Driving shaft anti-shake control method and system under braking working condition

Abstract

The invention relates to a driving shaft anti-shake control method and system under a braking working condition, and the method comprises the following steps: triggering anti-shake control when the current vehicle speed and the braking state meet corresponding set values; when the opening degree of the brake pedal and the opening degree change rate of the brake pedal in the set time period exceed corresponding set values, an instruction of quitting the brake energy recovery state is sent out; the slip rate and the wheel deceleration change of the driving wheels are obtained, and when the slip rate or the wheel deceleration of any driving wheel exceeds a corresponding set value, the braking energy recovery torque is controlled to exit in a grading mode; and the wheel speed of the driving wheels is obtained and converted into vibration frequency, and when the vibration frequency of any driving wheel is within a set range, the braking torque of the corresponding driving wheel is reduced according to the current vehicle state. And when the driver emergency braking intention and the initial stage of shaft resonance are recognized, the problem of jitter deterioration of a driving shaft is solved by performing suppression intervention and attenuation control on electric braking and wheel end braking pressure.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a drive shaft anti-shake control method and system under braking conditions. Background Art

[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] Pure electric vehicles equipped with ABS (taking rear-wheel drive as an example) typically utilize a tandem system of electric regenerative braking and foundation braking to improve brake energy recovery efficiency. However, as the regenerative braking torque increases, the deceleration generated by electric braking also increases. Electric braking is typically controlled by the vehicle controller (VCU), while foundation braking is controlled by the master brake cylinder. Braking energy recovery can only be disengaged when ABS is activated, resulting in the vehicle being unable to coordinate the management of electric regenerative braking and foundation braking.

[0004] For these reasons, even if the basic braking force distribution between the front and rear axles of a vehicle is designed to maintain a good synchronous adhesion coefficient, the additional large electric braking torque applied to the rear axle during actual operation can make it more susceptible to locking and skidding, and even cause rear axle resonance. When the electric braking is disengaged after ABS activation, the rear axle resonance is often already energized. During this period of resonance, the alternating vertical load on the rear axle deteriorates, causing ABS control effectiveness to deteriorate, negatively impacting tire-ground contact. Summary of the Invention

[0005] In order to solve the technical problems existing in the above-mentioned background technology, the present invention provides a drive shaft anti-shake control method and system under braking conditions. By pre-identifying the driver's emergency braking intention, monitoring the slip of the rear axle drive wheel and detecting the shaft resonance frequency point, when the driver's emergency braking intention and the initial stage of shaft resonance are identified, the electric brake and wheel-end brake pressure are suppressed, intervened and attenuated to solve the problem of worsening rear axle vibration caused by the superposition of basic braking and electric braking under braking conditions.

[0006] In order to achieve the above object, the present invention adopts the following technical solutions: A first aspect of the present invention provides a method for controlling drive shaft anti-shake under braking conditions, comprising the following steps: Get the current vehicle speed and braking status. When the speed and braking status meet the corresponding set values, trigger the anti-shake control; When the brake pedal opening and the rate of change of the brake pedal opening within a set time period exceed the corresponding set value, an "exit brake energy recovery state" command is issued; Obtain the slip rate and wheel deceleration changes of the driving wheels. When the slip rate or wheel deceleration of any driving wheel exceeds the corresponding set value, control the braking energy recovery torque to exit in stages; The wheel speed of the driving wheel is obtained and converted into vibration frequency. When the vibration frequency of any driving wheel is within the set range, the braking torque of the corresponding driving wheel is reduced according to the current vehicle status to complete anti-shake control.

[0007] Furthermore, when the vehicle speed and braking status meet the corresponding set values, the anti-shake control is triggered. Specifically, when the current vehicle speed exceeds the set value and the gear is not in R gear, and the brake pedal opening exceeds the set value or the brake switch signal is triggered, the anti-shake control is started.

[0008] Furthermore, the opening degree of the brake pedal and the rate of change of the opening degree of the brake pedal within a set time period are both calibrated quantities, which are determined through preliminary experiments or simulations.

[0009] Furthermore, during braking, the braking energy recovery state is not restored after exiting until the next braking, when the braking energy recovery request is made again according to the braking intention.

[0010] Furthermore, the slip rate and wheel deceleration changes of the driving wheels are obtained. When the slip rate or wheel deceleration of any driving wheel exceeds the corresponding set value, the braking energy recovery torque is controlled to exit in a graded manner; specifically: during the exit from the braking energy recovery state, the slip rate and wheel deceleration changes of the driving wheels are obtained. Before the ABS function is activated, when the slip rate or wheel deceleration of any driving wheel exceeds the corresponding set value, the braking energy recovery torque is controlled to exit in a graded manner.

[0011] Furthermore, a graded exit is performed, specifically: the electric braking torque is gradually reduced in stages until the electric braking torque is completely exited and mechanical braking intervenes.

[0012] Furthermore, when the vibration frequency of any drive wheel is within the set range, during the period of reducing the braking torque of the corresponding drive wheel according to the current vehicle state, if the braking energy recovery torque is less than 0, the electric braking torque is preferentially suppressed, and the basic braking is secondly attenuated; if the braking energy recovery torque is not less than 0, only the basic braking torque is attenuated.

[0013] A second aspect of the present invention provides a drive shaft anti-shake control system under braking conditions, comprising: The vehicle controller is configured to obtain the current vehicle speed and braking status, and trigger anti-shake control when the vehicle speed and braking status meet corresponding set values; The vehicle controller is further configured to issue an instruction to "exit the brake energy recovery state" when the opening of the brake pedal and the rate of change of the opening of the brake pedal within a set time period exceed corresponding set values; The vehicle controller is further configured to: obtain the slip rate and wheel deceleration changes of the driving wheels through the electronic brake controller, and control the brake energy recovery torque to exit in stages when the slip rate or wheel deceleration of any driving wheel exceeds a corresponding set value; The vehicle controller is also configured to obtain the wheel speed of the drive wheel through the electronic brake controller and convert it into a vibration frequency. When the vibration frequency of any drive wheel is within the set range, the braking torque of the corresponding drive wheel is reduced according to the current vehicle state to complete anti-shake control.

[0014] A third aspect of the present invention provides a computer program product comprising computer-readable instructions, which, when executed on an electronic device, enables the electronic device to implement the above-mentioned drive shaft anti-shake control method under braking conditions.

[0015] The fourth aspect of the present invention provides an electronic device comprising at least one processor and a memory connected to the processor, the memory being used to store a computer program; the processor being used to execute the computer program, so that the electronic device can implement the drive shaft anti-shake control method under the above-mentioned braking condition.

[0016] Compared with the existing technology, one or more of the above technical solutions have the following beneficial effects: 1. Based on the brake pedal position and its rate of change within a set time, the system identifies the driver's intention to perform emergency braking and prematurely exits the regenerative braking state. During this period, the system monitors the drive wheel slip state to preemptively intervene in the regenerative braking torque, with a phased exit when the drive wheel slip rate is excessive. After electric braking is exited, the system detects and calculates the shaft resonance frequency point. In the early stages of shaft resonance, electric and wheel-end braking pressures are attenuated (reducing braking torque). This prevents excessive braking torque and drive shaft resonance caused by the superposition of basic braking and electric braking in pure electric vehicle braking conditions.

[0017] 2. By pre-identifying the driver's emergency braking intention, the system determines whether the driver has an emergency braking intention based on the brake pedal opening and the rate of change of the pedal within a set time, controls the brake energy recovery state to exit early, avoids braking torque overshoot, and ensures that the system is in a stable state when ABS intervenes.

[0018] 3. During the exit from the brake energy recovery state, the drive wheel slip status is monitored in real time, and the brake energy recovery torque is pre-intervened. This method is different from the "full exit" of emergency braking. When the slip rate is too large, a graded exit is adopted to avoid a sudden drop in braking torque causing the vehicle to "brake violently".

[0019] 4. Finally, the shaft resonance frequency point is detected and calculated. In the early stage of shaft resonance, the electric brake and wheel-end brake pressure are attenuated to reduce the braking torque. This avoids excessive braking torque caused by the superposition of basic braking and electric braking under the braking condition of pure electric vehicles, as well as the modal coupling of the excitation generated by the braking torque control with the vehicle drive system, which further leads to rear axle resonance problems. Attenuation control adjusts the braking torque according to the real-time vibration frequency rather than a fixed strategy to ensure adaptability and reduce the probability of safety accidents.

[0020] 5. The graded exit does not return to zero immediately, but reduces the electric braking torque in steps. For example, in the first stage, the electric braking torque is reduced from 100% to 50% (quick response to avoid torque overshoot), and in the second stage, the electric braking torque is reduced from 50% to 20% (smooth transition to match the mechanical braking intervention), and the final stage is complete exit (if the mechanical braking has been stably established). BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0022] Figure 1 is a schematic diagram of the overall process of a drive shaft anti-shake control method under braking conditions provided by one or more embodiments of the present invention; Figure 2 is a schematic diagram of the architecture of an anti-rear axle vibration control system provided by one or more embodiments of the present invention; Figure 3 is a flowchart of a rear axle anti-shake control process provided by one or more embodiments of the present invention; Figure 4 This is a schematic diagram of shaft resonance attenuation control provided by one or more embodiments of the present invention. DETAILED DESCRIPTION

[0023] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0024] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present invention belongs.

[0025] Explanation of terms: Foundation brakes, traditional hydraulic or pneumatic brake systems, slow the vehicle down by creating friction between the brake calipers and the brake discs (or drum brakes).

[0026] Electric braking refers to using the electric motor's reverse working mode (generation mode) to convert the vehicle's kinetic energy into electrical energy, store it back in the battery, and at the same time generate braking torque to slow the vehicle.

[0027] As explained in the background technology section, efficient energy recovery in pure electric vehicles requires maximizing electric braking engagement. However, traditional ABS logic prioritizes mechanical braking, creating conflicting objectives. Furthermore, the independent control of electric braking and basic braking results in total rear axle braking force exceeding design expectations, disrupting the front-to-rear axle braking force balance and causing deterioration in rear axle dynamic stability (locking, skidding, and resonance). ABS, however, is unable to promptly correct this due to system latency and load fluctuations. Resonance can lead to dynamic fluctuations in the rear axle vertical load, unstable tire contact, and ineffective operation of the ABS control logic (based on wheel speed signals).

[0028] Example 1: like Figure 1 As shown, the drive shaft anti-shake control method under braking conditions includes the following steps: Get the current vehicle speed and braking status. When the speed and braking status meet the corresponding set values, trigger the anti-shake control; When the brake pedal opening and the rate of change of the brake pedal opening within a set time period exceed the corresponding set value, an "exit brake energy recovery state" command is issued; Obtain the slip rate and wheel deceleration changes of the driving wheels. When the slip rate or wheel deceleration of any driving wheel exceeds the corresponding set value, control the braking energy recovery torque to exit in stages; The wheel speed of the driving wheel is obtained and converted into vibration frequency. When the vibration frequency of any driving wheel is within the set range, the braking torque of the corresponding driving wheel is reduced according to the current vehicle status to complete anti-shake control.

[0029] This solution is explained using the rear drive as an example.

[0030] This embodiment addresses the issue of ABS regulation degradation caused by alternating vertical loads due to rear axle resonant vibration. By pre-identifying the driver's emergency braking intention, it manages the early discontinuation of regenerative braking. Simultaneously, the VCU monitors rear wheel slip in real time, enabling proactive intervention in regenerative braking torque. Finally, the axle resonant frequency is detected and calculated, and attenuation of electric braking and wheel-end braking pressure is controlled in the early stages of axle resonance, preventing the occurrence and exacerbation of rear axle vibration resonance under braking conditions.

[0031] like Figure 2As shown, the anti-rear axle shake control system includes a vehicle controller VCU, an electronic brake controller ABS (ASR) and a motor controller MCU that are communicatively connected. The vehicle controller VCU and the electronic brake controller ABS (ASR) are communicated via the vehicle CAN network, and the instrument is set in the vehicle CAN network communication. The vehicle controller VCU and the motor controller MCU are communicated via the power CAN network. At the same time, the motor controller MCU is used to control the motor, and the signal obtained by the wheel speed sensor in the vehicle is transmitted to the electronic brake controller ABS (ASR). The signals generated or obtained by the shift mechanism, brake switch, brake pedal opening sensor and accelerator pedal opening sensor are sent to the vehicle controller VCU.

[0032] Under braking conditions, the above system is used to implement a rear axle vibration prevention control method, including rear axle vibration prevention control management under braking conditions for pure electric vehicles, and axle resonance attenuation control.

[0033] like Figure 3 As shown, the pure electric vehicle prevents rear axle vibration control management under braking conditions.

[0034] When the vehicle speed is greater than 3km / h, and the gear is not in R gear (i.e. the vehicle is in D gear or N gear), the brake pedal opening is ≥5% or the brake switch signal = 1 (i.e. braking state), and the VCU detects that the above conditions are met at the same time, the vehicle is controlled to prevent the rear axle from shaking under braking conditions.

[0035] First, the VCU pre-identifies the driver's emergency braking intention by monitoring the brake pedal opening and its rate of change in real time. When the brake pedal opening is ≥50% and the rate of change is >40% / 200ms (brake pedal opening and rate of change are calibrated quantities and can be customized based on actual vehicle conditions), the VCU deems the current operating condition an emergency braking condition and prematurely exits the regenerative braking state. This prevents rear axle jerk caused by excessive braking torque after basic braking and electric braking are superimposed if regenerative braking is exited too late after the driver's emergency braking.

[0036] Secondly, the VCU monitors the slip status of the driven rear wheels in real time. By monitoring the rear wheel slip rate and wheel deceleration changes, before the ABS function is activated, when the slip rate or wheel deceleration of any rear wheel exceeds the activation threshold (both slip rate and wheel deceleration are calibrated), the VCU controls the brake energy regeneration torque to exit in stages in advance, thereby limiting the rear axle braking torque to prevent excessive rear axle braking torque from stimulating rear axle resonance. In addition, after the brake energy regeneration is exited during the current braking period, it will not be restored until the next braking, when the brake energy regeneration request is re-initiated based on the braking intention. This avoids repeated engagement and exit of brake energy regeneration during the same braking process, which may cause braking smoothness issues.

[0037] Finally, the VCU detects and calculates rear axle resonance. By observing the vibration frequencies of the two rear drive wheels in real time, the drive wheel vibration frequencies can be calculated and extracted based on the wheel speed characteristics. When the vibration frequency of any rear drive wheel falls between [a, b], the rear axle is considered to have entered the axle resonance phase. Where a and b are the values ​​obtained by increasing and decreasing the natural frequencies corresponding to the vehicle driveline modes by a certain amount. When the VCU detects axle resonance, it applies braking torque attenuation control to the resonant drive wheel to prevent the excitation generated by the braking torque control from coupling with the vehicle driveline modes during braking, further leading to rear axle resonance.

[0038] like Figure 4 As shown, shaft resonance damping control.

[0039] After the VCU enters shaft resonance attenuation control, it first monitors the vehicle's current real-time regenerative braking torque. If the regenerative braking torque is less than 0, it prioritizes suppressing the electric brake torque, followed by attenuation control of the basic brake. If the regenerative braking torque is not less than 0, only the basic braking torque is attenuated. Shaft resonance attenuation control is exited when the vibration frequencies of all drive wheels are not within the range [a, b].

[0040] Damping control dynamically adjusts the braking torque to reduce the total braking force on the rear axle, preventing periodic fluctuations in tire-ground contact force (variation in vertical load during resonance). Resonance is a periodic vibration caused by the coupling of braking force with the natural frequency of the suspension system. By damping the braking force, the energy input to the vibration system is reduced, forcing the amplitude to gradually decrease (damping effect).

[0041] In this embodiment, the fundamental reason for implementing rear axle anti-deviation control and axle resonance attenuation control lies in the significant differences in the dynamic characteristics of electric vehicles compared to traditional fuel vehicles, particularly during braking, involving the coupling of electric braking (regenerative braking) and mechanical braking, as well as the inherent characteristics of electric vehicle drivetrains. Electric braking (energy recovery) is prioritized during braking, but mechanical braking intervenes when the braking force demand increases. Switching between these two braking modes or combining them can result in a step change in braking torque, which can excite the natural vibration modes of the rear axle drivetrain (e.g., axles, reducer, and suspension), causing deviating vibration.

[0042] Under normal circumstances, electric braking exits smoothly, while mechanical braking gradually intervenes, ensuring a smooth torque transition. However, in emergency braking, if electric braking exits too late (e.g., after ABS is triggered), the mechanical brakes have already rapidly built up high voltage. The instantaneous combined torque of electric and mechanical braking can far exceed the required force, causing rear axle overload and vibration. Before ABS activation, if the rear wheel slip rate or deceleration exceeds a threshold, indicating that the tires are nearing lock, if electric braking is still in effect, tire slip can cause high-frequency vibrations in the driveline (such as torsional oscillations of the axles). The braking torque fluctuations couple with the driveline's natural frequency, causing resonance.

[0043] Therefore, this solution will pre-identify the driver's emergency braking intention, determine whether the driver has emergency braking intention based on the brake pedal opening and the rate of change of the pedal within a set time, control the brake energy recovery state to exit early, avoid braking torque overshoot, and ensure that the system is in a stable state when ABS intervenes.

[0044] After exiting the brake energy recovery state, the VCU monitors the rear wheel slip status in real time and pre-intervenes in the brake energy recovery torque. This method is different from the "full exit" of emergency braking. When the slip rate is too large, a graded exit is adopted to avoid a sudden drop in braking torque causing the vehicle to "brake violently".

[0045] Finally, the shaft resonance frequency point is detected and calculated. In the early stage of shaft resonance, the electric brake and wheel-end brake pressure are attenuated and controlled to reduce the braking torque. This avoids excessive braking torque caused by the superposition of basic braking and electric braking under the braking condition of pure electric vehicles, as well as the modal coupling of the excitation generated by the braking torque control with the vehicle transmission system, which further leads to rear axle resonance problems. The braking torque is adjusted according to the real-time vibration frequency rather than a fixed strategy to ensure adaptability and reduce the probability of safety accidents.

[0046] The core logic of the rear axle vibration prevention and axle resonance attenuation control scheme provided in this embodiment is to suppress the vibration problem caused by torque fluctuations of the drive shaft under braking conditions. The drive shaft can be the rear axle, front axle, or four-wheel drive. When the vehicle is front-wheel drive, it may still be affected by electric braking. However, due to the overall design of the vehicle, the front axle usually has a stiffer suspension and a more compact drivetrain (motor + transmission integrated design), its natural frequency is higher and is usually not easily stimulated by low-frequency braking excitation to resonate. If the front axle motor torque recovery does not work well with the hydraulic brake, it may still cause front axle torque fluctuations, but the degree of fluctuation is usually not as obvious as that of rear-wheel drive vehicles. In addition, during braking and steering, uneven braking force on the left and right front wheels may cause the vehicle to deviate, but this is not a vibration problem. Therefore, the anti-shake control scheme proposed in this embodiment can be applied to both front-drive and four-wheel-drive vehicles. It should be noted that if the front-drive vehicle has a large motor braking torque (such as a high-performance electric vehicle) and the front axle motor torque changes significantly during braking, which may still cause vibration in the front axle driveline (such as impact on the reduction gear), this scheme can be applied by adaptively adjusting the threshold point corresponding to the front drive (determined by pre-calibration). For four-wheel-drive vehicles, both the front and rear axles may shake, requiring separate monitoring of the slip rate and vibration frequency of the front and rear axles and independent control of the motor torque. The concepts of this scheme can also be applied.

[0047] Example 2: Drive shaft anti-vibration control system under braking conditions, including: The vehicle controller is configured to obtain the current vehicle speed and braking status, and trigger anti-shake control when the vehicle speed and braking status meet corresponding set values; The vehicle controller is further configured to issue an instruction to "exit the brake energy recovery state" when the opening of the brake pedal and the rate of change of the opening of the brake pedal within a set time period exceed corresponding set values; The vehicle controller is further configured to: obtain the slip rate and wheel deceleration changes of the driving wheels through the electronic brake controller, and control the brake energy recovery torque to exit in stages when the slip rate or wheel deceleration of any driving wheel exceeds a corresponding set value; The vehicle controller is also configured to obtain the wheel speed of the drive wheel through the electronic brake controller and convert it into a vibration frequency. When the vibration frequency of any drive wheel is within the set range, the braking torque of the corresponding drive wheel is reduced according to the current vehicle state to complete anti-shake control.

[0048] By pre-identifying the driver's emergency braking intention and determining its presence based on brake pedal position and its rate of change within a set timeframe, the system controls the premature disengagement of regenerative braking to prevent overshoot and maintain a stable system when ABS engages. The vehicle controller then monitors rear wheel slip in real time and preemptively intervenes in regenerative braking torque. This differs from the "full disengagement" approach of emergency braking by employing a graded disengagement when slip is excessive, preventing a sudden drop in braking torque and resulting in vehicle "braking jerks." Finally, the system detects and calculates the axle resonance frequency. At the initial stage of axle resonance, it attenuates the electric and wheel-end brake pressures to reduce braking torque. This prevents excessive braking torque caused by the superposition of basic braking and electric braking under pure electric vehicle braking conditions, as well as modal coupling between the excitation generated by the braking torque control and the vehicle's driveline, which can lead to rear axle resonance. By adjusting the braking torque based on real-time vibration frequency, rather than a fixed strategy, the system ensures adaptability and reduces the probability of safety incidents.

[0049] Example 3: A computer program product includes computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements the above-mentioned drive shaft anti-shake control method under braking conditions.

[0050] Example 4: An electronic device includes at least one processor and a memory connected to the processor, the memory is used to store a computer program; the processor is used to execute the computer program, so that the electronic device can implement the drive shaft anti-shake control method under the above-mentioned braking condition.

[0051] Embodiment 5: A computer storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the drive shaft anti-shake control method under the above-mentioned braking condition.

[0052] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A drive shaft anti-vibration control method under braking conditions, characterized in that: The following steps are involved: Get the current vehicle speed and braking status. When the speed and braking status meet the corresponding set values, trigger the anti-shake control; When the brake pedal opening degree and the rate of change of the brake pedal opening degree within a set time period exceed the corresponding set value, an "exit brake energy recovery state" command is issued; Obtain the slip rate and wheel deceleration changes of the driving wheels. When the slip rate or wheel deceleration of any driving wheel exceeds the corresponding set value, control the braking energy recovery torque to exit in stages; The wheel speed of the driving wheel is obtained and converted into vibration frequency. When the vibration frequency of any driving wheel is within the set range, the braking torque of the corresponding driving wheel is reduced according to the current vehicle status to complete anti-shake control.

2. The drive shaft anti-vibration control method under braking conditions according to claim 1, characterized in that: When the vehicle speed and braking status meet the corresponding set values, the anti-shake control is triggered. Specifically: the current vehicle speed exceeds the set value, and the gear is not in R gear, and the brake pedal opening exceeds the set value or the brake switch signal is triggered, the anti-shake control is activated.

3. The drive shaft anti-vibration control method under braking conditions according to claim 1, characterized in that: The opening degree of the brake pedal and the rate of change of the opening degree of the brake pedal within a set time period are both calibrated quantities, which are determined through preliminary experiments or simulations.

4. The drive shaft anti-vibration control method under braking conditions according to claim 1, characterized in that: During braking, the braking energy recovery state will not be restored after exiting until the next braking, when the braking energy recovery request is made again according to the braking intention.

5. The drive shaft anti-vibration control method under braking conditions according to claim 1, characterized in that: The slip rate and wheel deceleration changes of the driving wheels are obtained. When the slip rate or wheel deceleration of any driving wheel exceeds the corresponding set value, the braking energy recovery torque is controlled to exit in stages. Specifically, during the exit from the braking energy recovery state, the slip rate and wheel deceleration changes of the driving wheels are obtained. Before the ABS function is activated, when the slip rate or wheel deceleration of any driving wheel exceeds the corresponding set value, the braking energy recovery torque is controlled to exit in stages.

6. The drive shaft anti-vibration control method under braking conditions according to claim 1, characterized in that: Gradual exit: specifically, gradually reducing the electric braking torque in stages until the electric braking torque is completely exited and mechanical braking intervenes.

7. The drive shaft anti-vibration control method under braking conditions according to claim 1, characterized in that: When the vibration frequency of any drive wheel is within the set range, during the period of reducing the braking torque of the corresponding drive wheel according to the current vehicle state, if the braking energy recovery torque is less than 0, the electric braking torque is suppressed first, and the basic braking is attenuated secondly; if the braking energy recovery torque is not less than 0, only the basic braking torque is attenuated.

8. The drive shaft anti-vibration control system under braking conditions is characterized by: include: The vehicle controller is configured to obtain the current vehicle speed and braking status, and trigger anti-shake control when the vehicle speed and braking status meet corresponding set values; The vehicle controller is further configured to issue an instruction to "exit the brake energy recovery state" when the opening degree of the brake pedal and the rate of change of the opening degree of the brake pedal within a set time period exceed corresponding set values; The vehicle controller is further configured to obtain the slip rate and wheel deceleration changes of the driving wheels through the electronic brake controller, and control the brake energy recovery torque to exit in stages when the slip rate or wheel deceleration of any driving wheel exceeds a corresponding set value; The vehicle controller is also configured to obtain the wheel speed of the drive wheel through the electronic brake controller and convert it into a vibration frequency. When the vibration frequency of any drive wheel is within the set range, the braking torque of the corresponding drive wheel is reduced according to the current vehicle state to complete anti-shake control.

9. A computer program product, characterized in that The method comprises computer-readable instructions, which, when executed on an electronic device, enable the electronic device to implement the steps of the drive shaft anti-shake control method under any braking condition as claimed in any one of claims 1 to 7.

10. An electronic device, characterized in that: The electronic device comprises at least one processor and a memory connected to the processor, the memory being used to store a computer program; the processor being used to execute the computer program, so that the electronic device can implement the steps in the drive shaft anti-shake control method under any braking condition as claimed in any one of claims 1 to 7.

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