Anti-shake control method and system and motor vehicle

Abstract

The invention belongs to the technical field of vehicle control, and particularly relates to an anti-shake control method and system and a motor vehicle, and the method comprises the steps: obtaining an actual rotating speed signal N1 of a driving motor, and obtaining an ideal rotating speed signal N2 through low-pass filtering; a signal N3 is obtained by calculating the difference value between N2 and N1, and high-frequency fluctuation and random interference components of the signal N3 are further filtered out to obtain an acceleration signal N4; performing low-pass filtering processing again to obtain an ideal acceleration signal N5, and calculating a difference value between N5 and N4 to obtain an acceleration change rate signal N6; when the absolute value of the signal N6 exceeds a preset range, calculating a compensation torque Trqcom based on the product of the acceleration signal N4 and the proportionality coefficient Kp, and negating the compensation torque Trqcom; and summing the compensated torque after negation and a required torque Trqreq obtained by a vehicle controller to obtain a final output torque Trqout, and controlling a driving motor to realize anti-shake according to the final output torque Trqout. The problem of shaking of the whole vehicle is solved, and the problem of abnormal intervention of anti-shaking torque in a traditional method is completely eradicated.

Description

Technical Field

[0001] This invention belongs to the field of vehicle control technology, specifically to anti-shake control methods, systems, and motor vehicles. Background Technology

[0002] The statements in this section only refer to the background technology related to this invention and do not necessarily constitute prior art.

[0003] With the rapid development of the new energy commercial vehicle industry, electric motor drive systems have been widely used due to their high efficiency and fast response characteristics. However, rapid and significant changes in motor torque (such as during vehicle start-up, gear shifting acceleration, and switching between drive and braking conditions) frequently cause tooth surface switching in the transmission gears. Due to the presence of gear backlash, this tooth surface switching leads to severe speed fluctuations in the motor output shaft. These fluctuations are transmitted to the entire vehicle through the transmission system, causing uncomfortable longitudinal vibrations that seriously affect the vehicle's smoothness and driving experience.

[0004] Regarding the vibration issue, the transmission system of commercial vehicles (from the motor to the wheels) carries a relatively larger mass (up to tens of tons when fully loaded). According to Newton's second law (F=ma), under the same change in acceleration, the greater the mass, the greater the impact force generated. When gears switch back, the huge inertial force will cause a stronger impact and a larger fluctuation in rotational speed, resulting in vibrations that are far more severe than in passenger cars.

[0005] Meanwhile, commercial vehicle drive motors have very high rated and peak torques to provide sufficient traction. Furthermore, the motors have extremely fast response times; torque build-up and de-torque are almost instantaneous. This relatively more intense torque characteristic makes the impact during gear shifting particularly severe.

[0006] Vibration means that energy is not smoothly transferred to the wheels, but is instead consumed by the impact and vibration of mechanical components. This reduces transmission efficiency, increases the maintenance costs of parts, and may even damage transported goods (such as certain precision instruments or fragile items). To suppress this type of vibration, existing technologies generally employ anti-vibration strategies based on active damping control. The core principle is to actively calculate and apply a compensating torque to counteract vibration by detecting fluctuations in motor speed. This type of technology mainly obtains the compensating torque through proportional-derivative adjustment of the speed difference. The speed difference only reflects the "result" of speed fluctuations and is a lagging indicator. To balance the anti-vibration effect with the risk of false triggering, the speed difference threshold for intervention must be precisely set. If the threshold is set too broadly, the system response will be sluggish, resulting in poor anti-vibration performance; if the threshold is set too narrowly, it is very easy to cause abnormal intervention of the anti-vibration function. Furthermore, the vibration situation varies greatly between different vehicle models and under different operating conditions. Normal and rapid acceleration can also produce a continuous and large speed difference due to filter lag. This speed difference may numerically overlap with the actual vibration speed difference, making it difficult to determine the speed difference threshold. Summary of the Invention

[0007] This invention provides a method, system, and vehicle for stabilization control, which solves the longitudinal vibration of the entire vehicle caused by the gear backlash in the transmission system during torque switching in new energy commercial vehicles, improves ride comfort, and eliminates the problem of abnormal intervention of stabilization torque in traditional methods.

[0008] To achieve the above objectives, the present invention adopts the following technical solution: The first aspect of this invention discloses a stabilization control method, comprising the following steps: The actual speed signal N1 of the drive motor is obtained, and after the first low-pass filter, the ideal speed signal N2 is obtained. By calculating the difference between N2 and N1, signal N3 is obtained. Then, signal N3 is subjected to a second low-pass filter to remove its high-frequency fluctuations and random interference components, resulting in acceleration signal N4. The acceleration signal N4 is low-pass filtered a third time to obtain the ideal acceleration signal N5. The difference between N5 and N4 is calculated to obtain the acceleration rate of change signal N6. When the absolute value of signal N6 exceeds the preset range, the compensation torque Trqcom is calculated based on the product of acceleration signal N4 and proportional coefficient Kp, and Trqcom is inverted. The inverted compensation torque is summed with the required torque Trqreq obtained by the vehicle controller to obtain the final output torque Trqout, and the drive motor is controlled according to the final output torque Trqout to achieve anti-shake.

[0009] Furthermore, by calculating the difference between N2 and N1, signal N3 is obtained, which is equivalent to performing high-pass filtering on signal N1. Signal N3 characterizes the acceleration of the drive motor.

[0010] Furthermore, by calculating the difference between N5 and N4, the acceleration change rate signal N6 is obtained, which is equivalent to performing high-pass filtering on signal N4. Signal N6 characterizes the acceleration change rate of the drive motor.

[0011] Furthermore, the compensation torque Trqcom is calculated as follows: Trqcom = Kp × N4, where Kp is the proportional coefficient.

[0012] Furthermore, when the absolute value of signal N6 does not exceed the set range, the compensation torque Trqcom is zero.

[0013] Furthermore, the final output torque Trqout is obtained as follows: Trqout = (-1) * Trqcom + Trqreq, where (-1) * Trqcom is the inverted compensation torque and Trqreq is the required torque obtained from the vehicle controller.

[0014] Furthermore, the cutoff frequencies of the first, second, and third low-pass filters are independently set based on the inherent vibration frequency of the transmission system and the target anti-shake frequency band.

[0015] A second aspect of the present invention discloses an image stabilization control system, comprising: The speed signal acquisition module is configured to acquire the actual speed signal N1 of the drive motor. The signal processing module is configured to: obtain the ideal speed signal N2 by first low-pass filtering the actual speed signal N1; The signal processing module is also configured to: obtain signal N3 by calculating the difference between N2 and N1, and perform a second low-pass filter on signal N3 to filter out its high-frequency fluctuations and random interference components to obtain acceleration signal N4; The signal processing module is also configured to: perform a third low-pass filtering on the acceleration signal N4 to obtain the ideal acceleration signal N5, and obtain the acceleration rate of change signal N6 by calculating the difference between N5 and N4; The signal processing module is also configured to: when the absolute value of signal N6 exceeds the preset range, calculate the compensation torque Trqcom based on the product of acceleration signal N4 and proportional coefficient Kp, and invert Trqcom; The signal processing module is also configured to: sum the inverted compensation torque with the required torque Trqreq obtained by the vehicle controller to obtain the final output torque Trqout, and control the drive motor to achieve anti-shake based on the final output torque Trqout.

[0016] A third aspect of the present invention discloses a computer program product including computer-readable instructions, which, when executed on an electronic device, enable the electronic device to implement the aforementioned anti-shake control method.

[0017] A fourth aspect of the present invention discloses a motor vehicle, including a drive motor and a vehicle controller, wherein the vehicle controller is connected to a memory for storing a computer program, and the vehicle controller is used to execute the computer program to implement the above-mentioned anti-shake control method by controlling the drive motor.

[0018] Compared with existing technologies, one or more of the above technical solutions have the following beneficial effects: 1. Using "acceleration change rate" as the core criterion, it can identify the vibration problem caused by torsional vibration change caused by gear impact from the root. Compared with the traditional "speed difference" criterion, it can identify earlier and more accurately, so that the compensation torque can intervene in advance to achieve "source suppression" of vibration. It can provide ideal anti-vibration effect under various operating conditions (such as starting, shifting, rapid acceleration / deceleration) and improve the smoothness of the vehicle.

[0019] 2. Because the "rate of change of acceleration" is extremely small during normal, smooth vehicle acceleration, but produces a sharp peak at the moment of gear impact, this characteristic enables this solution to intelligently distinguish between normal driving intentions and abnormal mechanical vibrations. This solves the problem of false triggering of anti-vibration torque due to filter lag during normal acceleration in traditional methods, ensuring that the behavior of the control system always aligns with the driver's intentions, avoiding power interruptions or jerking sensations caused by abnormal intervention, and improving the reliability of the control system.

[0020] 3. All anti-shake decisions and calculations can be completed using only the motor speed signal, eliminating the need for additional sensors such as accelerator pedal signals, thus reducing system dependence. The compensation torque calculation employs simple proportional adjustment, abandoning the relatively more complex and difficult-to-tune proportional-derivative controllers used in existing technologies. This greatly simplifies control algorithm development, debugging, and subsequent maintenance. Simultaneously, simplification means lower processor computational load and a shorter development cycle, effectively reducing the overall system cost and calibration difficulty. 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 anti-shake control process provided for 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] The relevant technical terms used in this solution are explained below.

[0026] "Vibration" specifically refers to a low-frequency, high-amplitude torsional vibration in new energy vehicles, caused by rapid changes in the torque or direction of the drive motor, which triggers reciprocating impacts between the drive and reverse drive gear pairs (i.e., "tooth surface switching"). This vibration is transmitted to the frame and body through components such as the drive shaft, ultimately manifesting as an uncomfortable longitudinal periodic oscillation of the entire vehicle that is clearly perceptible to passengers.

[0027] Tooth surface switching: In a transmission system with gear backlash, due to a change in the direction of the driving torque (such as from driving to coasting or braking), the contact surface of the gear pair momentarily disengages from the "driving side tooth surface" and impacts the "reverse driving side tooth surface." This is the direct mechanical root cause of vibration problems.

[0028] Abnormal intervention: This specifically refers to a malfunction or undesirable state of the anti-shake control system. Specifically, when the vehicle is driving normally (such as during smooth acceleration) and there is no vibration caused by gear backlash, the anti-shake function is mistakenly triggered, outputting unnecessary compensating torque and interfering with the normal driving experience.

[0029] Existing anti-shake methods involve: acquiring the current motor speed, filtering it to obtain an ideal speed, and then using proportional-derivative adjustment to obtain the motor compensation torque by interpolating the ideal speed and the actual speed. Next, the initial required torque is calculated based on the accelerator pedal signal and the motor speed. This compensation torque is then added to the required torque to obtain the actual torque, thereby suppressing motor vibration.

[0030] As described in the background section, existing technologies typically obtain a speed difference by comparing the actual motor speed with the filtered ideal speed, and then use this difference to perform proportional-derivative (PD) calculations to generate compensating torque. This "speed difference"-based judgment method has inherent flaws.

[0031] The judgment criteria are inaccurate: the speed difference only reflects the "result" of speed fluctuations, which is a lagging indicator. To balance the anti-shake effect with the risk of false triggering, the speed difference threshold for intervention must be precisely set. If the threshold is set too broadly, the system response will be sluggish and the anti-shake effect will be poor; if the threshold is set too narrowly, it will easily lead to abnormal intervention of the anti-shake function.

[0032] Typical abnormal intervention scenario: During normal, smooth vehicle acceleration, due to the phase lag effect of the low-pass filter, a significant difference will persist between the actual engine speed and the filtered engine speed. In this situation, the control system may incorrectly interpret this normal driving condition as "vibration" and output compensating torque, thus interfering with the driver's torque demand, causing control logic confusion, and affecting the driving experience.

[0033] At the same time, existing technologies are too complex in calculating and executing compensation torque, resulting in unnecessary costs and debugging difficulties.

[0034] The controller design is complex: speed fluctuations are a fast dynamic process with a short duration (typically around 300ms). Existing technologies use proportional-derivative (PD) controllers, where the introduction of the derivative element provides limited improvement for such transient processes but significantly increases the complexity of the control algorithm and the difficulty of parameter tuning.

[0035] Signal-dependent redundancy: Some existing solutions require additional signals, such as accelerator pedal opening, for joint judgment in order to distinguish between the driver's normal torque request and abnormal vibration. This not only increases the system's dependence on sensor signals and reduces reliability, but also makes the control strategy logic more complex, which is not conducive to data analysis and fault diagnosis.

[0036] Therefore, this solution provides a vibration control method, system, and vehicle. Through signal processing, the "acceleration change rate" is extracted from the motor speed as a vibration criterion to achieve accurate and early identification. Then, a simplified proportional control is adopted to generate a reverse compensation torque based on the acceleration signal to actively suppress vibration at the source.

[0037] Combination Figure 1 This application describes the image stabilization control process.

[0038] S1, obtain the actual speed of the motor, and set its signal N1. N1 includes instantaneous fluctuations such as high-frequency noise of the speed, mechanical vibration, and sensor noise.

[0039] S2, the N1 speed signal is filtered using the first low-pass filter to obtain the ideal speed signal N2: high-frequency noise is removed, while low-frequency and steady-state components of the speed are retained.

[0040] S3, based on N2-N1=N3, extracts high-frequency noise and mechanical vibration. This processing is equivalent to the function of a high-pass filter, and above the cutoff frequency it is approximately the function of a differentiator. Therefore, N3 is the acceleration signal.

[0041] S4. The N3 rotation speed signal is filtered using a second low-pass filter to remove high-frequency glitches in the acceleration fluctuation and obtain signal N4.

[0042] S5 uses a third low-pass filter to filter the N4 speed signal to obtain the ideal acceleration N5.

[0043] S6, based on N5-N4=N6, the extracted final signal (acceleration fluctuation) is also equivalent to a high-pass filter, which acts as an approximate differentiator above the cutoff frequency. This step is equivalent to differentiating the acceleration again to obtain the rate of change of acceleration.

[0044] S7 uses the N6 acceleration change rate as the basis for judging motor speed fluctuation. It sets reasonable upper and lower limit thresholds for the change rate. When the threshold is exceeded, it is considered that the motor speed is fluctuating and triggers the anti-shake function.

[0045] S8 and N6, as the rate of change of acceleration, more accurately reflect the fluctuation of rotational speed, while N4, as acceleration, more directly reflects the change of rotational speed. When N6 is not within the range of (-X, X), the compensation torque is obtained by using proportional adjustment (Kp) * N4 = Trqcom, and then by inverting the operation Trqcom * (-1), the compensation torque opposite to the rotational speed fluctuation is obtained. When N6 is within the range of (-X, X), no compensation is performed.

[0046] S9. After obtaining the required torque Trqreq using VCU, calculate the final output torque Trqout = (-1) * Trqcom + Trqreq.

[0047] The relevant technical terms used in this solution are as follows.

[0048] Kp-Proportional Gain: Proportional gain; Trqcom - Compensation Torque: Compensating torque; Trqreq - Requested Torque: Requested torque; Trqout - Output Torque: Output torque.

[0049] Ideal speed signal (N2): A virtual signal obtained by low-pass filtering the original actual speed signal of the motor. It represents the smooth and steady-state speed component after removing high-frequency noise and instantaneous fluctuations, and is used as a reference for calculating speed differences and identifying fluctuations.

[0050] Acceleration signal (N3 / N4): In this scheme, it does not come from a direct accelerometer, but is obtained by subtracting the "ideal speed signal (N2)" from the "original speed signal (N1)" and then filtering it. This signal is defined as the differential of the speed, i.e., acceleration, and is mainly used to extract the high-frequency fluctuation components in the speed.

[0051] The rate of change of acceleration (N6) is obtained by performing low-pass filtering and subtraction (i.e., high-pass filtering) on ​​the aforementioned "acceleration signal (N4)". Physically, it approximates the derivative of acceleration, i.e., "jerk," and is used as a criterion for determining whether jitter has occurred.

[0052] Compensating torque (Trqcom): An additional torque actively calculated by the anti-shake control logic. Its purpose is to counteract the speed fluctuations caused by tooth surface switching. Its direction is opposite to the vibration trend, and its magnitude is proportional to the extracted "acceleration signal (N4)".

[0053] Final output torque (Trqout): refers to the final torque of the motor after correction by the anti-shake logic. Its calculation formula is Trqout = Trqreq + (-1 * Trqcom), which is the result of the combined torque required by the vehicle controller and the reverse anti-shake compensation torque.

[0054] The three low-pass filters each play a different role, and their filtering parameters (mainly the cutoff frequency) are independently designed and calibrated according to the vehicle's physical characteristics and control objectives.

[0055] The first low-pass filter is used to establish an ideal speed reference line. Under normal circumstances, its cutoff frequency may be one of the lowest values ​​of the three filters.

[0056] The upper limit needs to be lower than the inherent torsional vibration frequency of the transmission system to ensure that speed fluctuations caused by gear impacts can be effectively filtered out, so that these fluctuations can be completely extracted into the acceleration signal N3 in the subsequent (N2 - N1) calculation. If the cutoff frequency is higher than the torsional vibration frequency, jitter components will remain in N2, resulting in inaccurate extracted acceleration signal N3.

[0057] The lower limit needs to be higher than the dynamic frequency of the vehicle's longitudinal movement. That is, it must be able to keep up with the driver's normal acceleration and deceleration commands, and should not introduce excessive delay due to overly strong filtering, causing the reference signal N2 to deviate too much from the actual speed N1.

[0058] The second low-pass filter is used to purify the primary acceleration signal. Under normal circumstances, its cutoff frequency is the highest value among the three filters.

[0059] The lower limit requirement is higher than the gear impact (vibration) frequency that needs to be monitored, to ensure that all real acceleration signals generated by mechanical impact can pass through without loss and are not filtered out.

[0060] The upper limit requirement is much lower than the frequency of high-frequency noise, such as sensor quantization noise, power electronic switching frequency and its harmonics (usually in the kHz level), to ensure that "glitch" in the signal is effectively filtered out.

[0061] The third low-pass filter is used to establish an ideal acceleration baseline to extract the rate of acceleration change. Its cutoff frequency defines what constitutes "normal acceleration change" (absorbed by N5). Therefore, under normal circumstances, its cutoff frequency may be one of the lowest values ​​among the three filters, or even lower than the cutoff frequency of the first low-pass filter.

[0062] The anti-shake control strategy proposed in this solution can work effectively under various driving conditions (such as starting, accelerating, braking, shifting, etc.), and can accurately distinguish between normal driving and abnormal shaking, avoiding "abnormal intervention".

[0063] Traditional solutions involve acquiring the current motor speed, filtering it to obtain the ideal speed, and then using proportional-derivative adjustments to the interpolation between the ideal and actual speeds to obtain the motor compensation torque. Finally, based on the accelerator pedal signal and motor speed, the initial required torque is calculated, and the compensation torque is added to the required torque to obtain the actual torque, thereby suppressing motor vibration.

[0064] Traditional solutions compensate after detecting speed fluctuations (the result), which is a form of "post-event remediation." This solution delves into the physical essence of jitter. Jitter originates from sudden torque changes, which in turn lead to sudden acceleration changes, manifested as a sharp increase in the rate of change of acceleration. Therefore, this solution chooses to make judgments at the level of the rate of change of acceleration (N6). This is equivalent to detecting vibrations before they fully occur (before significant speed fluctuations), achieving "source interception."

[0065] This scheme uses two filtering and differential processes (N1→N2→N3→N4→N5→N6) to extract the signal that best represents the "impact".

[0066] First step (N1 to N3): High-frequency acceleration was extracted, and steady-state rotational speed was removed.

[0067] The second step (N4 to N6): strips away the "glitch" in acceleration and removes the smoothly changing acceleration.

[0068] "Glitches" refer to the high-amplitude, extremely short-duration random spikes or violent oscillations contained in the acceleration signal N3 obtained after the first differential step. On the signal waveform, they appear as thin, sharp "thorns" suddenly appearing on a smooth curve (or the desired gradually changing curve). Removing high-frequency glitches means filtering out their high-frequency fluctuations and random interference components.

[0069] The N6 obtained using the above method has a very small value during normal acceleration (large but gradual acceleration); it only produces a peak value at the moment of gear impact (a sudden change in acceleration). This fundamentally solves the problem of misinterpreting "normal acceleration" as "vibration".

[0070] The purpose of compensation is to counteract the impact force (related to acceleration). The compensation torque is directly proportional to the acceleration signal (N4) that best represents this impact force. This is a direct force-to-force counteraction, so complex PD control is unnecessary; simple proportional (P) control is effective and fast enough. It can rely solely on motor speed and VCU torque demand, without depending on external variables such as the accelerator pedal signal, reducing system dependence and calibration complexity.

[0071] In summary, this solution uses the rate of change of acceleration as the basis for judging motor speed fluctuations. Compared with the traditional speed difference judgment, it can ensure that the compensation torque does not intervene abnormally across the entire speed range. Moreover, the change in acceleration precedes the change in speed, thus allowing for earlier identification of speed fluctuations and optimizing the anti-shake effect. Furthermore, the control is simple, requiring only the original motor speed and the torque demanded by the VCU. The calculation method for the compensation torque is also simplified to proportional adjustment, facilitating torque calculation and data analysis.

[0072] Accordingly, the image stabilization control system includes: The speed signal acquisition module is configured to acquire the actual speed signal N1 of the drive motor. The signal processing module is configured to: obtain the ideal speed signal N2 by first low-pass filtering the actual speed signal N1; The signal processing module is also configured to: obtain signal N3 by calculating the difference between N2 and N1, and perform a second low-pass filter on signal N3 to filter out its high-frequency fluctuations and random interference components to obtain acceleration signal N4; The signal processing module is also configured to: perform a third low-pass filtering on the acceleration signal N4 to obtain the ideal acceleration signal N5, and obtain the acceleration rate of change signal N6 by calculating the difference between N5 and N4; The signal processing module is also configured to: when the absolute value of signal N6 exceeds the preset range, calculate the compensation torque Trqcom based on the product of acceleration signal N4 and proportional coefficient Kp, and invert Trqcom; The signal processing module is also configured to: sum the inverted compensation torque with the required torque Trqreq obtained by the vehicle controller to obtain the final output torque Trqout, and control the drive motor to achieve anti-shake based on the final output torque Trqout.

[0073] As a further implementation, signal N3 is obtained by calculating the difference between N2 and N1, which is equivalent to performing high-pass filtering on signal N1. Signal N3 represents the acceleration of the drive motor.

[0074] As a further implementation, the acceleration change rate signal N6 is obtained by calculating the difference between N5 and N4, which is equivalent to performing high-pass filtering on signal N4. Signal N6 characterizes the acceleration change rate of the drive motor.

[0075] As a further implementation method, the compensation torque Trqcom is calculated as follows: Trqcom = Kp × N4, where Kp is the proportional coefficient.

[0076] As a further implementation, the compensation torque Trqcom is zero when the absolute value of signal N6 does not exceed the set range.

[0077] As a further implementation, the final output torque Trqout is obtained as follows: Trqout = (-1) * Trqcom + Trqreq, where (-1) * Trqcom is the inverted compensation torque and Trqreq is the required torque obtained from the vehicle controller.

[0078] As a further implementation method, the cutoff frequencies of the first low-pass filter, the second low-pass filter, and the third low-pass filter are independently set according to the inherent vibration frequency of the transmission system and the target anti-shake frequency band.

[0079] Correspondingly, a computer program product includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the aforementioned anti-shake control method.

[0080] Correspondingly, a motor vehicle includes a drive motor and a vehicle controller. The vehicle controller is connected to a memory for storing computer programs. The vehicle controller executes the computer programs to control the drive motor and implement the steps in the above-mentioned anti-shake control method.

[0081] 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 stabilizing image control, characterized in that, Includes the following steps: The actual speed signal N1 of the drive motor is obtained, and after the first low-pass filter, the ideal speed signal N2 is obtained. By calculating the difference between N2 and N1, signal N3 is obtained. Then, signal N3 is subjected to a second low-pass filter to remove its high-frequency fluctuations and random interference components, resulting in acceleration signal N4. The acceleration signal N4 is low-pass filtered a third time to obtain the ideal acceleration signal N5. The acceleration rate of change signal N6 is obtained by calculating the difference between N5 and N4. When the absolute value of signal N6 exceeds the preset range, the compensation torque Trqcom is calculated based on the product of acceleration signal N4 and proportional coefficient Kp, and Trqcom is inverted. The inverted compensation torque is summed with the required torque Trqreq obtained by the vehicle controller to obtain the final output torque Trqout, and the drive motor is controlled according to the final output torque Trqout to achieve anti-shake.

2. The image stabilization control method as described in claim 1, characterized in that, If the map distribution conditions are met, signal N3 is obtained by calculating the difference between N2 and N1. This is equivalent to performing high-pass filtering on signal N1. Signal N3 represents the acceleration of the drive motor.

3. The image stabilization control method as described in claim 1, characterized in that, If the map distribution conditions are met, the acceleration change rate signal N6 is obtained by calculating the difference between N5 and N4. This is equivalent to performing high-pass filtering on signal N4. Signal N6 characterizes the acceleration change rate of the drive motor.

4. The image stabilization control method as described in claim 1, characterized in that, If the map distribution conditions are met, the compensation torque Trqcom is calculated as follows: Trqcom = Kp × N4, where Kp is the proportional coefficient.

5. The image stabilization control method as described in claim 1, characterized in that, When the map distribution conditions are met, the compensation torque Trqcom is zero if the absolute value of signal N6 does not exceed the set range.

6. The image stabilization control method as described in claim 1, characterized in that, The final output torque Trqout is obtained after the map distribution conditions are met. Specifically, Trqout = (-1) * Trqcom + Trqreq, where (-1) * Trqcom is the inverted compensation torque and Trqreq is the required torque obtained from the vehicle controller.

7. The image stabilization control method as described in claim 1, characterized in that, To meet the map distribution conditions, the cutoff frequencies of the first, second, and third low-pass filters are independently set based on the inherent vibration frequency of the transmission system and the target anti-shake frequency band.

8. An image stabilization control system, characterized in that, include: The speed signal acquisition module is configured to acquire the actual speed signal N1 of the drive motor. The signal processing module is configured to: obtain the ideal speed signal N2 by first low-pass filtering the actual speed signal N1; The signal processing module is also configured to: obtain signal N3 by calculating the difference between N2 and N1, and perform a second low-pass filter on signal N3 to filter out its high-frequency fluctuations and random interference components to obtain acceleration signal N4; The signal processing module is also configured to: perform a third low-pass filtering on the acceleration signal N4 to obtain the ideal acceleration signal N5, and obtain the acceleration rate of change signal N6 by calculating the difference between N5 and N4; The signal processing module is also configured to: when the absolute value of signal N6 exceeds the preset range, calculate the compensation torque Trqcom based on the product of acceleration signal N4 and proportional coefficient Kp, and invert Trqcom; The signal processing module is also configured to: sum the inverted compensation torque with the required torque Trqreq obtained by the vehicle controller to obtain the final output torque Trqout, and control the drive motor to achieve anti-shake based on the final output torque Trqout.

9. 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 of the anti-shake control method as described in any one of claims 1-7.

10. A motor vehicle, characterized in that, It includes a drive motor and a vehicle controller. The vehicle controller is connected to a memory for storing computer programs. The vehicle controller executes the computer programs and implements the steps of the anti-shake control method as described in any one of claims 1-7 by controlling the drive motor.

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