Electric drive anti-shake control methods, modules, vehicles, and computer storage media

Abstract

This application discloses an electric drive anti-shake control method, module, vehicle, and computer storage medium. The method considers vibration issues in various scenarios. For scenarios involving switching operating conditions, when controlling the motor output torque based on a target torque, the method adjusts the target torque by specifying a gradient, thereby improving the smoothness of the change in the motor output torque and thus mitigating vibration in this scenario. For scenarios where the torque crosses zero, the method sets corresponding second and third anti-shake torques for both upward and downward zero-crossing states to improve vibration in this scenario. Furthermore, the method also considers wheel speed difference anti-shake torque to compensate for vibration caused by wheel speed differences. This application sets corresponding methods for controlling the motor output torque for vibration issues under various operating conditions, thereby improving the accuracy of the method and ultimately enhancing the anti-shake effect.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to an electric drive anti-shake control method, module, vehicle, and computer storage medium. Background Technology

[0002] An electric drive system is a system that propels a vehicle.

[0003] In new energy vehicles, the electric drive system, besides driving the vehicle, can also act as a generator for energy recovery. Therefore, the torque of the electric drive system can be both positive and negative. Consequently, when the torque of the electric drive system transitions between these two states, a torque zero-crossing phenomenon can occur, easily leading to vehicle vibration. Current electric drive anti-vibration control methods achieve vibration reduction by controlling the torque change of the electric drive system when the torque crosses zero.

[0004] However, the above-mentioned electric drive anti-shake control method does not take into account the vibration problem under other operating conditions, resulting in poor anti-shake effect. Summary of the Invention

[0005] This application provides an electric drive anti-shake control method, module, vehicle, and computer storage medium. The technical solution is as follows:

[0006] On one hand, an electric drive anti-shake control method is provided, the method being used in the motor controller of a vehicle's electric drive system, the electric drive system further including a motor, the method comprising:

[0007] The first anti-shake torque is determined based on the maximum value between the torque corresponding to the vehicle's operating condition and the gear torque. The vehicle's operating conditions include driving condition, regeneration condition, and braking condition. The gear torque is a preset torque that limits the clearance of the motor's gears.

[0008] In response to the fact that the target torque of the motor is not equal to the first anti-shake torque, the torque output of the motor is controlled based on the target torque of the motor, and the target torque of the motor is adjusted according to a specified gradient until the target torque of the motor is equal to the first anti-shake torque. The target torque of the motor is the torque of the motor corresponding to the driving condition or the recovery condition.

[0009] In response to the target torque of the motor being equal to the first anti-shake torque, it is determined whether the motor is in an upward zero-crossing state or a downward zero-crossing state based on the actual torque of the motor.

[0010] In response to the motor being in the upward zero-crossing state, a second anti-shake torque is determined based on the minimum value among the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque. The torque output by the motor is controlled according to the second anti-shake torque. The upward zero-crossing torque is the dynamic torque of the motor in the upward zero-crossing state, and the wheel speed difference anti-shake torque is a preset torque to compensate for the shaking caused by the wheel speed difference.

[0011] In response to the motor being in the downward zero-crossing state, a third anti-shake torque is determined based on the maximum value of the target torque of the motor and the downward zero-crossing torque, and the torque output by the motor is controlled according to the third anti-shake torque, wherein the downward zero-crossing torque is the dynamic torque of the motor in the downward zero-crossing state;

[0012] In response to the motor not being in the upward zero-crossing state or the downward zero-crossing state, the torque output of the motor is controlled according to the target torque of the motor.

[0013] Optionally, determining the first anti-shake torque based on the maximum value between the torque corresponding to the vehicle's operating condition and the gear torque includes:

[0014] In response to the vehicle being in the driving condition or the regeneration condition, a normal target torque is obtained, wherein the normal target torque is the torque of the motor corresponding to the driving condition or the regeneration condition;

[0015] In response to the vehicle being in the braking condition, a braking target torque is determined based on the vehicle speed, and the braking target torque is the torque of the motor corresponding to the braking condition;

[0016] The tooth torque is determined based on the vehicle's speed and direction of travel.

[0017] The maximum value among the normal target torque, the braking target torque, and the gear-aligning torque is determined as the first anti-shake torque.

[0018] Optionally, the specified gradient includes a specified ascending gradient and a specified descending gradient. The step of responding to the target torque of the motor being unequal to the first anti-shake torque, controlling the torque output of the motor based on the target torque of the motor, and adjusting the target torque of the motor according to the specified gradient until the target torque of the motor equals the first anti-shake torque, includes:

[0019] In response to the first anti-shake torque being greater than the target torque, the torque output of the motor is controlled based on the target torque of the motor, and the target torque of the motor is increased according to the specified gradient until the target torque of the motor is equal to the first anti-shake torque;

[0020] In response to the first anti-shake torque being less than the target torque, the torque output of the motor is controlled based on the target torque of the motor, and the target torque of the motor is reduced according to the specified descent gradient until the target torque of the motor is equal to the first anti-shake torque.

[0021] Optionally, the vehicle includes a wheel end corresponding to the motor, and the motor is used to drive the corresponding wheel end;

[0022] In response to the motor being in the upward zero-crossing state, a second anti-shake torque is determined based on the minimum value among the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque. The torque output by the motor is controlled according to the second anti-shake torque, including:

[0023] In response to the motor being in the upward zero-crossing state, the upward zero-crossing torque gradient is oriented based on the actual torque of the motor and the vehicle speed, and the upward zero-crossing torque gradient is positively correlated with the vehicle speed;

[0024] Calculate the product of the upward zero-crossing torque gradient and the step time, and determine the upward zero-crossing torque by summing the actual torque of the motor and the product.

[0025] The wheel speed difference anti-shake torque is determined based on the speed difference at the wheel end corresponding to the motor, and the wheel speed difference anti-shake torque is negatively correlated with the speed difference at the wheel end corresponding to the motor;

[0026] The minimum value among the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque is determined as the second anti-shake torque;

[0027] The torque output of the motor is controlled according to the second anti-shake torque.

[0028] Optionally, in response to the motor being in the downward zero-crossing state, determining a third anti-jitter torque based on the maximum value of the target torque of the motor and the downward zero-crossing torque, and controlling the torque output by the motor according to the third anti-jitter torque, includes:

[0029] In response to the motor being in the downward zero-crossing state, the downward zero-crossing torque gradient is positively correlated with the vehicle speed, based on the actual torque of the motor and the vehicle speed.

[0030] Calculate the product of the downward zero-crossing torque gradient and the step time, and determine the difference between the actual torque of the motor and the product as the downward zero-crossing target torque;

[0031] The maximum value of the second anti-shake torque and the downward zero-crossing target torque is determined as the third anti-shake torque;

[0032] The torque output of the motor is controlled according to the third anti-shake torque.

[0033] Optionally, controlling the output torque of the motor based on the target torque of the motor includes:

[0034] The speed fluctuation denoising torque is determined based on the fluctuation speed difference of the motor and the direction of change of the motor speed. The fluctuation speed difference of the motor is the difference between the actual speed and the desired speed of the motor. The speed fluctuation denoising torque is used to remove the high-frequency jitter of the motor speed. When the speed of the motor is higher than a specified threshold, the speed fluctuation denoising torque is positive. When the speed of the motor is lower than the specified threshold, the speed fluctuation denoising torque is negative.

[0035] The difference between the target torque of the motor and the speed fluctuation noise reduction torque is determined as the fourth anti-shake torque;

[0036] The torque output of the motor is controlled according to the fourth anti-shake torque.

[0037] The step of controlling the torque output of the motor according to the second anti-shake torque includes:

[0038] The difference between the second anti-shake torque and the speed fluctuation noise reduction torque is determined as the fourth anti-shake torque;

[0039] The torque output of the motor is controlled according to the fourth anti-shake torque.

[0040] The step of controlling the torque output of the motor according to the third anti-shake torque includes:

[0041] The difference between the third anti-shake torque and the speed fluctuation noise reduction torque is determined as the fourth anti-shake torque;

[0042] The torque output of the motor is controlled according to the fourth anti-shake torque.

[0043] Optionally, controlling the torque output of the motor according to the fourth anti-shake torque includes:

[0044] The fourth anti-shake torque is subjected to low-pass filtering, and the motor is controlled to output the fourth anti-shake torque after low-pass filtering.

[0045] On the other hand, an electric drive anti-shake control module is provided, the electric drive anti-shake control module comprising:

[0046] The first determining submodule is used to determine the first anti-shake torque based on the maximum value of the torque corresponding to the operating condition of the vehicle and the gear torque. The operating condition of the vehicle includes driving condition, regeneration condition and braking condition. The gear torque is a preset torque to limit the gear clearance of the motor.

[0047] The first control output submodule is used to respond to the fact that the target torque of the motor is not equal to the first anti-shake torque, control the torque output of the motor based on the target torque of the motor, and adjust the target torque of the motor according to a specified gradient until the target torque of the motor is equal to the first anti-shake torque. The target torque of the motor is the torque of the motor corresponding to the driving condition or the recovery condition.

[0048] The second determining submodule is used to determine whether the motor is in an upward zero-crossing state or a downward zero-crossing state based on the actual torque of the motor in response to the target torque of the motor being equal to the first anti-shake torque.

[0049] The second control output submodule is used to respond to the motor being in the upward zero crossing state, determine the second anti-shake torque based on the minimum value among the first anti-shake torque, the upward zero crossing torque, and the wheel speed difference anti-shake torque, and control the torque output by the motor according to the second anti-shake torque. The upward zero crossing torque is the dynamic torque of the motor in the upward zero crossing state, and the wheel speed difference anti-shake torque is a preset torque to compensate for the shaking caused by the wheel speed difference.

[0050] The third control output submodule is used to respond to the motor being in the downward zero crossing state, determine the third anti-shake torque based on the maximum value of the target torque of the motor and the downward zero crossing torque, and control the torque output by the motor according to the third anti-shake torque, wherein the downward zero crossing torque is the dynamic torque of the motor in the downward zero crossing state.

[0051] The fourth control output submodule is used to control the torque output by the motor based on the target torque of the motor in response to the motor not being in the upward zero crossing state and the downward zero crossing state.

[0052] On the other hand, a vehicle is provided, the vehicle including the above-mentioned electric drive anti-shake control module, the vehicle also including a torque control chain, the torque control chain including an electric drive torque management unit, and the electric drive anti-shake control module nested in the electric drive torque management unit.

[0053] On the other hand, a computer storage medium is provided, wherein at least one instruction, at least one program, code set, or instruction set is stored in the computer storage medium, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a motor controller to implement any of the above-described electric drive anti-shake control methods.

[0054] The beneficial effects of the technical solutions provided in this application include at least the following:

[0055] This paper provides an electric drive anti-shake control method that considers the vibration problem in various scenarios. For scenarios involving switching operating conditions, the method adjusts the target torque by specifying a gradient when controlling the motor output torque based on the target torque. This improves the smoothness of the change in the motor output torque, thereby mitigating the vibration problem in this scenario. For scenarios where the torque crosses zero, the method sets corresponding second and third anti-shake torques for both upward and downward zero-crossing states to improve the vibration problem in this scenario. Furthermore, the method also considers wheel speed difference anti-shake torque to compensate for vibration caused by wheel speed differences. This application sets corresponding methods for controlling the motor output torque under various operating conditions, thereby improving the accuracy of the method and ultimately enhancing the anti-shake effect. Attached Figure Description

[0056] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] Figure 1 This is a flowchart of an electric drive anti-shake control method provided in an embodiment of this application;

[0058] Figure 2 This is a flowchart of another electric drive anti-shake control method provided in the embodiments of this application;

[0059] Figure 3 This is a flowchart of another electric drive anti-shake control method provided in the embodiments of this application;

[0060] Figure 4 This is a flowchart of another electric drive anti-shake control method provided in the embodiments of this application;

[0061] Figure 5 This is a flowchart of another electric drive anti-shake control method provided in the embodiments of this application;

[0062] Figure 6 This is a schematic diagram of the algorithm structure of an electric drive anti-shake control method provided in an embodiment of this application;

[0063] Figure 7 This is a torque versus time curve provided in an embodiment of this application;

[0064] Figure 8 This is a graph showing the change in rotational speed versus time, provided in an embodiment of this application.

[0065] Figure 9This is another torque versus time curve provided in an embodiment of this application;

[0066] Figure 10 This is a schematic diagram of an electric drive anti-shake control module provided in an embodiment of this application;

[0067] Figure 11 This is a schematic diagram of a torque control chain provided in an embodiment of this application.

[0068] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0069] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0070] This application provides an embodiment of an electric drive anti-shake control method. Please refer to... Figure 1 , Figure 1 This is a flowchart of an electric drive anti-shake control method provided in an embodiment of this application. The method is used for the motor controller of the electric drive system of a vehicle. The electric drive system also includes a motor. The method includes:

[0071] Step 100: Determine the first anti-shake torque based on the maximum value between the torque corresponding to the vehicle's operating condition and the gear torque.

[0072] The vehicle's operating conditions include driving, regeneration, and braking. The gear torque is the preset torque that limits the clearance of the motor's gears.

[0073] Step 200: In response to the fact that the target torque of the motor is not equal to the first anti-shake torque, control the output torque of the motor based on the target torque of the motor, and adjust the target torque of the motor according to the specified gradient until the target torque of the motor is equal to the first anti-shake torque.

[0074] The target torque of the motor is the torque corresponding to the motor in drive or recovery operation.

[0075] Step 300: In response to the target torque of the motor being equal to the first anti-shake torque, determine whether the motor is in an upward zero-crossing state or a downward zero-crossing state based on the actual torque of the motor.

[0076] Step 400: In response to the motor being in an upward zero-crossing state, determine the second anti-shake torque based on the minimum value among the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque, and control the torque output by the motor according to the second anti-shake torque.

[0077] The upward zero-crossing torque is the dynamic torque of the motor when it is in the upward zero-crossing state, and the wheel speed difference anti-vibration torque is the preset torque to compensate for the vibration caused by the wheel speed difference.

[0078] Step 500: In response to the motor being in a downward zero-crossing state, determine the third anti-shake torque based on the maximum value of the target torque of the motor and the downward zero-crossing torque, and control the torque output of the motor according to the third anti-shake torque.

[0079] The downward zero-crossing torque is the dynamic torque of the motor when it is in the downward zero-crossing state.

[0080] Step 600: In response to the motor not being in the upward or downward zero-crossing state, control the output torque of the motor based on the target torque of the motor.

[0081] In summary, this application provides an electric drive anti-shake control method that considers the vibration problem in various scenarios. For scenarios involving switching operating conditions, when controlling the motor output torque based on the target torque, this method adjusts the target torque by specifying a gradient, thereby improving the smoothness of the change in the motor output torque and thus mitigating the vibration problem in this scenario. For scenarios where the torque crosses zero, this method sets corresponding second and third anti-shake torques for both upward and downward zero-crossing states to improve the vibration problem in this scenario. Furthermore, this method also considers wheel speed difference anti-shake torque, thereby compensating for vibration caused by wheel speed differences. This application sets corresponding methods for controlling the motor output torque for vibration problems under various operating conditions, thereby improving the accuracy of the method and thus enhancing the anti-shake effect.

[0082] Steps 100 to 600 are described in detail below.

[0083] The electric drive system provided in this application embodiment may include a motor controller, a motor, and a gearbox. The motor converts electrical energy into mechanical energy to drive the vehicle, the motor controller controls the motor, and the gearbox reduces the motor's speed and increases its output torque. The electric drive anti-vibration control method provided in this application embodiment is used in the motor controller of the electric drive system, thereby enabling the motor controller to achieve vehicle anti-vibration effects by controlling changes in the motor's torque.

[0084] Optionally, step 100 may include multiple sub-steps, please refer to... Figure 2 , Figure 2 This is a flowchart of another electric drive anti-shake control method provided in an embodiment of this application, the method including:

[0085] Step 101: In response to the vehicle being in driving or recovery mode, obtain the normal target torque.

[0086] The motor controller can acquire the normal target torque, which is the torque corresponding to the motor in drive or regenerative braking conditions. A vehicle may include multiple motors; for example, a vehicle may include two motors, with the front and rear output shafts corresponding to the two motors respectively. The front and rear output shafts typically have different speed ratios, thus the torque of the front and rear output shafts has a predetermined ratio. The vehicle may also include a Vehicle Control Unit (VCU), which can distribute the wheel-end torque according to this predetermined ratio to obtain the normal target torque for the motors corresponding to the front and rear output shafts. The VCU then sends the distributed wheel-end torque to the corresponding motor controller, allowing the motor controller to acquire the normal target torque.

[0087] Wheel-end torque refers to the torque corresponding to the wheel ends of the vehicle. Wheel-end torque takes into account the gradient filtering of different modes and gears, the gradient filtering torque activated by the relevant functions of the Electronic Stability Program (ESP) (such as Anti-lock Braking System (ABS), Traction Control System (TCS), Vehicle Running Dynamic Control System (VDC), etc.), the effect of regeneration level switching, vehicle speed, etc. on torque changes.

[0088] Step 102: In response to the vehicle being in braking condition, determine the target braking torque based on the vehicle speed.

[0089] The motor controller can determine the target braking torque based on the vehicle speed, which is the torque corresponding to the motor under braking conditions. In this embodiment, the system can determine whether it is in braking condition based on changes in the state of the Adaptive Cruise Control (ACC) system and conditions such as vehicle speed. When the vehicle switches from normal operating conditions (driving or regenerative braking) to braking conditions, anti-shake control can be implemented based on the target braking torque.

[0090] Step 103: Determine the gear torque based on the vehicle speed and the vehicle's direction of travel.

[0091] The motor controller can determine the gear torque based on the vehicle's speed and direction of travel. The gear torque is a preset torque used to limit the backlash of the motor's gears. In addition to the backlash of the motor's gears, there may also be backlashes in the mechanical connections between the motor and the gearbox, the gearbox and the drive shaft, etc. The gear torque can also be used to limit the backlashes in these mechanical connections.

[0092] The direction of vehicle travel can be used to determine whether the vehicle is shifting gears. When the vehicle shifts between forward (Drive, D) and reverse (Reverse, R) gears, or when the motor speed changes direction, gear backlash can easily cause gear grinding. Gear torque can tighten the gears, thereby eliminating the vibration caused by gear backlash. The magnitude of the gear torque can be determined based on the vehicle speed. For example, the gear torque can be negatively correlated with the vehicle speed, thus improving the accuracy of gear torque anti-shake control. The magnitude of the gear torque can also be calibrated based on the minimum torque required for gear tightening; this application does not limit this.

[0093] Step 104: Determine the maximum value among the normal target torque, braking target torque, and gear-aligning torque as the first anti-shake torque.

[0094] The first anti-shake torque is determined by comparing the normal target torque, the braking target torque, and the gear backlash torque. This first anti-shake torque comprehensively considers the vibration caused by operating condition switching and gear backlash, thus improving the anti-shake effect. When the vehicle is in driving or regenerative braking mode, the first anti-shake torque is the normal target torque. Since both the motor's target torque and the normal target torque are the torques corresponding to the motor in driving or regenerative braking mode, the first anti-shake torque is equal to the motor's target torque, and step 30 can be executed. When the vehicle is in braking mode, the first anti-shake torque is the braking target torque, and therefore, the first anti-shake torque is not equal to the motor's target torque, and step 20 can be executed. When the vehicle shifts gears or the motor's speed changes direction, the first anti-shake torque is the gear backlash torque, and therefore, the first anti-shake torque is not equal to the motor's target torque, and step 20 can be executed.

[0095] Since the first anti-shake torque takes into account the vehicle's operating conditions and the gear torque, controlling the motor's torque change based on the first anti-shake torque can effectively achieve anti-shake in application scenarios involving switching operating conditions. If the first anti-shake torque is not equal to the motor's target torque, the target torque needs to change towards the braking target torque or the gear torque. Adjusting the motor's target torque according to a specified gradient can achieve a gradient change in torque, thereby improving the smoothness of torque changes.

[0096] Optionally, specifying the gradient includes specifying the ascending gradient and specifying the descending gradient, and step 200 may include multiple sub-steps:

[0097] Step 201: In response to the first anti-shake torque being greater than the target torque, control the torque output of the motor based on the target torque of the motor, and increase the target torque of the motor according to the specified gradient until the target torque of the motor is equal to the first anti-shake torque.

[0098] Step 202: In response to the first anti-shake torque being less than the target torque, control the torque output of the motor based on the target torque of the motor, and reduce the target torque of the motor according to the specified descent gradient until the target torque of the motor is equal to the first anti-shake torque.

[0099] For the case of step 201, the method for achieving gradient change in the torque output of the motor may include:

[0100] 1) Control the output torque of the motor based on the normal target torque.

[0101] The motor controller can control the motor output torque based on the normal target torque, and subsequent gradient changes are adjusted based on the normal target torque. For example, in a scenario where the motor switches from driving mode to braking mode, the motor output torque is first controlled based on the normal target torque to ensure normal motor drive.

[0102] 2) In response to the first anti-shake torque being greater than the target torque, the initial target torque is increased by a specified ascending gradient to obtain the target torque after the first increase, and the torque output by the motor is controlled based on the target torque after the first increase.

[0103] The motor controller can calculate the target torque after each increase and control the motor output of the target torque after each increase in real time, which facilitates gradient change control of the final output torque of the motor. The specified gradient can be a preset value, and the specified gradient can be positively correlated with the difference between the first anti-shake torque and the target torque.

[0104] 3) Increase the target torque after the previous increase according to the specified ascending gradient to obtain the target torque after the nth increase (n>1), until the target torque after the nth increase is equal to the first anti-shake torque, and control the torque output of the motor based on the target torque after the nth increase.

[0105] The motor controller can perform multiple calculations to increase the target torque, with each increase based on the target torque after the previous increase. This facilitates gradient control of the motor's final output torque. The value of 'n' can be positively correlated with the difference between the first anti-vibration torque and the target torque; that is, the larger the difference between the first anti-vibration torque and the target torque, the larger 'n' should be, thereby improving the smoothness of the change in the motor's final output torque.

[0106] Step 202 can be referred to step 201, and will not be described in detail here in the embodiments of this application.

[0107] Optionally, embodiments of this application can directly output the target torque, or the target torque can be processed before output. Please refer to... Figure 3 , Figure 3This is a flowchart of another electric drive anti-shake control method provided in the embodiments of this application. The target torque can be denoised by speed fluctuation denoising torque to eliminate the shaking problem caused by the speed fluctuation of the motor.

[0108] Controlling the motor output torque based on the target torque of the motor includes:

[0109] Step 701: Determine the speed fluctuation noise reduction torque based on the motor's fluctuating speed difference and the direction of change of motor speed.

[0110] The motor controller can determine the speed fluctuation denoising torque based on the speed fluctuation difference and the direction of the speed change when the motor speed fluctuates. When the motor speed is stable, the speed fluctuation denoising torque can be zero. The speed fluctuation difference is the difference between the actual motor speed and the desired speed. The speed fluctuation denoising torque is used to remove high-frequency vibrations in the motor speed. When the motor speed is higher than a specified threshold, the speed fluctuation denoising torque is positive; when the motor speed is lower than the specified threshold, the speed fluctuation denoising torque is negative.

[0111] Step 702: Determine the difference between the target torque of the motor and the speed fluctuation noise reduction torque as the fourth anti-shake torque.

[0112] The motor controller can subtract the speed fluctuation noise reduction torque from the target torque to eliminate the vibration problem of the entire vehicle caused by high-frequency vibration of the motor speed. When the motor speed is higher than a specified threshold, the target torque can be reduced; when the motor speed is lower than a specified threshold, the target torque can be increased.

[0113] Step 703: Control the torque output of the motor according to the fourth anti-shake torque.

[0114] The motor controller can control the motor to output a fourth anti-vibration torque. The final output torque of the motor can not only take into account the vehicle vibration problem under the change of working conditions, as well as the vehicle vibration problem under the change of vehicle gear or motor speed direction, but also the vehicle vibration problem under the high frequency vibration of motor speed, thereby further improving the anti-vibration effect.

[0115] Optionally, embodiments of this application may perform low-pass filtering on the fourth anti-shake torque and control the motor output to perform low-pass filtering on the fourth anti-shake torque. Low-pass filtering can weaken high-frequency signals exceeding a set threshold, thereby improving the smoothness of torque output from the motor under different conditions and thus improving the anti-shake effect.

[0116] There are two scenarios where the first anti-vibration torque equals the motor's target torque. One is when the first anti-vibration torque is the normal target torque. Since both the motor's target torque and normal target torque correspond to the torques in the driving or regenerative braking states, the first anti-vibration torque equals the motor's target torque. The other is after step 200, when the electric drive's target torque, after a gradient increase or decrease, also equals the first anti-vibration torque. Following these two scenarios, step 300 can be referenced to determine whether the motor is in an upward or downward zero-crossing state, allowing for further torque control tailored to the specific state. Upward and downward zero-crossing states are prone to gear collisions, leading to vibration problems.

[0117] Optionally, step 400 may include multiple sub-steps, please refer to... Figure 4 , Figure 4 This is a flowchart of another electric drive anti-shake control method provided in an embodiment of this application. The vehicle includes wheel ends corresponding to motors, and the motors are used to drive the corresponding wheel ends. The method includes:

[0118] Step 401: In response to the motor being in an upward zero-crossing state, the upward zero-crossing torque gradient is oriented based on the actual torque of the motor and the vehicle speed.

[0119] The motor controller can calibrate the upward zero-crossing torque gradient. The upward zero-crossing state refers to the transition of the motor's output torque from negative to positive when the motor switches from regenerative braking to drive operation. In this embodiment, the upward zero-crossing state can be determined based on the motor's target torque and actual torque. For example, a zero-crossing interval can be preset. When the motor's target torque and actual torque are within this interval, the upward zero-crossing state can be determined by determining the sign of the target torque and actual torque. The upward zero-crossing torque gradient is the gradient of torque change in the upward zero-crossing state, and it can be a preset value. The upward zero-crossing torque gradient is positively correlated with vehicle speed. Calibrating the upward zero-crossing torque gradient using the motor's actual torque and the vehicle's speed can improve its accuracy.

[0120] Step 402: Calculate the product of the upward zero-crossing torque gradient and the step time, and determine the sum of the actual torque of the motor and the product as the upward zero-crossing torque.

[0121] The motor controller can determine the upward zero-crossing torque. By adding the product of the upward zero-crossing torque gradient and the step time to the actual torque of the motor, the output torque of the motor at multiple moments can be determined. The upward zero-crossing torque can slow down the switching process of the motor's torque direction, thereby improving the jitter problem in the upward zero-crossing state.

[0122] Step 403: Determine the wheel speed difference anti-shake torque based on the speed difference at the wheel ends corresponding to the motor.

[0123] The motor controller can determine the wheel speed difference anti-shake torque. In scenarios where the vehicle slips, there is a speed difference between the left and right wheels corresponding to the motor. The motor controller can use the wheel speed difference anti-shake torque to limit the vibration problem in this scenario. The wheel speed difference anti-shake torque can be negatively correlated with the speed difference between the corresponding wheel ends of the motor, which can improve the accuracy of the wheel speed difference anti-shake torque.

[0124] Step 404: Determine the minimum value among the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque as the second anti-shake torque.

[0125] The motor controller can determine a second anti-shake torque, which is the minimum value among the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque. This ensures that the torque change is small during the upward zero-crossing state. The second anti-shake torque comprehensively considers the anti-shake issues during the upward zero-crossing state as well as the anti-shake issues in scenarios such as vehicle slippage or cornering, thereby improving the anti-shake effect.

[0126] Step 405: Control the torque output of the motor according to the second anti-shake torque.

[0127] Optionally, embodiments of this application can directly output the second anti-shake torque, or the second anti-shake torque can be processed before controlling the motor to output the processed second anti-shake torque. Specific methods may include:

[0128] 1) The difference between the second anti-shake torque and the speed fluctuation noise reduction torque is determined as the fourth anti-shake torque.

[0129] 2) The torque output of the motor is controlled according to the fourth anti-shake torque.

[0130] 3) Perform low-pass filtering on the fourth anti-shake torque and control the motor to output the fourth anti-shake torque after low-pass filtering.

[0131] Optionally, step 500 may include multiple sub-steps, see step 4 for details. Figure 5 , Figure 5 This is a flowchart of another electric drive anti-shake control method provided in an embodiment of this application. The method includes:

[0132] Step 501: In response to the motor being in a downward zero-crossing state, the downward zero-crossing torque gradient is oriented based on the actual torque of the motor and the vehicle speed.

[0133] The motor controller can calibrate the downward zero-crossing torque gradient. The downward zero-crossing state refers to the transition of the motor's output torque from positive to negative torque when the motor switches from driving mode to regenerative braking mode. In this embodiment, the downward zero-crossing state can be determined based on the motor's target torque and actual torque. The downward zero-crossing torque gradient is the gradient of torque change in the downward zero-crossing state. The downward zero-crossing torque gradient is positively correlated with vehicle speed. Calibrating the downward zero-crossing torque gradient using the motor's actual torque and the vehicle's speed can improve the accuracy of the downward zero-crossing torque gradient.

[0134] Step 502: Calculate the product of the downward zero-crossing torque gradient and the step time, and determine the difference between the actual torque of the motor and the product as the downward zero-crossing target torque.

[0135] The motor controller can determine the downward zero-crossing torque. By subtracting the product of the downward zero-crossing torque gradient and the step time from the actual torque of the motor, the output torque of the motor at multiple moments can be determined. The downward zero-crossing torque can slow down the switching process of the motor's torque direction, thereby improving the jitter problem in the downward zero-crossing state.

[0136] Step 503: Determine the maximum value of the target torque of the motor and the target torque for downward zero crossing as the third anti-shake torque.

[0137] The motor controller can determine the third anti-jitter torque. Since the output torque changes to negative torque during the downward zero-crossing state, the third anti-jitter torque is the maximum value between the motor's target torque and the target torque during the downward zero-crossing state. This ensures that the torque change during the downward zero-crossing state is small. The third anti-jitter torque takes into account the anti-jitter problem during the downward zero-crossing state, which can improve the anti-jitter effect.

[0138] Step 504: Control the torque output of the motor according to the third anti-shake torque.

[0139] Optionally, embodiments of this application can directly output the third anti-shake torque, or the third anti-shake torque can be processed before controlling the motor to output the processed third anti-shake torque. Specific methods may include:

[0140] 1) The difference between the third anti-shake torque and the speed fluctuation noise reduction torque is determined as the fourth anti-shake torque.

[0141] 2) The torque output of the motor is controlled according to the fourth anti-shake torque.

[0142] 3) Perform low-pass filtering on the fourth anti-shake torque and control the motor to output the fourth anti-shake torque after low-pass filtering.

[0143] Step 600 corresponds to normal operating conditions. Since the motor is not in an upward or downward zero-crossing state, the output torque of the motor can be controlled based on the target torque. In this embodiment, the target torque can be output directly, or it can be processed before output. For specific methods, please refer to [reference needed]. Figure 3 .

[0144] This application provides an algorithm structure for an electric drive anti-shake control method. Please refer to [the relevant documentation]. Figure 6 , Figure 6 This is a schematic diagram of the algorithm structure of an electric drive anti-shake control method provided in an embodiment of this application. The algorithm structure can calculate and process multiple torques in a certain order to determine the final output torque of the motor. The multiple torques include: normal target torque A, braking target torque B, gear engagement torque C, motor target torque D, first anti-shake torque E, upward zero-crossing torque F, wheel speed difference anti-shake torque G, second anti-shake torque H, downward zero-crossing target torque I, third anti-shake torque J, speed fluctuation noise reduction torque K, and fourth anti-shake torque L.

[0145] The following are explanations of the calculation steps for multiple torques:

[0146] (1) Calculate the maximum value among the normal target torque A, braking target torque B, and gear-aligning torque C to determine the first anti-shake torque E. For specific methods, please refer to [link / reference]. Figure 2 Steps 101 to 104 are shown.

[0147] The order in which the motor controller calculates multiple torques can be determined based on the frequency of occurrence of the application scenarios corresponding to those torques. For example, vibrations caused by switching operating conditions or gear backlash occur frequently during vehicle operation, so the calculation of the normal target torque A, braking target torque B, and gear backlash torque C is placed in the first step.

[0148] (2) Adjust the target torque D of the motor according to the specified gradient so that the target torque D is equal to the first anti-vibration torque E. For specific methods, please refer to [link / reference]. Figure 2 Steps 201 and 202 are shown.

[0149] When the target torque D is not equal to the first anti-shake torque E, the motor controller can adjust the target torque D according to the specified gradient. When the target torque D is equal to the first anti-shake torque E, the motor controller can use the first anti-shake torque E for subsequent calculations.

[0150] (3) Calculate the minimum value among the first anti-shake torque E, the upward zero-crossing torque F, and the wheel speed difference anti-shake torque G to determine the second anti-shake torque H. For specific methods, refer to steps 401 to 404.

[0151] (4) Calculate the maximum value of the second anti-shake torque H and the downward zero-crossing target torque I to determine the third anti-shake torque J. For specific methods, refer to steps 501 to 503.

[0152] The order in which the motor controller calculates the torque for the upward or downward zero-crossing states can be reversed.

[0153] (5) Calculate the difference between the third anti-shake torque J and the speed fluctuation noise reduction torque K to determine the fourth anti-shake torque L. For specific methods, refer to steps 701 and 702.

[0154] When the motor speed fluctuates at a high frequency, since the speed fluctuation noise reduction torque L needs to be subtracted to remove the jitter caused by the motor speed fluctuation, it is necessary to first determine the torque that plays a major role in the current stage. Therefore, the calculation of the speed fluctuation noise reduction torque K is placed before the final low-pass filtering process.

[0155] (6) Perform low-pass filtering on the fourth anti-shake torque L.

[0156] The motor controller performs low-pass filtering on the fourth anti-shake torque L, which can weaken high-frequency signals that exceed the set threshold. Therefore, placing the low-pass filtering process as the last step can improve the smoothness of the transition between different conditions of the motor output torque, so that the torque changes in the time stages corresponding to multiple application scenarios can be connected.

[0157] By using this algorithm structure to control the vibration problem of the whole vehicle, the application scenarios corresponding to various working conditions in the above embodiments can be taken into account, thereby effectively improving the anti-shake effect.

[0158] It should be noted that the multiple torques in this algorithm structure are not present in every stage. For example, in response to the motor being in an upward zero-crossing state, the upward zero-crossing torque F is activated. In response to a speed difference between the left and right wheel ends, i.e., in scenarios where the vehicle is slipping or turning, the wheel speed difference anti-shake torque G is activated. Then, the second anti-shake torque H can be determined by comparing the first anti-shake torque E, the upward zero-crossing torque F, and the wheel speed difference anti-shake torque G. If neither the upward zero-crossing torque F nor the wheel speed difference anti-shake torque G is activated, the first anti-shake torque E is determined as the second anti-shake torque H, and the next calculation is performed. In addition, the activation methods of other torques can be referred to the control methods provided in the above embodiments, which will not be elaborated here.

[0159] To clearly illustrate the application effects of electric drive anti-shake control methods in different application scenarios, please refer to [reference needed]. Figure 7 and Figure 7 , Figure 8 This is a torque versus time curve provided in an embodiment of this application. Figure 8This is a graph showing the change in rotational speed versus time provided in an embodiment of this application. Figure 7 The horizontal axis represents time, in seconds (s), and the vertical axis represents torque, in Newton-meters (N·m). Figure 8 The horizontal axis represents time in seconds, and the vertical axis represents rotational speed in revolutions per second (r / s). Figure 8 It can be Figure 7 The torque versus time curve shown corresponds to the speed versus time curve, i.e. Figure 8 and Figure 7 The timing can be corresponding. T1 is the final output torque of the motor, and T6 is the target torque of the motor. In the stages corresponding to the first region Q1 and the second region Q2, the motor speed fluctuates. The first region Q1 represents the braking condition and the application scenario of motor speed fluctuation. In this application scenario, the final output torque T1 is obtained by subtracting the speed fluctuation noise reduction torque from the braking target torque T2. The second region Q2 represents the upward zero-crossing state and the application scenario of motor speed fluctuation. In this application scenario, the final output torque T1 is obtained by subtracting the speed fluctuation noise reduction torque from the upward zero-crossing torque T3. The third region Q3 represents the application scenario of vehicle slippage or turning. In this application scenario, the final output torque T1 is obtained based on the wheel speed difference anti-vibration torque T4. The fourth region Q4 represents the application scenario of the downward zero-crossing state. In this application scenario, since there is no motor speed fluctuation, the final output torque T1 is obtained based on the downward zero-crossing torque T5. Figure 8 The embodiments of this application demonstrate torque variations under multiple application scenarios. By performing low-pass filtering on the torque, the torque variations at different time stages corresponding to multiple application scenarios can be connected.

[0160] Please refer to Figure 9 , Figure 9 This is another torque versus time curve provided in an embodiment of this application. Figure 9 The diagram illustrates two scenarios where the torque exhibits a gradient change. The fifth region, Q5, represents the application scenario when the vehicle switches between forward and reverse gears, or when the motor's speed changes direction. In this scenario, due to gear backlash, the final output torque T1 is obtained based on the gear torque; the specific process can be found in step 201. The sixth region, Q6, represents the application scenario of a downward zero-crossing state. In this scenario, the final output torque T1 is obtained based on the downward zero-crossing torque; the specific process can be found in step 502. In both of these application scenarios, the final output torque T1 exhibits a gradient change, which can mitigate the torque change process and thus achieve anti-vibration.

[0161] In summary, this application provides an electric drive anti-shake control method that considers the vibration problem in various scenarios. For scenarios involving switching operating conditions, when controlling the motor output torque based on the target torque, this method adjusts the target torque by specifying a gradient, thereby improving the smoothness of the change in the motor output torque and thus mitigating the vibration problem in this scenario. For scenarios where the torque crosses zero, this method sets corresponding second and third anti-shake torques for both upward and downward zero-crossing states to improve the vibration problem in this scenario. Furthermore, this method also considers wheel speed difference anti-shake torque, thereby compensating for vibration caused by wheel speed differences. This application sets corresponding methods for controlling the motor output torque for vibration problems under various operating conditions, thereby improving the accuracy of the method and thus enhancing the anti-shake effect.

[0162] On the other hand, embodiments of this application provide an electric drive anti-shake control module, please refer to... Figure 10 , Figure 10 This is a schematic diagram of an electric drive anti-shake control module provided in an embodiment of this application. The electric drive anti-shake control module 800 includes:

[0163] The first determining submodule 810 is used to determine the first anti-shake torque based on the maximum value of the torque corresponding to the vehicle's operating condition and the gear torque. The vehicle's operating conditions include driving condition, regeneration condition and braking condition. The gear torque is the preset torque that limits the clearance of the motor's gears.

[0164] The first control output submodule 820 is used to respond to the fact that the target torque of the motor is not equal to the first anti-shake torque, control the torque output of the motor based on the target torque of the motor, and adjust the target torque of the motor according to a specified gradient until the target torque of the motor is equal to the first anti-shake torque. The target torque of the motor is the torque corresponding to the motor in the driving condition or the recovery condition.

[0165] The second determining submodule 830 is used to determine whether the motor is in an upward zero-crossing state or a downward zero-crossing state based on the actual torque of the motor in response to the target torque of the motor being equal to the first anti-shake torque.

[0166] The second control output submodule 840 is used to respond to the motor being in the upward zero crossing state, determine the second anti-shake torque based on the minimum value among the first anti-shake torque, the upward zero crossing torque, and the wheel speed difference anti-shake torque, and control the torque output by the motor according to the second anti-shake torque. The upward zero crossing torque is the dynamic torque of the motor in the upward zero crossing state, and the wheel speed difference anti-shake torque is the preset torque to compensate for the shaking caused by the wheel speed difference.

[0167] The third control output submodule 850 is used to respond to the motor being in a downward zero-crossing state, determine the third anti-shake torque based on the maximum value of the target torque of the motor and the downward zero-crossing torque, and control the torque output of the motor according to the third anti-shake torque. The downward zero-crossing torque is the dynamic torque of the motor in the downward zero-crossing state.

[0168] The fourth control output submodule 860 is used to control the torque output of the motor according to the target torque of the motor in response to the motor not being in the upward zero crossing state or the downward zero crossing state.

[0169] In summary, this application provides an electric drive anti-shake control module that considers vibration issues in various scenarios. For scenarios involving switching operating conditions, when controlling the motor output torque based on a target torque, the method adjusts the target torque by specifying a gradient. This improves the smoothness of changes in the motor output torque, thereby mitigating vibration in this scenario. For scenarios involving torque crossing zero, the method sets corresponding second and third anti-shake torques for both upward and downward zero-crossing states to improve vibration in this scenario. Furthermore, the method also considers wheel speed difference anti-shake torque to compensate for vibration caused by wheel speed differences. This application provides corresponding methods for controlling the motor output torque under various operating conditions, thereby improving the accuracy of the method and ultimately enhancing the anti-shake effect.

[0170] On the other hand, this application provides a vehicle that includes the electric drive anti-shake control module described in the above embodiments. The vehicle also includes a torque control chain. Please refer to [link / reference needed]. Figure 11 , Figure 11 This is a schematic diagram of a torque control chain provided in an embodiment of this application. The torque control chain 900 includes an electric drive torque management unit 910. Figure 10The electric drive anti-shake control module 800 shown is nested within the electric drive torque management unit 910. Located at the end of the torque control chain 900, the electric drive torque management unit 910 distributes the wheel-end torque and sends the distributed wheel-end torque to the corresponding motor controller. The electric drive anti-shake control module 800 then calculates the distributed wheel-end torque and finally outputs it to the torque coordination module 911. The torque control chain 900 also includes multiple front-end modules, such as a throttle opening module 921, a driving demand module 922, a driving demand arbitration module 923, a torque filtering module 924, a demand torque and braking torque superposition module 925, a front and rear axle torque distribution module 926, an engine torque distribution module 927, and a front and rear axle motor torque distribution module 928. These front-end modules can provide various parameters to the electric drive torque management unit 910. For example, the driving demand module 922 can provide parameters such as vehicle speed, driving mode, and driving direction to facilitate the electric drive anti-shake control module 800's calculation of the distributed wheel-end torque.

[0171] On the other hand, a computer storage medium is provided, which stores at least one instruction, at least one program, code set or instruction set, wherein the at least one instruction, at least one program, code set or instruction set is loaded and executed by a motor controller to implement the electric drive anti-shake control method as described in the above embodiments.

[0172] In this application, the terms “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term “multiple” means two or more, unless otherwise expressly defined.

[0173] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0174] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0175] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0176] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling vibration reduction in an electric drive system, characterized in that, The method is used for a motor controller of an electric drive system of a vehicle, the electric drive system further including a motor, the method comprising: The first anti-shake torque is determined based on the maximum value between the torque corresponding to the vehicle's operating condition and the gear torque. The vehicle's operating conditions include driving condition, regeneration condition, and braking condition. The gear torque is a preset torque that limits the clearance of the motor's gears. In response to the fact that the target torque of the motor is not equal to the first anti-shake torque, the torque output of the motor is controlled based on the target torque of the motor, and the target torque of the motor is adjusted according to a specified gradient until the target torque of the motor is equal to the first anti-shake torque. The target torque of the motor is the torque of the motor corresponding to the driving condition or the recovery condition. In response to the target torque of the motor being equal to the first anti-shake torque, it is determined whether the motor is in an upward zero-crossing state or a downward zero-crossing state based on the actual torque of the motor. In response to the motor being in the upward zero-crossing state, a second anti-shake torque is determined based on the minimum value among the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque. The torque output by the motor is controlled according to the second anti-shake torque. The upward zero-crossing torque is the dynamic torque of the motor in the upward zero-crossing state, and the wheel speed difference anti-shake torque is a preset torque to compensate for the shaking caused by the wheel speed difference. In response to the motor being in the downward zero-crossing state, a third anti-shake torque is determined based on the maximum value of the target torque of the motor and the downward zero-crossing torque, and the torque output by the motor is controlled according to the third anti-shake torque, wherein the downward zero-crossing torque is the dynamic torque of the motor in the downward zero-crossing state; In response to the motor not being in the upward zero-crossing state or the downward zero-crossing state, the torque output of the motor is controlled based on the target torque of the motor.

2. The electric drive anti-shake control method according to claim 1, characterized in that, The determination of the first anti-shake torque based on the maximum value between the torque corresponding to the vehicle's operating condition and the gear torque includes: In response to the vehicle being in the driving condition or the regeneration condition, a normal target torque is obtained, wherein the normal target torque is the torque of the motor corresponding to the driving condition or the regeneration condition; In response to the vehicle being in the braking condition, a braking target torque is determined based on the vehicle speed, and the braking target torque is the torque of the motor corresponding to the braking condition; The tooth torque is determined based on the vehicle's speed and direction of travel. The maximum value among the normal target torque, the braking target torque, and the gear-aligning torque is determined as the first anti-shake torque.

3. The electric drive anti-shake control method according to claim 2, characterized in that, The specified gradient includes a specified ascending gradient and a specified descending gradient. The response that the target torque of the motor is not equal to the first anti-shake torque, controlling the torque output of the motor based on the target torque of the motor, and adjusting the target torque of the motor according to the specified gradient until the target torque of the motor equals the first anti-shake torque, includes: In response to the first anti-shake torque being greater than the target torque, the torque output of the motor is controlled based on the target torque of the motor, and the target torque of the motor is increased according to the specified gradient until the target torque of the motor is equal to the first anti-shake torque; In response to the first anti-shake torque being less than the target torque, the torque output of the motor is controlled based on the target torque of the motor, and the target torque of the motor is reduced according to the specified descent gradient until the target torque of the motor is equal to the first anti-shake torque.

4. The electric drive anti-shake control method according to claim 1, characterized in that, The vehicle includes wheel ends corresponding to the motor, and the motor is used to drive the corresponding wheel ends; In response to the motor being in the upward zero-crossing state, a second anti-shake torque is determined based on the minimum value among the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque. The torque output by the motor is controlled according to the second anti-shake torque, including: In response to the motor being in the upward zero-crossing state, the upward zero-crossing torque gradient is oriented based on the actual torque of the motor and the vehicle speed, and the upward zero-crossing torque gradient is positively correlated with the vehicle speed; Calculate the product of the upward zero-crossing torque gradient and the step time, and determine the upward zero-crossing torque by summing the actual torque of the motor and the product. The wheel speed difference anti-shake torque is determined based on the speed difference at the wheel end corresponding to the motor, and the wheel speed difference anti-shake torque is negatively correlated with the speed difference at the wheel end corresponding to the motor; The minimum value among the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque is determined as the second anti-shake torque; The torque output of the motor is controlled according to the second anti-shake torque.

5. The electric drive anti-shake control method according to claim 1, characterized in that, In response to the motor being in the downward zero-crossing state, determining a third anti-jitter torque based on the maximum value of the target torque of the motor and the downward zero-crossing torque, and controlling the torque output by the motor according to the third anti-jitter torque, includes: In response to the motor being in the downward zero-crossing state, the downward zero-crossing torque gradient is positively correlated with the vehicle speed, based on the actual torque of the motor and the vehicle speed. Calculate the product of the downward zero-crossing torque gradient and the step time, and determine the difference between the actual torque of the motor and the product as the downward zero-crossing target torque; The maximum value of the second anti-shake torque and the downward zero-crossing target torque is determined as the third anti-shake torque; The torque output of the motor is controlled according to the third anti-shake torque.

6. The electric drive anti-shake control method according to claim 1, characterized in that, The control of the motor output torque based on the target torque of the motor includes: The speed fluctuation denoising torque is determined based on the fluctuation speed difference of the motor and the direction of change of the motor speed. The fluctuation speed difference of the motor is the difference between the actual speed and the desired speed of the motor. The speed fluctuation denoising torque is used to remove the high-frequency jitter of the motor speed. When the speed of the motor is higher than a specified threshold, the speed fluctuation denoising torque is positive. When the speed of the motor is lower than the specified threshold, the speed fluctuation denoising torque is negative. The difference between the target torque of the motor and the speed fluctuation noise reduction torque is determined as the fourth anti-shake torque; The torque output of the motor is controlled according to the fourth anti-shake torque. The step of controlling the torque output of the motor according to the second anti-shake torque includes: The difference between the second anti-shake torque and the speed fluctuation noise reduction torque is determined as the fourth anti-shake torque; The torque output of the motor is controlled according to the fourth anti-shake torque. The step of controlling the torque output of the motor according to the third anti-shake torque includes: The difference between the third anti-shake torque and the speed fluctuation noise reduction torque is determined as the fourth anti-shake torque; The torque output of the motor is controlled according to the fourth anti-shake torque.

7. The electric drive anti-shake control method according to claim 6, characterized in that, The step of controlling the torque output of the motor according to the fourth anti-shake torque includes: The fourth anti-shake torque is subjected to low-pass filtering, and the motor is controlled to output the fourth anti-shake torque after low-pass filtering.

8. An electric drive anti-shake control module, characterized in that, The electric drive anti-shake control module includes: The first determining submodule is used to determine the first anti-shake torque based on the maximum value of the torque corresponding to the vehicle's operating condition and the gear torque. The vehicle's operating condition includes driving condition, regeneration condition and braking condition. The gear torque is a preset torque that limits the clearance of the motor's gears. The first control output submodule is used to respond to the fact that the target torque of the motor is not equal to the first anti-shake torque, control the torque output of the motor based on the target torque of the motor, and adjust the target torque of the motor according to a specified gradient until the target torque of the motor is equal to the first anti-shake torque. The target torque of the motor is the torque of the motor corresponding to the driving condition or the recovery condition. The second determining submodule is used to determine whether the motor is in an upward zero-crossing state or a downward zero-crossing state based on the actual torque of the motor in response to the target torque of the motor being equal to the first anti-shake torque. The second control output submodule is used to respond to the motor being in the upward zero crossing state, determine the second anti-shake torque based on the minimum value among the first anti-shake torque, the upward zero crossing torque, and the wheel speed difference anti-shake torque, and control the torque output by the motor according to the second anti-shake torque. The upward zero crossing torque is the dynamic torque of the motor in the upward zero crossing state, and the wheel speed difference anti-shake torque is a preset torque to compensate for the shaking caused by the wheel speed difference. The third control output submodule is used to respond to the motor being in the downward zero crossing state, determine the third anti-shake torque based on the maximum value of the target torque of the motor and the downward zero crossing torque, and control the torque output by the motor according to the third anti-shake torque, wherein the downward zero crossing torque is the dynamic torque of the motor in the downward zero crossing state. The fourth control output submodule is used to control the torque output by the motor based on the target torque of the motor in response to the motor not being in the upward zero crossing state and the downward zero crossing state.

9. A vehicle, characterized in that, The vehicle includes the electric drive anti-shake control module as described in claim 8, and the vehicle further includes a torque control chain, the torque control chain including an electric drive torque management unit, and the electric drive anti-shake control module is nested in the electric drive torque management unit.

10. A computer storage medium, characterized in that, The computer storage medium stores at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, the at least one program, the code set, or instruction set is loaded and executed by the motor controller to implement the electric drive anti-shake control method as described in any one of claims 1 to 7.

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