torque change slope range of the driving motor in the parallel mode that is determined according to preset logic to obtain the torque change slope range of the driving motor that is demanded in the parallel mode.

16. A vehicle, comprising the torque control apparatus for a hybrid power system according to any one of claims 11 to 15.

17. A control device, comprising a processor, a memory, and a program or instructions stored in the memory and executable by the processor, wherein the program or the instructions, when executed by the processor, cause the steps of the torque control method for a hybrid power system according to any one of claims 1 to 10 to be implemented.

18. A readable storage medium, wherein the readable storage medium has a program or instructions stored therein, and the program or the instructions, when executed by a processor, cause the steps of the torque control method for a hybrid power system according to any one of claims 1 to 10 to be implemented.

Images