Vehicle anti-shake control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle anti-shake control method and device, a vehicle and a storage medium, and relates to the technical field of vehicles. The method comprises the steps that when running parameters of a vehicle meet preset running conditions, preset anti-shake control levels corresponding to the running parameters are determined; according to the preset anti-shake control grade and the operation parameters, anti-shake control correction torque of a motor of an electric driving system of the vehicle is determined; and performing anti-shake control on the motor according to the anti-shake control correction torque. The anti-shake control grade corresponding to the operation parameters is determined when the operation parameters meet the preset operation conditions, so that the anti-shake control correction torque of the motor used for vehicle power output is determined, the output torque of the motor is accurately adjusted, anti-shake control over the motor is achieved, and the service life of the motor is prolonged. Vehicle shaking caused by motor rotating speed change, load fluctuation or external disturbance is effectively restrained, and therefore the stability and comfort of vehicle running are improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle anti-shake control method, device, vehicle and storage medium. Background Art

[0002] With the development of new energy vehicles, precise control of vehicles has become increasingly important in improving driving experience and safety. In order to ensure the comfort and stability of the vehicle, the vehicle needs to be able to provide smooth power output.

[0003] However, due to the limitations of vehicle motor characteristics and the different specific operating conditions of the vehicle, the motor may fluctuate and shake during the speed change, causing vehicle shaking, especially at medium and low speeds. This shaking affects driving performance and also causes poor NVH (Noise, Vibration, Harshness) performance. Summary of the invention

[0004] The problem solved by the present invention is: how to suppress vehicle shaking to improve the driving stability and comfort of the vehicle.

[0005] In order to solve the above problems, the present invention provides a vehicle anti-shake control method, device, vehicle and storage medium.

[0006] In a first aspect, the present invention provides a vehicle anti-shake control method, comprising:

[0007] When the operating parameters of the vehicle meet the preset operating conditions, determining the preset anti-shake control level corresponding to the operating parameters;

[0008] determining an anti-shake control correction torque for a motor of an electric drive system of the vehicle according to the preset anti-shake control level and the operating parameter;

[0009] Anti-shake control is performed on the motor according to the anti-shake control correction torque.

[0010] Optionally, performing anti-shake control on the motor according to the anti-shake control correction torque includes:

[0011] According to the anti-shake control correction torque and the acquired request torque for the motor, superimposing the anti-shake control correction torque on the request torque to obtain an actual request torque for the motor;

[0012] The anti-shake control is performed on the electric motor based on the actual requested torque.

[0013] Optionally, the operating parameters include a vehicle gear and a rotation speed, a temperature, a torque and an operating mode of the motor; when the operating parameters of the vehicle meet preset operating conditions, determining a preset anti-shake control level corresponding to the operating parameters includes:

[0014] When the rotation speed is greater than 0 and less than a first preset rotation speed, the operation mode is a torque control mode, and the vehicle gear remains unchanged, the preset anti-shake control level is determined according to at least one of the rotation speed, the temperature and the torque.

[0015] Optionally, the operating parameter includes a rotation speed of the motor; and determining the anti-shake control correction torque of the motor of the electric drive system of the vehicle according to the preset anti-shake control level and the operating parameter includes:

[0016] Determining an anti-shake reference speed of the motor according to the speed;

[0017] The anti-shake control correction torque is determined according to the preset anti-shake control level and the anti-shake reference rotation speed.

[0018] Optionally, determining an anti-shake reference speed of the motor according to the speed includes:

[0019] Performing sliding average filtering on the rotation speed to obtain the actual rotation speed of the motor;

[0020] According to the actual speed and the preset speed-steady-state correction speed correspondence, determine the steady-state correction speed corresponding to the actual speed; according to the actual speed and the sampling time of the speed, determine the acceleration of the actual speed, and according to the preset speed acceleration-acceleration correction speed correspondence, determine the acceleration correction speed corresponding to the acceleration after low-pass filtering;

[0021] A low-pass filtering process is performed on the sum of the actual rotation speed, the steady-state correction rotation speed and the acceleration correction rotation speed to obtain the anti-shake reference rotation speed.

[0022] Optionally, determining the anti-shake control correction torque according to the preset anti-shake control level and the anti-shake reference speed includes:

[0023] The anti-shake control correction torque is determined based on proportional differential control according to a deviation between the anti-shake reference speed and the speed and a proportional differential control parameter corresponding to the preset anti-shake control level.

[0024] Optionally, the proportional differential control parameter includes a proportional control parameter and a differential control parameter; and determining the anti-shake control correction torque based on proportional differential control according to the deviation between the anti-shake reference speed and the speed and the proportional differential control parameter corresponding to the preset anti-shake control level includes:

[0025] Determining a deviation between the anti-shake reference rotation speed and the rotation speed;

[0026] Based on the proportional differential control, a proportional control correction torque and a differential control correction torque corresponding to the deviation are determined; wherein the proportional control correction torque is determined according to the deviation, the proportional control gain coefficient corresponding to the proportional differential control, the proportional control parameter corresponding to the preset anti-shake control level, and the proportional control correction coefficient corresponding to the vehicle gear of the vehicle, and the differential control correction torque is determined according to the deviation, the sampling period of the speed, the differential control gain coefficient corresponding to the proportional differential control, the differential control parameter corresponding to the preset anti-shake control level, and the differential control correction coefficient corresponding to the vehicle gear of the vehicle;

[0027] The sum of the proportional control correction torque and the differential control correction torque is determined as the anti-shake control correction torque.

[0028] Optionally, determining the anti-shake control correction torque according to the preset anti-shake control level and the anti-shake reference speed includes:

[0029] Determining a first anti-shake control correction torque based on proportional differential control according to a deviation between the anti-shake reference speed and the speed and a proportional differential control parameter corresponding to the preset anti-shake control level;

[0030] According to the anti-shake control torque upper limit value and the anti-shake control torque lower limit value corresponding to the preset anti-shake control level, if the first anti-shake control correction torque is greater than or equal to the anti-shake control torque lower limit value and less than or equal to the anti-shake control torque upper limit value, the first anti-shake control correction torque is determined to be the anti-shake control correction torque; if the first anti-shake control correction torque is less than the anti-shake control torque lower limit value, the anti-shake control torque lower limit value is determined to be the anti-shake control correction torque; if the first anti-shake control correction torque is greater than the anti-shake control torque upper limit value, the anti-shake control torque upper limit value is determined to be the anti-shake control correction torque.

[0031] Optionally, the step of superimposing the anti-shake control correction torque on the requested torque to obtain the actual requested torque for the motor according to the anti-shake control correction torque and the acquired requested torque for the motor comprises:

[0032] According to the anti-shake control correction torque and the requested torque, the anti-shake control correction torque is gradually added to the requested torque according to a preset gradient to obtain an actual requested torque for the motor.

[0033] In a second aspect, the present invention provides a vehicle anti-shake control device, comprising:

[0034] An anti-shake control trigger unit, used to determine a preset anti-shake control level corresponding to the operating parameter when the operating parameter of the vehicle meets the preset operating condition;

[0035] a correction torque determination unit, for determining an anti-shake control correction torque for a motor of an electric drive system of the vehicle according to the preset anti-shake control level and the operating parameter;

[0036] The anti-shake control execution unit is used to perform anti-shake control on the motor according to the anti-shake control correction torque.

[0037] In a third aspect, the present invention provides a vehicle, comprising a memory and a processor;

[0038] The memory is used to store computer programs;

[0039] The processor is used to implement the vehicle anti-shake control method as described in the first aspect when executing the computer program.

[0040] In a fourth aspect, the present invention provides a computer-readable storage medium storing a computer program. When the computer program is read and executed by a processor, the vehicle anti-shake control method as described in the first aspect is implemented.

[0041] Compared with the prior art, the present invention has the following beneficial effects: the present invention monitors the operating parameters of the vehicle in real time, determines the corresponding anti-shake control level when the operating parameters meet the preset operating conditions, thereby determining the anti-shake control correction torque of the motor used for the vehicle power output, so as to accurately adjust the output torque of the motor, realize anti-shake control of the motor, and effectively suppress the vehicle shaking caused by the change of motor speed, load fluctuation or external disturbance, thereby improving the stability and comfort of vehicle driving. Among them, the present invention can adapt to different operating parameters, flexibly respond to different working conditions (or operating states) of the vehicle, realize effective suppression of vehicle shaking under different working conditions, improve the stability, comfort and NVH performance of the vehicle under various operating conditions, and optimize the vehicle driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 A schematic diagram of a flow chart of a vehicle anti-shake control method in an embodiment of the present invention;

[0043] Figure 2Schematic diagram of a sub-flow of step 300 in an embodiment of the present invention;

[0044] Figure 3 Schematic diagram of a sub-flow chart of step 200 in an embodiment of the present invention;

[0045] Figure 4 Schematic diagram of a sub-flow chart of step 210 in an embodiment of the present invention;

[0046] Figure 5 It is a structural block diagram of a vehicle anti-shake control device in an embodiment of the present invention;

[0047] Figure 6 It is a schematic diagram of the structure of the communication connection between the memory and the processor of the vehicle in an embodiment of the present invention. DETAILED DESCRIPTION

[0048] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0049] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein.

[0050] Combination Figure 1 As shown, an embodiment of the present invention provides a vehicle anti-shake control method, comprising:

[0051] Step 100: When the operating parameters of the vehicle meet the preset operating conditions, determine the preset anti-shake control level corresponding to the operating parameters.

[0052] Considering that the vehicle may shake during driving due to reasons such as motor characteristic limitations and different specific vehicle operating conditions (such as coasting, starting, acceleration, climbing, deceleration, etc.), the vehicle may shake during driving that can be felt by users (such as drivers and passengers) due to sudden changes in motor speed, insufficient mechanical running-in of the electric drive system, or bumpy roads, which will affect the driving experience of the vehicle. Therefore, it is necessary to combine the vehicle's operating parameters that can directly or indirectly reflect the above reasons to effectively suppress the vehicle's shaking in order to improve the vehicle's comfort, stability, and driving smoothness.

[0053] Specifically, the operating parameters of the vehicle are monitored in real time, and according to the (already) obtained current operating parameters of the vehicle, it is determined whether they meet (or conform to) the preset operating conditions (recorded as preset operating conditions) that may cause the vehicle to shake. If so, that is, when the current operating parameters of the vehicle meet the preset operating conditions, it is determined that anti-shake control needs to be taken on the vehicle to suppress the current shaking of the vehicle or the shaking that may occur, ensure the stability of the vehicle power output, and improve the stability and comfort of the vehicle driving. In this regard, through step 100, when the operating parameters of the vehicle meet the preset operating conditions, the preset anti-shake control level corresponding to the operating parameters is first determined (recorded as the preset anti-shake control level) to lay the foundation for the execution of the subsequent steps of the method of this embodiment, that is, to facilitate the subsequent corresponding anti-shake control based on the preset anti-shake control level corresponding to the current operating parameters of the vehicle, to ensure that the anti-shake control measures taken are compatible with the current operating parameters of the vehicle, that is, the method of this embodiment can adaptively perform anti-shake control according to different vehicle operating parameters, adapt to different requirements for stability under different vehicle operating parameters, ensure the effectiveness of anti-shake control, and improve the efficiency of anti-shake control. Among them, there are multiple preset anti-shake control levels. By setting multiple different anti-shake control levels, it is convenient to match the corresponding anti-shake control level according to different anti-shake requirements, thereby achieving flexibility and adaptability of anti-shake control and improving user experience.

[0054] Step 200: Determine an anti-shake control correction torque for a motor of an electric drive system of a vehicle according to a preset anti-shake control level and operating parameters.

[0055] Specifically, in step 200, based on the current operating parameters of the vehicle and the preset anti-shake control level corresponding to the current operating parameters of the vehicle determined in step 100, a correction torque (referred to as anti-shake control correction torque) is determined for anti-shake control of the motor power output to ensure that the motor can output power smoothly, and is used to adjust the output torque of the motor to achieve anti-shake control of the motor, the electric drive system and the vehicle. In this way, the output torque of the motor is adjusted according to the actual operating conditions of the vehicle to ensure that the motor output matches the load and driving state of the vehicle, thereby improving the overall performance and driving experience of the vehicle, and ensuring that the obtained anti-shake control correction torque can effectively suppress the current or possible shaking of the vehicle, so that the motor output based on the anti-shake control correction torque can be more stable, avoiding vehicle shaking due to reasons such as sudden speed changes, and improving the comfort and stability of the vehicle during driving.

[0056] Step 300: Perform anti-shake control on the motor according to the anti-shake control correction torque.

[0057] Specifically, the anti-shake control correction torque determined in step 200 is used as the adjustment amount for the motor torque, and is used to accurately adjust the output torque of the motor, realize anti-shake control of the motor, suppress vehicle shaking, ensure that the motor outputs power smoothly, and thus improve the stability and comfort of vehicle driving. In some embodiments, the anti-shake control correction torque is used to correct (or compensate) the current actual torque of the motor, so as to timely adjust the instantaneous output of the motor so that it can better adapt to the current driving state or load changes, thereby effectively reducing the shaking caused by reasons such as untimely motor response or nonlinear characteristics; or, it is used to correct (or compensate) the current request torque of the motor, so as to further adjust the output torque of the motor on the basis of the request torque, accurately compensate for load fluctuations or external disturbances that may cause shaking, so as to make the motor power output more stable, avoid speed fluctuations caused by reasons such as instantaneous load changes, uneven roads or other disturbances, and further improve the comfort and stability of vehicle driving (or riding).

[0058] In this way, the method of this embodiment monitors the operating parameters of the vehicle in real time, determines the corresponding anti-shake control level when the operating parameters meet the preset operating conditions, and thus determines the anti-shake control correction torque of the motor used for vehicle power output, so as to accurately adjust the output torque of the motor, realize anti-shake control of the motor, and effectively suppress the vehicle shaking caused by motor speed changes, load fluctuations or external disturbances, thereby improving the stability and comfort of vehicle driving. Among them, the method of this embodiment can adapt to different operating parameters, flexibly respond to different vehicle working conditions (or operating states), realize effective suppression of vehicle shaking under different working conditions, improve the stability, comfort and NVH performance of the vehicle under various operating conditions, and optimize the vehicle driving experience.

[0059] Optionally, combined Figure 1 , Figure 2 As shown, step 300 includes:

[0060] Step 310 : According to the anti-shake control correction torque and the acquired request torque for the motor, the anti-shake control correction torque is superimposed on the request torque to obtain the actual request torque for the motor.

[0061] Specifically, in step 310, the anti-shake control correction torque obtained in step 200 is used as a torque adjustment signal for adjusting the currently acquired request torque for the motor, and is superimposed on the request torque to obtain the request torque actually used for the motor to execute (recorded as the actual request torque) or a request instruction containing the actual request torque. The currently requested torque for the motor is the request torque given by the vehicle controller (such as Vehicle Control Unit, VCU), such as the request torque determined by the vehicle controller according to the input of the driver in the form of controlling the accelerator pedal.

[0062] In this way, by superimposing the anti-shake control correction torque on the requested torque, the target output of the motor is compensated in real time. The requested torque is the power demand of the vehicle during normal driving, and the anti-shake control correction torque is the adjustment amount used to suppress vehicle shaking. By superimposing the two, the motor output can be accurately adjusted on the premise of meeting the power demand, that is, while ensuring that the output torque of the motor can meet the power demand, the vehicle shaking caused by various disturbances can be effectively suppressed, the power output can be guaranteed to be stable, and the vehicle driving stability and comfort can be improved.

[0063] Step 320: Perform anti-shake control on the motor based on the actual requested torque.

[0064] Specifically, after the actual requested torque is determined in step 310, in step 320, the motor can be controlled by the motor controller and / or inverter of the electric drive system based on the torque loop (or torque loop, which is used to accurately control the torque output by the motor), and the actual requested torque determined in step 310 or the request instruction containing the actual requested torque is executed, thereby achieving anti-shake control of the vehicle.

[0065] In this way, the electric drive system uses the actual requested torque as the target torque value to control the output of the motor. By adjusting the output of the motor in real time to meet the actual requested torque, the motor can suppress the vibration of the vehicle caused by disturbances on the basis of meeting the power demand and achieve smooth power output.

[0066] Among them, when the vehicle does not perform anti-shake control, the electric drive system controls the motor according to the request torque given by the vehicle controller, and the motor passively executes the torque command from the vehicle controller to obtain the actual torque corresponding to the request torque; when the vehicle performs anti-shake control, the request torque given by the vehicle controller is actively adjusted to obtain the actual request torque actually used for the motor to execute, as a new request torque, and sent to the electric drive system through the vehicle controller for execution to achieve active anti-shake control. In this way, compared with using the anti-shake control correction torque obtained in step 200 as a torque adjustment signal to adjust the current actual torque of the motor to obtain a new request torque for the motor, the method of this embodiment directly uses the anti-shake control correction torque as the torque adjustment signal of the request torque of the motor. On the one hand, it can avoid delays, errors and instability in the actual torque measurement process, which helps to improve the response speed, accuracy and stability of the control; on the other hand, the request torque is used as the input of the motor, and the actual torque is the feedback of the motor output. It is adjusted based on the request torque, which simplifies the control logic, does not require a complex feedback adjustment mechanism, and has the advantages of being more intuitive, easy to implement and debug. In this way, the method of this embodiment is efficient, stable and concise, and the control effect is better guaranteed.

[0067] Optionally, the operating parameters include the vehicle gear and the speed, temperature, torque and operating mode of the motor; step 100 includes:

[0068] When the speed is greater than 0 and less than a first preset speed, the operating mode is the torque control mode, and the vehicle gear remains unchanged, a preset anti-shake control level is determined according to at least one of the speed, temperature and torque.

[0069] The operating parameters of the vehicle include the vehicle gear position (state), motor operating parameters (such as speed, temperature, torque and operating mode, etc.). By real-time monitoring and conditional judgment of the vehicle's operating parameters, the actual working state and potential jitter conditions of the vehicle can be identified more accurately. Specifically, when the motor speed is greater than 0 and less than the first preset speed (that is, the vehicle is traveling at medium and low speeds), the operating mode is the torque control mode, and the vehicle gear position remains unchanged (that is, there is no shifting operation), it is determined that the current vehicle operating parameters meet the preset operating conditions, and anti-shake control is required for the vehicle (achieved by anti-shake control of the motor of the electric drive system that provides power to the vehicle) to suppress the current jitter of the vehicle or possible jitter, ensure the stability of the vehicle's power output, and improve the stability and comfort of the vehicle's driving. At this time, considering that the fluctuations in the motor's speed, temperature, and torque and the corresponding characteristics may affect the stability of the motor's power output, for example, when the motor rotates at a low speed, due to the small inertia of the motor, even a slight disturbance (such as load changes or road surface impact) may cause the vehicle to shake; the temperature of the motor will affect the stability of its torque output, such as high temperature will cause the motor efficiency to decrease and the output fluctuation to increase; torque fluctuations will directly affect the stability of the vehicle body, especially during sudden load changes or acceleration and deceleration, torque instability may aggravate the vehicle's shaking. Therefore, according to at least one of the key parameters such as speed, temperature, and torque in the motor's operating parameters, the corresponding anti-shake control level is determined to ensure that the subsequent anti-shake control is effective.

[0070] Among them, the preset operating conditions include: the speed is greater than 0 and less than the first preset speed, the operating mode is the torque control mode, and the vehicle gear remains unchanged. In this way, it is ensured that the vehicle that meets the preset operating conditions is in a medium-low speed, no gear shift interference (driver operation interference), and the motor control is highly responsive. It can achieve a better anti-shake control effect, which helps to improve driving smoothness and ride comfort. Specifically, the medium-low speed and no gear shift state are suitable for smooth control, that is, the motor speed is low, the power output is relatively stable, and it is not easy to have violent fluctuations caused by high speed; the vehicle gear remains unchanged (no gear shift operation), indicating that the current power transmission link is not subject to additional disturbances, reducing the impact of torque fluctuations on ride comfort. In the torque control mode (in this mode, the output torque of the motor or engine is directly set and controlled so that its output meets specific requirements), the motor output torque can be accurately adjusted to respond to the acceleration or deceleration requirements of the vehicle and improve the responsiveness of the motor control.

[0071] Optionally, determining the preset anti-shake control level according to at least one of the rotation speed, temperature and torque includes:

[0072] The preset anti-shake control level is determined according to the rotational speed, temperature and torque, and the preset rotational speed-temperature-torque-anti-shake control level correspondence.

[0073] Specifically, for determining the preset anti-shake control level corresponding to the vehicle operating parameters, the speed, temperature and torque of the motor can be comprehensively considered, and the preset anti-shake control level corresponding to the motor at the current speed, temperature and torque can be determined according to the preset speed-temperature-torque-anti-shake control level correspondence. Among them, by pre-determining (such as obtained through simulation or laboratory experiments) the influence of the motor on the vehicle jitter under different speeds, different temperatures and different torques (such as the degree of vehicle jitter caused by the corresponding disturbance), and determining the corresponding anti-shake control level as the preset anti-shake control level, the corresponding relationship between the motor's different speeds, different temperatures and different torques and the preset anti-shake control level is obtained (the corresponding relationship can be presented in the form of a graph, table, etc.), and the efficiency of determining the preset anti-shake control level according to the corresponding relationship is improved, thereby improving the efficiency of the method of this embodiment, achieving rapid response and suppression of vehicle jitter, and improving user experience.

[0074] Optionally, combined Figure 1 , Figure 3 As shown, the operating parameters include the speed of the motor; step 200 includes:

[0075] Step 210: Determine the anti-shake reference speed of the motor according to the speed.

[0076] Specifically, the anti-shake reference speed is a target stable value based on the current speed of the motor. It serves as the ideal speed of the motor under the vehicle's current driving conditions, load conditions and other actual conditions. It is used to guide the motor to maintain stable output and reduce speed fluctuations and instability caused by external disturbances or load changes, thereby improving the smoothness and comfort of vehicle driving.

[0077] In this way, by determining the anti-shake reference speed, a stable benchmark is provided for the anti-shake control, so that the subsequent control can reduce the speed fluctuation in a targeted manner.

[0078] Step 220: Determine the anti-shake control correction torque according to the preset anti-shake control level and the anti-shake reference speed.

[0079] Specifically, based on the preset anti-shake control level and the anti-shake reference speed, the anti-shake control correction torque for the motor anti-shake control is determined, so as to adjust the motor speed by adjusting the motor output torque, so that the actual motor speed reaches or approaches the anti-shake reference speed, thereby reducing or suppressing the speed fluctuation and vehicle shaking caused by external disturbances or load changes, and improving the stability and comfort of vehicle driving. For example, the required anti-shake control correction torque can be determined based on the deviation between the anti-shake reference speed and the current speed of the motor, combined with the preset anti-shake control level.

[0080] Optionally, combined Figure 3 , Figure 4 As shown, step 210 includes:

[0081] Step 211: Perform sliding average filtering on the rotation speed to obtain the actual rotation speed of the motor.

[0082] Specifically, the speed signal acquired (collected) within a certain time range is processed by sliding average filtering to remove high-frequency noise and smooth out instantaneous fluctuations, so that the speed signal after filtering is more stable and eliminates errors caused by instantaneous changes caused by sensor errors, external disturbances, etc. The speed signal corresponding to the current moment is determined from the speed signal after filtering and used as the current actual speed of the motor.

[0083] Step 212, determine the steady-state corrected speed corresponding to the actual speed according to the actual speed and the preset speed-steady-state corrected speed correspondence; determine the acceleration of the actual speed according to the actual speed and the speed sampling time, and determine the acceleration corrected speed corresponding to the acceleration after low-pass filtering according to the preset speed acceleration-acceleration corrected speed correspondence.

[0084] Steady-state corrected speed and acceleration corrected speed are two key parameters related to motor speed adjustment in electric drive systems. They help the motor maintain a stable operating state, especially when dealing with different working conditions.

[0085] Regarding the determination of the steady-state corrected speed, specifically, the steady-state corrected speed corresponding to the steady-state corrected speed is determined based on the actual speed of the motor and the preset speed-steady-state corrected speed correspondence. The steady-state corrected speed refers to the correction value of the motor speed in order to achieve more precise control after the motor working state reaches a stable equilibrium. It is usually when the motor speed tends to be stable or close to the target value, the speed is adjusted according to the current working environment (such as load conditions, temperature, friction, etc.), and is used to dynamically adjust the motor speed to ensure the precise speed and speed stability of the motor under a stable working state. Usually when the vehicle is running stably, the steady-state corrected speed helps calibrate the motor speed to meet the predetermined operating conditions. Among them, by predetermining (such as obtaining through simulation or laboratory experiments) the steady-state corrected speed of the motor at different speeds, such as considering various factors (such as load conditions, motor speed, temperature changes, power output, etc.), through systematic measurement and analysis, the ideal steady-state correction value of the motor at different speeds is obtained, thereby obtaining the speed-steady-state corrected speed correspondence (the correspondence can be presented in the form of a graph, table, etc.), improving the efficiency of subsequent determination of the steady-state corrected speed according to the correspondence, thereby improving the efficiency of the method of this embodiment, achieving rapid response and suppression of vehicle jitter, and improving user experience.

[0086] For the determination of the acceleration correction speed, specifically, according to the actual speed and the sampling time of the speed, the acceleration of the actual speed is determined (such as the difference between the actual speed corresponding to the current sampling moment and the actual speed corresponding to the previous sampling moment, the difference is divided by the time interval between two samples to obtain the acceleration), and according to the preset speed acceleration-acceleration correction speed correspondence, the acceleration correction speed corresponding to the acceleration after low-pass filtering is determined. The acceleration correction speed refers to the correction value of the motor speed based on the acceleration of the speed change in order to avoid speed fluctuations or instability caused by factors such as inertia and load mutations during the acceleration or deceleration process of the motor. It is usually used to prevent speed fluctuations or instability caused by excessive motor acceleration (or deceleration) or drastic load changes during acceleration or deceleration, especially when the vehicle starts or accelerates, the acceleration change of the motor may cause speed instability. By setting the acceleration correction speed, the speed fluctuations during the acceleration or deceleration of the motor can be smoothly controlled. Among them, by predetermining (such as through simulation or laboratory experiments) the ideal acceleration correction speed of the motor under different acceleration conditions, such as considering a variety of acceleration conditions and influencing factors (such as instantaneous changes in load, acceleration change rate, target value of motor speed, and inertia effect when the vehicle starts or accelerates, etc.), through systematic measurement and analysis, the ideal acceleration correction value of the motor under different accelerations is obtained, thereby obtaining a speed acceleration-acceleration correction speed correspondence relationship (the correspondence relationship can be presented in the form of a graph, table, etc.), improving the efficiency of the subsequent determination of the acceleration correction speed according to the correspondence relationship, thereby improving the efficiency of the method of this embodiment, achieving rapid response and suppression of vehicle jitter, and improving user experience. For example, by accurately monitoring the speed and acceleration of the motor, analyzing the actual response of the motor under various load mutations, acceleration or deceleration conditions, the optimal correction value of the influence of acceleration on speed stability can be obtained as the acceleration correction speed corresponding to the corresponding acceleration. Moreover, when determining the acceleration correction speed, the acceleration is low-pass filtered to eliminate the interference of high-frequency noise or instantaneous fluctuations in the acceleration signal, so as to obtain a smoother and more accurate acceleration value; the acceleration after low-pass filtering is used as the input of the speed acceleration-acceleration correction speed correspondence relationship to obtain the corresponding acceleration correction speed, ensuring that the correction value (i.e., the acceleration correction speed) is closer to actual needs, and can effectively suppress speed fluctuations caused by load mutations or inertia during motor acceleration or deceleration.

[0087] Step 213: low-pass filter the sum of the actual speed, the steady-state correction speed and the acceleration correction speed to obtain an anti-shake reference speed.

[0088] Specifically, the actual speed, steady-state correction speed and acceleration correction speed are added together to comprehensively consider the current speed of the motor, the target value of stable operation and the correction requirements during acceleration or deceleration. At this time, considering that the direct use of the synthetic signal (i.e., the sum of the actual speed, steady-state correction speed and acceleration correction speed) may have corresponding fluctuations and is easily affected by instantaneous load changes or external disturbances, the synthetic signal is low-pass filtered to effectively remove high-frequency noise and instantaneous interference, so that the output anti-shake reference speed is a stable signal that can reflect the actual speed requirements, and will not change frequently due to noise or small fluctuations, and is more stable and reliable.

[0089] Optionally, step 220 includes:

[0090] According to the deviation between the anti-shake reference speed and the speed, and the proportional differential control parameter corresponding to the preset anti-shake control level, the anti-shake control correction torque is determined based on the proportional differential control.

[0091] Specifically, the difference (or deviation) between the anti-shake reference speed and the current speed of the motor, as well as the proportional differential control parameters corresponding to the preset anti-shake control level, are used as the input of the proportional differential control (PD control), and the corresponding anti-shake control correction torque is output.

[0092] Among them, the size of the deviation between the anti-shake reference speed and the speed can reflect the degree of deviation between the current speed of the motor and the ideal stable speed (i.e., the anti-shake reference speed), and the proportional differential control parameters corresponding to the preset anti-shake control level can determine the response strength of the PD control. For example, at a higher anti-shake control level, it may be necessary to eliminate the deviation more quickly, so a more sensitive control parameter is set to increase the adjustment strength. Proportional differential control enables the method of this embodiment to respond to deviations quickly and suppress system oscillations through proportional and differential adjustment: wherein, the proportional control (P) adjusts the correction torque (which is proportional to the deviation) according to the size of the deviation value in order to quickly reduce the deviation; the differential control (D) is adjusted according to the rate of change of the deviation to predict and offset possible fluctuations or oscillations (shakes) in advance, thereby increasing the stability of the motor and the vehicle.

[0093] In this way, the anti-shake control correction torque is determined according to the speed deviation and proportional differential control parameters and based on the proportional differential control. On the one hand, the motor speed is quickly approached to the anti-shake reference speed to ensure the smooth operation of the motor and the vehicle; on the other hand, the PD control's feedback on the deviation and the deviation change rate can make the anti-shake control respond quickly and stably, and can effectively suppress instantaneous fluctuations and shocks, thereby improving the vehicle's driving stability and comfort; on another hand, by adjusting the anti-shake control level and its corresponding parameters, it can adapt to the anti-shake requirements under different working conditions, thereby ensuring the adaptability and robustness of the control effect under various working conditions.

[0094] Optionally, the proportional differential control parameter includes a proportional control parameter and a differential control parameter; and according to the deviation between the anti-shake reference speed and the speed, and the proportional differential control parameter corresponding to the preset anti-shake control level, determining the anti-shake control correction torque based on the proportional differential control includes:

[0095] Determine the deviation between the anti-shake reference speed and the speed;

[0096] Based on proportional differential control, a proportional control correction torque and a differential control correction torque corresponding to the deviation are determined; wherein the proportional control correction torque is determined according to the deviation, a proportional control gain coefficient corresponding to the proportional differential control, a proportional control parameter corresponding to a preset anti-shake control level, and a proportional control correction coefficient corresponding to a vehicle gear of the vehicle, and the differential control correction torque is determined according to the deviation, a sampling period of the speed, a differential control gain coefficient corresponding to the proportional differential control, a differential control parameter corresponding to a preset anti-shake control level, and a differential control correction coefficient corresponding to a vehicle gear of the vehicle;

[0097] The sum of the proportional control correction torque and the differential control correction torque is determined as the anti-shake control correction torque.

[0098] Specifically, the deviation EmNRef-EmN1 between the anti-shake reference speed EmNRef and the speed EmN1 is determined. Based on the proportional differential control, according to the deviation (EmNRef-EmN1), the proportional control gain coefficient Kp corresponding to the proportional differential control, the proportional control parameter A corresponding to the preset anti-shake control level (which serves as the proportional control gain coefficient) and the proportional control correction coefficient P1 corresponding to the vehicle gear of the vehicle, the proportional control correction torque TqP corresponding to the deviation is determined to be (EmNRef-EmN1)*Kp*A*P1; and according to the deviation (EmNRef-EmN1), the sampling period TiSample of the speed, the differential control gain coefficient Kd corresponding to the proportional differential control, the differential control parameter B corresponding to the preset anti-shake control level (which serves as the differential control gain coefficient) and the differential control correction coefficient D1 corresponding to the vehicle gear of the vehicle, the differential control correction torque TqD corresponding to the deviation is determined to be (EmNRef-EmN1)*(1 / TiSample)*Kd*B*D1. According to the obtained proportional control correction torque TqP and differential control correction torque TqD, the anti-shake control correction torque TqActvDamp = TqP + TqD is determined. Among them, the proportional differential control parameters A and B can be calibrated according to the actual vehicle performance (anti-shake requirements and response characteristics); the proportional correction coefficient P1 and the differential correction coefficient D1 can be calibrated according to the anti-shake requirements and response characteristics of the vehicle under different vehicle gears (states). When determining the anti-shake control correction torque, by introducing parameters such as A, B, P1, D1, it can better adapt to the performance requirements of the vehicle's anti-shake control, ensure the adaptability of the anti-shake control under different operating conditions, and thus achieve a smoother and more effective response when suppressing vibration.

[0099] Exemplarily, for the method of this embodiment, when the operating parameters of the vehicle meet the preset operating conditions, the vehicle controller (VCU) sends different levels of anti-shake control requests (or active damping requests) to the motor controller of the electric drive system according to different vehicle operating parameters. For example, the levels are divided into four types: 0: no active anti-shake; 1: low active anti-shake; 2: medium active anti-shake; 3: high active anti-shake. When the motor controller receives the anti-shake control request of the corresponding level, it allocates the proportional differential control parameters A (as the proportional control parameter) and B (as the differential control parameter) corresponding to the anti-shake control request, wherein the proportional differential control parameters can be calibrated according to the actual vehicle performance; and different gear coefficients can be matched according to the current vehicle gear (state) to obtain the proportional correction coefficient P1 and the differential correction coefficient D1 for PD control. To determine the reference speed EmNRef, the current motor speed EmN1 can be subjected to sliding average filtering to obtain the filtered actual speed EmN2, and the difference between the EmN2 sampled at the current moment and the EmN2 sampled at the previous moment is divided by the sampling time (i.e., the time interval between the two samplings of EmN2) to obtain the acceleration, and the acceleration is low-pass filtered and then looked up in a table (such as the corresponding correspondence table) to obtain the acceleration correction speed; the current actual speed EmN2 is looked up in a table (such as the corresponding correspondence table) to obtain the steady-state correction speed; the sum of the current actual speed EmN2, the acceleration correction speed, and the steady-state correction speed is low-pass filtered to obtain the reference speed EmNRef. The deviation (EmNRef-EmN1) between the reference speed EmNRef and the actual speed EmN2 mentioned above can be controlled by PD to obtain the anti-shake control correction torque TqActvDamp. Specifically, first determine the proportional control correction torque TqP = (EmNRef-EmN1)*Kp*A*P1 and the differential control correction torque TqD = (EmNRef-EmN1)*(1 / TiSample)*Kd*B*D1, and then obtain the anti-shake control correction torque TqActvDamp = TqP + TqD. Among them, Kp is the proportional control gain coefficient, which determines the sensitivity of the reaction to the deviation (speed deviation); a larger Kp will lead to a stronger correction effect, thereby eliminating the speed deviation more quickly. A is the proportional differential control parameter corresponding to the preset anti-shake control level, which is also used as the gain coefficient of the proportional control to adjust the proportional control strength according to the preset anti-shake control level. P1 is the correction coefficient used to adjust the correction torque in the proportional control. TiSample is the operation cycle (i.e., sampling cycle or sampling time), which is the time interval for each speed sampling; TiSample directly affects the reaction time of the differential control. If the operation cycle is too long, the differential control may not be able to respond quickly to speed changes. Kd is the differential control gain coefficient, which determines the adjustment of the correction torque according to the speed of the speed deviation change; a larger Kd will make the differential control respond faster to speed changes, thereby offsetting potential oscillations or fluctuations in advance.B is the proportional differential control parameter corresponding to the preset anti-shake control level, which is also used as the gain coefficient of the differential control, similar to A in the proportional control. This parameter (B) is used to adjust the degree of differential control, usually based on the characteristics of the motor, load conditions, etc., to ensure that the differential correction is not excessive or insufficient. D1 is the correction coefficient used to adjust the correction torque in the differential control. In some embodiments, Kp can be obtained by the preset actual speed-requested torque-proportional control gain coefficient correspondence relationship, and Kd can be obtained by the preset actual speed-requested torque-differential control gain coefficient correspondence relationship.

[0100] Optionally, step 220 includes:

[0101] Determining a first anti-shake control correction torque based on proportional differential control according to a deviation between an anti-shake reference speed and a speed and a proportional differential control parameter corresponding to a preset anti-shake control level;

[0102] According to the anti-shake control torque upper limit value and the anti-shake control torque lower limit value corresponding to the preset anti-shake control level, if the first anti-shake control correction torque is greater than or equal to the anti-shake control torque lower limit value, and less than or equal to the anti-shake control torque upper limit value, the first anti-shake control correction torque is determined to be the anti-shake control correction torque; if the first anti-shake control correction torque is less than the anti-shake control torque lower limit value, the anti-shake control torque lower limit value is determined to be the anti-shake control correction torque; if the first anti-shake control correction torque is greater than the anti-shake control torque upper limit value, the anti-shake control torque upper limit value is determined to be the anti-shake control correction torque.

[0103] The deviation between the anti-shake reference speed and the current speed of the motor, as well as the proportional differential control parameters set according to the preset anti-shake control level, are used as input parameters of the proportional differential control (PD control), and the output correction torque is recorded as the first anti-shake control correction torque. Considering that the correction torque output by the PD control may exceed the motor's tolerance range or cause instability, upper and lower limit constraints are introduced to avoid excessive or small correction torque, which may cause oscillation or instability due to over-adjustment or insufficient adjustment to effectively suppress vehicle shaking. Specifically, according to the upper limit value of the anti-shake control torque and the lower limit value of the anti-shake control torque corresponding to the preset anti-shake control level, the first anti-shake control correction torque is constrained to determine whether the first anti-shake control correction torque is between the upper limit value of the anti-shake control torque and the lower limit value of the anti-shake control torque. If the first anti-shake control correction torque is within the upper and lower limits, it is directly used as the final anti-shake control correction torque; if the first anti-shake control correction torque is less than the lower limit value of the anti-shake control torque, it means that the control torque is insufficient to achieve a stable effect and cannot effectively suppress the vehicle shaking. At this time, the lower limit value is used as the final anti-shake control correction torque to achieve effective suppression of vehicle shaking; if the first anti-shake control correction torque is greater than the upper limit value of the anti-shake control torque, it means that the control torque may be excessive, which may cause instability or oscillation of the motor or vehicle. At this time, the upper limit value of the anti-shake control torque is used as the final anti-shake control correction torque to avoid instability or oscillation of the motor or vehicle. In some embodiments, the upper limit value and the lower limit value of the anti-shake control torque can be set according to actual needs. For example, the minimum compensation torque that can effectively suppress the vibration of the motor and the vehicle is set as the lower limit value of the anti-shake control torque, and the maximum compensation torque that will not cause instability or oscillation of the motor or vehicle is set as the upper limit value of the anti-shake control torque.

[0104] Exemplarily, for the method of this embodiment, when the operating parameters of the vehicle meet the preset operating conditions, the vehicle controller (VCU) sends different levels of anti-shake control requests (or active damping requests) to the motor controller of the electric drive system according to different vehicle operating parameters. For example, the levels are divided into four types: 0: no active anti-shake; 1: low active anti-shake; 2: medium active anti-shake; 3: high active anti-shake. When the motor controller receives the anti-shake control request of the corresponding level, it allocates the anti-shake control torque upper limit value, anti-shake control torque lower limit value and proportional differential control parameters A (as proportional control parameters) and B (as differential control parameters) corresponding to the anti-shake control request, wherein the proportional differential control parameters can be calibrated according to the actual vehicle performance; and different gear coefficients can be matched according to the current vehicle gear (state) to obtain the proportional correction coefficient P1 and the differential correction coefficient D1 for PD control. To determine the reference speed EmNRef, the current motor speed EmN1 can be subjected to sliding average filtering to obtain the filtered actual speed EmN2, and the difference between the EmN2 sampled at the current moment and the EmN2 sampled at the previous moment is divided by the sampling time (i.e., the time interval between the two samplings of EmN2) to obtain the acceleration, and the acceleration is low-pass filtered and then looked up in a table (such as the corresponding correspondence table) to obtain the acceleration correction speed; the current actual speed EmN2 is looked up in a table (such as the corresponding correspondence table) to obtain the steady-state correction speed; the sum of the current actual speed EmN2, the acceleration correction speed, and the steady-state correction speed is low-pass filtered to obtain the reference speed EmNRef. The deviation (EmNRef-EmN1) between the reference speed EmNRef and the actual speed EmN2 mentioned above can be controlled by PD to obtain the first anti-shake control correction torque TqF. Specifically, the proportional control correction torque TqP = (EmNRef-EmN1)*Kp*A*P1 and the differential control correction torque TqD = (EmNRef-EmN1)*(1 / TiSample)*Kd*B*D1 are first determined to obtain the first anti-shake control correction torque TqF = TqP + TqD. The upper and lower limits of the obtained TqF are constrained to obtain the final TqActvDamp. Among them, Kp is the proportional control gain coefficient, which determines the sensitivity of the reaction to the deviation (speed deviation); a larger Kp will lead to a stronger correction effect, thereby eliminating the speed deviation more quickly. A is the proportional differential control parameter corresponding to the preset anti-shake control level, which is also used as the gain coefficient of the proportional control to adjust the proportional control strength according to the preset anti-shake control level. P1 is the correction coefficient used to adjust the correction torque in proportional control. TiSample is the operation cycle (i.e. sampling cycle or sampling time), which is the time interval for each speed sampling; TiSample directly affects the reaction time of differential control. If the operation cycle is too long, the differential control may not be able to respond quickly to speed changes.Kd is the differential control gain coefficient, which determines the adjustment of the correction torque according to the speed of the speed deviation change; a larger Kd will make the differential control respond faster to the speed change, thereby offsetting potential oscillations or fluctuations in advance. B is the proportional differential control parameter corresponding to the preset anti-shake control level, which also serves as the gain coefficient of the differential control, similar to A in the proportional control. This parameter (B) is used to adjust the degree of differential control, usually based on the characteristics of the motor, load conditions, etc., to ensure that the differential correction is not excessive or insufficient. D1 is the correction coefficient used to adjust the correction torque in the differential control. In some embodiments, Kp can be obtained by a preset actual speed-requested torque-proportional control gain coefficient correspondence relationship, and Kd can be obtained by a preset actual speed-requested torque-differential control gain coefficient correspondence relationship.

[0105] Optionally, step 310 includes:

[0106] According to the anti-shake control correction torque and the requested torque, the anti-shake control correction torque is gradually added to the requested torque according to a preset gradient to obtain an actual requested torque for the motor.

[0107] Specifically, in step 310, the anti-shake control correction torque is gradually superimposed on the request torque according to a preset gradient, that is, when the anti-shake control correction torque is superimposed on the request torque of the motor, a gradient limitation is performed to smoothly control the rate of change of the motor torque, thereby further improving the stability and responsiveness of the motor operation. Exemplarily, by limiting the rate (i.e., gradient) of change (increase or decrease) of the requested torque, it is gradually made to reach the superposition value of the requested torque and the anti-shake control correction torque. Among them, for the gradient limitation, the gradient (i.e., the rate of change) has corresponding upper and lower limits. By setting the upper limit of the rate of change, the actual requested torque is prevented from changing too fast and affecting the stability of the motor and the vehicle, and the stability and safety of the motor and the vehicle are guaranteed; by setting the lower limit of the rate of change, the actual requested torque is prevented from changing too slowly and it is difficult to effectively suppress the shaking of the motor or the vehicle, so as to timely and effectively suppress the shaking of the motor or the vehicle, and ensure the timeliness and stability of the dynamic response. In some embodiments, the corresponding gradient can be set according to actual needs.

[0108] Combination Figure 5 As shown, another embodiment of the present invention provides a vehicle anti-shake control device, comprising:

[0109] An anti-shake control trigger unit, used to determine a preset anti-shake control level corresponding to the operating parameters when the operating parameters of the vehicle meet the preset operating conditions;

[0110] a correction torque determination unit for determining an anti-shake control correction torque for a motor of an electric drive system of a vehicle according to a preset anti-shake control level and an operating parameter;

[0111] The anti-shake control execution unit is used to perform anti-shake control on the motor according to the anti-shake control correction torque.

[0112] The vehicle anti-shake control device of this embodiment is used to implement the above-mentioned vehicle anti-shake control method. Its advantages over the prior art are the same as the advantages of the above-mentioned vehicle anti-shake control method over the prior art, and will not be repeated here.

[0113] Combination Figure 6 As shown, another embodiment of the present invention provides a vehicle, including a memory 601 and a processor 602;

[0114] Memory 601, used for storing computer programs;

[0115] The processor 602 is used to implement the above vehicle anti-shake control method when executing the computer program.

[0116] In other words, a vehicle includes a memory 601 and a processor 602 coupled to the memory 601; the memory 601 is configured to store a computer program; and the processor 602 is configured to perform the following operations when executing the computer program:

[0117] When the operating parameters of the vehicle meet the preset operating conditions, determining the preset anti-shake control level corresponding to the operating parameters;

[0118] determining an anti-shake control correction torque for a motor of an electric drive system of a vehicle according to a preset anti-shake control level and operating parameters;

[0119] The motor is subjected to anti-shake control according to the anti-shake control correction torque.

[0120] The vehicle of this embodiment can be used to implement the above-mentioned vehicle anti-shake control method. Its advantages over the prior art are the same as the advantages of the above-mentioned vehicle anti-shake control method over the prior art, and will not be repeated here.

[0121] Another embodiment of the present invention provides a computer-readable storage medium, which stores a computer program. When the computer program is read and executed by a processor, the above vehicle anti-shake control method is implemented.

[0122] In other words, a non-volatile computer-readable storage medium stores a computer program, which, when executed by a processor, causes the processor to perform the following operations:

[0123] When the operating parameters of the vehicle meet the preset operating conditions, determining the preset anti-shake control level corresponding to the operating parameters;

[0124] determining an anti-shake control correction torque for a motor of an electric drive system of a vehicle according to a preset anti-shake control level and operating parameters;

[0125] The motor is subjected to anti-shake control according to the anti-shake control correction torque.

[0126] The technical solution of the embodiment of the present invention, in essence or in other words, the part that contributes to the prior art, or the whole or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for making a computer device (which can be a personal computer, server, or network device, etc.) or a processor perform all or part of the steps of the method of the embodiment of the present invention. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a ROM, a RAM, a magnetic disk, or an optical disk.

[0127] The computer-readable storage medium of this embodiment can be used to implement the above-mentioned vehicle anti-shake control method. Its advantages over the prior art are the same as the advantages of the above-mentioned vehicle anti-shake control method over the prior art, and will not be repeated here.

[0128] Although the present invention is disclosed as above, the protection scope of the present invention is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. A vehicle anti-shake control method, characterized in that: include: When the operating parameters of the vehicle meet the preset operating conditions, determining the preset anti-shake control level corresponding to the operating parameters; determining an anti-shake control correction torque for a motor of an electric drive system of the vehicle according to the preset anti-shake control level and the operating parameter; Anti-shake control is performed on the motor according to the anti-shake control correction torque.

2. The vehicle anti-shake control method according to claim 1, characterized in that: The performing anti-shake control on the motor according to the anti-shake control correction torque comprises: According to the anti-shake control correction torque and the acquired request torque for the motor, superimposing the anti-shake control correction torque on the request torque to obtain an actual request torque for the motor; The anti-shake control is performed on the electric motor based on the actual requested torque.

3. The vehicle anti-shake control method according to claim 1, characterized in that: The operating parameters include the vehicle gear position and the speed, temperature, torque and operating mode of the motor; when the vehicle operating parameters meet the preset operating conditions, determining the preset anti-shake control level corresponding to the operating parameters includes: When the rotation speed is greater than 0 and less than a first preset rotation speed, the operation mode is a torque control mode, and the vehicle gear remains unchanged, the preset anti-shake control level is determined according to at least one of the rotation speed, the temperature and the torque.

4. The vehicle anti-shake control method according to any one of claims 1 to 3, characterized in that: The operating parameter includes a rotation speed of the motor; and determining the anti-shake control correction torque of the motor for the electric drive system of the vehicle according to the preset anti-shake control level and the operating parameter includes: Determining an anti-shake reference speed of the motor according to the speed; The anti-shake control correction torque is determined according to the preset anti-shake control level and the anti-shake reference rotation speed.

5. The vehicle anti-shake control method according to claim 4, characterized in that: Determining the anti-shake reference speed of the motor according to the speed includes: Performing sliding average filtering on the rotation speed to obtain the actual rotation speed of the motor; According to the actual speed and the preset speed-steady-state correction speed correspondence, determine the steady-state correction speed corresponding to the actual speed; according to the actual speed and the sampling time of the speed, determine the acceleration of the actual speed, and according to the preset speed acceleration-acceleration correction speed correspondence, determine the acceleration correction speed corresponding to the acceleration after low-pass filtering; A low-pass filtering process is performed on the sum of the actual rotation speed, the steady-state correction rotation speed and the acceleration correction rotation speed to obtain the anti-shake reference rotation speed.

6. The vehicle anti-shake control method according to claim 4, characterized in that: The determining the anti-shake control correction torque according to the preset anti-shake control level and the anti-shake reference speed includes: The anti-shake control correction torque is determined based on proportional differential control according to a deviation between the anti-shake reference speed and the speed and a proportional differential control parameter corresponding to the preset anti-shake control level.

7. The vehicle anti-shake control method according to claim 6, characterized in that: The proportional differential control parameter includes a proportional control parameter and a differential control parameter; the determining the anti-shake control correction torque based on proportional differential control according to the deviation between the anti-shake reference speed and the speed, and the proportional differential control parameter corresponding to the preset anti-shake control level includes: Determining a deviation between the anti-shake reference rotation speed and the rotation speed; Based on the proportional differential control, a proportional control correction torque and a differential control correction torque corresponding to the deviation are determined; wherein the proportional control correction torque is determined according to the deviation, the proportional control gain coefficient corresponding to the proportional differential control, the proportional control parameter corresponding to the preset anti-shake control level, and the proportional control correction coefficient corresponding to the vehicle gear of the vehicle, and the differential control correction torque is determined according to the deviation, the sampling period of the speed, the differential control gain coefficient corresponding to the proportional differential control, the differential control parameter corresponding to the preset anti-shake control level, and the differential control correction coefficient corresponding to the vehicle gear of the vehicle; The sum of the proportional control correction torque and the differential control correction torque is determined as the anti-shake control correction torque.

8. The vehicle anti-shake control method according to claim 4, characterized in that: The determining the anti-shake control correction torque according to the preset anti-shake control level and the anti-shake reference speed includes: Determining a first anti-shake control correction torque based on proportional differential control according to a deviation between the anti-shake reference speed and the speed and a proportional differential control parameter corresponding to the preset anti-shake control level; According to the anti-shake control torque upper limit value and the anti-shake control torque lower limit value corresponding to the preset anti-shake control level, if the first anti-shake control correction torque is greater than or equal to the anti-shake control torque lower limit value and less than or equal to the anti-shake control torque upper limit value, the first anti-shake control correction torque is determined to be the anti-shake control correction torque; if the first anti-shake control correction torque is less than the anti-shake control torque lower limit value, the anti-shake control torque lower limit value is determined to be the anti-shake control correction torque; if the first anti-shake control correction torque is greater than the anti-shake control torque upper limit value, the anti-shake control torque upper limit value is determined to be the anti-shake control correction torque.

9. The vehicle anti-shake control method according to claim 2, characterized in that: The step of superimposing the anti-shake control correction torque on the requested torque to obtain the actual requested torque for the motor according to the anti-shake control correction torque and the acquired requested torque for the motor comprises: According to the anti-shake control correction torque and the requested torque, the anti-shake control correction torque is gradually added to the requested torque according to a preset gradient to obtain an actual requested torque for the motor.

10. A vehicle anti-shake control device, characterized in that: include: An anti-shake control trigger unit, used to determine a preset anti-shake control level corresponding to the operating parameter when the operating parameter of the vehicle meets the preset operating condition; a correction torque determination unit, for determining an anti-shake control correction torque for a motor of an electric drive system of the vehicle according to the preset anti-shake control level and the operating parameter; The anti-shake control execution unit is used to perform anti-shake control on the motor according to the anti-shake control correction torque.

11. A vehicle, characterized in that: including memory and processor; The memory is used to store computer programs; The processor is used to implement the vehicle anti-shake control method according to any one of claims 1 to 9 when executing the computer program.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is read and executed by a processor, the vehicle anti-shake control method according to any one of claims 1 to 9 is implemented.

Images