Method, device and system for determining torque of series electric vehicle

Abstract

This application provides a method, apparatus, and system for determining the torque of a series hybrid electric vehicle. The method includes: calculating the required torque based on vehicle speed, pedal position information, gear shift information, the maximum torque of the power unit, and a preset range of torque change rate; calculating the optimal torque, while the electric vehicle is in motion, based on the required torque, battery percentage, and the charging / discharging power of the battery, where the optimal torque is the output torque of the power unit at its highest energy conversion efficiency; and determining the actual torque, which is the actual torque output by the power unit, based on the optimal torque, gear shift information, and operating parameters of the power unit. This method solves the problem in existing series hybrid electric vehicles where the output torque of the power unit cannot be guaranteed to have high energy conversion efficiency.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and more specifically, to a method, apparatus, computer-readable storage medium, processor, and system for determining the torque of a series electric vehicle. Background Technology

[0002] Emissions from traditional vehicles have become a global issue, while pure electric vehicles suffer from limited driving range due to their battery capacity. Therefore, hybrid electric vehicles (HEVs) represent the optimal development direction for electric vehicles. Series hybrid electric vehicles (HEVs) can improve driving range while allowing for the selection of optimal engine operating points, minimizing fuel consumption and emissions. Currently, most HEVs in my country utilize parallel systems, and control strategies for series hybrid electric vehicles are relatively rare.

[0003] The information disclosed above in the background section is only intended to enhance the understanding of the background art of the art described herein. Therefore, the background art may contain certain information that does not constitute prior art known to those skilled in the art in this country. Summary of the Invention

[0004] The main objective of this application is to provide a method, apparatus, computer-readable storage medium, processor, and system for determining the torque of a series electric vehicle, in order to solve the problem in the prior art that the power unit cannot guarantee a high energy conversion efficiency when controlling the output torque of the power unit in a series hybrid electric vehicle.

[0005] According to one aspect of the present invention, a method for determining the torque of a series-connected electric vehicle is provided. The electric vehicle includes a pedal, a gear shifter, and a power unit, wherein the power unit includes a power battery. The method includes: calculating a required torque based on vehicle speed, pedal position information, gear shifter gear position information, the maximum value of the torque of the power unit, and a preset range of torque change rate; calculating an optimal torque based on the required torque, a battery charge ratio, and the charging and discharging power of the power battery while the electric vehicle is in operation, wherein the optimal torque is the torque output by the power unit when the energy conversion efficiency of the power unit is at its highest, and the battery charge ratio is the ratio of the remaining battery charge to the rated capacity of the power battery; and determining an actual torque based on the optimal torque, the gear shifter gear position information, and the operating parameters of the power unit, wherein the actual torque is the torque actually output by the power unit.

[0006] Optionally, the power unit further includes a drive motor and a generator. Before calculating the required torque based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum value of the torque of the power unit, and the preset range of the torque change rate, the method further includes: controlling the power battery, the drive motor, and the generator to be powered on or off in a set sequence.

[0007] Optionally, the power unit further includes an engine and an inverter. Before calculating the required torque based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate, the method further includes: calculating the maximum torque of the power unit based on the status information of the drive motor, the status information of the generator, the status information of the engine, the charging and discharging power of the power battery, the temperature of the drive motor, the temperature of the generator, the temperature of the inverter, and the control signal of the engine.

[0008] Optionally, calculating the required torque based on vehicle speed, pedal position information, gear shift information, maximum torque of the power unit, and a preset range of torque change rate includes: calculating the requested torque based on vehicle speed, pedal position information, gear shift information, and maximum torque of the power unit; when the requested torque request signal is valid, determining the change rate of the requested torque based on the type of the requested torque, pedal position information, gear shift information, drive motor speed, and generator speed; and optimizing the change rate of the requested torque according to the preset range of torque change rate to obtain the required torque.

[0009] Optionally, calculating the optimal torque based on the required torque, the battery capacity ratio, and the charging / discharging power of the power battery includes: calculating the optimal torque based on the required torque, the battery capacity ratio, the charging / discharging power of the power battery, the energy conversion efficiency of the drive motor, the energy conversion efficiency of the generator, and the energy conversion efficiency of the engine.

[0010] Optionally, determining the actual torque based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the power unit includes: determining the actual torque based on the optimal torque, the gear position information of the gear shifter, the operating parameters of the drive motor, the operating parameters of the generator, and the operating parameters of the engine.

[0011] According to another aspect of the present invention, a device for determining the torque of a series-connected electric vehicle is also provided. The electric vehicle includes a pedal, a gear shifter, and a power unit, the power unit including a power battery. The device includes: a first calculation unit, which calculates the required torque based on the vehicle speed, the position information of the pedal, the gear position information of the gear shifter, the maximum value of the torque of the power unit, and a preset range of torque change rate; a second calculation unit, which calculates the optimal torque based on the required torque, the battery charge ratio, and the charging and discharging power of the power battery when the electric vehicle is in a driving state, the optimal torque being the torque output by the power unit when the energy conversion efficiency of the power unit is at its highest, the battery charge ratio being the ratio of the remaining battery charge to the rated capacity of the power battery; and a determination unit, which determines the actual torque based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the power unit, the actual torque being the torque actually output by the power unit.

[0012] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein the program executes any one of the methods described.

[0013] According to another aspect of the present invention, a processor is also provided, the processor being configured to run a program, wherein the program, when running, executes any of the methods described.

[0014] According to one aspect of the present invention, a system for determining the torque of a series electric vehicle is also provided, comprising: an electric vehicle, one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs include methods for performing any one of the methods described.

[0015] In the above-mentioned method for determining the torque of a series-connected electric vehicle, firstly, the required torque is calculated based on the vehicle speed, the position information of the pedal, the gear position information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate. Then, with the electric vehicle in motion, the optimal torque is calculated based on the required torque, the battery percentage, and the charging and discharging power of the power battery. The optimal torque is the torque output by the power unit when its energy conversion efficiency is at its highest. The battery percentage is the ratio of the remaining battery charge to the rated capacity of the power battery. Finally, the actual torque is determined based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the power unit. The actual torque is the torque actually output by the power unit. This method calculates the required torque, i.e., the torque requested by the driver. Based on the required torque, the battery charge ratio, and the battery's charging and discharging power, it obtains the optimal torque, i.e., the torque of the power unit at which the energy conversion efficiency is highest, based on the driver's requested torque and the real-time capability of the battery. Based on the optimal torque, the gear position information of the shifter, and the operating parameters of the power unit, it obtains the actual torque that the power unit can actually output. In other words, it comprehensively considers the energy conversion efficiency of the power unit, the gear position information of the shifter, and the actual operating conditions of the power unit to obtain the actual torque that the power unit can output. This method solves the problem in the prior art that series hybrid electric vehicles cannot guarantee a high energy conversion efficiency when controlling the output torque of the power unit. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 A flowchart illustrating a method for determining the torque of a series electric vehicle according to an embodiment of this application is shown;

[0018] Figure 2 A schematic diagram of the power unit of a series electric vehicle according to an embodiment of this application is shown;

[0019] Figure 3 A schematic diagram of the software structure for a method of determining the torque of a series electric vehicle according to an embodiment of this application is shown;

[0020] Figure 4 A schematic diagram illustrating the principle of solving a driver's requested torque according to an embodiment of this application is shown;

[0021] Figure 5 A schematic diagram of a torque determination device for a series electric vehicle according to an embodiment of this application is shown. Detailed Implementation

[0022] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] It should be understood that when an element (such as a layer, film, region, or substrate) is described as being "on" another element, the element may be directly on the other element, or there may be an intermediate element present. Furthermore, in the specification and claims, when an element is described as being "connected" to another element, the element may be "directly connected" to the other element, or "connected" to the other element via a third element.

[0026] As mentioned in the background section, existing series hybrid electric vehicles cannot guarantee high energy conversion efficiency of the power unit when controlling the output torque of the power unit. In order to solve the above problems, in a typical embodiment of this application, a method, a device, a computer-readable storage medium, a processor, and a system for determining the torque of a series electric vehicle are provided.

[0027] According to an embodiment of this application, a method for determining the torque of a series electric vehicle is provided.

[0028] Figure 1 This is a flowchart of a method for determining the torque of a series electric vehicle according to an embodiment of this application. Figure 1 As shown, the method includes the following steps:

[0029] Step S101: Calculate the required torque based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate.

[0030] Step S102: When the electric vehicle is in a driving state, the optimal torque is calculated based on the required torque, the power ratio and the charging and discharging power of the power battery. The optimal torque is the torque output by the power device when the energy conversion efficiency of the power device is the highest. The power ratio is the ratio of the remaining power of the power battery to the rated capacity of the power battery.

[0031] Step S103: Based on the above-mentioned optimal torque, the gear position information of the above-mentioned gear shifter, and the operating parameters of the above-mentioned power device, determine the actual torque, which is the torque actually output by the above-mentioned power device.

[0032] In the above-mentioned method for determining the torque of a series-connected electric vehicle, firstly, the required torque is calculated based on the vehicle speed, the position information of the pedal, the gear position information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate. Then, with the electric vehicle in motion, the optimal torque is calculated based on the required torque, the battery percentage, and the charging and discharging power of the power battery. The optimal torque is the torque output by the power unit when its energy conversion efficiency is at its highest. The battery percentage is the ratio of the remaining battery charge to the rated capacity of the power battery. Finally, the actual torque is determined based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the power unit. The actual torque is the torque actually output by the power unit. This method calculates the required torque, i.e., the torque requested by the driver. Based on the required torque, the battery charge ratio, and the battery's charging and discharging power, it obtains the optimal torque, i.e., the torque of the power unit at which the energy conversion efficiency is highest, based on the driver's requested torque and the real-time capability of the battery. Based on the optimal torque, the gear position information of the shifter, and the operating parameters of the power unit, it obtains the actual torque that the power unit can actually output. In other words, it comprehensively considers the energy conversion efficiency of the power unit, the gear position information of the shifter, and the actual operating conditions of the power unit to obtain the actual torque that the power unit can output. This method solves the problem in the prior art that series hybrid electric vehicles cannot guarantee a high energy conversion efficiency when controlling the output torque of the power unit.

[0033] In one optional embodiment of this application, the electric vehicle is a series hybrid electric vehicle, such as... Figure 2As shown, the aforementioned power unit includes a drive motor TM directly driven by a main reducer, a generator ISG, and an engine. The generator ISG and the engine together form a range extender, or auxiliary power unit. When certain conditions are met, such as when the state of charge of the power battery is below a certain threshold, the range extender operates and generates electricity to charge the power battery or to supply power to the drive motor TM. Physically, the range extender cannot directly drive a series hybrid electric vehicle, but the electricity generated by the range extender can be directly used by the drive motor TM, while the power battery acts as a power balancing device.

[0034] In one optional embodiment of this application, the method for determining the torque of a series electric vehicle achieves coordinated control of the power battery, drive motor, generator engine, and other related accessories of a series hybrid electric vehicle. Furthermore, this method allows for the minimization of petroleum-based energy sources and the maximization of clean energy charging power without sacrificing the safety, drivability, and range of traditional passenger cars. Additionally, as... Figure 3 As shown, the software structure for implementing the method for determining the torque of a series electric vehicle according to this application includes a power mode control module PMCM, a hardware signal processing module HSPM, an input signal processing module ISPM, an output signal processing module OSPM, a system capacity calculation module SCPM, a driver torque request module DTRM, an output shaft torque filtering module XTFM, a hybrid mode decision module HMDM, a hybrid mode optimization module HMOM, an actuator torque arbitration module ATDM, a diagnostics and diagnostic service management module DSMM, a torque safety monitoring module TSMM, an instrument display module IPKM, and an accessory control module ACCM.

[0035] In one alternative embodiment of this application, the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be performed in a different order than that shown here.

[0036] In one optional embodiment of this application, the power unit further includes a drive motor and a generator. Before calculating the required torque based on the vehicle speed, the position information of the pedal, the gear position information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate, the method further includes controlling the power battery, the drive motor, and the generator to be powered on or off in a set sequence. In this embodiment, the power mode control module (PMCM) mainly manages and controls the high-voltage power-on and power-off of the power unit, that is, coordinates the normal power-on and power-off sequence of high-voltage components such as the power battery, drive motor, and generator to ensure that the power unit can work normally. In addition, the power mode control module (PMCM) also handles high-voltage interlock failure, high-voltage insulation failure, vehicle collision, and various faults of the power unit accordingly to ensure the safety of the power unit.

[0037] In one optional embodiment of this application, the power unit further includes an engine and an inverter. Before calculating the required torque based on vehicle speed, pedal position information, gear shift information, maximum torque of the power unit, and a preset range of torque change rate, the method further includes: calculating the maximum torque of the power unit based on the state information of the drive motor, the state information of the generator, the state information of the engine, the charging and discharging power of the power battery, the temperature of the drive motor, the temperature of the generator, the temperature of the inverter, and the control signal of the engine. In this embodiment, the system capability calculation module SCPM calculates the limit values ​​of the drive torque of the drive motor, the regenerative torque of the drive motor, the drive torque of the generator, and the regenerative torque of the generator based on the range-extending mode, the state information of the drive motor, the state information of the generator, the state information of the engine, the charging and discharging power of the power battery (i.e., the real-time charging and discharging capacity of the power battery), the temperature of the drive motor, the temperature of the generator, and the temperature of the inverter. The maximum output torque value of the engine is obtained based on the engine control signal (i.e., the signal from the EMS) and the hybrid mode.

[0038] In one optional embodiment of this application, the range-extending mode includes a mode in which the power battery supplies power to the drive motor and a mode in which the power battery and the generator simultaneously supply power to the drive motor. The hybrid mode is a mode in which the power battery and the generator simultaneously supply power to the drive motor. The maximum torque of the power device includes a limit value of the drive torque of the drive motor, a limit value of the regenerative torque of the drive motor, a limit value of the drive torque of the generator, a limit value of the regenerative torque of the generator, and the maximum output torque of the engine. The charging and discharging power of the power battery is obtained by the system capability calculation module SCPM based on the status information of the battery management system BMS.

[0039] In one optional embodiment of this application, the hybrid mode decision module (HMDM) determines the range-extended mode that the electric vehicle should be in based on vehicle speed, required torque, battery SOC ratio, and other vehicle state information, and performs mode switching, wherein the battery SOC ratio is the aforementioned battery charge ratio.

[0040] In one optional embodiment of this application, calculating the required torque based on vehicle speed, pedal position information, gear shift information, maximum torque of the power unit, and a preset range of torque change rate includes: calculating the requested torque based on vehicle speed, pedal position information, gear shift information, and maximum torque of the power unit; when the requested torque request signal is valid, determining the change rate of the requested torque based on the type of the requested torque, pedal position information, gear shift information, drive motor speed, and generator speed; and optimizing the change rate of the requested torque according to the preset range of torque change rate to obtain the required torque. In this embodiment, the driver torque request module DTRM is used to calculate the requested torque, that is, to parse the driver's requested torque, specifically, as follows: Figure 4As shown, when the vehicle is moving forward, the creepage torque and forward torque are determined based on the position information of the accelerator pedal, brake pedal, gear shifter, the maximum torque of the power unit, and the speed of the transmission input shaft. When the vehicle is reversing, the creepage torque and reverse torque are determined based on the position information of the accelerator pedal, brake pedal, gear shifter, the maximum torque of the power unit, and the speed of the transmission input shaft. When the driver releases the accelerator pedal, the coasting regenerative braking torque and braking regenerative braking torque are determined based on the position information of the brake pedal, gear shifter, the maximum torque of the power unit, and the speed of the transmission input shaft. After determining the requested torque, the output shaft torque filtering module XTFM filters the requested torque using a preset range of torque change rate, i.e., the rise rate and fall rate limits, to improve the vehicle's drivability. Through reasonable map calibration, the vehicle can achieve... It offers satisfactory power and driving comfort. Specifically, the XTFM module consists of a filter condition decision module, a torque change rate decision module, and a torque limiting module. The filter condition decision module is used to determine the trend of the requested torque change, such as whether the driver wants to increase or decrease the torque, and whether the requested torque is driving torque or regenerative braking torque. The torque change rate module comprehensively determines the change rate of the requested torque based on the type of requested torque (i.e., whether it is driving torque or regenerative braking torque), the position information of the accelerator pedal, the position information of the gear shifter, the speed of the drive motor, and the speed of the generator. The torque limiting module limits the change rate of the requested torque through rise and fall rate limits to ensure smooth torque changes. Furthermore, for the purpose of optimizing the vehicle's drivability under certain specific operating conditions, some auxiliary additional functions have been added, such as the ClunkControl module, which is used to improve the smoothness of the vehicle when the torque crosses zero.

[0041] In this process, considering the different vehicle models, the calculation formula for the requested torque is not precisely defined. Instead, only the limit factors for the requested torque are defined. The lowest threshold value of the corresponding factor is taken and recalculated. The accuracy of the requested torque is controlled within ±5 N*m. Finally, the arbitration is based on the following four cases:

[0042] The following factors should be considered during the vehicle's forward movement:

[0043] T(Forward) = {T(Pedal position information) ∩ T(Pedal speed) ∩ T(Motor status) ∩ T(Gearbox output shaft)}

[0044] The same principle applies to reversing a vehicle, but the speed limit for reversing must be considered, as well as the impact of the high torque of the electric motor and the low torque of the engine at low speeds.

[0045] T(Reverse) = {T(Pedal Position) ∩ T(Pedal Rate) ∩ T(Motor Status) ∩ T(Gearbox Output Shaft) ∩ T(Vehicle Speed) ∩ (Motor and Engine Torque Curves)}

[0046] The following factors should be considered when a vehicle is in a creeping state:

[0047] T(electric creep) = {T(vehicle speed) ∩ T(motor status) ∩ T(gearbox output shaft) ∩ T(pedal position = 0)}

[0048] The following factors should be considered when the vehicle is in a released pedal position:

[0049] T(ped off the pedal) = {T(vehicle speed) ∩ T(SOC)}

[0050] Taking into account the above four scenarios, the torque arbitration logic in the driver torque request module DTRM is as follows:

[0051] T(requested torque) = {(T(forward) ∪ T(reverse) ∪ T(electric screwing) T(ped-off)) ∩ T(gear shifter position information) ∩ T(ped position information)}

[0052] The T mentioned above represents the influence of various factors on the requested torque. For example, T (gear shifter information) only represents the influence of gear shifter changes on the requested torque.

[0053] In addition, the logical judgment of the XTFM module is as follows:

[0054] The required torque obtained after filtering by the XTFM module is: T (Required Torque) = F (Filtering Condition Decision) ∩ F (Torque Change Rate) ∩ F (Torque Limitation)

[0055] The logical judgment of the filter condition decision module is: F(filter condition decision) = {(f(requested torque original value) - T(previous filter value)) ∪ f(torque mode)}

[0056] The logic for the torque change rate module is: F (torque change rate) = {f (torque mode) Uf (signal validity) ∪ f (gear shifter position information) ∪ f (motor speed) ∪ (pedal)}

[0057] The F and f mentioned above represent logical judgments. For example, f (torque mode) is used to determine whether the requested torque is driving torque or regenerative braking torque.

[0058] The logic for the torque limiting module is: F(torque limiting) = F(torque change rate) ∩ F(torque upper and lower limits) ∩ F(clutch control).

[0059] In one optional embodiment of this application, the position information of the aforementioned pedals includes the position information of the accelerator pedal and the position information of the brake pedal, and the aforementioned requested torque includes forward torque, reverse torque, electric creep torque, coasting regenerative braking torque, and braking regenerative braking torque.

[0060] In one optional embodiment of this application, calculating the optimal torque based on the required torque, the battery charge ratio, and the charging / discharging power of the power battery includes: calculating the optimal torque based on the required torque, the battery charge ratio, the charging / discharging power of the power battery, the energy conversion efficiency of the drive motor, the energy conversion efficiency of the generator, and the energy conversion efficiency of the engine. In this embodiment, the Hybrid Mode Optimization Module (HMOM) coordinates the dual torque sources of the engine and generator in engine start-up and engine stop modes to meet the requirements of rapid and smooth response of the range extender. In series mode, the HMOM optimizes the operating point of the range extender based on the driver's requested torque, the SOC ratio, the charging / discharging power of the power battery, and other component status information to determine the operating point that achieves the best fuel consumption rate, the energy conversion efficiency of the drive motor, the energy conversion efficiency of the generator, power battery protection, and vehicle power performance. The torque of the power unit at this operating point is determined to be the optimal torque.

[0061] The factors considered in the optimal torque arbitration of the hybrid mode optimization module (HMOM) are as follows:

[0062] When starting and stopping the engine:

[0063] T(optimal torque) = min(T(engine), T(ISG)) ∩ f(steady response)

[0064] In series mode:

[0065] T(HMON) = f(SOC)∩T(DRTM)∩f(SOP)∩f(Appendix)

[0066] SOP refers to the battery's charge and discharge power.

[0067] In one optional embodiment of this application, the range-extending mode includes the engine start mode, engine stop mode, and series mode.

[0068] In one optional embodiment of this application, the energy conversion efficiency of the drive motor, the energy conversion efficiency of the generator, and the energy conversion efficiency of the engine, i.e., the fuel consumption rate, are calculated by the system capability calculation module SCPM.

[0069] In one optional embodiment of this application, determining the actual torque based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the power unit includes: determining the actual torque based on the optimal torque, the gear position information of the gear shifter, the operating parameters of the drive motor, the operating parameters of the generator, and the operating parameters of the engine. In this embodiment, the actuator torque arbitration module arbitrates the optimal torque of the drive motor output by the hybrid mode optimization module HMOM based on the gear position information of the gear shifter, and determines the actual output torque and mode control command of the drive motor, while also considering the protection of the drive motor. In addition, the actuator torque arbitration module arbitrates the optimal torque of the generator output by the hybrid mode optimization module HMOM based on the generator command output by the hybrid mode optimization module HMOM, and determines the actual output torque and mode control command of the generator. The actuator torque arbitration module arbitrates the optimal torque of the engine output by the hybrid mode optimization module HMOM based on the engine command output by the hybrid mode optimization module HMOM, and determines the actual output torque and mode control command of the engine. The ATDM module mainly consists of three parts: drive motor arbitration, generator arbitration, and engine arbitration.

[0070] The logic judgment of the actuator torque arbitration module ATDM is as follows:

[0071] F (actual torque) = f (drive motor) ∩ f (generator) ∩ f (engine) ∩ T (optimal torque).

[0072] In one optional embodiment of this application, the instructions for the generator include the operating parameters of the generator, the instructions for the engine include the operating parameters of the engine, and the actual torque includes the actual output torque of the drive motor, the actual output torque of the generator, and the actual output torque of the engine.

[0073] This application also provides a device for determining the torque of a series-connected electric vehicle. It should be noted that this device can be used to execute the method for determining the torque of a series-connected electric vehicle provided in this application. The following describes the device for determining the torque of a series-connected electric vehicle provided in this application.

[0074] Figure 5 This is a schematic diagram of a torque determination device for a series electric vehicle according to an embodiment of this application. Figure 5 As shown, the device includes:

[0075] The first calculation unit 10 calculates the required torque based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate.

[0076] The second calculation unit 20 calculates the optimal torque based on the required torque, the power ratio, and the charging and discharging power of the power battery when the electric vehicle is in a driving state. The optimal torque is the torque output by the power device when the energy conversion efficiency of the power device is the highest. The power ratio is the ratio of the remaining power of the power battery to the rated capacity of the power battery.

[0077] The determining unit 30 determines the actual torque based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the power unit. The actual torque is the torque actually output by the power unit.

[0078] In the aforementioned torque determination device for a series-connected electric vehicle, the first calculation unit calculates the required torque based on the vehicle speed, the position information of the pedal, the gear position information of the gear shifter, the maximum torque of the power unit, and a preset range of torque change rate; the second calculation unit, while the electric vehicle is in motion, calculates the optimal torque based on the required torque, the battery percentage, and the charging and discharging power of the power battery, wherein the optimal torque is the torque output by the power unit when its energy conversion efficiency is at its highest, and the battery percentage is the ratio of the remaining battery charge to the rated capacity of the power battery; and the determination unit determines the actual torque based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the power unit, wherein the actual torque is the torque actually output by the power unit. This device calculates the required torque, i.e., the torque requested by the driver. Based on the required torque, the battery's charge ratio, and the battery's charging and discharging power, it obtains the optimal torque, i.e., the torque of the power unit at which the energy conversion efficiency is highest, based on the driver's requested torque and the real-time capability of the battery. Based on the optimal torque, the gear position information of the shifter, and the operating parameters of the power unit, it obtains the actual torque that the power unit can actually output. In other words, it comprehensively considers the energy conversion efficiency of the power unit, the gear position information of the shifter, and the actual operating conditions of the power unit to obtain the actual torque that the power unit can output. This device solves the problem in existing series hybrid electric vehicles that cannot guarantee a high energy conversion efficiency when controlling the output torque of the power unit.

[0079] In one optional embodiment of this application, the aforementioned torque determination device for a series-connected electric vehicle further includes a control unit. The control unit controls the power battery, drive motor, and generator to be powered on or off in a predetermined sequence. In this embodiment, the power mode control module (PMCM) primarily manages and controls the high-voltage power-on and off of the power unit, coordinating the normal power-on and off sequence of high-voltage components such as the power battery, drive motor, and generator to ensure the power unit can operate normally. Furthermore, the PMCM also handles situations such as high-voltage interlock failure, high-voltage insulation failure, vehicle collisions, and various power unit malfunctions to ensure the safety of the power unit.

[0080] In one optional embodiment of this application, the aforementioned torque determination device for a series electric vehicle further includes a third calculation unit. This third calculation unit is used to calculate the maximum torque of the power unit based on the state information of the drive motor, the state information of the generator, the state information of the engine, the charging and discharging power of the power battery, the temperature of the drive motor, the temperature of the generator, the temperature of the inverter, and the control signal of the engine. In this embodiment, the system capability calculation module SCPM calculates the limit values ​​of the drive torque of the drive motor, the regenerative torque of the drive motor, the drive torque of the generator, and the regenerative torque of the generator based on the range-extending mode, the state information of the drive motor, the state information of the generator, the state information of the engine, the charging and discharging power of the power battery (i.e., the real-time charging and discharging capacity of the power battery), the temperature of the drive motor, the temperature of the generator, and the temperature of the inverter. It then obtains the maximum output torque value of the engine based on the engine control signal (i.e., the signal from the EMS) and the hybrid mode.

[0081] In one optional embodiment of this application, the range-extending mode includes a mode in which the power battery supplies power to the drive motor and a mode in which the power battery and the generator simultaneously supply power to the drive motor. The hybrid mode is a mode in which the power battery and the generator simultaneously supply power to the drive motor. The maximum torque of the power device includes a limit value of the drive torque of the drive motor, a limit value of the regenerative torque of the drive motor, a limit value of the drive torque of the generator, a limit value of the regenerative torque of the generator, and the maximum output torque of the engine. The charging and discharging power of the power battery is obtained by the system capability calculation module SCPM based on the status information of the battery management system BMS.

[0082] In one optional embodiment of this application, the hybrid mode decision module (HMDM) determines the range-extended mode that the electric vehicle should be in based on vehicle speed, required torque, battery SOC ratio, and other vehicle state information, and performs mode switching, wherein the battery SOC ratio is the aforementioned battery charge ratio.

[0083] In one optional embodiment of this application, the first calculation unit includes a first calculation module, a first determination module, and an optimization module. The first calculation module is used to calculate the requested torque based on the vehicle speed, the pedal position information, the gear position information of the gear shifter, and the maximum torque of the power unit. The first determination module is used to determine the rate of change of the requested torque based on the type of the requested torque, the pedal position information, the gear position information of the gear shifter, the speed of the drive motor, and the speed of the generator, when the requested torque request signal is valid. The optimization module is used to optimize the rate of change of the requested torque according to a preset range of the torque rate of change to obtain the required torque. In this embodiment, the driver torque request module DTRM is used to calculate the requested torque, that is, to parse the driver's requested torque, specifically, as shown below. Figure 4 As shown, when the vehicle is moving forward, the creepage torque and forward torque are determined based on the position information of the accelerator pedal, brake pedal, gear shifter, the maximum torque of the power unit, and the speed of the transmission input shaft. When the vehicle is reversing, the creepage torque and reverse torque are determined based on the position information of the accelerator pedal, brake pedal, gear shifter, the maximum torque of the power unit, and the speed of the transmission input shaft. When the driver releases the accelerator pedal, the coasting regenerative braking torque and braking regenerative braking torque are determined based on the position information of the brake pedal, gear shifter, the maximum torque of the power unit, and the speed of the transmission input shaft. After determining the requested torque, the output shaft torque filtering module XTFM filters the requested torque using a preset range of torque change rate, i.e., the rise rate and fall rate limits, to improve the vehicle's drivability. Through reasonable map calibration, the vehicle can achieve... It offers satisfactory power and driving comfort. Specifically, the XTFM module consists of a filter condition decision module, a torque change rate decision module, and a torque limiting module. The filter condition decision module is used to determine the trend of the requested torque change, such as whether the driver wants to increase or decrease the torque, and whether the requested torque is driving torque or regenerative braking torque. The torque change rate module comprehensively determines the change rate of the requested torque based on the type of requested torque (i.e., whether it is driving torque or regenerative braking torque), the position information of the accelerator pedal, the position information of the gear shifter, the speed of the drive motor, and the speed of the generator. The torque limiting module limits the change rate of the requested torque through rise and fall rate limits to ensure smooth torque changes. Furthermore, for the purpose of optimizing the vehicle's drivability under certain specific operating conditions, some auxiliary additional functions have been added, such as the ClunkControl module, which is used to improve the smoothness of the vehicle when the torque crosses zero.

[0084] In this process, considering the different vehicle models, the calculation formula for the requested torque is not precisely defined. Instead, only the limit factors for the requested torque are defined. The lowest threshold value of the corresponding factor is taken and recalculated. The accuracy of the requested torque is controlled within ±5 N*m. Finally, the arbitration is based on the following four cases:

[0085] The following factors should be considered during the vehicle's forward movement:

[0086] T(Forward) = {T(Pedal position information) ∩ T(Pedal speed) ∩ T(Motor status) ∩ T(Gearbox output shaft)}

[0087] The same principle applies to reversing a vehicle, but the speed limit for reversing must be considered, as well as the impact of the high torque of the electric motor and the low torque of the engine at low speeds.

[0088] T(Reverse) = {T(Pedal Position) ∩ T(Pedal Rate) ∩ T(Motor Status) ∩ T(Gearbox Output Shaft) ∩ T(Vehicle Speed) ∩ (Motor and Engine Torque Curves)}

[0089] The following factors should be considered when a vehicle is in a creeping state:

[0090] T(electric creep) = {T(vehicle speed) ∩ T(motor status) ∩ T(gearbox output shaft) ∩ T(pedal position = 0)}

[0091] The following factors should be considered when the vehicle is in a released pedal position:

[0092] T(ped off the pedal) = {T(vehicle speed) ∩ T(SOC)}

[0093] Taking into account the above four scenarios, the torque arbitration logic in the driver torque request module DTRM is as follows:

[0094] T(requested torque) = {(T(forward) ∪ T(reverse) ∪ T(electric screwing) T(ped-off)) ∩ T(gear shifter position information) ∩ T(ped position information)}

[0095] The T mentioned above represents the influence of various factors on the requested torque. For example, T (gear shifter information) only represents the influence of gear shifter changes on the requested torque.

[0096] In addition, the logical judgment of the XTFM module is as follows:

[0097] The required torque obtained after filtering by the XTFM module is: T (Required Torque) = F (Filtering Condition Decision) ∩ F (Torque Change Rate) ∩ F (Torque Limitation)

[0098] The logical judgment of the filter condition decision module is: F(filter condition decision) = {(f(requested torque original value) - T(previous filter value)) ∪ f(torque mode)}

[0099] The logic for the torque change rate module is: F (torque change rate) = {f (torque mode) Uf (signal validity) ∪ f (gear shifter position information) ∪ f (motor speed) ∪ (pedal)}

[0100] The F and f mentioned above represent logical judgments. For example, f (torque mode) is used to determine whether the requested torque is driving torque or regenerative braking torque.

[0101] The logic for the torque limiting module is: F(torque limiting) = F(torque change rate) ∩ F(torque upper and lower limits) ∩ F(clutch control).

[0102] In one optional embodiment of this application, the position information of the aforementioned pedals includes the position information of the accelerator pedal and the position information of the brake pedal, and the aforementioned requested torque includes forward torque, reverse torque, electric creep torque, coasting regenerative braking torque, and braking regenerative braking torque.

[0103] In one optional embodiment of this application, the second calculation unit includes a second calculation module. This second calculation module calculates the optimal torque based on the required torque, the battery charge / discharge ratio, the charging / discharging power of the power battery, the energy conversion efficiency of the drive motor, the energy conversion efficiency of the generator, and the energy conversion efficiency of the engine. In this embodiment, the Hybrid Mode Optimization Module (HMOM) coordinates the dual torque sources of the engine and generator in engine start-up and engine stop modes to meet the requirements for rapid and smooth response of the range extender. In series mode, the HMOM optimizes the operating point of the range extender based on the driver's requested torque, SOC ratio, battery charge / discharge power, and other component status information. It determines the operating point that achieves optimal fuel consumption, drive motor energy conversion efficiency, generator energy conversion efficiency, power battery protection, and vehicle power performance, and determines the torque of the power unit at this operating point as the optimal torque.

[0104] The factors considered in the optimal torque arbitration of the hybrid mode optimization module (HMOM) are as follows:

[0105] When starting and stopping the engine:

[0106] T(optimal torque) = min(T(engine), T(ISG)) ∩ f(steady response)

[0107] In series mode:

[0108] T(HMON) = f(SOC)∩T(DRTM)∩f(SOP)∩f(Appendix)

[0109] SOP refers to the battery's charge and discharge power.

[0110] In one optional embodiment of this application, the range-extending mode includes the engine start mode, engine stop mode, and series mode.

[0111] In one optional embodiment of this application, the energy conversion efficiency of the drive motor, the energy conversion efficiency of the generator, and the energy conversion efficiency of the engine, i.e., the fuel consumption rate, are calculated by the system capability calculation module SCPM.

[0112] In an optional embodiment of this application, the determining unit includes a second determining module. This second determining module determines the actual torque based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the drive motor, the generator, and the engine. In this embodiment, the actuator torque arbitration module (ATDM) arbitrates the optimal torque of the drive motor output by the hybrid mode optimization module (HMOM) based on the gear position information of the gear shifter, and determines the actual output torque and mode control command of the drive motor, while also considering the protection of the drive motor. Furthermore, the ATDM arbitrates the optimal torque of the generator output by the hybrid mode optimization module (HMOM) based on the generator command output by the hybrid mode optimization module (HMOM), and determines the actual output torque and mode control command of the generator. The ATDM also arbitrates the optimal torque of the engine output by the hybrid mode optimization module (HMOM) based on the engine command output by the hybrid mode optimization module (HMOM), and determines the actual output torque and mode control command of the engine. The ATDM module mainly consists of three parts: drive motor arbitration, generator arbitration, and engine arbitration.

[0113] The logic judgment of the actuator torque arbitration module ATDM is as follows:

[0114] F (actual torque) = f (drive motor) ∩ f (generator) ∩ f (engine) ∩ T (optimal torque).

[0115] In one optional embodiment of this application, the instructions for the generator include the operating parameters of the generator, the instructions for the engine include the operating parameters of the engine, and the actual torque includes the actual output torque of the drive motor, the actual output torque of the generator, and the actual output torque of the engine.

[0116] The aforementioned device for determining the torque of a series electric vehicle includes a processor and a memory. The first calculation unit, the second calculation unit, and the determining unit are all stored in the memory as program units, and the processor executes the aforementioned program units stored in the memory to achieve the corresponding functions.

[0117] The processor contains a kernel, which retrieves the corresponding program unit from memory. One or more kernels can be configured, and adjusting kernel parameters can address the problem in existing series hybrid electric vehicles where the power unit's output torque cannot be controlled to ensure high energy conversion efficiency.

[0118] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0119] This invention provides a storage medium storing a program that, when executed by a processor, implements the method for determining the torque of a series electric vehicle described above.

[0120] This invention provides a processor for running a program, wherein the program executes the method for determining the torque of a series electric vehicle.

[0121] This invention provides a system for determining the torque of a series electric vehicle, comprising: an electric vehicle, one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs include methods for performing any of the above-described methods, wherein the processor, when executing the program, implements at least the following steps:

[0122] Step S101: Calculate the required torque based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate.

[0123] Step S102: When the electric vehicle is in a driving state, the optimal torque is calculated based on the required torque, the power ratio and the charging and discharging power of the power battery. The optimal torque is the torque output by the power device when the energy conversion efficiency of the power device is the highest. The power ratio is the ratio of the remaining power of the power battery to the rated capacity of the power battery.

[0124] Step S103: Based on the above-mentioned optimal torque, the gear position information of the above-mentioned gear shifter, and the operating parameters of the above-mentioned power device, determine the actual torque, which is the torque actually output by the above-mentioned power device.

[0125] The devices mentioned in this article can be servers, PCs, tablets, mobile phones, etc.

[0126] This application also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program having at least the following method steps:

[0127] Step S101: Calculate the required torque based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate.

[0128] Step S102: When the electric vehicle is in a driving state, the optimal torque is calculated based on the required torque, the power ratio and the charging and discharging power of the power battery. The optimal torque is the torque output by the power device when the energy conversion efficiency of the power device is the highest. The power ratio is the ratio of the remaining power of the power battery to the rated capacity of the power battery.

[0129] Step S103: Based on the above-mentioned optimal torque, the gear position information of the above-mentioned gear shifter, and the operating parameters of the above-mentioned power device, determine the actual torque, which is the torque actually output by the above-mentioned power device.

[0130] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0131] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units described above can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0132] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0133] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0134] If the aforementioned integrated units are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0135] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0136] 1) In the method for determining the torque of a series electric vehicle according to this application, firstly, the required torque is calculated based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate; then, when the electric vehicle is in a driving state, the optimal torque is calculated based on the required torque, the battery ratio, and the charging and discharging power of the power battery. The optimal torque is the torque output by the power unit when the energy conversion efficiency of the power unit is at its highest, and the battery ratio is the ratio of the remaining battery charge to the rated capacity of the power battery; finally, the actual torque is determined based on the optimal torque, the gear information of the gear shifter, and the operating parameters of the power unit. The actual torque is the torque actually output by the power unit. This method calculates the required torque, i.e., the torque requested by the driver. Based on the required torque, the battery charge ratio, and the battery's charging and discharging power, it obtains the optimal torque, i.e., the torque of the power unit at which the energy conversion efficiency is highest, based on the driver's requested torque and the real-time capability of the battery. Based on the optimal torque, the gear position information of the shifter, and the operating parameters of the power unit, it obtains the actual torque that the power unit can actually output. In other words, it comprehensively considers the energy conversion efficiency of the power unit, the gear position information of the shifter, and the actual operating conditions of the power unit to obtain the actual torque that the power unit can output. This method solves the problem in the prior art that series hybrid electric vehicles cannot guarantee a high energy conversion efficiency when controlling the output torque of the power unit.

[0137] 2) In the series electric vehicle torque determination device of this application, the first calculation unit calculates the required torque based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum torque of the power device, and the preset range of torque change rate; the second calculation unit calculates the optimal torque based on the required torque, the battery ratio, and the charging and discharging power of the power battery when the electric vehicle is in a driving state, the optimal torque being the torque output by the power device when the energy conversion efficiency of the power device is at its highest, and the battery ratio being the ratio of the remaining battery charge to the rated capacity of the power battery; the determination unit determines the actual torque based on the optimal torque, the gear information of the gear shifter, and the operating parameters of the power device, the actual torque being the torque actually output by the power device. This device calculates the required torque, i.e., the torque requested by the driver. Based on the required torque, the battery's charge ratio, and the battery's charging and discharging power, it obtains the optimal torque, i.e., the torque of the power unit at which the energy conversion efficiency is highest, based on the driver's requested torque and the real-time capability of the battery. Based on the optimal torque, the gear position information of the shifter, and the operating parameters of the power unit, it obtains the actual torque that the power unit can actually output. In other words, it comprehensively considers the energy conversion efficiency of the power unit, the gear position information of the shifter, and the actual operating conditions of the power unit to obtain the actual torque that the power unit can output. This device solves the problem in existing series hybrid electric vehicles that cannot guarantee a high energy conversion efficiency when controlling the output torque of the power unit.

[0138] 3) The series electric vehicle torque determination system of this application includes: an electric vehicle, one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors. The one or more programs include methods for performing any of the above-described methods. The system calculates the required torque, i.e., the torque requested by the driver, and obtains the optimal torque based on the required torque, the battery charge ratio, and the battery charge / discharge power. That is, based on the driver's requested torque and the real-time capability of the battery, it obtains the torque of the power unit when the energy conversion efficiency of the power unit is at its highest. Based on the optimal torque, the gear position information of the shifter, and the operating parameters of the power unit, it obtains the actual torque. That is, it comprehensively considers the energy conversion efficiency of the power unit, the gear position information of the shifter, and the actual operating conditions of the power unit to obtain the torque that the power unit can actually output. This system solves the problem in the prior art that series hybrid electric vehicles cannot guarantee a high energy conversion efficiency of the power unit when controlling the output torque of the power unit.

[0139] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for determining the torque of a series electric vehicle, characterized in that, An electric vehicle includes a pedal, a gear shifter, and a power unit, wherein the power unit includes a power battery, and the method includes: The required torque is calculated based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate. When the electric vehicle is in motion, the optimal torque is calculated based on the required torque, the power ratio, and the charging and discharging power of the power battery. The optimal torque is the torque output by the power device when the energy conversion efficiency of the power device is at its highest. The power ratio is the ratio of the remaining power of the power battery to the rated capacity of the power battery. Based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the power unit, the actual torque is determined, which is the torque actually output by the power unit. The power unit further includes a drive motor, a generator, an engine, and an inverter. Before calculating the required torque based on vehicle speed, pedal position information, gear shift information, the maximum torque of the power unit, and a preset range of torque change rate, the method further includes: calculating the maximum torque of the power unit based on the status information of the drive motor, the status information of the generator, the status information of the engine, the charging and discharging power of the power battery, the temperature of the drive motor, the temperature of the generator, the temperature of the inverter, and the control signal of the engine; the power unit further includes a drive motor and a generator, and before ... and the control signal of the engine; the power unit further includes a drive motor and a generator, and before calculating the required torque based on vehicle speed, pedal position information, gear shift information, and a preset range of torque change rate, the method further includes: calculating the maximum torque of the power unit based on the status information of the drive motor, the status information of the generator, the status information of the power battery, the charging and discharging power of the drive motor, the temperature of the drive motor, the temperature of the generator, and the control signal of the engine; the power unit further includes a drive motor and a generator, and before calculating the required torque based on vehicle speed, pedal position information, gear The required torque is calculated based on the position information of the pedal, the gear position information of the gear shifter, the maximum torque of the power unit, and a preset range of torque change rate. This includes: calculating the requested torque based on the vehicle speed, the position information of the pedal, the gear position information of the gear shifter, and the maximum torque of the power unit; when the requested torque request signal is valid, determining the change rate of the requested torque based on the type of the requested torque, the position information of the pedal, the gear position information of the gear shifter, the speed of the drive motor, and the speed of the generator; and optimizing the change rate of the requested torque according to the preset range of torque change rate to obtain the required torque.

2. The method according to claim 1, characterized in that, Before calculating the required torque based on vehicle speed, pedal position information, gear shift information, maximum torque of the power unit, and a preset range of torque change rate, the method further includes: The power battery, the drive motor, and the generator are controlled to be powered on or off in a set sequence.

3. The method according to claim 1, characterized in that, Based on the required torque, the battery capacity ratio, and the charging and discharging power of the power battery, the optimal torque is calculated as follows: The optimal torque is calculated based on the required torque, the battery capacity ratio, the charging and discharging power of the power battery, the energy conversion efficiency of the drive motor, the energy conversion efficiency of the generator, and the energy conversion efficiency of the engine.

4. The method according to claim 3, characterized in that, Determining the actual torque based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the power unit includes: The actual torque is determined based on the optimal torque, the gear position information of the gear shifter, the operating parameters of the drive motor, the operating parameters of the generator, and the operating parameters of the engine.

5. A device for determining the torque of a series electric vehicle, characterized in that, An electric vehicle includes a pedal, a gear shifter, and a power unit, wherein the power unit includes a power battery, and the device includes: The first calculation unit calculates the required torque based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum torque of the power unit, and the preset range of torque change rate. The second calculation unit calculates the optimal torque based on the required torque, the power ratio, and the charging and discharging power of the power battery when the electric vehicle is in a driving state. The optimal torque is the torque output by the power device when the energy conversion efficiency of the power device is at its highest. The power ratio is the ratio of the remaining power of the power battery to the rated capacity of the power battery. The determining unit determines the actual torque based on the optimal torque, the gear position information of the gear shifter, and the operating parameters of the power unit. The actual torque is the torque actually output by the power unit. The power unit further includes a drive motor, a generator, an engine, and an inverter. The torque determination device for the series electric vehicle further includes a third calculation unit. The third calculation unit is used to calculate the maximum torque of the power unit based on the status information of the drive motor, the status information of the generator, the status information of the engine, the charging and discharging power of the power battery, the temperature of the drive motor, the temperature of the generator, the temperature of the inverter, and the control signal of the engine before calculating the required torque based on the vehicle speed, the position information of the pedal, the gear information of the gear shifter, the maximum torque of the power unit, and the preset range of the torque change rate. The first calculation unit includes a first calculation module, a first determination module, and an optimization module. The first calculation module is used to calculate the requested torque based on the vehicle speed, the position information of the pedal, the gear position information of the gear shifter, and the maximum torque of the power unit. The first determination module is used to determine the rate of change of the requested torque based on the type of the requested torque, the position information of the pedal, the gear position information of the gear shifter, the speed of the drive motor, and the speed of the generator, when the requested torque request signal is valid. The optimization module is used to optimize the rate of change of the requested torque according to a preset range of the torque change rate to obtain the required torque.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein the program performs the method according to any one of claims 1 to 4.

7. A processor, characterized in that, The processor is used to run a program, wherein the program executes the method according to any one of claims 1 to 4 when it runs.

8. A system for determining the torque of a series electric vehicle, characterized in that, include: An electric vehicle, one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including methods for performing any one of claims 1 to 4.

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