Driving shaft anti-shaking control method and system in braking working condition

Abstract

The application relates to a driving shaft anti-shaking control method and system under a braking condition, wherein the anti-shaking control method comprises the following steps: triggering the anti-shaking control when a current vehicle speed and a braking state meet corresponding set values; issuing an instruction of 'quitting a braking energy recovery state' when an opening degree of a brake pedal and an opening degree change rate of the brake pedal within a set time period exceed corresponding set values; acquiring a slip rate of a driving wheel and a wheel deceleration change; when any driving wheel slip rate or wheel deceleration exceeds a corresponding set value, controlling a braking energy recovery torque grading to quit; acquiring a wheel speed of the driving wheel and converting the wheel speed into a vibration frequency; when the vibration frequency of any driving wheel is within a set range, reducing a braking torque of the corresponding driving wheel according to a current vehicle state. In the initial stage of recognizing the driver's emergency braking intention and shaft resonance, the problem of driving shaft shaking deterioration is solved by inhibiting intervention and attenuation control on electric braking and wheel end braking pressure.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, specifically to a method and system for controlling drive shaft vibration under braking conditions. Background Technology

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

[0003] In pure electric vehicles equipped with ABS (taking rear-wheel drive as an example), to improve braking energy recovery efficiency, a series connection between regenerative braking and basic braking is typically used. However, as the braking energy recovery torque increases, the deceleration generated by electric braking also increases. The vehicle's electric braking is usually controlled by the vehicle control unit (VCU), while basic braking is controlled by the master cylinder. Braking energy recovery can only be disengaged when ABS is activated, resulting in the vehicle being unable to coordinate the braking of both regenerative braking and basic braking.

[0004] For the reasons mentioned above, even if the basic braking force distribution between the front and rear axles is within a good synchronous adhesion coefficient range during the design phase, in actual operation, the rear axle is more prone to lock-up and sideslip, and may even experience rear axle resonance, after an additional large electric braking torque is applied. Furthermore, when the ABS is activated and then the electric braking is disengaged, the rear axle resonance is often already induced. At this time, because the vertical load on the rear axle changes alternately during resonance, the ABS adjustment effect tends to deteriorate, negatively impacting the tire-road contact. Summary of the Invention

[0005] To address the technical problems mentioned above, this invention provides a drive shaft anti-vibration control method and system under braking conditions. By pre-identifying the driver's emergency braking intention, monitoring rear axle drive wheel slippage, and detecting axle resonance frequency points, the system suppresses and controls the electric braking and wheel-end braking pressures to mitigate the problem of worsened rear axle vibration caused by the superposition of basic braking and electric braking under braking conditions.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: The first aspect of the present invention provides a method for controlling drive shaft vibration under braking conditions, comprising the following steps: The current vehicle speed and braking status are obtained. When the vehicle speed and braking status meet the corresponding set values, the anti-shake control is triggered. When the opening of the brake pedal, and the rate of change of the brake pedal opening within a set time period, exceed the corresponding set value, a command to "exit the regenerative braking state" is issued. The slip ratio and wheel deceleration of the drive wheels are obtained. When the slip ratio or wheel deceleration of any drive wheel exceeds the corresponding set value, the braking energy recovery torque is controlled to exit in stages. The wheel speed of the drive wheels is obtained and converted into 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 status to complete the anti-vibration control.

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

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

[0009] Furthermore, during braking, once the regenerative braking state is deactivated, it will not be restored until the next braking event, when a new regenerative braking request will be made based on the braking intent.

[0010] Furthermore, the slip ratio and wheel deceleration changes of the drive wheels are acquired. When the slip ratio or wheel deceleration of any drive wheel exceeds the corresponding set value, the regenerative braking torque is controlled to exit in stages. Specifically, during the exit of the regenerative braking state, the slip ratio and wheel deceleration changes of the drive wheels are acquired. Before the ABS function is activated, when the slip ratio or wheel deceleration of any drive wheel exceeds the corresponding set value, the regenerative braking torque is controlled to exit in stages.

[0011] Furthermore, the phased withdrawal process involves gradually reducing the electric braking torque in stages until the electric braking torque is completely withdrawn and mechanical braking intervenes.

[0012] Furthermore, when the vibration frequency of any drive wheel is within the set range, during the reduction of the braking torque of the corresponding drive wheel according to the current vehicle status, if the regenerative braking torque is <0, the electric braking torque is suppressed first, and the basic braking torque is attenuated second; if the regenerative braking 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-vibration control system under braking conditions, comprising: The vehicle controller is configured to: acquire the current vehicle speed and braking status, and trigger anti-shake control when the vehicle speed and braking status meet the corresponding set values; The vehicle controller is also configured to issue a "exit regenerative braking state" command 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. The vehicle controller is also configured to: obtain the slip ratio and wheel deceleration changes of the drive wheels through the electronic brake controller; when the slip ratio or wheel deceleration of any drive wheel exceeds the corresponding set value, control the brake energy recovery torque to exit in stages. The vehicle controller is also configured to: obtain the wheel speed of the drive wheels through the electronic brake controller and convert it into vibration frequency; when the vibration frequency of any drive wheel is within the set range, reduce the braking torque of the corresponding drive wheel according to the current vehicle status to complete the anti-vibration control.

[0014] A third aspect of the present invention provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the aforementioned drive shaft anti-vibration control method under braking conditions.

[0015] A fourth aspect of the present invention provides an electronic device including 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, enabling the electronic device to implement the drive shaft anti-vibration control method described above under braking conditions.

[0016] Compared with existing technologies, one or more of the above technical solutions have the following beneficial effects: 1. Based on the brake pedal opening and its rate of change over a set time, the system identifies the driver's intention to brake urgently and controls the regenerative braking to disengage early. During this process, the system monitors the slippage of the drive wheels and intervenes in advance to control the regenerative braking torque, disengaging in stages when the drive wheel slippage rate becomes excessive. After the electric braking disengages, the system detects and calculates the axle resonance frequency point. In the initial stage of axle resonance, the system controls the attenuation of electric braking and wheel-end braking pressure (reducing braking torque) to avoid excessive braking torque and drive axle resonance caused by the superposition of basic braking and electric braking under pure electric vehicle braking conditions.

[0017] 2. By pre-identifying the driver's emergency braking intention, and based on the brake pedal opening and the rate of change of the pedal within a set time, it is determined that the driver has an emergency braking intention, and the brake energy recovery state is disengaged in advance to avoid overshoot of braking torque, while ensuring that the system is in a stable state when ABS intervenes.

[0018] 3. During the withdrawal of regenerative braking, the slip state of the drive wheels is monitored in real time, and the regenerative braking torque is intervened in advance. This method is different from the "full withdrawal" of emergency braking. When the slip ratio is too large, a staged withdrawal is adopted to avoid the sudden drop in braking torque that causes the vehicle to "bump".

[0019] 4. Finally, the axle resonance frequency point is detected and calculated. In the initial stage of axle resonance, the braking torque is reduced by attenuating the electric braking and wheel-end braking pressure. This avoids excessive braking torque caused by the superposition of basic braking and electric braking under the braking conditions of pure electric vehicles, as well as the excitation generated by braking torque control and the modal coupling with the vehicle's transmission system, which could further lead to rear axle resonance. The attenuation control adjusts the braking torque according to the real-time vibration frequency, rather than using a fixed strategy, to ensure adaptability and reduce the probability of safety accidents.

[0020] 5. The phased withdrawal does not immediately return to zero, but rather reduces the electric braking torque in stages. For example, in the first stage, the electric braking torque is reduced from 100% to 50% (rapid response to avoid torque overshoot), in the second stage, the electric braking torque is reduced from 50% to 20% (smooth transition to match mechanical braking intervention), and in the final stage, it is completely withdrawn (if mechanical braking has been stably established). Attached Figure Description

[0021] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

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

[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 illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0025] Terminology Explanation: Basic braking, traditional hydraulic or pneumatic braking systems, decelerate vehicles by generating friction through brake calipers clamping brake discs (or drum brakes).

[0026] Electric braking refers to the use of the electric motor's reverse operating mode (power generation mode) to convert the vehicle's kinetic energy into electrical energy, store it back in the battery, and simultaneously generate braking torque to decelerate the vehicle.

[0027] As described in the background section, efficient energy recovery in pure electric vehicles requires maximizing the participation of electric braking. However, traditional ABS logic prioritizes mechanical braking, creating a conflict between the two objectives. Simultaneously, the independent control of electric braking and basic braking leads to a rear axle total braking force exceeding design expectations, disrupting the front-to-rear axle braking force balance and causing deterioration in rear axle dynamic stability (lock-up, sideslip, resonance). Furthermore, ABS cannot correct this in a timely manner due to system delays and load fluctuations. Resonance causes dynamic fluctuations in the rear axle vertical load and unstable tire contact adhesion, making it difficult for the ABS adjustment logic (based on wheel speed signals) to function effectively.

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

[0029] This solution will be explained using a rear-mounted driver as an example.

[0030] This embodiment addresses the problem of deteriorated ABS adjustment performance caused by alternating vertical load changes due to rear axle resonance. It achieves this by pre-identifying the driver's emergency braking intention and managing the early disengagement of regenerative braking; simultaneously, the VCU monitors the rear wheel slippage in real time and pre-intervenes in the regenerative braking torque; finally, it detects and calculates the axle resonance frequency point and controls the attenuation of electric braking and wheel-end braking pressure during the initial stage of axle resonance, thus preventing the occurrence and worsening of rear axle vibration resonance during braking.

[0031] like Figure 2As shown, the rear axle vibration prevention control system includes a vehicle control unit (VCU), an electronic brake control unit (ABS) (ASR), and a motor control unit (MCU) connected via communication. The VCU and ABS communicate with each other through the vehicle's CAN network, and the instrument cluster is also connected to the CAN network. The VCU and MCU communicate with each other through the powertrain CAN network. Meanwhile, the MCU controls the motor. Signals from the wheel speed sensors are transmitted to the ABS, and signals generated or acquired by the shift mechanism, brake switch, brake pedal opening sensor, and accelerator pedal opening sensor are sent to the 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 for pure electric vehicles under braking conditions, and axle resonance attenuation control.

[0033] like Figure 3 As shown, this is a control and management system for preventing rear axle vibration during braking in pure electric vehicles.

[0034] When the vehicle speed is greater than 3 km / h, and the gear is not in reverse (i.e., the vehicle is in drive or neutral), the brake pedal opening is greater than or equal to 5%, or the brake switch signal is 1 (i.e., braking state), the VCU will activate the rear axle vibration prevention function when the above conditions are met.

[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 in brake pedal opening is >40% / 200ms (the brake pedal opening and its rate of change are calibrated and can be adjusted based on actual vehicle conditions), the VCU considers the current operating condition to be an emergency braking condition and controls the regenerative braking to disengage prematurely. This avoids the rear axle vibration problem caused by excessive braking torque resulting from the superposition of basic braking and electric braking when the regenerative braking disengages too late after the driver's emergency braking.

[0036] Secondly, the VCU monitors the rear wheel slip status in real time. By monitoring changes in rear wheel slip ratio and wheel deceleration, before the ABS function is activated, if the slip ratio or deceleration of any rear wheel exceeds the activation threshold (both slip ratio and deceleration are calibrated values), the VCU controls the regenerative braking torque to exit in stages in advance. This limits the rear axle braking torque and prevents excessive rear axle braking torque from triggering rear axle resonance. Furthermore, once regenerative braking is discontinued during a braking cycle, it is not reinstated until the next braking attempt, when a new regenerative braking request is made based on the braking intent. This avoids repeated intervention and disengagement of regenerative braking during the same braking process, which could cause braking smoothness issues.

[0037] Finally, the VCU performs detection and calculation of rear axle resonance. This is achieved by real-time observation of the vibration frequencies of the two rear drive wheels, which can be extracted from 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 stage. Here, a and b are values ​​obtained by increasing and decreasing the natural frequencies corresponding to the vehicle's drivetrain modes by a certain deviation. When the VCU detects axle resonance, it implements braking torque attenuation control on the resonating drive wheel to prevent the excitation generated by braking torque control during braking from coupling with the vehicle's drivetrain modes, thus avoiding further rear axle resonance.

[0038] like Figure 4 As shown, axial resonance attenuation control.

[0039] After the VCU enters the axle 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 braking torque and then attenuates the basic braking torque. If the regenerative braking torque is not less than 0, it only attenuates the basic braking torque. When the vibration frequencies of all drive wheels are not between [a, b], it exits the axle resonance attenuation control.

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

[0041] In this embodiment, the fundamental reason for achieving rear axle vibration control and axle resonance attenuation control lies in the significant differences between the dynamic characteristics of electric vehicles and traditional fuel vehicles, especially in the coupling effect between electric braking (regenerative braking) and mechanical braking during braking, as well as the inherent characteristics of the electric vehicle's transmission system. Electric vehicles preferentially use electric braking (energy recovery) during braking. When the braking force demand increases, mechanical braking intervenes. The switching or superposition of these two braking methods may cause a step change in braking torque, stimulating the inherent vibration modes of the rear axle transmission system (such as half-shafts, reducers, and suspensions), thus triggering vibration.

[0042] Under normal circumstances, the electric brake disengages smoothly, while the mechanical brake engages gradually, resulting in a smooth torque transition. However, during emergency braking, if the electric brake disengages too late (e.g., after ABS is triggered), the mechanical brake has already rapidly built up high pressure. In this case, the instantaneous superimposed torque of the electric and mechanical brakes may far exceed the demand, leading to rear axle overload and vibration. Furthermore, if the rear wheel slip ratio or deceleration exceeds the threshold before ABS activation, it indicates that the tires are close to locking up. If the electric brake is still in effect at this time, tire slippage will excite high-frequency vibrations in the transmission system (such as half-shaft torsional oscillations). The braking torque fluctuations couple with the natural frequency of the transmission system, causing resonance.

[0043] Therefore, this solution pre-identifies the driver's intention to brake urgently. Based on the brake pedal opening and the rate of change of the pedal over a set time, it determines that the driver has an intention to brake urgently, controls the regenerative braking state to exit in advance, avoids overshoot of braking torque, and ensures that the system is in a stable state when ABS intervenes.

[0044] After the regenerative braking is disengaged, the VCU monitors the rear wheel slip in real time and intervenes in advance on the regenerative braking torque. This method is different from the "full disengagement" of emergency braking. When the slip ratio is too large, a staged disengagement is adopted to avoid the sudden drop in braking torque that causes the vehicle to "bump".

[0045] Finally, the axle resonance frequency point is detected and calculated. In the initial stage of axle resonance, the braking torque is reduced by attenuating the electric braking and wheel-end braking pressure. This avoids the problem of excessive braking torque caused by the superposition of basic braking and electric braking under the braking conditions of pure electric vehicles, as well as the excitation generated by braking torque control and the modal coupling with the vehicle's transmission system, which could further lead to rear axle resonance. 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 and axle resonance attenuation control scheme presented in this embodiment is to suppress the vibration problem caused by torque fluctuations in the drive axle under braking conditions. The drive axle 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. Due to the overall design of the vehicle, the front axle usually has a stiffer suspension and a more compact transmission system (integrated design of motor and gearbox), and its natural frequency is higher. It is usually not easily excited by low-frequency braking excitation to resonate. If the torque recovery of the front axle motor and the hydraulic braking are not well coordinated, it may still cause front axle torque fluctuations, but the degree of fluctuation is usually not as obvious as in rear-wheel drive vehicles. Furthermore, during braking and steering, uneven braking force between the left and right front wheels may cause the vehicle to veer, but this is not a vibration problem. Therefore, the anti-vibration control scheme proposed in this embodiment can be applied to both front-wheel drive and four-wheel drive vehicles. It should be noted that if the braking torque of the front-wheel drive motor is large (e.g., in high-performance electric vehicles), and the torque of the front axle motor changes significantly during braking, it may still cause vibration in the front axle drivetrain (e.g., impact from reduction gears). In such cases, this scheme can be applied, and the threshold point corresponding to the front-wheel drive can be adaptively adjusted (determined through pre-calibration). For four-wheel drive vehicles, both the front and rear axles may vibrate, requiring separate monitoring of the slip ratio and vibration frequency of the front and rear axles, and independent control of the motor's power. The concept of this scheme can also be applied in these cases.

[0047] Example 2: The drive shaft anti-vibration control system under braking conditions includes: The vehicle controller is configured to: acquire the current vehicle speed and braking status, and trigger anti-shake control when the vehicle speed and braking status meet the corresponding set values; The vehicle controller is also configured to issue a "exit regenerative braking state" command 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. The vehicle controller is also configured to: obtain the slip ratio and wheel deceleration changes of the drive wheels through the electronic brake controller; when the slip ratio or wheel deceleration of any drive wheel exceeds the corresponding set value, control the brake energy recovery torque to exit in stages. The vehicle controller is also configured to: obtain the wheel speed of the drive wheels through the electronic brake controller and convert it into vibration frequency; when the vibration frequency of any drive wheel is within the set range, reduce the braking torque of the corresponding drive wheel according to the current vehicle status to complete the anti-vibration control.

[0048] By pre-identifying the driver's emergency braking intention and determining the driver's intention based on the brake pedal opening and its rate of change over a set time, the system controls the regenerative braking to disengage early, preventing overshoot of braking torque and ensuring the system remains stable when ABS intervenes. Secondly, the vehicle controller monitors rear wheel slip in real time and pre-intervenes in the regenerative braking torque. This differs from a complete disengagement of emergency braking; instead, it employs a phased disengagement when the slip rate is too high, preventing a sudden drop in braking torque that could cause the vehicle to lurch during braking. Finally, the system detects and calculates the axle resonance frequency point. In the initial stage of axle resonance, it reduces braking torque by attenuating the electric braking and wheel-end braking pressure. This prevents excessive braking torque caused by the superposition of basic braking and electric braking in pure electric vehicles, and avoids the excitation generated by braking torque control and modal coupling with the vehicle's drivetrain, which could further lead to rear axle resonance. The braking torque is adjusted based on real-time vibration frequency, rather than a fixed strategy, ensuring adaptability and reducing the probability of safety accidents.

[0049] Example 3: A computer program product includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the aforementioned drive shaft anti-vibration 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 being used to store computer programs; the processor is used to execute the computer programs, enabling the electronic device to implement the drive shaft anti-vibration control method described above under braking conditions.

[0051] Example 5: A computer storage medium carrying one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the drive shaft anti-vibration control method described above under braking conditions.

[0052] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for controlling drive shaft vibration under braking conditions, characterized in that, Includes the following steps: The current vehicle speed and braking status are obtained. When the vehicle speed and braking status meet the corresponding set values, the anti-shake control is triggered. When the opening of the brake pedal, and the rate of change of the brake pedal opening within a set time period, exceed the corresponding set value, a command to "exit regenerative braking state" is issued. The system acquires the slip ratio and wheel deceleration changes of the drive wheels. When the slip ratio or wheel deceleration of any drive wheel exceeds the corresponding set value, the system controls the regenerative braking torque to exit in stages. Specifically, during the exit of the regenerative braking state, the system acquires the slip ratio and wheel deceleration changes of the drive wheels. Before the ABS function is activated, when the slip ratio or wheel deceleration of any drive wheel exceeds the corresponding set value, the system controls the regenerative braking torque to exit in stages. The wheel speed of the drive wheel is obtained and converted into 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 status to complete the anti-vibration control. When the vibration frequency of any drive wheel is within the set range, during the reduction of the braking torque of the corresponding drive wheel according to the current vehicle status, if the regenerative braking torque is <0, the electric braking torque is suppressed first, and the basic braking torque is attenuated second; if the regenerative braking torque is not less than 0, only the basic braking torque is attenuated.

2. The drive shaft anti-vibration control method under braking conditions as described in claim 1, characterized in that, When the vehicle speed and braking status meet the corresponding set values, the anti-vibration control is triggered. Specifically, if the current vehicle speed exceeds the set value and the gear is not in reverse (R), and the brake pedal opening exceeds the set value or a brake switch signal is triggered, the anti-vibration control will start.

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

4. The drive shaft anti-vibration control method under braking conditions as described in claim 1, characterized in that, During braking, once the regenerative braking state is deactivated, it will not be restored until the next braking event, when a new regenerative braking request will be made based on the braking intent.

5. The drive shaft anti-vibration control method under braking conditions as described in claim 1, characterized in that, The phased withdrawal process involves gradually reducing the electric braking torque in stages until the electric braking torque is completely withdrawn and mechanical braking intervenes.

6. A drive shaft anti-vibration control system under braking conditions, used to implement the drive shaft anti-vibration control method under braking conditions as described in any one of claims 1-5, characterized in that, include: The vehicle controller is configured to: acquire the current vehicle speed and braking status, and trigger anti-shake control when the vehicle speed and braking status meet the corresponding set values; The vehicle controller is also configured to issue a "exit regenerative braking state" command 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. The vehicle controller is also configured to: obtain the slip ratio and wheel deceleration changes of the drive wheels through the electronic brake controller; when the slip ratio or wheel deceleration of any drive wheel exceeds the corresponding set value, control the brake energy recovery torque to exit in stages. The vehicle controller is also configured to: obtain the wheel speed of the drive wheels through the electronic brake controller and convert it into vibration frequency; when the vibration frequency of any drive wheel is within the set range, reduce the braking torque of the corresponding drive wheel according to the current vehicle status to complete the anti-vibration control.

7. A computer program product, characterized in that, Includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to perform the steps in the drive shaft anti-vibration control method under braking conditions as described in any one of claims 1-5.

8. An electronic device, characterized in that, It includes at least one processor and a memory connected to the processor, the memory being used to store computer programs; the processor is used to execute the computer programs, enabling the electronic device to implement the steps in the drive shaft anti-vibration control method under braking conditions as described in any one of claims 1-5.

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