Torque Control Method, Device, Vehicle, Equipment and Medium for a Hybrid Power System

Abstract

The present invention relates to a torque control method, device, vehicle, equipment and medium for a hybrid power system. The method includes: when the driving mode of the hybrid power system is a series mode, determining the engine torque change slope range and the generator speed change slope range according to the change of the driving demand power determined by the driving wheel end demand torque, and controlling the engine torque and the generator speed to change according to the adjusted corresponding slope change ranges respectively, so that the actual engine torque and the actual generator speed change smoothly to their respective targets; when the driving mode of the hybrid power system is a parallel mode, determining the driving motor torque change slope range according to the driving demand torque change determined by the driving wheel end demand torque, and controlling the driving motor torque to change according to the adjusted corresponding slope change range, so that the actual driving motor torque changes smoothly to its target.

Description

Technical Field

[0001] The present invention is used for the control of a hybrid power system, and more particularly relates to a torque control method, device, vehicle, equipment and medium for a hybrid power system. Background Art

[0002] The series-parallel hybrid power system includes three power sources: an engine, a generator and a drive motor, and its main hybrid drive modes include series and parallel modes. In order to ensure the optimal system efficiency and the torque transmitted to the wheel end meets the driving requirements, it is necessary to coordinate the above three power sources to output appropriate target torques or speeds in different modes. In actual operation, the power source targets allocated based on the energy management strategy may jump at adjacent moments when the driver's demand remains unchanged, and the rapid change of the driver's demand often causes the power source target to mutate. The too-fast change of the power source target often affects the torque transmitted to the wheel end, thereby deteriorating the driving smoothness. For the above two scenarios of the power source target mutation, different driver demands lead to different requirements for power performance and smoothness. When the driver's demand changes little, the requirement for smoothness is higher; when the driver's demand changes greatly, the requirement for power performance is high and the requirement for smoothness is low. Therefore, it is necessary to develop a torque coordination control strategy to process the steady-state power source targets allocated based on energy management to ensure that the actual torque transmitted to the wheel end can take into account the driving smoothness and power performance requirements. Summary of the Invention

[0003] The object of the present invention is to provide a torque control method, device, vehicle, equipment and medium for a hybrid power system, which respectively design algorithms based on series and parallel modes to couple the torque or power response speed of the power source with the driver's demand, and comprehensively consider the difference between the actual and target of the power source, so as to finally achieve the purpose that the whole vehicle can meet the driver's requirements for driving smoothness and power performance in different driving modes and different driving demand scenarios.

[0004] To achieve the above object, the present invention provides the following solutions:

[0005] The present invention provides a torque control method for a hybrid power system, including:

[0006] Obtain the required torque of the driving wheel end;

[0007] When the driving mode of the hybrid power system is the series mode, determine the engine torque change slope range and the generator speed change slope range according to the change of the driving demand power determined by the required torque of the driving wheel end, and control the engine torque and the generator speed to change respectively according to the adjusted corresponding slope change ranges, so that the actual engine torque and the actual generator speed change smoothly to their respective targets;

[0008] When the driving mode of the hybrid power system is in the parallel mode, determine the range of the driving motor torque change slope according to the change of the driving demand torque determined by the demand torque at the driving wheel end, and control the driving motor torque to change according to the adjusted corresponding slope change range, so that the actual torque of the driving motor changes smoothly to its target.

[0009] Preferably, when the driving mode of the hybrid power system is in the parallel mode, the method further includes:

[0010] Determine the transient target torque of the driving motor;

[0011] Determine the transient target torque of the engine according to the transient target torque of the driving motor and the demand torque at the driving wheel end, and realize the smooth change control of the engine torque.

[0012] Preferably, when the driving mode of the hybrid power system is in the parallel mode, the method further includes:

[0013] When the actual torque of the engine is less than the target torque of the engine determined based on the demand torque at the driving wheel end, compensate for the difference between the target torque of the engine and the actual torque of the engine through the generator.

[0014] Preferably, the steps of determining the range of the engine torque change slope and the range of the generator speed change slope according to the change of the driving demand power determined by the demand torque at the driving wheel end include:

[0015] Determine the driving demand power of the current cycle according to the demand torque at the driving wheel end collected in the current cycle;

[0016] Calculate the power difference between the driving demand power of the current cycle and the driving demand power of the previous cycle;

[0017] Based on the power difference and the cumulative value of the driving demand power change calculated in the previous cycle, obtain the cumulative value of the driving demand power change in the current cycle;

[0018] According to the cumulative value of the driving demand power change in the current cycle, determine the range of the engine torque change slope and the range of the generator speed change slope based on the change of the driving demand power;

[0019] Add the range of the engine torque change slope based on the change of the driving demand power and the basic engine torque change slope range in the series mode determined according to the preset logic to obtain the range of the engine torque change slope required in the series mode;

[0020] Add the range of the generator speed change slope based on the change of the driving demand power and the basic generator speed change slope range in the series mode determined according to the preset logic to obtain the range of the generator speed change slope required in the series mode.

[0021] Preferably, the steps of determining the engine torque change slope range and the generator speed change slope range based on the driving demand power change according to the accumulated value of the driving demand power change in the current cycle include:

[0022] According to the accumulated value of the driving demand power change in the current cycle and the actual generator speed, determine the accumulated value of the engine torque change based on the driving demand power change;

[0023] According to the accumulated value of the engine torque change, determine the engine torque change slope range;

[0024] According to the accumulated value of the driving demand power change in the current cycle and the actual engine torque, determine the accumulated value of the generator speed change based on the driving demand power change;

[0025] According to the accumulated value of the engine torque change, determine the generator speed change slope range.

[0026] Preferably, the accumulated value of the driving demand power change in different cycles includes both the accumulated value of the positive change of the driving demand power and the accumulated value of the negative change of the driving demand power. The steps of obtaining the accumulated value of the driving demand power change in the current cycle based on the power difference and the accumulated value of the driving demand power change calculated in the previous cycle include:

[0027] If the power difference is greater than 0, then:

[0028] Add the accumulated value of the positive change of the driving demand power calculated in the previous cycle, the power difference, and a negative first preset attenuation factor to obtain the original accumulated value of the positive change of the driving demand power, and take the maximum of the original accumulated value of the positive change of the driving demand power and 0 to obtain the accumulated value of the positive change of the driving demand power in the current cycle;

[0029] If the accumulated value of the negative change of the driving demand power calculated in the previous cycle is 0, determine that the value of the accumulated value of the negative change of the driving demand power in the current cycle is 0; if the accumulated value of the negative change of the driving demand power calculated in the previous cycle is less than 0, add the accumulated value of the negative change of the driving demand power calculated in the previous cycle and a positive second preset attenuation factor to obtain the original accumulated value of the negative change of the driving demand power, and take the minimum of the original accumulated value of the negative change of the driving demand power and 0 to obtain the accumulated value of the negative change of the driving demand power in the current cycle;

[0030] If the power difference is less than or equal to 0, then:

[0031] Add the accumulated value of the negative change of the driving demand power calculated in the previous cycle, the power difference, and a positive third preset attenuation factor to obtain the original accumulated value of the negative change of the driving demand power, and take the minimum of the original accumulated value of the positive change of the driving demand power and 0 to obtain the accumulated value of the negative change of the driving demand power in the current cycle;

[0032] If the cumulative value of the positive change in the driving demand power calculated in the previous cycle is 0, determine that the value of the cumulative value of the positive change in the driving demand power in the current cycle is 0; if the cumulative value of the positive change in the driving demand power calculated in the previous cycle is greater than 0, add the cumulative value of the positive change in the driving demand power calculated in the previous cycle to the fourth preset attenuation factor with a negative value to obtain the original cumulative value of the positive change in the driving demand power, and take the larger value between the original cumulative value of the positive change in the driving demand power and 0 to obtain the cumulative value of the positive change in the driving demand power in the current cycle.

[0033] Preferably, the steps of adjusting the slope range of the driving motor torque change according to the driving demand torque determined by the driving wheel end demand torque include:

[0034] Calculate the torque difference between the driving wheel end demand torque in the current cycle and the driving wheel end demand torque in the previous cycle;

[0035] Based on the torque difference and the cumulative value of the driving demand torque change calculated in the previous cycle, obtain the cumulative value of the driver demand torque change in the current cycle;

[0036] According to the cumulative value of the driver demand torque change in the current cycle and the speed ratio from the driving motor to the wheel end, determine the slope range of the driving motor torque change based on the driving demand torque change;

[0037] Add the slope range of the driving motor torque change based on the driving demand torque change and the basic slope range of the driving motor torque change in the parallel mode determined according to the preset logic to obtain the slope range of the driving motor torque change required in the parallel mode.

[0038] Preferably, the steps of obtaining the cumulative value of the driver demand torque change based on the torque difference and the cumulative value of the driving demand torque change calculated in the previous cycle include:

[0039] If the torque difference is greater than 0, then:

[0040] Add the cumulative value of the positive change in the driving demand torque calculated in the previous cycle, the torque difference, and the fifth preset attenuation factor with a negative value to obtain the original cumulative value of the positive change in the driving demand torque, and take the larger value between the original cumulative value of the positive change in the driving demand torque and 0 to obtain the cumulative value of the positive change in the driving demand torque in the current cycle;

[0041] If the cumulative value of the negative change in the driving demand torque calculated in the previous cycle is 0, determine that the value of the cumulative value of the negative change in the driving demand torque in the current cycle is 0; if the cumulative value of the negative change in the driving demand torque calculated in the previous cycle is less than 0, add the cumulative value of the negative change in the driving demand torque calculated in the previous cycle to the sixth preset attenuation factor with a positive value to obtain the original cumulative value of the negative change in the driving demand torque, and take the smaller value of the original cumulative value of the negative change in the driving demand torque and 0 to obtain the cumulative value of the negative change in the driving demand torque in the current cycle;

[0042] If the torque difference is less than or equal to 0, then:

[0043] Add the cumulative value of the negative change in the driving demand torque calculated in the previous cycle, the torque difference, and the seventh preset attenuation factor with a positive value to obtain the original cumulative value of the negative change in the driving demand torque, and take the smaller value of the original cumulative value of the positive change in the driving demand torque and 0 to obtain the cumulative value of the negative change in the driving demand torque in the current cycle;

[0044] If the cumulative value of the positive change in the driving demand torque calculated in the previous cycle is 0, determine that the value of the cumulative value of the positive change in the driving demand torque in the current cycle is 0; if the cumulative value of the positive change in the driving demand torque calculated in the previous cycle is greater than 0, add the cumulative value of the positive change in the driving demand torque calculated in the previous cycle to the eighth preset attenuation factor with a negative value to obtain the original cumulative value of the positive change in the driving demand torque, and take the larger value of the original cumulative value of the positive change in the driving demand torque and 0 to obtain the cumulative value of the positive change in the driving demand torque in the current cycle.

[0045] Preferably, the engine transient target torque is determined by the formula:

[0046]

[0047] Determine, T k|Eng_Req Is the engine transient target torque at time k, T k|Mot_Req Is the drive motor transient target torque at time k, T k|DrvReq Is the driving wheel end demand torque at time k, i Mot Is the drive motor to wheel end speed ratio, i Eng Is the engine to wheel end speed ratio.

[0048] Preferably, in the step of compensating for the difference between the engine target torque and the engine actual torque by the generator, the generator transient target torque is determined by the formula:

[0049]

[0050] Determine, T k|Gen_Req Is the generator transient target torque at time k, i Gen Is the generator to wheel end speed ratio, T k|Eng_Actis the actual engine torque at time k, T k|Eng_Req is the transient target engine torque at time k.

[0051] The present invention also provides a torque control device for a hybrid power system, comprising:

[0052] an acquisition module for acquiring the required torque at the driving wheel end;

[0053] a first control module for, when the driving mode of the hybrid power system is in a series mode, determining a range of the engine torque change slope and a range of the generator speed change slope according to the change of the driving required power determined by the required torque at the driving wheel end, and controlling the engine torque and the generator speed to change respectively according to the adjusted corresponding slope change ranges, so that the actual engine torque and the actual generator speed change smoothly to their respective targets;

[0054] a second control module for, when the driving mode of the hybrid power system is in a parallel mode, determining a range of the driving motor torque change slope according to the change of the required torque at the driving wheel end, and controlling the driving motor torque to change according to the adjusted corresponding slope change range, so that the actual driving motor torque changes smoothly to its target.

[0055] Preferably, when the driving mode of the hybrid power system is in a parallel mode, the second control module is further configured to:

[0056] determine the transient target torque of the driving motor;

[0057] determine the transient target engine torque according to the transient target torque of the driving motor and the required torque at the driving wheel end, so as to realize the smooth change control of the engine torque.

[0058] Preferably, when the driving mode of the hybrid power system is in a parallel mode, the second control module is further configured to:

[0059] when the actual engine torque is less than the target engine torque determined based on the required torque at the driving wheel end, compensate for the difference between the target engine torque and the actual engine torque through the generator.

[0060] Preferably, the first control module includes:

[0061] a driving required power determination unit for determining the driving required power of the current cycle according to the required torque at the driving wheel end collected in the current cycle;

[0062] a power difference determination unit for calculating the power difference between the driving required power of the current cycle and the driving required power of the previous cycle;

[0063] A driving demand power change cumulative value determination unit is configured to obtain the driving demand power change cumulative value of the current cycle based on the power difference and the driving demand power change cumulative value calculated in the previous cycle;

[0064] A torque and rotational speed change slope determination unit is configured to determine an engine torque change slope range and a generator rotational speed change slope range based on the driving demand power change according to the driving demand power change cumulative value of the current cycle;

[0065] An engine torque change slope range determination unit is configured to add the engine torque change slope range based on the driving demand power change and the basic engine torque change slope range in the series mode determined according to a preset logic to obtain the engine torque change slope range required in the series mode;

[0066] A generator rotational speed change slope range determination unit is configured to add the generator rotational speed change slope range based on the driving demand power change and the basic generator rotational speed change slope range in the series mode determined according to a preset logic to obtain the generator rotational speed change slope range required in the series mode.

[0067] Preferably, the second control module includes:

[0068] A torque difference determination unit is configured to calculate the torque difference between the driving wheel end demand torque of the current cycle and the driving wheel end demand torque of the previous cycle;

[0069] A driver demand torque change cumulative value determination unit is configured to obtain the driver demand torque change cumulative value of the current cycle based on the torque difference and the driver demand torque change cumulative value calculated in the previous cycle;

[0070] A torque change slope range determination unit is configured to determine a driving motor torque change slope range based on the driving demand torque change according to the driver demand torque change cumulative value of the current cycle and the drive motor to wheel end speed ratio;

[0071] A driving motor torque change slope range determination unit is configured to add the driving motor torque change slope range based on the driving demand torque change and the basic driving motor torque change slope range in the parallel mode determined according to a preset logic to obtain the driving motor torque change slope range required in the parallel mode.

[0072] The present invention further provides a vehicle, including the torque control device of the above hybrid power system.

[0073] The present invention also provides a control device, including a processor, a memory, and a program or instruction stored on the memory and executable on the processor. When the program or instruction is executed by the processor, the steps of the torque control method for the hybrid power system as described above are implemented.

[0074] The present invention also provides a readable storage medium, on which a program or instruction is stored. When the program or instruction is executed by a processor, the steps of the torque control method for the hybrid power system as described above are implemented.

[0075] The beneficial effects of the present invention are as follows:

[0076] Compared with the prior art, based on the series and parallel modes, the design algorithm couples the response speed of the torque or power of the power source with the driver's demand, and comprehensively considers the difference between the actual and target of the power source, so as to finally achieve the purpose that the whole vehicle can meet the driver's requirements for driving smoothness and power performance in different driving modes and different driving demand scenarios. When the driver's demand changes rapidly, the power source quickly responds to the torque and speed change targets to better meet the driver's power performance requirements; when the driver's demand changes slowly, the target torque and speed of the power source change slowly to better meet the driving smoothness of the whole vehicle. Through the above torque coordination control, not only the demand for economy of the system energy management strategy is satisfied, but also the requirements of different drivers' demands for vehicle drivability and smoothness in different scenarios are adapted, improving the driving experience. Description of the Drawings

[0077] Figure 1 It is a schematic diagram of the series-parallel hybrid power system in this embodiment;

[0078] Figure 2 It is a schematic diagram of the target change of each power source in the series mode in this embodiment;

[0079] Figure 3-1 It is a schematic diagram of the positive cumulative calculation of the driving demand power in the series mode in this embodiment;

[0080] Figure 3-2 It is a schematic diagram of the negative cumulative calculation of the driving demand power in the series mode in this embodiment;

[0081] Figure 4 It is a schematic diagram of the target change of each power source in the parallel mode in this embodiment;

[0082] Figure 5-1 It is a schematic diagram of the positive cumulative calculation of the driver's demand torque in the parallel mode in this embodiment;

[0083] Figure 5-2 It is a schematic diagram of the negative cumulative calculation of the driver's demand torque in the parallel mode in this embodiment;

[0084] Figure 6 It is a schematic flow diagram of the control method in this embodiment. Specific implementation manner

[0085] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present invention.

[0086] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above drawings are used to distinguish similar objects, and do not have to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described here can be implemented in an order different from those illustrated or described here. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or server including a series of steps or units does not have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0087] The embodiment of the present invention provides a torque control method for a hybrid power system, which couples the response speed of the torque or power of the power source with the driver's demand, and comprehensively considers the difference between the actual and target of the power source, so as to finally achieve the purpose that the vehicle can meet the driver's requirements for driving smoothness and power performance in different driving modes and different driving demand scenarios. As Figure 6 , the method includes:

[0088] S101, obtaining the required power at the driving wheel end;

[0089] S102, when it is recognized that the driving mode of the hybrid power system is the series mode, enter S103;

[0090] SO13, when the driving mode of the hybrid power system is the series mode, determine the engine torque change slope range and the generator speed change slope range according to the change of the driving demand power determined by the driving wheel end demand torque, and control the engine torque and the generator speed to change respectively according to the adjusted corresponding slope change ranges, so that the actual engine torque and the actual generator speed change smoothly to their respective targets;

[0091] S014, when it is recognized that the driving mode of the hybrid power system is the parallel mode, enter S105;

[0092] S105. When the driving mode of the hybrid power system is the parallel mode, determine the driving demand torque change slope range according to the driving demand torque change determined by the driving wheel end demand torque, and control the driving motor torque to change according to the adjusted corresponding slope change range, so that the actual torque of the driving motor changes smoothly to its target.

[0093] S106. Determine the transient target torque of the driving motor;

[0094] S107. Determine the transient target torque of the engine according to the transient target torque of the driving motor and the driving wheel end demand torque, and realize the smooth change control of the engine torque.

[0095] S108. When the actual torque of the engine is less than the engine target torque determined based on the driving wheel end demand torque, compensate for the difference between the engine target torque and the actual torque of the engine through the generator.

[0096] In this embodiment, the above steps are introduced in detail.

[0097] First, calculate the torque and speed boundaries of the engine, generator, and driving motor respectively according to the external characteristics of each power source and the battery capacity limit.

[0098] Secondly, judge the working mode of the current system according to the engine and clutch states. Combining Figure 1 , this process specifically includes that when the engine starts and the clutch is open, the system is in the series mode. The energy output by the engine is only used for the generator to generate electricity, not directly for driving the wheels. The power for driving the wheels still comes from the driving motor. In order to keep the engine in the efficient range all the time, the battery needs to participate in the cooperation. The generator generates electricity and supplies it to the driving motor, and the extra electricity is stored. When there is not enough electricity, the battery compensates; when the engine starts and the clutch is closed, the system is in the parallel mode. The engine and the driving motor work, and the generator does not work. The clutch is engaged. At this time, the energy output by the engine is directly used for driving the wheels. In order to keep the engine in the efficient range all the time, the driving motor needs to participate in the cooperation. Combining the comparison between the engine output power and the wheel end consumption power, when the engine output power is greater than the wheel end consumption power, the extra energy is generated by the generator and stored in the battery; when the engine output power is less than the wheel end consumption power, the battery outputs electrical energy to the driving motor, and the driving motor outputs energy to assist in driving to ensure vehicle driving. In addition, based on the throttle pedal opening and vehicle speed, etc., calculate the original demand torque of the driver's wheel end, and then calculate and process the driving wheel end demand torque that can be transmitted to the wheel end in combination with the power source boundary and filtering coefficient, etc.

[0099] Then, perform torque coordination control on the engine, generator, and driving motor respectively for the series mode and the parallel mode.

[0100] In the series mode, in the prior art, the steady-state target torque of the engine has two step changes. The first is caused by the change in driver demand, and the second is caused by the energy management strategy. The steady-state target speed value of the generator has no obvious change. As Figure 2 、 Figure 3-1 and Figure 3-2 , in this embodiment for the series mode, the control method includes the following steps:

[0101] S1. Based on the demand torque T DrvReq at the driving wheel end and the actual wheel speed n Whl , calculate the driving demand power

[0102]

[0103] S2. The target torque of the drive motor is whose magnitude is within the capacity boundary range of the drive motor, where i MotWhl represents the speed ratio from the drive motor to the wheel end; combined with Figure 2 , in the series mode, the process of the actual torque of the drive motor changing to the target torque of the drive motor does not require smooth control, that is, its control change process is the same as that of the prior art.

[0104] S3. The cumulative value of the driving demand power change in different cycles includes both the positive cumulative value of the driving demand power change and the negative cumulative value of the driving demand power change, and the positive cumulative value of the driving demand power change is greater than or equal to 0; the negative cumulative value of the driving demand power change is less than or equal to 0. For the positive and negative driving demand powers respectively, the change value of the driving demand power in each calculation cycle (10 ms) (that is, the power difference between the driving demand power in the current cycle and the previous cycle) is accumulated, and a preset attenuation factor is set. Among them, when the positive cumulative value of the driving demand power change changes to negative, a negative attenuation factor is superimposed in each cycle until the positive cumulative value of the driving demand power change decays to zero and then remains unchanged. The positive cumulative value of the driving demand power change is ∑P DrvReq_Pos , when the negative cumulative value of the driving demand power change changes to positive, a positive attenuation factor is superimposed in each cycle. Similarly, when the negative cumulative value of the driving demand power change decays to zero, the negative cumulative value of the driving demand power change is ∑P DrvReq_Neg , and the schematic diagram of the calculation process is shown in Figure 3.

[0105] Generally speaking, the above step S3 is specifically:

[0106] Calculate the power difference between the driving demand power in the current cycle and the driving demand power in the previous cycle;

[0107] If the power difference is greater than 0, then:

[0108] Add the positive change cumulative value of the driving demand power calculated in the previous cycle, the power difference, and the first preset attenuation factor with a negative value to obtain the original cumulative value of the positive change of the driving demand power, and take the larger value between the original cumulative value of the positive change of the driving demand power and 0 to obtain the cumulative value of the positive change of the driving demand power in the current cycle;

[0109] If the negative change cumulative value of the driving demand power calculated in the previous cycle is 0, determine that the value of the negative change cumulative value of the driving demand power in the current cycle is 0; if the negative change cumulative value of the driving demand power calculated in the previous cycle is less than 0, add the negative change cumulative value of the driving demand power calculated in the previous cycle and the second preset attenuation factor with a positive value to obtain the original cumulative value of the negative change of the driving demand power, and take the smaller value between the original cumulative value of the negative change of the driving demand power and 0 to obtain the cumulative value of the negative change of the driving demand power in the current cycle;

[0110] If the power difference is less than or equal to 0, then:

[0111] Add the negative change cumulative value of the driving demand power calculated in the previous cycle, the power difference, and the third preset attenuation factor with a positive value to obtain the original cumulative value of the negative change of the driving demand power, and take the smaller value between the original cumulative value of the positive change of the driving demand power and 0 to obtain the cumulative value of the negative change of the driving demand power in the current cycle;

[0112] If the positive change cumulative value of the driving demand power calculated in the previous cycle is 0, determine that the value of the positive change cumulative value of the driving demand power in the current cycle is 0; if the positive change cumulative value of the driving demand power calculated in the previous cycle is greater than 0, add the positive change cumulative value of the driving demand power calculated in the previous cycle and the fourth preset attenuation factor with a negative value to obtain the original cumulative value of the positive change of the driving demand power, and take the larger value between the original cumulative value of the positive change of the driving demand power and 0 to obtain the cumulative value of the positive change of the driving demand power in the current cycle.

[0113] Next, an example is given to illustrate step S3.

[0114] Suppose the driving demand power in the first cycle is 0 kW, the driving demand power in the second cycle is 5 kW, and the first preset attenuation factor and the fourth preset attenuation factor of the demand are -0.1 kW; the values of the second preset attenuation factor and the third preset attenuation factor are +0.1 kW. On this basis, the power difference at the second moment is 5 kW, and this value is positive; the cumulative positive change value of the driving demand power in the second cycle is max((5 kW - 0 kW) + (-0.1 kW), 0) = 4.9 kW, and the cumulative negative change value of the driving demand power in the second cycle is 0. Suppose the driving demand power in the third cycle is 4 kW. Since the power difference between the third cycle and the second cycle (4 kW - 5 kW = -1 kW) is negative, the cumulative positive change value of the driving demand power in the third cycle is max(4.9 kW + (-0.1 kW), 0) = 4.8 kW, and the cumulative negative change value of the driving demand power in the third cycle is min(0 + (4 kW - 5 kW) + 0.1 kW, 0) = -0.9 kW. Suppose the driving demand power in the third cycle is 7 kW. Since the power difference between the third cycle and the second cycle (7 kW - 5 kW = 2 kW) is positive, the cumulative positive change value of the driving demand power in the third cycle is max(4.9 kW + (7 kW - 5 kW) + (-0.1 kW), 0) = 6.8 kW, and the cumulative negative change value of the driving demand power in the third cycle is min(0 + 0.1 kW, 0) = 0 kW.

[0115] Assume that the driving demand power in the first cycle is 0 kW, the driving demand power in the second cycle is -5 kW, and the first preset attenuation factor and the fourth preset attenuation factor of the demand are -0.1 kW; the values of the second preset attenuation factor and the third preset attenuation factor are +0.1 kW. On this basis, the power difference at the second moment is -5 kW, and this value is negative; the cumulative negative change value of the driving demand power in the second cycle is min((-5 kW - 0 kW) + 0.1 kW, 0) = -4.9 kW, and the cumulative positive change value of the driving demand power in the second cycle is 0. Assume that the driving demand power in the third cycle is 1 kW. Since the power difference between the third cycle and the second cycle (1 kW - (-5 kW) = 6 kW) is positive, the cumulative positive change value of the driving demand power in the third cycle is max(0 kW + 1 kW - (-5 kW) + (-0.1 kW), 0) = 5.9 kW, and the cumulative negative change value of the driving demand power in the third cycle is min(-4.9 kW + 0.1 kW, 0) = -4.8 kW. Assume that the driving demand power in the third cycle is -7 kW. Since the power difference between the third cycle and the second cycle (-7 kW - 5 kW = -12 kW) is negative, the cumulative positive change value of the driving demand power in the third cycle is 0, and the cumulative negative change value of the driving demand power in the third cycle is min(-4.9 kW + (-7 kW - 5 kW) + 0.1 kW, 0) = -16.8 kW.

[0116] S4. Combine the actual engine torque T Eng , and respectively based on the cumulative positive change value of the driving demand power ∑P DrvReq_Pos and the cumulative negative change value of the driving demand power ∑P DrvReq_Neg , calculate the cumulative positive change value of the generator speed change as The cumulative negative change value of the generator speed change is That is, according to the cumulative change value of the driving demand power in the current cycle and the actual engine torque, determine the cumulative change value of the generator speed change based on the change in the driving demand power.

[0117] S5. Combine the actual generator speed n Gen , and respectively based on the cumulative positive change value of the driving demand power ∑P DrvReq_Pos and the cumulative negative change value of the driving demand power ∑P DrvReq_Neg , calculate the cumulative positive change value of the engine torque change as The cumulative negative change value of the engine torque change is That is, according to the cumulative change value of the driving demand power in the current cycle and the actual generator speed, determine the cumulative change value of the engine torque change based on the change in the driving demand power.

[0118] S6. Set that when the generator speed and the engine torque are respectively at tGen_DrvReq and t Eng_DrvReq If the generator speed change positive slope and the generator speed change negative slope based on the driving demand power change can meet the driver's demand power change within a certain time, then they are respectively and The engine torque change positive slope and the engine torque change negative slope based on the driving demand power change are respectively and That is, according to the accumulated value of the engine torque change, determine the range of the engine torque change slope; according to the accumulated value of the engine torque change, determine the range of the generator speed change slope.

[0119] S7. Superimpose the range of the engine torque change slope of the driving demand power change on the range of the basic engine torque change slope, and then the positive change slope ΔT of the engine torque can be calculated Eng_PosMax = ΔT Eng_DrvReq_PosMax + ΔT Eng_Base_PosMax and the negative change slope ΔT of the engine torque Eng_NegMax = ΔT Eng_DrvReq_NegMax + ΔT Eng_Base_NegMax ; where, ΔT Eng_Base_PosMax is the positive change slope of the basic engine torque in the series mode determined according to the preset logic, and ΔT Eng_Base_NegMax is the negative change slope of the basic engine torque in the series mode determined according to the preset logic. That is, add the range of the engine torque change slope based on the driving demand power change and the range of the basic engine torque change slope determined according to the preset logic in the series mode to obtain the range of the engine torque change slope required in the series mode.

[0120] S8. Superimpose the range of the generator speed slope change of the driving demand power change on the range of the basic generator speed slope change, and then the positive change slope Δn of the generator speed can be calculated Gen_PosMax = Δn Gen_DrvReq_PosMax + Δn Gen_Base_PosMax and the negative change slope Δn of the generator speed Gen_NegMax = Δn Gen_DrvReq_NegMax + Δn Gen_Base_NegMax ; Δn Gen_Base_PosMax is the positive change slope of the basic generator speed in the series mode determined according to the preset logic, and Δn Gen_Base_NegMax is the negative change slope of the basic generator speed in the series mode determined according to the preset logic. That is, add the range of the generator speed change slope based on the driving demand power change and the range of the basic generator speed change slope determined according to the preset logic in the series mode to obtain the range of the generator speed change slope required in the series mode.

[0121] Among them, the preset logic in the foregoing steps S7 and S8 refers to the change slope of the actual engine torque changing to the target torque and the determination logic of the actual generator speed changing to the target speed determined in the prior art.

[0122] S9. During the process of chasing the target value, the upper and lower limits of the change value of the engine torque at each moment do not exceed the above-determined slopes ΔT Eng_PosMax and ΔT Eng_NegMax respectively, and the upper and lower limits of the change value of the generator speed at each moment do not exceed the above slope Δn Gen_PosMax and Δn Gen_NegMax respectively.

[0123] S10. When the original target torque of the engine at time k is T k|Eng_Req_Raw , its transient target torque is T k|Eng_Req = T k-1|Eng_Req + max(ΔT Eng_NegMax , min(ΔT Eng_PosMax , T k|Eng_Req_Raw - T k-1|Eng_Req ))).

[0124] S11. When the original target speed of the generator at time k is n k|Gen_Req_Raw , its transient target speed is n k|Gen_Req = n k-1|Gen_Req + max(Δn Gen_NegMax , min(Δn Gen_PosMax , n k|Gen_Req_Raw - n k-1|Gen_Req ))).

[0125] In the parallel mode, the steady-state target torque value of the engine has two step changes. The first is caused by the change in driver demand, and the second is caused by the energy management strategy. The steady-state target speed value of the generator has no obvious change. In this embodiment, the transient target schematic diagrams of the generator, the engine, and the drive motor in the parallel mode are as shown in Figure 4 , Figure 5-1 and Figure 5-2 . The specific calculation process includes the following steps:

[0126] S1. For the driving wheel end demand torques T DrvReq in the positive and negative directions respectively, accumulate the change values of the driving wheel end demand torque in each calculation cycle, and set a preset attenuation factor at the same time. Among them, when the positive change accumulation value changes to negative for the driving wheel end demand torque, the negative preset attenuation factor is superimposed in each cycle until the accumulated value of the driving wheel end demand torque ∑T DrvReq_PosWhen it decays to zero, it remains unchanged. When the cumulative value of the negative change accumulates, and the demand torque change at the driving wheel end is positive, a positive preset decay factor is superimposed in each cycle. Similarly, the cumulative value of the demand torque at the driving wheel end is ∑T DrvReq_Neg It decays to zero, and the calculation process is shown in Figure 5. To sum up, the specific steps of the above step S1 are as follows: If the torque difference is greater than 0, then:

[0127] Add the cumulative value of the positive change in the driving demand torque calculated in the previous cycle, the torque difference, and the fifth preset decay factor with a negative value to obtain the original cumulative value of the positive change in the driving demand torque. Take the maximum value of the original cumulative value of the positive change in the driving demand torque and 0 to obtain the cumulative value of the positive change in the driving demand torque in the current cycle;

[0128] If the cumulative value of the negative change in the driving demand torque calculated in the previous cycle is 0, determine that the value of the cumulative value of the negative change in the driving demand torque in the current cycle is 0; if the cumulative value of the negative change in the driving demand torque calculated in the previous cycle is less than 0, add the cumulative value of the negative change in the driving demand torque calculated in the previous cycle and the sixth preset decay factor with a positive value to obtain the original cumulative value of the negative change in the driving demand torque. Take the minimum value of the original cumulative value of the negative change in the driving demand torque and 0 to obtain the cumulative value of the negative change in the driving demand torque in the current cycle;

[0129] If the torque difference is less than or equal to 0, then:

[0130] Add the cumulative value of the negative change in the driving demand torque calculated in the previous cycle, the torque difference, and the seventh preset decay factor with a positive value to obtain the original cumulative value of the negative change in the driving demand torque. Take the minimum value of the original cumulative value of the positive change in the driving demand torque and 0 to obtain the cumulative value of the negative change in the driving demand torque in the current cycle;

[0131] If the cumulative value of the positive change in the driving demand torque calculated in the previous cycle is 0, determine that the value of the cumulative value of the positive change in the driving demand torque in the current cycle is 0; if the cumulative value of the positive change in the driving demand torque calculated in the previous cycle is greater than 0, add the cumulative value of the positive change in the driving demand torque calculated in the previous cycle and the eighth preset decay factor with a negative value to obtain the original cumulative value of the positive change in the driving demand torque. Take the maximum value of the original cumulative value of the positive change in the driving demand torque and 0 to obtain the cumulative value of the positive change in the driving demand torque in the current cycle.

[0132] Assume that the required torque at the driving wheel end in the first cycle is 0 N, the required torque at the driving wheel end in the second cycle is 5 N, the required fifth preset attenuation factor and the eighth preset attenuation factor are -0.1 N; the values of the sixth preset attenuation factor and the seventh preset attenuation factor are +0.1 N. On this basis, at this time, the torque difference at the second moment is 5 N, and this value is positive; the cumulative positive change value of the required torque at the driving wheel end in the second cycle is max((5 N - 0 N)+(-0.1 N), 0)=4.9 N, and the cumulative negative change value of the required torque at the driving wheel end in the second cycle is 0. Assume that the required torque at the driving wheel end in the third cycle is 4 N. Since the torque difference between the third cycle and the second cycle (4 N - 5 N = -1 N) is negative, the cumulative positive change value of the required torque at the driving wheel end in the third cycle is max(4.9 N+(-0.1 N), 0)=4.8 N, and the cumulative negative change value of the required torque at the driving wheel end in the third cycle is min(0+(4 N - 5 N)+0.1 N, 0)=-0.9 N. Assume that the required torque at the driving wheel end in the third cycle is 7 N. Since the torque difference between the third cycle and the second cycle (7 N - 5 N = 2 N) is positive, the cumulative positive change value of the required torque at the driving wheel end in the third cycle is max(4.9 N+(7 N - 5 N)

[0133] +(-0.1 N), 0)=6.8 N, and the cumulative negative change value of the required torque at the driving wheel end in the third cycle is min(0 + 0.1 N, 0)=0 N.

[0134] Assume that the required torque at the driving wheel end in the first cycle is 0 N, and the required torque at the driving wheel end in the second cycle is -5 N. The fifth and eighth preset attenuation factors are -0.1 N; the values of the sixth and seventh preset attenuation factors are +0.1 N. On this basis, at this time, the torque difference at the second moment is -5 N, and this value is negative; the cumulative negative change value of the required torque at the driving wheel end in the second cycle is min((-5 N - 0 N) + 0.1 N, 0) = -4.9 N, and the cumulative positive change value of the required torque at the driving wheel end in the second cycle is 0. Assume that the required torque at the driving wheel end in the third cycle is 1 N. Since the torque difference between the third cycle and the second cycle (1 N - (-5 N) = 6 N) is positive, the cumulative positive change value of the required torque at the driving wheel end in the third cycle is max(0 N + 1 N - (-5 N) + (-0.1 N), 0) = 5.9 N, and the cumulative negative change value of the required torque at the driving wheel end in the third cycle is min(-4.9 N + 0.1 N, 0) = -4.8 N. Assume that the required torque at the driving wheel end in the third cycle is -7 N. Since the torque difference between the third cycle and the second cycle (-7 N - (-5 N) = -2 N) is negative, the cumulative positive change value of the required torque at the driving wheel end in the third cycle is 0, and the cumulative negative change value of the required torque at the driving wheel end in the third cycle is min(-4.9 N + (-7 N - (-5 N) + 0.1 N, 0) = -6.8 N.

[0135] S2. After superimposing the above preset attenuation factors, the cumulative positive change value of the required torque at the driving wheel end and the cumulative negative change value of the required torque at the driving wheel end, combined with the speed ratio i from the drive motor to the wheel end Mot , calculate the cumulative positive change value of the drive motor torque as The cumulative negative change value of the drive motor torque is That is, based on the cumulative change value of the driver's required torque and the speed ratio from the drive motor to the wheel end, determine the cumulative change value of the drive motor torque based on the change in the driver's required torque.

[0136] S3. Set that within the time t Mot_DrvReq of the drive motor torque, it meets the change in the driver's required torque. Then the ranges of the positive change slope and the negative change slope of the drive motor torque based on the change in the driver's required torque are respectively and That is, based on the cumulative change value of the drive motor torque based on the change in the driver's required torque, determine the range of the change slope of the drive motor torque based on the change in the driver's required torque.

[0137] S4. Superimpose the slope of the change in the driver's required torque on the basic slope (that is, the range of the basic drive motor torque change slope in the parallel mode determined according to the preset logic), and then the positive change slope ΔT of the drive motor torque can be calculated Mot_PosMax= ΔT Mot_DrvReq_PosMax + ΔT Mot_Base_PosMax and the negative change slope ΔT of the drive motor torque Mot_NegMax = ΔT Mot_DrvReq_NegMax + ΔT Mot_Base_NegMax ; ΔT Mot_Base_PosMax is the positive change slope of the base drive motor torque in the parallel mode determined according to the preset logic, and ΔT Mot_Base_NegMax is the negative change slope of the base drive motor torque in the parallel mode determined according to the preset logic. That is, the range of the change slope of the drive motor torque based on the change of the driving demand torque and the range of the change slope of the base drive motor torque in the parallel mode determined according to the preset logic are added to obtain the range of the change slope of the drive motor torque required in the parallel mode.

[0138] S5. During the process of chasing the target value, the upper and lower limits of the change value of the drive motor torque at each moment do not exceed the above slopes ΔT Mot_PosMax and ΔT Mot_NegMax respectively.

[0139] S6. When the original target torque of the drive motor at time k is T k|Mot_Req_Raw , its transient target torque is T k|Mot_Req = T k-1|Mot_Req + max(ΔT Mot_NegMax , min(ΔT Mot_PosMax , T k|Mot_Req_Raw - T k-1|Mot_Req ))

[0140] S7. The transient torque target value T k|Eng_Req of the engine at time k is calculated from the driving wheel end demand torque T k|DrvReq and the transient target torque T k|Mot_Req of the drive motor in S6 as follows: where i Eng is the speed ratio from the engine to the wheel end.

[0141] S8. Considering that there is an obvious delay in the response of the engine torque and the response speed is much lower than that of the generator, therefore, in the parallel mode, the generator compensates for the difference between the target torque and the actual torque of the engine. The value of the generator target torque T k|Gen_Req is: where i Gen is the speed ratio from the generator to the wheel end, and T k|Eng_Act is the actual torque of the engine at time k.

[0142] The present invention also provides a torque control device for a hybrid power system, including:

[0143] An acquisition module for acquiring the driving wheel end demand torque;

[0144] The first control module is used to, when the driving mode of the hybrid power system is in the series mode, adjust the engine torque change slope range and the generator speed change slope range according to the change of the driving demand power determined by the driving wheel end demand torque, and control the engine torque and the generator speed to change respectively according to the adjusted corresponding slopes, so that the actual engine torque and the actual generator speed change smoothly to their respective targets.

[0145] The second control module is used to, when the driving mode of the hybrid power system is in the parallel mode, adjust the driving motor torque change slope range according to the driving demand torque change determined by the driving wheel end demand torque, control the driving motor torque to change according to the adjusted corresponding slope, so that the actual driving motor torque changes smoothly to its target; determine the engine transient target torque according to the adjusted driving motor torque change slope range and the driving wheel end demand torque, and realize the smooth change control of the engine torque.

[0146] Preferably, when the driving mode of the hybrid power system is in the parallel mode, the second control module is further used to:

[0147] When the actual engine torque is less than the engine target torque determined based on the driving wheel end demand torque, compensate for the difference between the engine target torque and the actual engine torque through the generator.

[0148] Preferably, the first control module includes:

[0149] The driving demand power determination unit is used to determine the driving demand power of the current cycle according to the driving wheel end demand torque collected in the current cycle;

[0150] The power difference determination unit is used to calculate the power difference between the driving demand power of the current cycle and the driving demand power of the previous cycle;

[0151] The driving demand power change cumulative value determination unit is used to obtain the driving demand power change cumulative value of the current cycle based on the power difference and the driving demand power change cumulative value calculated in the previous cycle;

[0152] The torque and speed change slope determination unit is used to determine the engine torque change slope range and the generator speed change slope range based on the change of the driving demand power according to the driving demand power change cumulative value of the current cycle;

[0153] The engine torque change slope range determination unit is used to add the engine torque change slope range based on the change of the driving demand power and the basic engine torque change slope range in the series mode determined according to the preset logic to obtain the engine torque change slope range required in the series mode;

[0154] A generator speed change slope range determination unit is configured to add the generator speed change slope range based on the change in driving demand power and the basic generator speed change slope range in series mode determined according to a preset logic to obtain the generator speed change slope range required in series mode.

[0155] Preferably, the second control module includes:

[0156] A torque difference determination unit is configured to calculate the torque difference between the driving wheel end demand torque in the current cycle and the driving wheel end demand torque in the previous cycle;

[0157] A driver demand torque change cumulative value determination unit is configured to obtain the driver demand torque change cumulative value based on the torque difference and the driver demand torque change cumulative value calculated in the previous cycle;

[0158] A torque change slope range determination unit is configured to determine the driving motor torque change slope range based on the change in driving demand torque according to the driver demand torque change cumulative value and the speed ratio from the driving motor to the wheel end;

[0159] A driving motor torque change slope range determination unit is configured to add the driving motor torque change slope range based on the change in driving demand torque and the basic driving motor torque change slope range in parallel mode determined according to a preset logic to obtain the driving motor torque change slope range required in parallel mode.

[0160] The present invention also provides a vehicle, including the torque control device of the above hybrid power system.

[0161] The present invention also provides a control device, including a processor, a memory, and a program or instruction stored on the memory and executable on the processor. When the program or instruction is executed by the processor, the steps of the torque control method of the hybrid power system as described above are implemented.

[0162] The present invention also provides a readable storage medium, on which a program or instruction is stored. When the program or instruction is executed by a processor, the steps of the torque control method of the hybrid power system as described above are implemented.

[0163] The above is the preferred embodiment of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A torque control method for a hybrid power system, characterized in that Including: Obtain the required torque of the driving wheel end; When the driving mode of the hybrid power system is in series mode, determine the engine torque change slope range and the generator speed change slope range according to the change of the driving required power determined by the required torque of the driving wheel end, and control the engine torque and the generator speed to change according to the adjusted corresponding slope change ranges respectively, so that the actual engine torque and the actual generator speed change smoothly to their respective targets; When the driving mode of the hybrid power system is in parallel mode, determine the driving motor torque change slope range according to the driving required torque change determined by the required torque of the driving wheel end, and control the driving motor torque to change according to the adjusted corresponding slope change range, so that the actual driving motor torque changes smoothly to its target; The step of adjusting the driving motor torque change slope range according to the driving required torque change determined by the required torque of the driving wheel end includes: Calculate the torque difference between the required torque of the driving wheel end in the current cycle and the required torque of the driving wheel end in the previous cycle; Based on the torque difference and the cumulative value of the driving required torque change calculated in the previous cycle, obtain the cumulative value of the driver required torque change in the current cycle; According to the cumulative value of the driver required torque change in the current cycle and the driving motor to wheel end speed ratio, determine the driving motor torque change slope range based on the driving required torque change; Add the driving motor torque change slope range based on the driving required torque change and the basic driving motor torque change slope range in parallel mode determined according to the preset logic to obtain the driving motor torque change slope range required in parallel mode.

2. The torque control method of the hybrid power system according to claim 1, characterized in that, When the driving mode of the hybrid power system is in parallel mode, the method further includes: Determine the transient target torque of the driving motor; Determine the transient target torque of the engine according to the transient target torque of the driving motor and the required torque of the driving wheel end, and realize the smooth change control of the engine torque.

3. The torque control method of the hybrid power system according to claim 1 or 2, characterized in that When the driving mode of the hybrid power system is in parallel mode, the method further includes: When the actual engine torque is less than the engine target torque determined based on the required torque of the driving wheel end, compensate the difference between the engine target torque and the actual engine torque through the generator.

4. The torque control method for the hybrid power system according to claim 1, characterized in that, The step of determining the engine torque change slope range and the generator speed change slope range according to the driving required power change determined by the required torque of the driving wheel end includes: According to the required torque of the driving wheel end collected in the current cycle, determine the driving required power in the current cycle; Calculate the power difference between the driving required power in the current cycle and the driving required power in the previous cycle; Based on the power difference and the cumulative value of the driving required power change calculated in the previous cycle, obtain the cumulative value of the driving required power change in the current cycle; According to the cumulative value of the driving required power change in the current cycle, determine the engine torque change slope range and the generator speed change slope range based on the driving required power change; Add the engine torque change slope range based on the driving required power change and the basic engine torque change slope range in series mode determined according to the preset logic to obtain the engine torque change slope range required in series mode; Add the range of the generator speed change slope based on the driving demand power change and the range of the basic generator speed change slope in the series mode determined according to the preset logic to obtain the range of the generator speed change slope required in the series mode.

5. The torque control method of the hybrid power system according to claim 4, characterized in that The steps of determining the range of the engine torque change slope and the range of the generator speed change slope based on the driving demand power change according to the cumulative value of the driving demand power change in the current cycle include: Determine the cumulative value of the engine torque change based on the driving demand power change according to the cumulative value of the driving demand power change in the current cycle and the actual speed of the generator. Determine the range of the engine torque change slope according to the cumulative value of the engine torque change. Determine the cumulative value of the generator speed change based on the driving demand power change according to the cumulative value of the driving demand power change in the current cycle and the actual torque of the engine. Determine the range of the generator speed change slope according to the cumulative value of the engine torque change.

6. The torque control method of the hybrid power system according to claim 4, characterized in that, The cumulative value of the driving demand power change in different cycles includes both the cumulative value of the positive change of the driving demand power and the cumulative value of the negative change of the driving demand power. The steps of obtaining the cumulative value of the driving demand power change in the current cycle based on the power difference and the cumulative value of the driving demand power change calculated in the previous cycle include: If the power difference is greater than 0, then: Add the cumulative value of the positive change of the driving demand power calculated in the previous cycle, the power difference, and the first preset attenuation factor with a negative value to obtain the original cumulative value of the positive change of the driving demand power, and take the maximum value of the original cumulative value of the positive change of the driving demand power and 0 to obtain the cumulative value of the positive change of the driving demand power in the current cycle; If the cumulative value of the negative change of the driving demand power calculated in the previous cycle is 0, determine that the value of the cumulative value of the negative change of the driving demand power in the current cycle is 0; if the cumulative value of the negative change of the driving demand power calculated in the previous cycle is less than 0, add the cumulative value of the negative change of the driving demand power calculated in the previous cycle and the second preset attenuation factor with a positive value to obtain the original cumulative value of the negative change of the driving demand power, and take the minimum value of the original cumulative value of the negative change of the driving demand power and 0 to obtain the cumulative value of the negative change of the driving demand power in the current cycle; If the power difference is less than or equal to 0, then: Add the cumulative value of the negative change of the driving demand power calculated in the previous cycle, the power difference, and the third preset attenuation factor with a positive value to obtain the original cumulative value of the negative change of the driving demand power, and take the minimum value of the original cumulative value of the positive change of the driving demand power and 0 to obtain the cumulative value of the negative change of the driving demand power in the current cycle; If the cumulative value of the positive change of the driving demand power calculated in the previous cycle is 0, determine that the value of the cumulative value of the positive change of the driving demand power in the current cycle is 0; if the cumulative value of the positive change of the driving demand power calculated in the previous cycle is greater than 0, add the cumulative value of the positive change of the driving demand power calculated in the previous cycle and the fourth preset attenuation factor with a negative value to obtain the original cumulative value of the positive change of the driving demand power, and take the maximum value of the original cumulative value of the positive change of the driving demand power and 0 to obtain the cumulative value of the positive change of the driving demand power in the current cycle.

7. The torque control method for a hybrid power system according to claim 1, characterized in that The steps of obtaining the cumulative value of the driver demand torque change based on the torque difference and the cumulative value of the driving demand torque change calculated in the previous cycle include: If the torque difference is greater than 0, then: Add the positive cumulative value of the driving demand torque calculated in the previous cycle, the torque difference, and a fifth preset attenuation factor with a negative value to obtain the original positive cumulative value of the driving demand torque. Take the larger value between the original positive cumulative value of the driving demand torque and 0 to obtain the positive cumulative value of the driving demand torque in the current cycle; If the negative cumulative value of the driving demand torque calculated in the previous cycle is 0, determine that the value of the negative cumulative value of the driving demand torque in the current cycle is 0; if the negative cumulative value of the driving demand torque calculated in the previous cycle is less than 0, add the negative cumulative value of the driving demand torque calculated in the previous cycle and a sixth preset attenuation factor with a positive value to obtain the original negative cumulative value of the driving demand torque. Take the smaller value between the original negative cumulative value of the driving demand torque and 0 to obtain the negative cumulative value of the driving demand torque in the current cycle; If the torque difference is less than or equal to 0, then: Add the negative cumulative value of the driving demand torque calculated in the previous cycle, the torque difference, and a seventh preset attenuation factor with a positive value to obtain the original negative cumulative value of the driving demand torque. Take the smaller value between the original positive cumulative value of the driving demand torque and 0 to obtain the negative cumulative value of the driving demand torque in the current cycle; If the positive cumulative value of the driving demand torque calculated in the previous cycle is 0, determine that the value of the positive cumulative value of the driving demand torque in the current cycle is 0; if the positive cumulative value of the driving demand torque calculated in the previous cycle is greater than 0, add the positive cumulative value of the driving demand torque calculated in the previous cycle and an eighth preset attenuation factor with a negative value to obtain the original positive cumulative value of the driving demand torque. Take the larger value between the original positive cumulative value of the driving demand torque and 0 to obtain the positive cumulative value of the driving demand torque in the current cycle.

8. The torque control method for a hybrid power system according to claim 2, wherein The transient target torque of the engine is obtained by the formula: ， Determine, T k|Eng_Req is the transient target torque of the engine at time k, T k|Mot_Req is the transient target torque of the drive motor at time k, T k|DrvReq is the required torque at the driving wheel end at time k, i Mot is the speed ratio from the drive motor to the wheel end, i Eng is the speed ratio from the engine to the wheel end.

9. The torque control method of the hybrid power system according to claim 3, characterized in that, In the step of compensating for the difference between the target torque of the engine and the actual torque of the engine by the generator, the transient target torque of the generator is obtained by the formula: ， Determine, T k|Gen_Req is the transient target torque of the generator at time k, i Gen is the speed ratio from the generator to the wheel end, T k|Eng_Act is the actual torque of the engine at time k, T k|Eng_Req is the transient target torque of the engine at time k.

10. A torque control device for a hybrid power system, characterized in that, including: An acquisition module for acquiring the driving wheel end demand torque; A first control module for, when the driving mode of the hybrid power system is in a series mode, determining the engine torque change slope range and the generator speed change slope range according to the driving demand power change determined by the driving wheel end demand torque, and controlling the engine torque and the generator speed to change respectively according to the adjusted corresponding slope change ranges, so that the actual torque of the engine and the actual speed of the generator change smoothly to their respective targets; A second control module for, when the driving mode of the hybrid power system is in a parallel mode, determining the driving motor torque change slope range according to the driving demand torque change determined by the driving wheel end demand torque, and controlling the driving motor torque to change according to the adjusted corresponding slope change range, so that the actual torque of the driving motor changes smoothly to its target; The second control module includes: A torque difference determination unit for calculating the torque difference between the required torque of the driving wheel end in the current cycle and the required torque of the driving wheel end in the previous cycle; A driver demand torque change cumulative value determination unit for obtaining the driver demand torque change cumulative value in the current cycle based on the torque difference and the driver demand torque change cumulative value calculated in the previous cycle; A torque change slope range determination unit for determining the drive motor torque change slope range based on the driver demand torque change according to the driver demand torque change cumulative value in the current cycle and the drive motor to wheel end speed ratio; A drive motor torque change slope range determination unit for adding the drive motor torque change slope range based on the driver demand torque change and the basic drive motor torque change slope range in the parallel mode determined according to the preset logic to obtain the drive motor torque change slope range required in the parallel mode.

11. The torque control device of the hybrid power system according to claim 10, characterized in that, When the drive mode of the hybrid power system is the parallel mode, the second control module is further configured to: Determine the transient target torque of the drive motor; Determine the transient target torque of the engine according to the transient target torque of the drive motor and the required torque of the driving wheel end, so as to realize the smooth change control of the engine torque.

12. The torque control device for a hybrid power system according to claim 10 or 11, characterized in that, When the drive mode of the hybrid power system is the parallel mode, the second control module is further configured to: When the actual torque of the engine is less than the target torque of the engine determined based on the required torque of the driving wheel end, compensate for the difference between the target torque of the engine and the actual torque of the engine through the generator.

13. The torque control device of the hybrid power system according to claim 10, characterized in that, The first control module includes: A driver demand power determination unit for determining the driver demand power in the current cycle according to the required torque of the driving wheel end collected in the current cycle; A power difference determination unit for calculating the power difference between the driver demand power in the current cycle and the driver demand power in the previous cycle; A driver demand power change cumulative value determination unit for obtaining the driver demand power change cumulative value in the current cycle based on the power difference and the driver demand power change cumulative value calculated in the previous cycle; A torque and speed change slope determination unit for determining the engine torque change slope range and the generator speed change slope range based on the driver demand power change according to the driver demand power change cumulative value in the current cycle; An engine torque change slope range determination unit for adding the engine torque change slope range based on the driver demand power change and the basic engine torque change slope range in the series mode determined according to the preset logic to obtain the engine torque change slope range required in the series mode; A generator speed change slope range determination unit for adding the generator speed change slope range based on the driver demand power change and the basic generator speed change slope range in the series mode determined according to the preset logic to obtain the generator speed change slope range required in the series mode.

14. A vehicle, characterized in that, A torque control device for a hybrid power system including the hybrid power system according to any one of claims 10 to 13.

15. A control device, characterized in that, It includes a processor, a memory, and a program or instructions stored on the memory and executable on the processor. When the program or instructions are executed by the processor, the steps of the torque control method of the hybrid power system according to any one of claims 1 to 9 are implemented.

16. A readable storage medium, characterized in that, A program or instructions are stored on the readable storage medium. When the program or instructions are executed by a processor, the steps of the torque control method of the hybrid power system according to any one of claims 1 to 9 are implemented.

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