Electrically driven vibration isolation control method, module, vehicle, and computer storage medium

Abstract

This application discloses an electric drive vibration isolation control method, module, vehicle, and computer storage medium. The method takes into account vibration problems in various scenarios. For scenarios where operating conditions are switched, the method controls the torque output from the motor based on the target torque, adjusting the target torque by a predetermined gradient. This improves the stability of the change in torque output from the motor, thereby improving vibration problems in that scenario. For torque zero-crossing scenarios, the method improves vibration problems in that scenario by setting a second vibration isolation torque and a third vibration isolation torque corresponding to the upward zero-crossing state and the downward zero-crossing state, respectively. Furthermore, the method also takes into account wheel speed difference vibration isolation torque, thereby compensating for vibrations caused by wheel speed differences. This application provides corresponding methods for controlling the torque output from the motor for vibration problems under multiple operating conditions, thereby improving the accuracy of the method and further enhancing the vibration isolation effect.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and particularly to an electric drive vibration control method, module, vehicle, and computer storage medium.

Background Art

[0002] An electric drive system is a system that drives a vehicle to run.

[0003] For the electric drive system in a new energy vehicle, in addition to driving the vehicle to run, energy recovery can also be performed as a generator. In this case, the torque of the electric drive system has positive and negative situations. Therefore, when the torque of the electric drive system is converted between the two situations, a torque zero-crossing phenomenon can occur, which is likely to cause vibration of the vehicle. The current electric drive vibration control method realizes vibration prevention by controlling the torque change during the torque zero-crossing of the electric drive system.

[0004] ​​​​​​​​​​​​In a first embodiment, an electric drive vibration isolation control method is provided, the method being used in a motor controller of an electric drive system of a vehicle, the electric drive system further including a motor, the method comprising the steps of: determining a first vibration isolation torque based on the maximum value of a torque and a meshing torque corresponding to the operating conditions of the vehicle, wherein the operating conditions of the vehicle include drive operating conditions, recovery operating conditions and braking operating conditions, and the meshing torque is a torque preset to limit the clearance of the gears of the motor; adjusting the target torque of the motor based on the target torque of the motor and on a predetermined gradient, in response to the target torque of the motor not being equal to the first vibration isolation torque, until the target torque of the motor becomes equal to the first vibration isolation torque; and adjusting the target torque of the motor based on a predetermined gradient until the target torque of the motor becomes equal to the first vibration isolation torque; and adjusting the target torque of the motor based on the actual torque of the motor in response to the target torque of the motor being equal to the first vibration isolation torque. The motor is in an upward zero-cross state or a downward zero-cross state. In response to the motor being in the upward zero-cross state, a second vibration isolation torque is determined based on the minimum value of the first vibration isolation torque, the upward zero-cross torque, and the wheel speed difference vibration isolation torque, and the torque output from the motor is controlled based on the second vibration isolation torque, wherein the upward zero-cross torque is the dynamic torque of the motor in the upward zero-cross state, and the wheel speed difference vibration isolation torque is a torque preset to compensate for vibration due to the wheel speed difference. The motor is in a downward zero-cross state.The process includes the step of controlling the torque output from the motor based on the target torque of the motor.

[0007] The step of selectively determining a first vibration isolation torque based on the maximum value of the torque and meshing torque corresponding to the operating conditions of the vehicle includes: a step of obtaining a normal target torque in response to the vehicle being in the drive operating conditions or the recovery operating conditions, wherein the normal target torque is the torque corresponding to the drive operating conditions or the recovery operating conditions of the motor; a step of determining a braking target torque based on the vehicle speed in response to the vehicle being in the braking operating conditions, wherein the braking target torque is the torque corresponding to the braking operating conditions of the motor; a step of determining the meshing torque based on the vehicle speed and the direction of travel of the vehicle; and a step of determining the maximum value of the normal target torque, the braking target torque and the meshing torque as the first vibration isolation torque.

[0008] Selectively, the predetermined gradient includes a predetermined upward gradient and a predetermined downward gradient, and the step of controlling the torque output from the motor based on the target torque of the motor and adjusting the target torque of the motor based on the predetermined gradient in response to the target torque of the motor not being equal to the first vibration isolation torque until the target torque of the motor becomes equal to the first vibration isolation torque includes the step of controlling the torque output from the motor based on the target torque of the motor and increasing the target torque of the motor based on the predetermined upward gradient in response to the first vibration isolation torque being greater than the target torque, until the target torque of the motor becomes equal to the first vibration isolation torque, and the step of controlling the torque output from the motor based on the target torque of the motor and decreasing the target torque of the motor based on the predetermined downward gradient in response to the first vibration isolation torque being less than the target torque.

[0009] Selectively, the step of controlling the torque output from the motor based on the target torque of the motor and increasing the target torque of the motor based on the predetermined upward slope, in response to the first vibration isolation torque being greater than the target torque, until the target torque of the motor becomes equal to the first vibration isolation torque, includes the steps of controlling the torque output from the motor based on the normal target torque; increasing the target torque according to the predetermined upward slope to obtain the target torque after the first increase, in response to the first vibration isolation torque being greater than the target torque, and controlling the torque output from the motor based on the target torque after the first increase; and increasing the target torque after the (n-1)th increase according to the predetermined upward slope to obtain the target torque after the nth increase (n>2), until the target torque after the nth increase becomes equal to the first vibration isolation torque.

[0010] Selectively, the vehicle includes a wheel end corresponding to the motor, the motor is used to drive the corresponding wheel end, and in response to the motor being in the upward zero-crossing state, a second anti-vibration torque is determined based on the minimum of the first anti-vibration torque, the upward zero-crossing torque and the wheel speed difference anti-vibration torque, and the torque output from the motor is controlled based on the second anti-vibration torque, the step of calibrating the upward zero-crossing torque gradient based on the actual torque of the motor and the vehicle speed of the vehicle in response to the motor being in the upward zero-crossing state, wherein the upward zero-crossing torque gradient is positively correlated with the vehicle speed. The steps include: correcting; calculating the product of the upward zero-cross torque gradient and the step size time, and determining the sum of the actual torque of the motor and the above product as the upward zero-cross torque; determining the wheel speed difference vibration isolation torque based on the speed difference of the wheel ends corresponding to the motor, wherein the wheel speed difference vibration isolation torque has a negative correlation with the speed difference of the wheel ends corresponding to the motor; determining the minimum value among the first vibration isolation torque, the upward zero-cross torque, and the wheel speed difference vibration isolation torque as the second vibration isolation torque; and controlling the torque output from the motor based on the second vibration isolation torque.

[0011] Selectively, the step of determining a third vibration isolation torque based on the maximum value of the motor's target torque and the downward zero-crossing torque in response to the motor being in the downward zero-crossing state, and controlling the torque output from the motor based on the third vibration isolation torque, includes the steps of: calibrating the downward zero-crossing torque gradient based on the actual torque of the motor and the vehicle speed in response to the motor being in the downward zero-crossing state, wherein the downward zero-crossing torque gradient is positively correlated with the vehicle speed; calculating the product of the downward zero-crossing torque gradient and the step size time, and determining the difference between the actual torque of the motor and the product as the downward zero-crossing target torque; determining the maximum value of the second vibration isolation torque and the downward zero-crossing target torque as the third vibration isolation torque; and controlling the torque output from the motor based on the third vibration isolation torque.

[0012] Selectively, the step of controlling the torque output from the motor based on the target torque of the motor is a step of determining a rotational speed fluctuation noise suppression torque based on the fluctuating rotational speed difference of the motor and the direction of change of the rotational speed of the motor, wherein the fluctuating rotational speed difference of the motor is the difference between the actual rotational speed of the motor and the desired rotational speed, the rotational speed fluctuation noise suppression torque is used to suppress high-frequency vibrations of the rotational speed of the motor, the rotational speed fluctuation noise suppression torque is a positive value when the rotational speed of the motor is higher than a predetermined threshold, and the rotational speed fluctuation noise suppression torque is a negative value when the rotational speed of the motor is lower than the predetermined threshold, and the difference between the target torque of the motor and the rotational speed fluctuation noise suppression torque is a fourth step The method includes the steps of determining a vibration isolation torque and controlling the torque output from the motor based on the fourth vibration isolation torque, wherein the step of controlling the torque output from the motor based on the second vibration isolation torque includes the steps of determining the difference between the second vibration isolation torque and the rotational speed fluctuation noise removal torque as the fourth vibration isolation torque and controlling the torque output from the motor based on the fourth vibration isolation torque, wherein the step of controlling the torque output from the motor based on the third vibration isolation torque includes the steps of determining the difference between the third vibration isolation torque and the rotational speed fluctuation noise removal torque as the fourth vibration isolation torque and controlling the torque output from the motor based on the fourth vibration isolation torque.

[0013] Selectively, the step of controlling the torque output from the motor based on the fourth vibration isolation torque includes the step of performing low-pass filtering on the fourth vibration isolation torque and controlling the motor to output the fourth vibration isolation torque after the low-pass filtering.

[0014] In a second embodiment, an electric drive vibration isolation control module is provided, the electric drive vibration isolation control module includes a first determination submodule used to determine a first vibration isolation torque based on the maximum value of the torque and meshing torque corresponding to the operating conditions of the vehicle, wherein the operating conditions of the vehicle include drive operating conditions, recovery operating conditions and braking operating conditions, and the meshing torque is a torque preset to limit the clearance of the motor's gears; and a first control output submodule used to control a target torque output from the motor based on the target torque of the motor and adjust the target torque of the motor based on a predetermined gradient, in response to the target torque of the motor not being equal to the first vibration isolation torque, until the target torque of the motor becomes equal to the first vibration isolation torque, wherein the target torque of the motor is a torque corresponding to the drive operating conditions or recovery operating conditions of the motor; and in response to the target torque of the motor being equal to the first vibration isolation torque, the first control output submodule controls the target torque output from the motor based on the actual torque of the motor. A second determination submodule used to determine whether the motor is in an upward zero-cross state or a downward zero-cross state; a second control output submodule used to control the torque output from the motor based on the second vibration isolation torque, which in response to the motor being in the upward zero-cross state determines a second vibration isolation torque based on the minimum value of the first vibration isolation torque, the upward zero-cross torque, and the wheel speed difference vibration isolation torque, wherein the upward zero-cross torque is the dynamic torque of the motor in the upward zero-cross state, and the wheel speed difference vibration isolation torque is a torque preset to compensate for vibration due to the wheel speed difference; and a third control output submodule used to control the torque output from the motor based on the third vibration isolation torque, which in response to the motor being in the downward zero-cross state determines a third vibration isolation torque based on the maximum value of the target torque and the downward zero-cross torque of the motor, wherein the downward zero-cross torque is the dynamic torque of the motor in the downward zero-cross state.It includes a third control output submodule and a fourth control output submodule used to control the torque output from the motor based on the target torque of the motor in response to the motor not being in the upward zero-crossing state or the downward zero-crossing state.

[0015] In a third embodiment, a vehicle is provided, the vehicle including the electric drive vibration isolation control module described above, the vehicle further including a torque control chain, the torque control chain including an electric drive torque management unit, and the electric drive vibration isolation control module being fitted into the electric drive torque management unit.

[0016] In a fourth aspect, a computer storage medium is provided, the computer storage medium storing at least one instruction, at least one program, a code set or instruction set, and the at least one instruction, at least one program, the code set or instruction set is loaded and executed by a motor controller to realize any of the above-described electric drive vibration isolation control methods.

[0017] The beneficial effects of the technical proposal provided by the embodiments of this application include at least the following:

[0018] An electrically driven vibration isolation control method is provided, which takes into account vibration problems in various scenarios. For scenarios where operating conditions are switched, the method controls the torque output from the motor based on the target torque, adjusting the target torque by a predetermined gradient. In this way, the stability of the change in torque output from the motor can be improved, thereby improving vibration problems in that scenario. For torque zero-crossing scenarios, the method improves vibration problems in that scenario by setting a second vibration isolation torque and a third vibration isolation torque corresponding to the upward zero-crossing state and the downward zero-crossing state, respectively. Furthermore, the method also takes into account wheel speed difference vibration isolation torque, thereby compensating for vibrations caused by wheel speed differences. This application provides corresponding methods for controlling the torque output from the motor for vibration problems under multiple operating conditions, thereby improving the accuracy of the method and further enhancing the vibration isolation effect. [Brief explanation of the drawing]

[0019] To further clarify the technical concept in the embodiments of the present application, the necessary drawings used in the embodiments are briefly introduced below. Clearly, the drawings in the following description represent only a few embodiments of the present application, and those skilled in the art can obtain further drawings based on these without any creative effort. [Figure 1] This is a flowchart of the electrically driven vibration isolation control method provided by the embodiment of the present invention. [Figure 2] This is a flowchart of another electrically driven vibration isolation control method provided by an embodiment of the present invention. [Figure 3] This is a flowchart of another electrically driven vibration isolation control method provided by an embodiment of the present invention. [Figure 4] This is a flowchart of another electrically driven vibration isolation control method provided by an embodiment of the present invention. [Figure 5] This is a flowchart of another electrically driven vibration isolation control method provided by an embodiment of the present invention. [Figure 6]It is a schematic diagram of the algorithm structure of the electric drive anti-vibration control method provided by an embodiment of the present application. [Figure 7] It is a diagram showing the change curve of torque and time provided by an embodiment of the present application. [Figure 8] It is a diagram showing the change curve of rotational speed and time provided by an embodiment of the present application. [Figure 9] It is another diagram showing the change curve of torque and time provided by an embodiment of the present application. [Figure 10] It is a schematic diagram of the electric drive anti-vibration control module provided by an embodiment of the present application. [Figure 11] It is a schematic diagram of the torque control chain provided by an embodiment of the present application. Through the above drawings, clear embodiments of the present application have already been shown, and the following will provide a more detailed description. The explanations of these drawings and texts are not intended to limit the scope of the concept of the present application in any way, but are for explaining the concept of the present application to those skilled in the art by referring to specific embodiments.

Embodiments for Carrying out the Invention

[0020] To make the objectives, technical solutions and advantages of the present application clearer, the following will further describe the embodiments of the present application in more detail in combination with the drawings.

[0021] An embodiment of the present application provides an electric drive anti-vibration control method. Referring to FIG. 1, FIG. 1 is a flowchart of the electric drive anti-vibration control method provided by an embodiment of the present application. This method is used in the motor controller of the electric drive system of a vehicle. The electric drive system further includes a motor. This method includes the following.

[0022] Step 100: Determine a first anti-vibration torque based on the maximum value of the torque corresponding to the operating conditions of the vehicle and the meshing torque.

[0023] The operating conditions of the vehicle include driving operating conditions, recovery operating conditions and braking operating conditions. The meshing torque is a preset torque for restricting the clearance of the gears of the motor.

[0024] Step 200, in response to the fact that the target torque of the motor is not equal to the first vibration isolation torque, controls the torque output from the motor based on the target torque of the motor and adjusts the target torque of the motor based on a predetermined gradient until the target torque of the motor becomes equal to the first vibration isolation torque.

[0025] The target torque of the motor is the torque corresponding to the motor's driving operation conditions or recovery operation conditions.

[0026] Step 300: In response to the motor's target torque being equal to the first vibration isolation torque, determine whether the motor is in an upward zero-crossing state or a downward zero-crossing state based on the motor's actual torque.

[0027] Step 400: In response to the motor being in an upward zero-crossing state, a second vibration isolation torque is determined based on the minimum value of the first vibration isolation torque, the upward zero-crossing torque, and the wheel speed difference vibration isolation torque, and the torque output from the motor is controlled based on the second vibration isolation torque.

[0028] Upward zero-cross torque is the dynamic torque when the motor is in the upward zero-cross state, and wheel speed difference vibration isolation torque is a preset torque to compensate for vibrations caused by the difference in wheel speed.

[0029] Step 500: In response to the motor being in a downward zero-crossing state, a third vibration isolation torque is determined based on the maximum value of the motor's target torque and the downward zero-crossing torque, and the torque output from the motor is controlled based on the third vibration isolation torque.

[0030] Downward zero-cross torque is the dynamic torque of the motor when it is in the downward zero-cross state.

[0031] Step 600 controls the torque output from the motor based on the motor's target torque, in response to the motor not being in an upward zero-crossing state or a downward zero-crossing state.

[0032] Based on the above, the present invention provides an electric drive vibration isolation control method, which takes into account vibration problems in various scenarios. For scenarios where operating conditions are switched, the method adjusts the target torque by a predetermined gradient when controlling the torque output from the motor based on the target torque, thereby improving the stability of the change in torque output from the motor and thereby improving vibration problems in that scenario. For torque zero-crossing scenarios, the method improves vibration problems in that scenario by setting a second vibration isolation torque and a third vibration isolation torque corresponding to the upward zero-crossing state and the downward zero-crossing state, respectively. Furthermore, the method also takes into account wheel speed difference vibration isolation torque, thereby compensating for vibrations caused by wheel speed differences. The present invention provides corresponding methods for controlling the torque output from the motor for vibration problems under multiple operating conditions, thereby improving the accuracy of the method and further enhancing the vibration isolation effect.

[0033] The following provides a detailed explanation of steps 100 through 600.

[0034] The electric drive system provided by the embodiment of the present invention may include a motor controller, a motor, and a reduction box, wherein the motor is used to convert electrical energy into mechanical energy to drive the vehicle, the motor controller is used to control the motor, and the reduction box is used to reduce the rotational speed of the motor and increase the output torque of the motor. The electric drive vibration isolation control method provided by the embodiment of the present invention is used in the motor controller of the electric drive system, thereby enabling the motor controller to achieve a vibration isolation effect on the entire vehicle by controlling the torque changes of the motor.

[0035] Selectively, step 100 may include several substeps, referring to Figure 2, which is a flowchart of another electrically driven vibration isolation control method provided by an embodiment of the present application, the method including the following:

[0036] Step 101, in response to the vehicle being in a drive operation condition or a recovery operation condition, a target torque is normally obtained.

[0037] A motor controller can typically obtain a target torque, which is the torque corresponding to the motor's drive or recovery operating conditions. A vehicle may include multiple motors; for example, a vehicle may include two motors, with the front and rear output shafts of the vehicle each corresponding to two motors. Generally, the front and rear output shafts have different gear ratios, in which case the torque of the front and rear output shafts have a set ratio. The vehicle may also further include a Vehicle Control Unit (VCU), which can obtain the typical target torques for the motors corresponding to the front and rear output shafts by distributing the wheel-end torque according to the set ratio, and transmit the distributed wheel-end torques to the corresponding motor controllers, which can then obtain the typical target torques.

[0038] Wheel-end torque is the torque corresponding to the wheel ends of the vehicle, and wheel-end torque takes into account the influence of gradient filtering in different modes and shift positions, the activation of related functions of the vehicle's electronic stability program (ESP) (e.g., anti-lock braking system (ABS), traction control system (TCS), vehicle dynamics control system (VDC), etc.), recovery level switching, and vehicle speed on torque changes.

[0039] Step 102: In response to the vehicle being in a braking condition, determine a target braking torque based on the vehicle's speed.

[0040] The motor controller can determine a target braking torque based on the vehicle speed, and this target torque is the torque corresponding to the motor's braking operation conditions. In this embodiment, it is possible to determine whether or not braking conditions are in place based on conditions such as the state change of the Adaptive Cruise Control (ACC) system and the vehicle speed. When the vehicle switches from normal operating conditions (driving operation conditions or recovery operation conditions) to braking operation conditions, vibration damping control can be achieved based on the target braking torque.

[0041] Step 103: Determine the meshing torque based on the vehicle speed and the direction of travel of the vehicle.

[0042] A motor controller can determine the meshing torque based on the vehicle's speed and direction of travel. The meshing torque is a preset torque used to limit the clearance between the motor's gears. In addition to the gear clearance, there may also be clearances in the mechanical connections between the motor and the reduction box, and between the reduction box and the transmission half-shaft. The meshing torque can also limit the clearances in these mechanical connections.

[0043] Based on the direction of travel of the vehicle, it is possible to determine whether or not the vehicle will shift. When the vehicle switches between drive range (Drive range, D range) and reverse range (Reverse range, R range), or when the rotational speed of the motor changes direction, a phenomenon of gears not meshing is likely to occur. The meshing torque causes the gears to receive force and make close contact, thereby eliminating vibrations caused by the gear gaps. The magnitude of the meshing torque can be determined based on the vehicle speed, and exemplary, the meshing torque and vehicle speed may show a negative correlation, thus improving the accuracy of vibration control by the meshing torque. The magnitude of the meshing torque may also be calibrated based on the minimum torque at which the gears receive force and make close contact, and the embodiments of this application are not limited thereto.

[0044] Step 104: The maximum value among the normal target torque, braking target torque, and meshing torque is determined as the first vibration isolation torque.

[0045] When determining the first vibration isolation torque by comparing the magnitudes of the normal target torque, the braking target torque, and the meshing torque, the first vibration isolation torque can improve the vibration isolation effect by comprehensively considering the switching of operating conditions and vibrations due to gear clearance. When the vehicle is in a drive operation condition or a recovery operation condition, the first vibration isolation torque is the normal target torque, and since both the motor's target torque and the normal target torque are torques corresponding to the motor's drive operation condition or recovery operation condition, the first vibration isolation torque is equal to the motor's target torque, and step 30 can be executed. When the vehicle is in a braking operation condition, the first vibration isolation torque is the braking target torque, and in this case, the first vibration isolation torque is not equal to the motor's target torque, and step 20 can be executed. When the vehicle shifts or the motor's rotational speed changes direction, the first vibration isolation torque is the meshing torque, and in this case, the first vibration isolation torque is not equal to the motor's target torque, and step 20 can be executed.

[0046] Since the first vibration isolation torque takes into account the vehicle's operating conditions and the meshing torque, vibration isolation can be effectively achieved in application scenarios where operating conditions are switched by controlling the motor's torque change based on the first vibration isolation torque. If the first vibration isolation torque is not equal to the motor's target torque, the target torque needs to change to either the braking target torque or the meshing torque. By adjusting the motor's target torque based on a predetermined gradient, a gradient change in torque can be achieved, further improving the smoothness of the torque change.

[0047] Selectively, the predetermined gradient includes a predetermined upward gradient and a predetermined downward gradient, and step 200 may include the following substeps.

[0048] Step 201, in response to the first vibration isolation torque being greater than the target torque, controls the torque output from the motor based on the target torque of the motor and increases the target torque of the motor based on a predetermined upward slope until the target torque of the motor becomes equal to the first vibration isolation torque.

[0049] Step 202, in response to the first vibration isolation torque being smaller than the target torque, controls the torque output from the motor based on the target torque of the motor and reduces the target torque of the motor based on a predetermined downward slope until the target torque of the motor becomes equal to the first vibration isolation torque.

[0050] For the case of step 201, the method for realizing the gradient change of the torque output from the motor may include the following:

[0051] 1) The torque output from the motor is controlled based on the target torque.

[0052] A motor controller can typically control the torque output from a motor based on a target torque, and subsequent gradient changes are typically adjusted based on the target torque. For example, in a scenario where a motor switches from a driving operation condition to a braking operation condition, the torque output from the motor is first controlled based on the target torque to ensure normal motor operation.

[0053] 2) In response to the first vibration isolation torque being greater than the target torque, the initial target torque is increased according to a predetermined upward slope to obtain the target torque after the first increase, and the torque output from the motor is controlled based on the target torque after the first increase.

[0054] The motor controller can calculate the target torque after each increase and control the motor in real time so that it outputs the target torque after each increase, thereby making it easier to achieve gradient change control for the final torque output from the motor. The predetermined upward gradient may be a preset value, and the predetermined upward gradient may have a positive correlation with the difference between the first vibration isolation torque and the target torque.

[0055] 3) The target torque after the nth increase is increased according to a predetermined upward slope until the target torque after the nth increase is equal to the first vibration isolation torque, thereby obtaining the target torque after the nth increase (n>2), and the torque output from the motor is controlled based on the target torque after the nth increase.

[0056] The motor controller can perform calculations for multiple increases relative to the target torque, and each increase can be calculated based on the target torque after the previous increase, thereby making it easier to achieve gradient change control for the final torque output from the motor. The number n has a positive correlation with the difference between the first vibration isolation torque and the target torque; that is, the larger the difference between the first vibration isolation torque and the target torque, the larger n can be set to improve the smoothness of the change in the final torque output from the motor.

[0057] Step 202 is described below, with reference to Step 201, and is omitted from this description in the embodiments of the present application.

[0058] Selectively, embodiments of the present invention may output the target torque directly or output it after processing. Referring to Figure 3, which is a flowchart of another electrically driven vibration isolation control method provided by embodiments of the present invention, in which noise reduction processing can be performed on the target torque by a rotational speed fluctuation noise reduction torque to eliminate vibration problems caused by motor rotational speed fluctuations.

[0059] Controlling the torque output from a motor based on the motor's target torque includes the following:

[0060] Step 701: Determine the rotational speed fluctuation noise suppression torque based on the difference in the fluctuating rotational speed of the motor and the direction of change in the motor rotational speed.

[0061] A motor controller can determine a rotational speed fluctuation noise suppression torque based on the difference in the motor's fluctuating rotational speed and the direction of change in the motor's rotational speed when the motor's rotational speed fluctuates. When the motor's rotational speed fluctuates, the rotational speed fluctuation noise suppression torque may be zero. The difference in the motor's fluctuating rotational speed is the difference between the motor's actual rotational speed and the desired rotational speed. The rotational speed fluctuation noise suppression torque is used to suppress high-frequency vibrations in the motor's rotational speed. When the motor's rotational speed is higher than a predetermined threshold, the rotational speed fluctuation noise suppression torque is a positive value, and when the motor's rotational speed is lower than a predetermined threshold, the rotational speed fluctuation noise suppression torque is a negative value.

[0062] Step 702: The difference between the motor's target torque and the torque used to suppress rotational speed fluctuation noise is determined as the fourth vibration isolation torque.

[0063] The motor controller can subtract a torque for removing rotational speed fluctuation noise from the target torque to eliminate vibration problems throughout the vehicle caused by high-frequency vibrations in the motor's rotational speed. If the motor's rotational speed is higher than a predetermined threshold, the target torque can be reduced, and if the motor's rotational speed is lower than a predetermined threshold, the target torque can be increased.

[0064] Step 703 controls the torque output from the motor based on the fourth vibration isolation torque.

[0065] The motor controller can control the motor to output a fourth vibration-damping torque. In this case, the torque ultimately output from the motor can take into account not only the vibration problems of the entire vehicle during switching of operating conditions and the vibration problems of the entire vehicle during vehicle shifts or motor rotation speed switching directions, but also the vibration problems of the entire vehicle during high-frequency vibrations of the motor rotation speed, thereby further improving the vibration-damping effect.

[0066] Selectively, embodiments of the present invention may perform low-pass filtering on the fourth vibration isolation torque and control the motor to output the fourth vibration isolation torque after low-pass filtering. Low-pass filtering can weaken high-frequency signals exceeding a set limit, thereby improving the stability of smooth changes in torque output from the motor under different conditions, and further improving the vibration isolation effect.

[0067] The situation in which the first vibration isolation torque is equal to the motor's target torque includes two types. One is when the first vibration isolation torque is the normal target torque, and both the motor's target torque and the normal target torque are torques corresponding to the motor's driving or recovery operating conditions, so the first vibration isolation torque is equal to the motor's target torque. The other is when, after step 200, the target torque for electric drive becomes equal to the first vibration isolation torque after undergoing a gradient ascent or descent. After these two types of situations, step 300 can be referred to, and torque control can be performed for a more specific state by determining whether the motor is in an upward zero-crossing state or a downward zero-crossing state. Gear collisions are likely to occur in the upward zero-crossing state and the downward zero-crossing state, which can easily cause vibration problems.

[0068] Selectively, step 400 may include several substeps, referring to Figure 4, which is a flowchart of another electrically driven vibration isolation control method provided by an embodiment of the present application, wherein the vehicle includes wheel ends corresponding to motors, and the motors are used to drive the corresponding wheel ends. The method includes the following:

[0069] Step 401: In response to the motor being in an upward zero-crossing state, the upward zero-crossing torque gradient is calibrated based on the actual torque of the motor and the vehicle speed.

[0070] The motor controller can calibrate the upward zero-crossing torque gradient. The upward zero-crossing state refers to the state in which the torque output from the motor transitions from negative torque to positive torque when the motor switches from recovery operation conditions to drive operation conditions. The embodiment of this application can determine the upward zero-crossing state based on the motor's target torque and actual torque. For example, one zero-crossing interval can be set in advance. If the motor's target torque and actual torque are within that zero-crossing interval, the upward zero-crossing state can be determined by determining the positive or negative sign of the motor's target torque and actual torque. The upward zero-crossing torque gradient is the gradient of torque change in the upward zero-crossing state, and the upward zero-crossing torque gradient may be a preset value. The upward zero-crossing torque gradient has a positive correlation with vehicle speed, and the accuracy of the upward zero-crossing torque gradient can be improved by calibrating it using the motor's actual torque and the vehicle's speed.

[0071] Step 402: Calculate the product of the upward zero-cross torque gradient and the step size time, and determine the upward zero-cross torque as the sum of this product and the actual torque of the motor.

[0072] The motor controller can determine the upward zero-cross torque. By adding the product of the upward zero-crossing torque gradient and the step size time to the actual torque of the motor, the torque output from the motor at multiple time points can be determined. The upward zero-crossing torque can mitigate the switching process in the torque direction of the motor, thereby improving vibration problems in the upward zero-crossing state.

[0073] Step 403: Determine the wheel speed difference vibration isolation torque based on the speed difference at the wheel ends corresponding to the motor.

[0074] The motor controller can determine the wheel speed difference vibration isolation torque. In a vehicle slip scenario, a speed difference exists between the left and right wheel ends corresponding to the motor. The motor controller can limit vibration problems in that scenario by determining the wheel speed difference vibration isolation torque. The wheel speed difference vibration isolation torque can have a negative correlation with the speed difference between the wheel ends corresponding to the motor, which can improve the accuracy of the wheel speed difference vibration isolation torque.

[0075] Step 404: The minimum value among the first vibration isolation torque, the upward zero-cross torque, and the wheel speed difference vibration isolation torque is determined as the second vibration isolation torque.

[0076] The motor controller can determine a second vibration isolation torque, which is the minimum of the first vibration isolation torque, the upward zero-crossing torque, and the wheel speed difference vibration isolation torque, ensuring that torque changes are small in the upward zero-crossing state. The second vibration isolation torque can improve the vibration isolation effect by comprehensively considering vibration isolation problems in the upward zero-crossing state and vibration isolation problems in vehicle slip or turning scenes.

[0077] Step 405 controls the torque output from the motor based on the second vibration isolation torque.

[0078] Selectively, embodiments of the present application may directly output the second vibration isolation torque, or the motor may be controlled to output the processed second vibration isolation torque after processing the second vibration isolation torque, and specific methods may include the following:

[0079] 1) The difference between the second vibration isolation torque and the rotational speed fluctuation noise reduction torque is determined as the fourth vibration isolation torque.

[0080] 2) The torque output from the motor is controlled based on the fourth vibration isolation torque.

[0081] 3) Low-pass filtering is performed on the fourth vibration isolation torque, and the motor is controlled to output the fourth vibration isolation torque after the low-pass filtering is performed.

[0082] Selectively, step 500 may include multiple substeps, referring to Figure 5, which is a flowchart of another electrically driven vibration isolation control method provided by an embodiment of the present application. This method includes the following:

[0083] Step 501: In response to the motor being in a downward zero-crossing state, the downward zero-crossing torque gradient is calibrated based on the actual torque of the motor and the vehicle speed.

[0084] The motor controller can calibrate the downward zero-crossing torque gradient. The downward zero-crossing state refers to the state in which the torque output from the motor transitions from positive torque to negative torque when the motor switches from a drive operation condition to a recovery operation condition. In the embodiment of this application, the downward zero-crossing state can be determined based on the motor's target torque and actual torque. The downward zero-crossing torque gradient is the gradient of torque change in the downward zero-crossing state. The downward zero-crossing torque gradient has a positive correlation with vehicle speed, and the accuracy of the downward zero-crossing torque gradient can be improved by calibrating it using the motor's actual torque and the vehicle's speed.

[0085] Step 502: Calculate the product of the downward zero-cross torque gradient and the step size time, and determine the difference between this product and the actual torque of the motor as the downward zero-cross target torque.

[0086] The motor controller can determine the downward zero-crossing torque. By subtracting the product of the downward zero-crossing torque gradient and the step size time from the actual torque of the motor, it can determine the torque output from the motor at multiple time points. The downward zero-crossing torque can mitigate the switching process in the torque direction of the motor, thereby improving vibration problems in the downward zero-crossing state.

[0087] Step 503: The maximum value of the motor's target torque and the downward zero-crossing target torque is determined as the third vibration isolation torque.

[0088] The motor controller can determine a third vibration isolation torque, and in the downward zero-crossing state, the output torque changes to a negative torque. Since the third vibration isolation torque is the maximum value of the motor's target torque and the downward zero-crossing target torque, it is possible to ensure that the torque change in the downward zero-crossing state is relatively small. The third vibration isolation torque can improve the vibration isolation effect by taking into account the vibration isolation problem in the downward zero-crossing state.

[0089] Step 504 controls the torque output from the motor based on a third vibration isolation torque.

[0090] Selectively, embodiments of the present application may directly output the third vibration isolation torque, or the motor may be controlled to output the processed third vibration isolation torque after processing the third vibration isolation torque, and specific methods may include the following:

[0091] 1) The difference between the third vibration isolation torque and the rotational speed fluctuation noise reduction torque is determined as the fourth vibration isolation torque.

[0092] 2) The torque output from the motor is controlled based on the fourth vibration isolation torque.

[0093] 3) Low-pass filtering is performed on the fourth vibration isolation torque, and the motor is controlled to output the fourth vibration isolation torque after the low-pass filtering is performed.

[0094] Step 600 corresponds to normal operating conditions, and since the motor is not in an upward zero-crossing state or a downward zero-crossing state, the torque output from the motor can be controlled based on the motor's target torque. In the embodiment of the present invention, the target torque may be output directly or after processing the target torque. For specific methods, please refer to Figure 3.

[0095] An embodiment of the present application provides an algorithm structure for an electrically driven vibration isolation control method, with reference to Figure 6, which is a schematic diagram of the algorithm structure of the electrically driven vibration isolation control method provided by the embodiment of the present application. This algorithm structure can determine the final torque output from the motor by performing calculation processing on multiple torques in a fixed order. The multiple torques include a normal target torque A, a braking target torque B, a meshing torque C, a motor target torque D, a first vibration isolation torque E, an upward zero-crossing torque F, a wheel speed difference vibration isolation torque G, a second vibration isolation torque H, a downward zero-crossing target torque I, a third vibration isolation torque J, a rotational speed fluctuation noise reduction torque K, and a fourth vibration isolation torque L.

[0096] The following describes several steps in calculating torque.

[0097] (1) The first vibration isolation torque E is determined by calculating the maximum value of the normal target torque A, the braking target torque B, and the meshing torque C. For a specific method, refer to steps 101 to 104 shown in Figure 2.

[0098] The calculation order of multiple torques by the motor controller can be determined according to the frequency of occurrence of the application scenarios corresponding to the torques. For example, because vibrations due to changes in operating conditions or gear clearances occur relatively frequently during vehicle operation, the calculation of target torque A, braking target torque B, and meshing torque C is usually placed in the first step.

[0099] (2) The target torque D of the motor is adjusted based on a predetermined gradient so that the target torque D is equal to the first vibration isolation torque E. For specific methods, refer to steps 201 and 202 shown in Figure 2.

[0100] If the target torque D is not equal to the first vibration isolation torque E, the motor controller can adjust the target torque D based on a predetermined gradient. If the target torque D is equal to the first vibration isolation torque E, the motor controller can use the first vibration isolation torque E in subsequent calculations.

[0101] (3) The second vibration isolation torque H is determined by calculating the minimum value of the first vibration isolation torque E, the upward zero-cross torque F, and the wheel speed difference vibration isolation torque G. For specific methods, refer to steps 401 to 404.

[0102] (4) The third vibration isolation torque J is determined by calculating the maximum value of the second vibration isolation torque H and the downward zero-crossing target torque I. For specific methods, refer to steps 501 to 503.

[0103] The motor controller can swap the order in which it calculates the torque corresponding to the upward zero-crossing state or the downward zero-crossing state.

[0104] (5) The fourth vibration isolation torque L is determined by calculating the difference between the third vibration isolation torque J and the rotational speed fluctuation noise reduction torque K. For specific methods, refer to steps 701 and 702.

[0105] When the motor's rotational speed fluctuates at high frequencies, it is necessary to subtract the rotational speed fluctuation noise removal torque L to eliminate vibrations caused by these fluctuations. Therefore, it is first necessary to determine the torque that plays the main role at this stage, and thus the calculation of the rotational speed fluctuation noise removal torque K is placed before the final low-pass filtering process.

[0106] (6) Low-pass filtering is performed on the fourth vibration isolation torque L.

[0107] By applying low-pass filtering to the fourth vibration isolation torque L in the motor controller, high-frequency signals exceeding the set limit can be weakened. Therefore, by placing low-pass filtering as the final step, the stability of smooth changes in torque output from the motor under different conditions can be improved, and torque changes at different time stages can be made smoother to accommodate multiple application scenarios.

[0108] Controlling the vibration problem of the entire vehicle using this algorithm structure allows for consideration of application scenarios corresponding to the multiple operating conditions in the above embodiment, thereby effectively improving the vibration damping effect.

[0109] In this algorithm structure, multiple torques do not exist at each stage. For example, in response to the motor being in an upward zero-crossing state, the upward zero-crossing torque F is activated. In response to a speed difference between the left and right wheel ends, i.e., the vehicle is in a slip or turn, the wheel speed difference vibration isolation torque G is activated. Furthermore, the second vibration isolation torque H can be determined by comparing the first vibration isolation torque E, the upward zero-crossing torque F, and the wheel speed difference vibration isolation torque G. If neither the upward zero-crossing torque F nor the wheel speed difference vibration isolation torque G is activated, the first vibration isolation torque E is determined as the second vibration isolation torque H, and the following calculation is performed. In addition, for other torque activation methods, the control method provided in the above embodiment can be referred to, and in this embodiment, the explanation is omitted.

[0110] To clearly demonstrate the application effects of the electrically driven vibration isolation control method in different application scenarios, refer to Figures 7 and 8, which are curves of change between torque and time provided by the embodiment of the present invention, and Figure 8 is a curve of change between rotational speed and time provided by the embodiment of the present invention. In Figure 7, the horizontal axis is time in seconds (s), and the vertical axis is torque in Newton-meters (N·m). In Figure 8, the horizontal axis is time in seconds, and the vertical axis is rotational speed in revolutions per second (r / s). Figure 8 may also be a curve of change between rotational speed and time corresponding to the curve of change between torque and time shown in Figure 7, that is, the times in Figure 8 and Figure 7 may correspond. T1 is the final torque output from the motor, T6 is the target torque of the motor, and N1 is the final rotational speed output from the motor.

[0111] During the stages corresponding to the first region Q1 and the second region Q2, the motor's rotational speed fluctuates. The first region Q1 is an application scenario for braking conditions and motor rotational speed vibration. In this application scenario, the final output torque T1 is obtained by subtracting the rotational speed fluctuation noise removal torque from the braking target torque T2. Correspondingly, N2 is the target rotational speed of the motor in this application scenario.

[0112] The second region Q2 is an application scenario involving an upward zero-crossing state and motor rotational speed vibration. In this application scenario, the final output torque T1 is obtained by subtracting the rotational speed fluctuation noise suppression torque from the upward zero-crossing torque T3. Correspondingly, N3 is the target rotational speed of the motor in this application scenario.

[0113] The third domain Q3 is an application scenario involving vehicle slip or turning, where the final output torque T1 is obtained based on the wheel speed difference vibration damping torque T4. Correspondingly, N6 is the target rotational speed of the motor in this application scenario.

[0114] The fourth region Q4 is an application scenario where the motor is in a downward zero-crossing state. In this application scenario, there is no fluctuation in the motor's rotational speed, so the final output torque T1 is obtained based on the downward zero-crossing torque T5. Correspondingly, N5 is the target rotational speed of the motor in this application scenario.

[0115] Figure 7 shows torque changes in multiple application scenarios. By applying low-pass filtering to the torque, the embodiment of this invention can smoothly handle torque changes at different time stages corresponding to multiple application scenarios.

[0116] Referring to Figure 9, which is a curve diagram of the change in torque over time provided by an embodiment of the present invention, Figure 9 shows a scene in which two torques exhibit a gradient change, the fifth region Q5 is an application scene when the vehicle switches between drive range and reverse range, or when the rotational speed of the motor changes direction, in which case, because there is a gap in the gears, the final output torque T1 is obtained based on the meshing torque, and for the specific process, refer to step 201. The sixth region Q6 is an application scene in the downward zero-crossing state, in which case, the final output torque T1 is obtained based on the downward zero-crossing torque, and for the specific process, refer to step 502. In these two types of application scenes, the final output torque T1 exhibits a gradient change, and the torque change process can be mitigated, thereby achieving vibration damping.

[0117] Based on the above, the present invention provides an electric drive vibration isolation control method, which takes into account vibration problems in various scenarios. For scenarios where operating conditions are switched, the method adjusts the target torque by a predetermined gradient when controlling the torque output from the motor based on the target torque, thereby improving the stability of the change in torque output from the motor and thereby improving vibration problems in that scenario. For torque zero-crossing scenarios, the method improves vibration problems in that scenario by setting a second vibration isolation torque and a third vibration isolation torque corresponding to the upward zero-crossing state and the downward zero-crossing state, respectively. Furthermore, the method also takes into account wheel speed difference vibration isolation torque, thereby compensating for vibrations caused by wheel speed differences. The present invention provides corresponding methods for controlling the torque output from the motor for vibration problems under multiple operating conditions, thereby improving the accuracy of the method and further enhancing the vibration isolation effect.

[0118] In another embodiment, an embodiment of the present application provides an electric drive vibration isolation control module, referring to Figure 10, which is a schematic diagram of an electric drive vibration isolation control module provided by an embodiment of the present application, the electric drive vibration isolation control module 800 includes a first determination submodule 810 used to determine a first vibration isolation torque based on the maximum value of a torque and a meshing torque corresponding to the operating conditions of a vehicle, wherein the operating conditions of the vehicle include drive operating conditions, recovery operating conditions and braking operating conditions, and the meshing torque is a torque preset to limit the clearance of the motor gears, and a first control output submodule 820 used to control a target torque output from the motor based on the target torque of the motor and adjust the target torque of the motor based on a predetermined gradient until the target torque of the motor becomes equal to the first vibration isolation torque in response to the target torque of the motor not being equal to the first vibration isolation torque, the target torque of the motor being a torque corresponding to the drive operating conditions or recovery operating conditions of the motor, and the first control output submodule 820 used to control a target torque output from the motor based on the target torque of the motor and adjust the target torque of the motor based on a predetermined gradient until the target torque of the motor becomes equal to the first vibration isolation torque, the target torque of the motor is a torque corresponding to the drive operating conditions or recovery operating conditions of the motor, and the target torque of the motor is equal to the first vibration isolation torque In response to this, a second determination submodule 830 is used to determine whether the motor is in an upward zero-cross state or a downward zero-cross state based on the actual torque of the motor; a second control output submodule 840 is used to determine a second vibration isolation torque based on the minimum value of a first vibration isolation torque, an upward zero-cross torque, and a wheel speed difference vibration isolation torque in response to the motor being in an upward zero-cross state, and to control the torque output from the motor based on the second vibration isolation torque, wherein the upward zero-cross torque is the dynamic torque of the motor in an upward zero-cross state, and the wheel speed difference vibration isolation torque is a torque preset to compensate for vibration due to the wheel speed difference; and a third control output submodule is used to determine a third vibration isolation torque based on the maximum value of the motor's target torque and downward zero-cross torque in response to the motor being in a downward zero-cross state, and to control the torque output from the motor based on the third vibration isolation torque, wherein the downward zero-cross torque is the dynamic torque of the motor in a downward zero-cross state.It includes a third control output submodule 850 and a fourth control output submodule 860 used to control the torque output from the motor based on the motor's target torque in response to the motor not being in an upward zero-crossing state or a downward zero-crossing state.

[0119] Based on the above, the present invention provides an electric drive vibration isolation control module, which takes into account vibration problems in various scenarios. For scenarios where operating conditions are switched, the method controls the torque output from the motor based on the target torque, adjusting the target torque by a predetermined gradient. In this way, the stability of the change in torque output from the motor can be improved, thereby improving vibration problems in that scenario. For torque zero-crossing scenarios, the method improves vibration problems in that scenario by setting a second vibration isolation torque and a third vibration isolation torque corresponding to the upward zero-crossing state and the downward zero-crossing state, respectively. Furthermore, the method also takes into account wheel speed difference vibration isolation torque, thereby compensating for vibrations due to wheel speed differences. The present invention provides corresponding methods for controlling the torque output from the motor for vibration problems under multiple operating conditions, thereby improving the accuracy of the method and further enhancing the vibration isolation effect.

[0120] In another embodiment, an embodiment of the present application provides a vehicle, the vehicle including the electric drive vibration isolation control module in the above embodiment, the vehicle further including a torque control chain, see Figure 11, which is a schematic diagram of the torque control chain provided by an embodiment of the present application, the torque control chain 900 including an electric drive torque management unit 910, the electric drive vibration isolation control module 800 shown in Figure 10 fitted into the electric drive torque management unit 910. The electric drive torque management unit 910 is located at the end of the torque control chain 900, and the electric drive torque management unit 910 can distribute wheel end torque and send the distributed wheel end torque to the corresponding motor controller, in which case the electric drive vibration isolation control module 800 can calculate the distributed wheel end torque and finally output it to the torque coordination module 911. The torque control chain 900 further includes multiple front modules, such as a throttle opening module 921, a driving needs module 922, a driving needs arbitration module 923, a torque filtering module 924, a needs torque and brake torque superposition module 925, a front and rear axle torque distribution module 926, an engine torque distribution module 927, and a front and rear axle motor torque distribution module 928. The multiple front modules can provide various parameters to the electric drive torque management unit 910. For example, the driving needs module 922 can provide parameters such as vehicle speed, driving mode, and driving direction to facilitate the electric drive vibration damping control module 800 in calculating the wheel end torque after distribution.

[0121] In another embodiment, a computer storage medium is provided, which stores at least one instruction, at least one program, code set, or instruction set, and the at least one instruction, at least one program, code set, or instruction set is loaded and executed by a motor controller to realize the electric drive vibration isolation control method of the above embodiment.

[0122] In this application, the terms “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” are merely for the purpose of describing the objective and should not be understood as indicating or implying relative importance. The term “plural” refers to two or more unless otherwise specified.

[0123] In some embodiments provided herein, the apparatus and methods demonstrated may be implemented in other ways. For example, the embodiments of the apparatus described above are merely illustrative, and the division of the units described above is merely a division of logical functions, and in actual implementation, the divisions may be made in other ways. For example, multiple units or assemblies may be combined or integrated into another system, or some of their features may be omitted or not performed. Furthermore, the combinations, direct combinations or communication connections between the displayed or considered components may be indirect combinations or communication connections through several interfaces, devices or units, and may be in electrical, mechanical or other forms.

[0124] The units described as separating members may or may not be physically separated, and the members shown as units may or may not be physical units, may be located in one place, or may be distributed among multiple network units. Depending on the actual needs, some or all of these units can be selected to achieve the objectives of the solution of this embodiment.

[0125] Those skilled in the art will understand that all or part of the steps for carrying out the above embodiments can be performed by hardware or by a program that instructs the relevant hardware, and that the program can be stored in a computer-readable storage medium such as read-only memory, magnetic disk, or optical disk.

[0126] The above description is merely an example of possible embodiments of the Application and does not limit it. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the Application should be included within the scope of the claims.

[0127] This disclosure claims priority to the Chinese patent application No. 202410870595.X, title “Electric Drive Vibration Isolation Control Method, Module, Vehicle and Computer Storage Medium,” filed on 1 July 2024, the entirety of the said application is incorporated into this disclosure by reference.

Claims

1. An electrically driven vibration isolation control method, The method described above is used in a motor controller of an electric drive system of a vehicle, the electric drive system further includes a motor, and the A step of determining a first vibration isolation torque based on the maximum value of the torque and meshing torque corresponding to the operating conditions of the vehicle, wherein the operating conditions of the vehicle include drive operating conditions, recovery operating conditions and braking operating conditions, and the meshing torque is a torque preset to limit the clearance of the gears of the motor. A step of adjusting the target torque of the motor based on a predetermined gradient, in response to the fact that the target torque of the motor is not equal to the first vibration isolation torque, until the target torque of the motor becomes equal to the first vibration isolation torque, wherein the target torque of the motor is a torque corresponding to the drive operation condition or the recovery operation condition of the motor, The steps include determining whether the motor is in an upward zero-crossing state or a downward zero-crossing state based on the actual torque of the motor, in response to the target torque of the motor being equal to the first vibration isolation torque, A step of determining a second vibration isolation torque based on the minimum value of the first vibration isolation torque, the upward zero-crossing torque, and the wheel speed difference vibration isolation torque in response to the motor being in the upward zero-crossing state, and controlling the torque output from the motor based on the second vibration isolation torque, wherein the upward zero-crossing torque is the dynamic torque of the motor in the upward zero-crossing state, and the wheel speed difference vibration isolation torque is a torque preset to compensate for vibration due to the wheel speed difference, A step of determining a third vibration isolation torque based on the maximum value of the target torque and the downward zero-crossing torque of the motor in response to the motor being in the downward zero-crossing state, and controlling the torque output from the motor based on the third vibration isolation torque, wherein the downward zero-crossing torque is the dynamic torque of the motor in the downward zero-crossing state, The method is characterized by including the step of controlling the torque output from the motor based on the target torque of the motor in response to the motor not being in the upward zero-crossing state or the downward zero-crossing state. Electrically driven vibration isolation control method.

2. The step of determining the first vibration isolation torque based on the maximum value of the torque and meshing torque corresponding to the operating conditions of the vehicle is as follows: A step of acquiring a normal target torque in response to the vehicle being in the drive operation condition or the recovery operation condition, wherein the normal target torque is the torque corresponding to the drive operation condition or the recovery operation condition of the motor, A step of determining a target braking torque based on the vehicle speed of the vehicle in response to the vehicle being in the braking operating conditions, wherein the target braking torque is the torque of the motor corresponding to the braking operating conditions. The steps include determining the meshing torque based on the vehicle speed and the direction of travel of the vehicle, The method is characterized by including the step of determining the maximum value among the normal target torque, the braking target torque, and the meshing torque as the first vibration isolation torque. The electrically driven vibration isolation control method according to claim 1.

3. The predetermined gradient includes a predetermined upward gradient and a predetermined downward gradient, and in response to the fact that the target torque of the motor is not equal to the first vibration isolation torque, the step of controlling the torque output from the motor based on the target torque of the motor and adjusting the target torque of the motor based on the predetermined gradient until the target torque of the motor becomes equal to the first vibration isolation torque is, In response to the first vibration isolation torque being greater than the target torque, the step of controlling the torque output from the motor based on the target torque of the motor and increasing the target torque of the motor based on the predetermined upward slope until the target torque of the motor becomes equal to the first vibration isolation torque, The method is characterized by including the step of controlling the torque output from the motor based on the target torque of the motor and reducing the target torque of the motor based on the predetermined downward slope, in response to the first vibration isolation torque being smaller than the target torque of the motor, until the target torque of the motor becomes equal to the first vibration isolation torque. The electrically driven vibration isolation control method according to claim 2.

4. In response to the first vibration isolation torque being greater than the target torque, the step of controlling the torque output from the motor based on the target torque of the motor and increasing the target torque of the motor based on the predetermined upward slope until the target torque of the motor becomes equal to the first vibration isolation torque is, A step of controlling the torque output from the motor based on the above-mentioned normal target torque, The steps include: increasing the target torque in accordance with the predetermined upward slope in response to the first vibration isolation torque being greater than the target torque to obtain the target torque after the first increase, and controlling the torque output from the motor based on the target torque after the first increase; The method is characterized by including the steps of increasing the target torque after the nth increase in accordance with the predetermined upward slope until the target torque after the nth increase is equal to the first vibration isolation torque, thereby obtaining the target torque after the nth increase (n > 2), and controlling the torque output from the motor based on the target torque after the nth increase. The electrically driven vibration isolation control method according to claim 3.

5. The vehicle includes a wheel end corresponding to the motor, and the motor is used to drive the corresponding wheel end. The step of determining a second vibration isolation torque based on the minimum value of the first vibration isolation torque, the upward zero-crossing torque, and the wheel speed difference vibration isolation torque in response to the motor being in the upward zero-crossing state, and controlling the torque output from the motor based on the second vibration isolation torque, is as follows: A step of calibrating the upward zero-crossing torque gradient based on the actual torque of the motor and the vehicle speed, in response to the motor being in the upward zero-crossing state, wherein the upward zero-crossing torque gradient is positively correlated with the vehicle speed. A step of calculating the product of the upward zero-cross torque gradient and the step size time, and determining the sum of the actual torque of the motor and the product as the upward zero-cross torque, A step of determining a wheel speed difference vibration isolation torque based on the speed difference at the wheel end corresponding to the motor, wherein the wheel speed difference vibration isolation torque has a negative correlation with the speed difference at the wheel end corresponding to the motor. The steps include determining the minimum value among the first vibration isolation torque, the upward zero-cross torque, and the wheel speed difference vibration isolation torque as the second vibration isolation torque, The method is characterized by including the step of controlling the torque output from the motor based on the second vibration isolation torque, The electrically driven vibration isolation control method according to claim 1.

6. The step of determining a third vibration isolation torque based on the maximum value of the target torque and the downward zero-crossing torque of the motor in response to the motor being in the downward zero-crossing state, and controlling the torque output from the motor based on the third vibration isolation torque, is as follows: A step of calibrating the downward zero-crossing torque gradient based on the actual torque of the motor and the vehicle speed, in response to the motor being in the downward zero-crossing state, wherein the downward zero-crossing torque gradient is positively correlated with the vehicle speed. A step of calculating the product of the downward zero-cross torque gradient and the step size time, and determining the difference between the actual torque of the motor and the product as the downward zero-cross target torque, The steps include determining the maximum value of the second vibration isolation torque and the downward zero-crossing target torque as the third vibration isolation torque, The method is characterized by including the step of controlling the torque output from the motor based on the third vibration isolation torque, The electrically driven vibration isolation control method according to claim 1.

7. The step of controlling the torque output from the motor based on the target torque of the motor is: A step of determining a rotational speed fluctuation noise suppression torque based on the fluctuating rotational speed difference of the motor and the direction of change of the rotational speed of the motor, wherein the fluctuating rotational speed difference of the motor is the difference between the actual rotational speed of the motor and a desired rotational speed, the rotational speed fluctuation noise suppression torque is used to suppress high-frequency vibrations of the rotational speed of the motor, the rotational speed fluctuation noise suppression torque is a positive value when the rotational speed of the motor is higher than a predetermined threshold, and the rotational speed fluctuation noise suppression torque is a negative value when the rotational speed of the motor is lower than the predetermined threshold, The steps include determining the difference between the target torque of the motor and the rotational speed fluctuation noise suppression torque as a fourth vibration isolation torque, The process includes the step of controlling the torque output from the motor based on the fourth vibration isolation torque, The step of controlling the torque output from the motor based on the second vibration isolation torque is as follows: The steps include determining the difference between the second vibration isolation torque and the rotational speed fluctuation noise removal torque as the fourth vibration isolation torque, The process includes the step of controlling the torque output from the motor based on the fourth vibration isolation torque, The step of controlling the torque output from the motor based on the third vibration isolation torque is as follows: The steps include determining the difference between the third vibration isolation torque and the rotational speed fluctuation noise removal torque as the fourth vibration isolation torque, The method is characterized by including the step of controlling the torque output from the motor based on the fourth vibration isolation torque, The electrically driven vibration isolation control method according to claim 1.

8. The step of controlling the torque output from the motor based on the fourth vibration isolation torque is as follows: The method is characterized by including the step of performing low-pass filtering on the fourth vibration isolation torque and controlling the motor to output the fourth vibration isolation torque after the low-pass filtering process, The electrically driven vibration isolation control method according to claim 7.

9. An electrically driven vibration isolation control module, A first determination submodule used to determine a first vibration isolation torque based on the maximum value of the torque and meshing torque corresponding to the operating conditions of the vehicle, wherein the operating conditions of the vehicle include drive operating conditions, recovery operating conditions and braking operating conditions, and the meshing torque is a torque preset to limit the gap of the motor gears, A first control output submodule used to control the target torque output from the motor based on the target torque of the motor and to adjust the target torque of the motor based on a predetermined gradient, in response to the fact that the target torque of the motor is not equal to the first vibration isolation torque, until the target torque of the motor becomes equal to the first vibration isolation torque, wherein the target torque of the motor is a torque corresponding to the drive operation condition or the recovery operation condition of the motor, A second determination submodule is used to determine whether the motor is in an upward zero-crossing state or a downward zero-crossing state, based on the actual torque of the motor, in response to the target torque of the motor being equal to the first vibration isolation torque, A second control output submodule used to control the torque output from the motor based on the second vibration isolation torque, which is used to determine a second vibration isolation torque based on the minimum value of the first vibration isolation torque, the upward zero-crossing torque, and the wheel speed difference vibration isolation torque in response to the motor being in the upward zero-crossing state, wherein the upward zero-crossing torque is the dynamic torque of the motor in the upward zero-crossing state, and the wheel speed difference vibration isolation torque is a torque preset to compensate for vibration due to the wheel speed difference. A third control output submodule used to control the torque output from the motor based on the third vibration isolation torque, wherein the third control output submodule determines a third vibration isolation torque based on the maximum value of the target torque and the downward zero-crossing torque of the motor in response to the motor being in the downward zero-crossing state, and the downward zero-crossing torque is the dynamic torque of the motor in the downward zero-crossing state. The present invention includes a fourth control output submodule used to control the torque output from the motor based on the target torque of the motor in response to the motor not being in the upward zero-crossing state or the downward zero-crossing state, Electrically driven vibration isolation control module.

10. It is a vehicle, The vehicle includes an electric drive vibration isolation control module as described in claim 9, the vehicle further includes a torque control chain, the torque control chain includes an electric drive torque management unit, and the electric drive vibration isolation control module is fitted into the electric drive torque management unit, characterized in that vehicle.

11. A computer storage medium, The computer storage medium stores at least one instruction, at least one program, a code set, or an instruction set, and the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a motor controller to realize the electric drive vibration isolation control method described in any one of claims 1 to 8. Computer storage medium.

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