A pure electric vehicle type driving torque control method based on a whole vehicle power state

Abstract

The application belongs to the technical field of automobiles, and particularly relates to a pure electric vehicle driving torque control method based on vehicle power state. min , an anti-shake coefficient K deboun and a discharge power safety coefficient K dischr ; in step two, the vehicle information obtained in step one is used to obtain a driver demand power P, a consumption power P 附件 , a current battery allowable maximum continuous discharge power P const , a current battery allowable maximum instantaneous discharge power P instan and a maximum recharge power P chrg ; in step three, the corresponding driving torque is calculated according to the driver demand power P; and in step four, the driving torque calculated in step three is used to control the vehicle. The application dynamically adjusts the driving power based on the related information of the vehicle power battery, the accelerator pedal change rate and the vehicle high-voltage power consumption state, so that the current battery discharge power meets the different power demands of the driver under the premise of meeting the battery performance requirements.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology, specifically a method for controlling the driving torque of pure electric vehicles based on the overall vehicle power state. Background Technology

[0002] With the release of national development plans for new energy vehicles, the development and manufacturing of pure electric vehicles has become a key focus for major OEMs. Among the various performance aspects of pure electric vehicles, vehicle power performance is a crucial factor attracting consumer attention. The overall vehicle power performance is determined by the vehicle's drive torque. In actual driving, the vehicle's drive torque is influenced not only by the driver's subjective driving control but also by factors such as the power battery's power output, the vehicle's high-voltage power consumption, and changes in pedal opening. Currently, simple drive torque calculations can only be performed based on the pedal torque graph, taking a smaller value from the battery's discharge capacity, and cannot dynamically adjust to the driver's driving needs according to the current power consumption state of the vehicle. Summary of the Invention

[0003] This invention provides a pure electric vehicle drive torque control method based on the overall vehicle power state. Based on relevant information of the vehicle's power battery, the accelerator pedal change rate, and the vehicle's high-voltage power consumption state, the drive power is dynamically adjusted so that the current battery discharge power responds to the driver's different power demands while meeting battery performance requirements, thus solving the aforementioned problems of existing drive torque calculation methods.

[0004] The technical solution of this invention is described below in conjunction with the accompanying drawings:

[0005] A method for controlling the drive torque of a pure electric vehicle based on the overall vehicle power state includes the following steps:

[0006] Step 1: Obtain vehicle information and design the minimum drive power P for the entire vehicle. min Image stabilization factor K deboun and discharge power safety factor K dischr ;

[0007] The vehicle information includes the current pedal opening X, the current motor speed n, and the vehicle's high-voltage accessory current I. 附件 Vehicle high voltage accessory voltage U 附件 The battery's current remaining state of charge (SOC) and battery temperature;

[0008] Step 2: Based on the vehicle information obtained in Step 1, obtain the driver's required power P and consumed power P 附件 The current maximum allowable continuous discharge power P of the battery const The current maximum allowable instantaneous discharge power P of the battery instan Maximum recharge power P chrg ;

[0009] Step 3: Calculate the corresponding drive torque based on the driver's required power P;

[0010] Step 4: Control the vehicle using the driving torque calculated in Step 3.

[0011] Further, in step one, the current pedal opening X is obtained through the vehicle controller; the current motor speed n is obtained through the vehicle controller; and the vehicle high-voltage accessory current I... 附件 The voltage U of the high-voltage accessory of the vehicle is obtained through a current sensor. 附件 The current remaining battery charge (SOC) is obtained through a voltage sensor; the battery temperature is obtained through a battery management system.

[0012] The image stabilization coefficient K deboun The discharge power safety factor K is greater than 1. dischr Less than 1.

[0013] Further, in step two, the driver's required power P is obtained by using the current pedal opening X, the current motor speed n, and the preset pedal torque spectrum; the driver's required power P is divided into three states: positive drive power, negative recharge power, and zero power.

[0014] Through the high-voltage accessory current I of the whole vehicle 附件 Vehicle high voltage accessory voltage U 附件 Obtain the power consumed P 附件 The P 附件 =I 附件 ×U 附件 ;

[0015] The maximum allowable continuous discharge power P of the current battery is obtained by using the battery's current remaining charge (SOC), battery temperature, and charge / discharge characteristic graph. const The current maximum allowable instantaneous discharge power P of the battery instan Maximum recharge power P chrg .

[0016] Furthermore, in step three, the driver's power demand P includes three cases: greater than 0, equal to 0, and less than 0;

[0017] When the driver's power demand P is greater than 0, the demand power is the forward drive power. The power of the whole vehicle in the forward drive state includes three modes: drive priority mode, fast full throttle mode and comfort priority mode.

[0018] Furthermore, the conditions for entering the drive priority mode are as follows:

[0019] If P at the current moment const ≤K deboun*(P min / η 驱动 +P 附件 When ), where η 驱动 To optimize the power output of the motor, the vehicle power allocation enters drive priority mode, the vehicle actively shuts off the power supply to high-voltage accessories, and the power battery only supplies power to the drive motor.

[0020] When K deboun *(P min / η 驱动 +P 附件 )≥P const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When ), maintain the power mode of the previous second;

[0021] The actual driving torque of the vehicle in drive priority mode is calculated as follows:

[0022] Based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 , will P req With K dischr *P const The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =min(P req K dischr *P const Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n.

[0023] Furthermore, the conditions for entering the rapid full-fuel mode are as follows:

[0024] Based on the driver's demand for full-throttle rapid acceleration, a time T is designed to determine the vehicle's rapid full-throttle mode, where T is 2-3 seconds. If the current time P... const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When the current accelerator pedal opening X = 100% and the duration is greater than or equal to T, the vehicle power distribution enters the rapid full-throttle mode, the vehicle actively shuts off the power supply to the high-voltage accessories, and the power battery only supplies power to the drive motor to prioritize the driver's acceleration needs.

[0025] When K deboun *(P min / η 驱动 +P 附件 )≥P const≥(2-K deboun )*(P min / η 驱动 +P 附件 When ), the power mode of the previous second remains unchanged;

[0026] The actual driving torque of the vehicle in rapid full-throttle mode is calculated as follows:

[0027] Based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 At the same time, P req With K dischr* P instan The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =min(P req K dischr* P instan Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n;

[0028] To protect the battery, when P motor ≥95%*K dischr *P instan When the duration is greater than or equal to 10 seconds, the actual driving power of the vehicle switches to the maximum allowable continuous discharge power P of the battery. const *η 驱动 That is, P motor =P const *η 驱动 Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n.

[0029] Furthermore, the conditions for entering the comfort-first mode are as follows:

[0030] If the current P const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When the current accelerator pedal opening X < 100% or the accelerator pedal opening X = 100% but the duration is less than T, the vehicle power distribution enters the comfort priority mode; in the comfort priority mode, the power battery prioritizes power supply to the high-voltage accessories, and at the same time controls the actual driving torque of the vehicle according to the pedal opening change rate.

[0031] When K deboun *(P min / η 驱动 +P 附件 )≥P const ≥(2-Kdeboun )*(P min / η 驱动 +P 附件 When ), maintain the power mode of the previous second;

[0032] The actual driving torque of the vehicle in comfort-first mode is calculated as follows:

[0033] Get the current pedal opening value X2 and the pedal opening value X1 from the previous second.

[0034] 1) When the rate of change of pedal opening ΔX=(X2-X1) ＞ At 70%, based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 At the same time, P req +P 附件 With K dischr *P instan The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =min(P req K dischr *P instan +P 附件 Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n;

[0035] To protect the battery, when P motor ≥95%*K dischr *P instan When the duration is greater than or equal to 10 seconds, the actual driving power of the vehicle switches to the maximum allowable continuous discharge power P of the battery. const *η 驱动 That is, P motor =P const *η 驱动 Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n;

[0036] 2) When the pedal opening change rate ΔX=(X2-X1)≤70%, based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 At the same time, P req +P 附件 With K dischr* P instan The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =min(P req K dischr* Pinstan +P 附件 Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n.

[0037] Furthermore, when the driver's power demand P equals 0, the output motor drive torque is T. motor =T, where T is the torque required by the driver.

[0038] Furthermore, when the driver's power demand P is less than 0, the demand power is the negative power recovery power. Based on battery charging safety, a safety factor k for the recharge power is designed. chrg Less than 1;

[0039] Based on the current motor recycling efficiency η 回收 The required battery recharge power P is calculated. reqcyc =P*η 回收 -P 附件 The required battery recharge power P reqcyc With the current battery's maximum recharge power P chrg *k chrg The larger value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =max(P req P chrg *k chrg Thus, the actual driving torque T of the whole vehicle can be calculated. motor =P motor / n.

[0040] The beneficial effects of this invention are as follows:

[0041] 1) This invention applies the anti-shake coefficient K during the determination of various mode conditions. deboun Anti-shake processing is applied to the entry conditions of each mode to improve the stability of the actual driving power of the whole vehicle;

[0042] 2) This invention addresses the requirement of battery discharge power P. req In the calculation, the motor drive efficiency η is introduced. 驱动 This improves the accuracy of power calculation and protects battery discharge safety;

[0043] 3) This invention is based on the driving safety priority design concept of drive priority mode, and further applies the discharge power safety factor K. dischr The maximum continuous power limit of the battery is addressed to further improve battery safety in this mode;

[0044] 4) This invention targets the comfort-first mode and designs a power limit for this mode based on the accelerator pedal opening change rate, starting from the maximum allowable instantaneous discharge power P of the battery. instan and continuous discharge power Pconst The switching conditions improve the vehicle's drivability and handling;

[0045] 5) When the driver's desired power is in the forward drive position, the present invention requires battery recharge power P. reqcyc In the calculation, the motor drive efficiency η is introduced. 回收 This improves the accuracy of power calculation and protects battery charging safety. Attached Figure Description

[0046] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 This is a flowchart illustrating a pure electric vehicle drive torque control method based on the overall vehicle power state as described in this invention.

[0048] Figure 2 This is a schematic diagram of the pedal torque graph;

[0049] Figure 3 This is a schematic diagram of charge-discharge characteristics. Detailed Implementation

[0050] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0051] See Figure 1 This invention provides a method for controlling the drive torque of a pure electric vehicle based on the overall vehicle power state, comprising the following steps:

[0052] Step 1: Obtain vehicle information and design the minimum drive power P for the entire vehicle. min Image stabilization factor K deboun and discharge power safety factor K dischr ;

[0053] The vehicle information includes the current pedal opening X, the current motor speed n, and the vehicle's high-voltage accessory current I. 附件 Vehicle high voltage accessory voltage U 附件 The battery's current remaining state of charge (SOC) and battery temperature;

[0054] The current pedal opening degree X is obtained through the vehicle controller.

[0055] The current motor speed n is obtained through the vehicle controller.

[0056] The high-voltage accessory current I of the whole vehicle 附件 Obtained through a current sensor.

[0057] The voltage U of the vehicle high-voltage accessories 附件 Obtained through a voltage sensor.

[0058] The current remaining charge (SOC) of the battery is obtained through the battery management system; the battery temperature is obtained through the battery management system.

[0059] The image stabilization coefficient K deboun Greater than 1.

[0060] The discharge power safety factor K dischr Less than 1.

[0061] The acquisition frequency of all the above signals is 1 second.

[0062] Step 2: Based on the vehicle information obtained in Step 1, obtain the driver's required power P and consumed power P 附件 The current maximum allowable continuous discharge power P of the battery const The current maximum allowable instantaneous discharge power P of the battery instan Maximum recharge power P chrg ;

[0063] The driver's required power P is obtained by using the current pedal opening X, the current motor speed n, and a pre-set pedal torque graph, where the pedal torque graph is as follows: Figure 2 As shown; the driver's required power P is divided into three states: positive drive power, negative recharge power, and zero power;

[0064] Through the high-voltage accessory current I of the whole vehicle 附件 Vehicle high voltage accessory voltage U 附件 Obtain the power consumed P 附件 The P 附件 =I 附件 ×U 附件 ;

[0065] The maximum allowable continuous discharge power P of the current battery is obtained by using the battery's current remaining charge (SOC), battery temperature, and charge / discharge characteristic graph. const The current maximum allowable instantaneous discharge power P of the battery instan Maximum recharge power P chrg The charge-discharge characteristic spectrum is as follows: Figure 3As shown, the charge / discharge characteristics include continuous discharge power graph, instantaneous discharge power graph, and recharge power graph. All three graphs are two-dimensional. The horizontal axis represents the battery's current remaining charge (SOC), and the vertical axis represents the battery temperature. The power value within the corresponding graph can be found using these two values.

[0066] Step 3: Calculate the corresponding drive torque based on the driver's required power P;

[0067] The driver's power demand P includes three cases: greater than 0, equal to 0, and less than 0.

[0068] When the driver's power demand P is greater than 0, the demand power is the forward drive power. The power of the whole vehicle in the forward drive state includes three modes: drive priority mode, fast full throttle mode and comfort priority mode.

[0069] The conditions for entering the drive priority mode are as follows:

[0070] If P at the current moment const ≤K deboun *(P min / η 驱动 +P 附件 When ), where η 驱动 To optimize the power output of the motor, the vehicle power allocation enters drive priority mode, the vehicle actively shuts off the power supply to high-voltage accessories, and the power battery only supplies power to the drive motor.

[0071] When K deboun *(P min / η 驱动 +P 附件 )≥P const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When ), maintain the power mode of the previous second;

[0072] The actual driving torque of the vehicle in drive priority mode is calculated as follows:

[0073] Based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 , will P req With K dischr *P const The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =min(P req K dischr *P const Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n.

[0074] The conditions for entering the rapid full-fuel mode are as follows:

[0075] Based on the driver's demand for full-throttle rapid acceleration, a time T is designed to determine the vehicle's rapid full-throttle mode, where T is 2-3 seconds. If the current time P... const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When the current accelerator pedal opening X = 100% and the duration is greater than or equal to T, the vehicle power distribution enters the rapid full-throttle mode, the vehicle actively shuts off the power supply to the high-voltage accessories, and the power battery only supplies power to the drive motor to prioritize the driver's acceleration needs.

[0076] When K deboun *(P min / η 驱动 +P 附件 )≥P const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When ), the power mode of the previous second remains unchanged;

[0077] The actual driving torque of the vehicle in rapid full-throttle mode is calculated as follows:

[0078] Based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 At the same time, P req With K dischr* P instan The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =min(P req K dischr* P instan Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n;

[0079] To protect the battery, when P motor ≥95%*K dischr *P instan When the duration is greater than or equal to 10 seconds, the actual driving power of the vehicle switches to the maximum allowable continuous discharge power P of the battery. const *η 驱动 That is, P motor =P const *η 驱动 Thus, the actual driving torque T of the whole vehicle is obtained. motor =Pmotor / n.

[0080] The conditions for entering the comfort-first mode are as follows:

[0081] If the current P const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When the current accelerator pedal opening X < 100% or the accelerator pedal opening X = 100% but the duration is less than T, the vehicle power distribution enters the comfort priority mode; in the comfort priority mode, the power battery prioritizes power supply to the high-voltage accessories, and at the same time controls the actual driving torque of the vehicle according to the pedal opening change rate.

[0082] When K deboun *(P min / η 驱动 +P 附件 )≥P const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When ), maintain the power mode of the previous second;

[0083] The actual driving torque of the vehicle in comfort-first mode is calculated as follows:

[0084] Get the current pedal opening value X2 and the pedal opening value X1 from the previous second.

[0085] 1) When the rate of change of pedal opening ΔX=(X2-X1) ＞ At 70%, based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 At the same time, P req +P 附件 With K dischr *P instan The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =min(P req K dischr* P instan +P 附件 Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n;

[0086] To protect the battery, when P motor ≥95%*K dischr *P instan When the duration is greater than or equal to 10 seconds, the actual driving power of the vehicle switches to the maximum allowable continuous discharge power P of the battery.const *η 驱动 That is, P motor =P const *η 驱动 Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n;

[0087] 2) When the pedal opening change rate ΔX=(X2-X1)≤70%, based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 At the same time, P req +P 附件 With K dischr* P instan The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =min(P req K dischr* P instan +P 附件 Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n.

[0088] It should be noted that 70% can be adjusted based on actual driving experience.

[0089] When the driver's power demand P equals 0, the output motor drive torque is T. motor =T, where T is the driver's required torque obtained by looking up the pedal torque map based on the accelerator pedal opening and the current vehicle speed. That is, when the required power P is equal to 0, the required torque is not processed (generally, the torque is also 0 NM in this case).

[0090] When the driver's power demand P is less than 0, the demand power is the negative power recovery power. Based on battery charging safety, a safety factor k for the recharge power is designed. chrg Less than 1;

[0091] Based on the current motor recycling efficiency η 回收 The required battery recharge power P is calculated. reqcyc =P*η 回收 -P 附件 The required battery recharge power P reqcyc With the current battery's maximum recharge power P chrg *k chrg The larger value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =max(P req P chrg *k chrg Thus, the actual driving torque T of the whole vehicle can be calculated.motor =P motor / n.

[0092] Step 4: Control the vehicle using the driving torque calculated in Step 3.

[0093] In summary, this invention dynamically adjusts the drive power based on relevant information about the vehicle's power battery, the accelerator pedal change rate, and the vehicle's high-voltage power consumption status, so that the current battery discharge power can respond to the driver's different power needs as much as possible while meeting the battery performance requirements.

[0094] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the scope of protection of the present invention is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present invention, any person skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of the present invention within the scope of the technology disclosed in the present invention. These simple modifications are all within the scope of protection of the present invention.

[0095] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable way without contradiction. In order to avoid unnecessary repetition, the present invention will not describe the various possible combinations separately.

[0096] Furthermore, various different embodiments of the present invention can be combined in any way, as long as they do not violate the spirit of the present invention, they should also be regarded as the content disclosed by the present invention.

Claims

1. A method for controlling the drive torque of a pure electric vehicle based on the overall vehicle power state, characterized in that, Includes the following steps: Step 1: Obtain vehicle information and design the minimum drive power P for the entire vehicle. min Image stabilization factor K deboun and discharge power safety factor K dischr ; The vehicle information includes the current pedal opening X, the current motor speed n, and the vehicle's high-voltage accessory current I. 附件 Vehicle high voltage accessory voltage U 附件 The battery's current remaining state of charge (SOC) and battery temperature; Step 2: Based on the vehicle information obtained in Step 1, obtain the driver's required power P and consumed power P 附件 The current maximum allowable continuous discharge power P of the battery const The current maximum allowable instantaneous discharge power P of the battery instan Maximum recharge power P chrg ; Step 3: Calculate the corresponding drive torque based on the driver's required power P; Step 4: Use the driving torque calculated in Step 3 to control the vehicle; Step 3: The driver's power demand P includes three cases: greater than 0, equal to 0, and less than 0. When the driver's power demand P is greater than 0, the demand power is the forward drive power. The power of the whole vehicle in the forward drive state includes three modes: drive priority mode, fast full throttle mode and comfort priority mode. The conditions for entering the drive priority mode are as follows: If P at the current moment const ≤K deboun *(P) min / η 驱动 +P 附件 When ), where η 驱动 To optimize the power output of the motor, the vehicle power allocation enters drive priority mode, the vehicle actively shuts off the power supply to high-voltage accessories, and the power battery only supplies power to the drive motor. When K deboun *(P) min / η 驱动 +P 附件 )≥P const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When ), maintain the power mode of the previous second; The actual driving torque of the vehicle in drive priority mode is calculated as follows: Based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 , will P req With K dischr *P const The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =min(P req K dischr *P const Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n.

2. The pure electric vehicle drive torque control method based on the overall vehicle power state according to claim 1, characterized in that, Step 1: The current pedal opening X is obtained through the vehicle controller; the current motor speed n is obtained through the vehicle controller; the vehicle high-voltage accessory current I... 附件 The voltage U of the high-voltage accessory of the vehicle is obtained through a current sensor. 附件 The current remaining battery charge (SOC) is obtained through a voltage sensor; the battery temperature is obtained through a battery management system. The image stabilization coefficient K deboun The discharge power safety factor K is greater than 1. dischr Less than 1.

3. The pure electric vehicle drive torque control method based on the overall vehicle power state according to claim 1, characterized in that, Step 2: Obtain the driver's required power P by using the current pedal opening X, the current motor speed n, and the preset pedal torque graph; the driver's required power P is divided into three states: positive drive power, negative recharge power, and zero power. Through the high-voltage accessory current I of the whole vehicle 附件 Vehicle high voltage accessory voltage U 附件 Obtain the power consumed P 附件 The P 附件 =I 附件 ×U 附件 ; The maximum allowable continuous discharge power P of the current battery is obtained by using the battery's current remaining charge (SOC), battery temperature, and charge / discharge characteristic graph. const The current maximum allowable instantaneous discharge power P of the battery instan Maximum recharge power P chrg .

4. The pure electric vehicle drive torque control method based on the overall vehicle power state according to claim 1, characterized in that, The conditions for entering the rapid full-fuel mode are as follows: Based on the driver's demand for full-throttle rapid acceleration, a time T is designed to determine the vehicle's rapid full-throttle mode, where T is 2-3 seconds. If the current time P... const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When the current accelerator pedal opening X=100% and the duration is greater than or equal to T, the vehicle power distribution enters the rapid full-fuel mode, the vehicle actively shuts off the power supply to the high-voltage accessories, and the power battery only supplies power to the drive motor to prioritize the driver's acceleration needs. When K deboun *(P) min / η 驱动 +P 附件 )≥P const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When ), maintain the power mode of the previous second; The actual driving torque of the vehicle in rapid full-throttle mode is calculated as follows: Based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 At the same time, P req With K dischr* P instan The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor = min(P) req K dischr* P instan Thus, the actual driving torque T of the entire vehicle is obtained. motor =P motor / n; To protect the battery, when P motor ≥95%* K dischr *P instan When the duration is greater than or equal to 10 seconds, the actual driving power of the vehicle switches to the maximum allowable continuous discharge power P of the battery. const *η 驱动 That is, P motor =P const *η 驱动 Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n.

5. The pure electric vehicle drive torque control method based on the overall vehicle power state according to claim 1, characterized in that, The conditions for entering the comfort-first mode are as follows: If the current P const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When the current accelerator pedal opening X < 100% or the accelerator pedal opening X = 100% but the duration is less than T, the vehicle power distribution enters the comfort priority mode; in the comfort priority mode, the power battery prioritizes power supply to the high-voltage accessories, and at the same time controls the actual driving torque of the vehicle according to the pedal opening change rate. When K deboun *(P) min / η 驱动 +P 附件 )≥P const ≥(2-K deboun )*(P min / η 驱动 +P 附件 When ), maintain the power mode of the previous second; The actual driving torque of the vehicle in comfort-first mode is calculated as follows: Get the current pedal opening value X2 and the pedal opening value X1 from the previous second. 1) When the rate of change of pedal opening ΔX = (X2 - X1) ＞ At 70%, based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 At the same time, P req + P 附件 With K dischr* P instan The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor = min(P) req + P 附件 K dischr* P instan Thus, the actual driving torque T of the entire vehicle is obtained. motor =P motor / n; To protect the battery, when P motor ≥95%* K dischr *P instan When the duration is greater than or equal to 10 seconds, the actual driving power of the vehicle switches to the maximum allowable continuous discharge power P of the battery. const *η 驱动 That is, P motor =P const *η 驱动 Thus, the actual driving torque T of the whole vehicle is obtained. motor =P motor / n; 2) When the rate of change of pedal opening ΔX = (X2 - X1) ≤ 70%, based on the current motor drive efficiency η 驱动 The required battery discharge power P is calculated. req =P / η 驱动 At the same time, P req + P 附件 With K dischr* P instan The smaller value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =min(P) req + P 附件 K dischr* P instan Thus, the actual driving torque T of the entire vehicle is obtained. motor =P motor / n.

6. The pure electric vehicle drive torque control method based on the overall vehicle power state according to claim 1, characterized in that, When the driver's power demand P equals 0, the output motor drive torque is T. motor =T, where T is the torque required by the driver.

7. The pure electric vehicle drive torque control method based on the overall vehicle power state according to claim 1, characterized in that, When the driver's power demand P is less than 0, the demand power is the negative power recovery power. Based on battery charging safety, a safety factor k for the recharge power is designed. chrg Less than 1; Based on the current motor recycling efficiency η 回收 The required battery recharge power P is calculated. reqcyc =P*η 回收 - P 附件 The required battery recharge power P reqcyc With the current battery's maximum recharge power P chrg *k chrg The larger value is used for comparison and calculation as the actual driving power P of the whole vehicle. motor =max(P reqcyc P chrg *k chrg Thus, the actual driving torque T of the whole vehicle can be calculated. motor =P motor / n.

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