Electric drive Anti-jerk control method, module, vehicle, and computer storage medium

Abstract

The present application discloses an electric drive anti-jerk control method and module, a vehicle, and a computer storage medium. The method considers the problem of jerk in multiple scenarios. For a scenario of switching operating conditions, in the method, when a torque output by a motor is controlled on the basis of a target torque, the target torque is adjusted by means of a specified gradient, such that the stability of a change in the torque output by the motor can be increased, thereby ameliorating the problem of jerk in said scenario. For a scenario of torque zero-crossing, in the method, for an upward zero-crossing state and a downward zero-crossing state, a corresponding second anti-jerk torque and a third anti-jerk torque are set, respectively, so as to ameliorate the problem of jerk in said scenario. In addition, the method further considers a wheel speed difference anti-jerk torque, so that jerk caused by wheel speed differences can be compensated for. The present application, for the problem of jerk under various operating conditions, respectively provides corresponding methods for controlling torque output by the motor, which can increase the accuracy of the method, thereby increasing an anti-jerk effect.

Description

Electric drive anti-shake control method, module, vehicle and computer storage medium

[0001] The present disclosure claims priority to the Chinese patent application No. 202410870595.X, filed on July 1, 2024, and entitled "Electric drive anti-shake control method, module, vehicle and computer storage medium". The entire contents of the aforementioned case are incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, in particular to an electric drive anti-shake control method, module, vehicle and computer storage medium. BACKGROUND

[0003] The electric drive system is a system for driving a vehicle to travel.

[0004] For the electric drive system in a new energy vehicle, in addition to driving the vehicle to travel, it can also be used as a generator for energy recovery. Therefore, the torque of the electric drive system exists in positive and negative cases, and when the torque of the electric drive system is converted between the two cases, the torque zero-crossing phenomenon occurs, which easily leads to vehicle shaking. The current electric drive anti-shake control method realizes anti-shake by controlling the torque change of the electric drive system at the torque zero-crossing.

[0005] However, the above-mentioned electric drive anti-shake control method does not consider the shaking problem under other working conditions, resulting in poor anti-shake effect. SUMMARY

[0006] Embodiments of the present application provide an electric drive anti-shake control method, module, vehicle and computer storage medium. The technical solution is as follows:

[0007] In a first aspect, an electric drive anti-shake control method is provided, the method is used for a motor controller of an electric drive system of a vehicle, the electric drive system further includes a motor, and the method includes:

[0008] determining a first anti-shake torque based on the maximum value between the torque corresponding to the working condition of the vehicle and the gear engagement torque, the working condition of the vehicle including a driving working condition, a recovery working condition and a braking working condition, and the gear engagement torque being a preset torque for limiting the gap of the gear of the motor;

[0009] in response to the target torque of the motor being not equal to the first anti-shake torque, controlling the torque output by the motor based on the target torque of the motor, and adjusting the target torque of the motor according to a specified gradient until the target torque of the motor is equal to the first anti-shake torque, the target torque of the motor being the torque corresponding to the driving working condition or the recovery working condition;

[0010] determining whether the motor is in an upward zero-crossing state or a downward zero-crossing state according to an actual torque of the motor, in response to the target torque of the motor being equal to the first anti-shake torque;

[0011] determining a second anti-shake torque based on a minimum value among the first anti-shake torque, an upward zero-crossing torque and a wheel speed difference anti-shake torque, in response to the motor being in the upward zero-crossing state, the upward zero-crossing torque being a dynamic torque of the motor in the upward zero-crossing state, the wheel speed difference anti-shake torque being a preset torque for compensating for shaking caused by a wheel speed difference, and controlling a torque output by the motor according to the second anti-shake torque;

[0012] determining a third anti-shake torque based on a maximum value among the target torque of the motor and a downward zero-crossing torque, in response to the motor being in the downward zero-crossing state, the downward zero-crossing torque being a dynamic torque of the motor in the downward zero-crossing state, and controlling a torque output by the motor according to the third anti-shake torque;

[0013] controlling a torque output by the motor according to 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.

[0014] Optionally, the determining the first anti-shake torque based on a maximum value among the torque corresponding to the working condition in which the vehicle is located and the gear-clamping torque comprises:

[0015] obtaining a normal target torque in response to the vehicle being in the driving working condition or the recovering working condition, the normal target torque being a torque corresponding to the driving working condition or the recovering working condition of the motor;

[0016] determining a braking target torque based on a vehicle speed of the vehicle in response to the vehicle being in the braking working condition, the braking target torque being a torque corresponding to the braking working condition of the motor;

[0017] determining the gear-clamping torque based on the vehicle speed of the vehicle and a driving direction of the vehicle;

[0018] determining the first anti-shake torque as a maximum value among the normal target torque, the braking target torque and the gear-clamping torque.

[0019] Optionally, the specified gradient comprises a specified upward gradient and a specified downward gradient, and the controlling the motor to output the torque based on the target torque of the motor and adjusting the target torque of the motor according to the specified gradient until the target torque of the motor is equal to the first anti-shake torque, in response to the target torque of the motor not being equal to the first anti-shake torque, comprises:

[0020] in response to the first anti-shake torque being greater than the target torque, controlling the torque output by the motor based on the target torque of the motor, and increasing the target torque of the motor according to the specified rising gradient until the target torque of the motor equals the first anti-shake torque;

[0021] in response to the first anti-shake torque being less than the target torque, controlling the torque output by the motor based on the target torque of the motor, and decreasing the target torque of the motor according to the specified falling gradient until the target torque of the motor equals the first anti-shake torque.

[0022] Optionally, the response to the first anti-shake torque being greater than the target torque, controlling the torque output by the motor based on the target torque of the motor, and increasing the target torque of the motor according to the specified rising gradient until the target torque of the motor equals the first anti-shake torque, comprises:

[0023] controlling the torque output by the motor based on the normal target torque;

[0024] in response to the first anti-shake torque being greater than the target torque, increasing the target torque by the specified rising gradient to obtain a first-increased target torque, and controlling the torque output by the motor based on the first-increased target torque;

[0025] increasing the n-1th-increased target torque by the specified rising gradient to obtain an nth-increased target torque (n>2) until the nth-increased target torque equals the first anti-shake torque, and controlling the torque output by the motor based on the nth-increased target torque.

[0026] Optionally, the vehicle comprises a wheel end corresponding to the motor, and the motor is configured to drive the corresponding wheel end;

[0027] The response to the motor being in the upward zero-crossing state, determining a second anti-shake torque based on the minimum value among the first anti-shake torque, an upward zero-crossing torque and a wheel speed difference anti-shake torque, and controlling the torque output by the motor according to the second anti-shake torque, comprises:

[0028] in response to the motor being in the upward zero-crossing state, calibrating an upward zero-crossing torque gradient based on the actual torque of the motor and the vehicle speed, the upward zero-crossing torque gradient being positively correlated with the vehicle speed;

[0029] calculating the product of the upward zero-crossing torque gradient and the step time, and determining the sum of the actual torque of the motor and the product as the upward zero-crossing torque;

[0030] determining a wheel speed difference anti-shake torque based on a speed difference of a wheel end corresponding to the motor, the wheel speed difference anti-shake torque being negatively related to the speed difference of the wheel end corresponding to the motor;

[0031] determining a minimum value of the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque as the second anti-shake torque;

[0032] controlling the torque output by the motor according to the second anti-shake torque.

[0033] Optionally, in response to the motor being in the downward zero-crossing state, determining a third anti-shake torque based on a maximum value of a target torque of the motor and a downward zero-crossing torque, and controlling the torque output by the motor according to the third anti-shake torque, including:

[0034] in response to the motor being in the downward zero-crossing state, determining a downward zero-crossing torque gradient based on an actual torque of the motor and a vehicle speed of the vehicle, the downward zero-crossing torque gradient being positively related to the vehicle speed;

[0035] calculating a product of the downward zero-crossing torque gradient and a step time, and determining a difference between the actual torque of the motor and the product as a downward zero-crossing target torque;

[0036] determining a maximum value of the second anti-shake torque and the downward zero-crossing target torque as a third anti-shake torque;

[0037] controlling the torque output by the motor according to the third anti-shake torque.

[0038] Optionally, the controlling the torque output by the motor based on the target torque of the motor includes:

[0039] determining a fluctuation speed difference anti-noise torque based on a fluctuation speed difference of the motor and a change direction of the motor speed, the fluctuation speed difference of the motor being a difference between an actual speed of the motor and an expected speed of the motor, the fluctuation speed difference anti-noise torque being used to remove high-frequency jitter of the motor speed, the fluctuation speed difference anti-noise torque being positive when the motor speed is higher than a specified threshold, and the fluctuation speed difference anti-noise torque being negative when the motor speed is lower than the specified threshold;

[0040] determining a difference between the target torque of the motor and the fluctuation speed difference anti-noise torque as a fourth anti-shake torque;

[0041] controlling the torque output by the motor according to the fourth anti-shake torque;

[0042] the controlling the torque output by the motor according to the second anti-shake torque includes:

[0043] determining a difference between the second anti-shake torque and the rotation speed fluctuation denoising torque as a fourth anti-shake torque;

[0044] controlling the torque output by the motor according to the fourth anti-shake torque;

[0045] controlling the torque output by the motor according to the third anti-shake torque, including:

[0046] determining a difference between the third anti-shake torque and the rotation speed fluctuation denoising torque as a fourth anti-shake torque;

[0047] controlling the torque output by the motor according to the fourth anti-shake torque.

[0048] controlling the torque output by the motor according to the fourth anti-shake torque, including:

[0049] performing low-pass filtering processing on the fourth anti-shake torque, and controlling the motor to output the fourth anti-shake torque after the low-pass filtering processing.

[0050] In a second aspect, an electric drive anti-shake control module is provided, and the electric drive anti-shake control module includes:

[0051] a first determination submodule configured to determine a first anti-shake torque based on a maximum value of a torque corresponding to a working condition of the vehicle and a gear engagement torque, the working condition of the vehicle including a driving working condition, a recovery working condition, and a braking working condition, and the gear engagement torque being a preset torque for limiting a gap of a gear of the motor;

[0052] a first control output submodule configured to, in response to a target torque of the motor being not equal to the first anti-shake torque, control a torque output by the motor based on the target torque of the motor, and adjust the target torque of the motor according to a specified gradient until the target torque of the motor is equal to the first anti-shake torque, the target torque of the motor being a torque corresponding to the driving working condition or the recovery working condition;

[0053] a second determination submodule configured to, in response to the target torque of the motor being equal to the first anti-shake torque, determine whether the motor is in an upward zero-crossing state or a downward zero-crossing state according to an actual torque of the motor;

[0054] a second control output submodule configured to, in response to the motor being in the upward zero-crossing state, determine a second anti-shake torque based on a minimum value of the first anti-shake torque, an upward zero-crossing torque, and a wheel speed difference anti-shake torque, and control a torque output by the motor according to the second anti-shake torque, the upward zero-crossing torque being a dynamic torque of the motor in the upward zero-crossing state, and the wheel speed difference anti-shake torque being a preset torque for compensating for shaking caused by a wheel speed difference;

[0055] a third control output sub-module configured to, in response to the motor being in the downward zero-crossing state, determine a third anti-shake torque based on a maximum value of a target torque of the motor and a downward zero-crossing torque, the downward zero-crossing torque being a dynamic torque of the motor in the downward zero-crossing state, and control a torque output by the motor according to the third anti-shake torque;

[0056] a fourth control output sub-module configured to, in response to the motor not being in the upward zero-crossing state and the downward zero-crossing state, control a torque output by the motor based on the target torque of the motor.

[0057] In a third aspect, a vehicle is provided, the vehicle comprising the electric drive anti-shake control module described above, and the vehicle further comprising a torque control chain, the torque control chain comprising an electric drive torque management unit, and the electric drive anti-shake control module being embedded in the electric drive torque management unit.

[0058] 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 an instruction set, the at least one instruction, the at least one program, the code set or the instruction set being loaded and executed by a motor controller to implement any of the electric drive anti-shake control methods described above.

[0059] The technical solutions provided by the embodiments of the present application have at least the following beneficial effects:

[0060] An electric drive anti-shake control method is provided, which takes into account the shaking problem in various scenarios. For the scenario of switching working conditions, the method adjusts the target torque by specifying a gradient when controlling the torque output by the motor based on the target torque, which can improve the smoothness of the change in the torque output by the motor, thereby improving the shaking problem in this scenario. For the torque zero-crossing scenario, the method sets corresponding second anti-shake torque and third anti-shake torque for the upward zero-crossing state and the downward zero-crossing state, respectively, to improve the shaking problem in this scenario. Moreover, the method also takes into account the wheel speed difference anti-shake torque, thereby compensating for the shaking caused by the wheel speed difference. The present application sets corresponding methods for controlling the torque output by the motor for the shaking problem in various working conditions, thereby improving the accuracy of the method and further improving the anti-shake effect. BRIEF DESCRIPTION OF DRAWINGS

[0061] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without any creative effort based on these drawings.

[0062] Fig. 1 is a flow chart of an electric drive anti-shake control method according to an embodiment of the present application;

[0063] Fig. 2 is a flow chart of another electric drive anti-shake control method according to an embodiment of the present application;

[0064] Fig. 3 is a flow chart of another electric drive anti-shake control method according to an embodiment of the present application;

[0065] Fig. 4 is a flow chart of another electric drive anti-shake control method according to an embodiment of the present application;

[0066] Fig. 5 is a flow chart of another electric drive anti-shake control method according to an embodiment of the present application;

[0067] Fig. 6 is a schematic diagram of an algorithm structure of an electric drive anti-shake control method according to an embodiment of the present application;

[0068] Fig. 7 is a curve diagram of torque and time according to an embodiment of the present application;

[0069] Fig. 8 is a curve diagram of rotation speed and time according to an embodiment of the present application;

[0070] Fig. 9 is a curve diagram of torque and time according to another embodiment of the present application;

[0071] Fig. 10 is a schematic diagram of an electric drive anti-shake control module according to an embodiment of the present application;

[0072] Fig. 11 is a schematic diagram of a torque control chain according to an embodiment of the present application.

[0073] The specific embodiments of the present application have been shown through the above-described drawings, and will be described in more detail hereinafter. These drawings and the written description are not intended to restrict the scope of the present application concept in any way, but to illustrate the present application concept to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0074] In order to make the purpose, technical solutions and advantages of the present application more clear, the embodiments of the present application will be described in more detail below with reference to the drawings.

[0075] An electric drive anti-shake control method is provided according to an embodiment of the present application. Referring to Fig. 1, Fig. 1 is a flow chart of an electric drive anti-shake control method according to an embodiment of the present application. The method is used for a motor controller of an electric drive system of a vehicle, and the electric drive system further includes a motor. The method includes the following steps.

[0076] In step 100, a first anti-shake torque is determined based on a maximum value between a torque corresponding to a working condition of the vehicle and a gear torque.

[0077] The working conditions of the vehicle include a driving working condition, a recovery working condition and a braking working condition, and the gear torque is preset torque for limiting the gap of the gear of the motor.

[0078] Step 200, in response to the target torque of the motor being not equal to the first anti-shake torque, controlling the torque output by the motor based on the target torque of the motor, and adjusting the target torque of the motor according to the specified gradient until the target torque of the motor is equal to the first anti-shake torque.

[0079] The target torque of the motor is the torque corresponding to the driving working condition or the recovery working condition of the motor.

[0080] Step 300, in response to the target torque of the motor being equal to the first anti-shake torque, determining whether the motor is in an upward zero-crossing state or a downward zero-crossing state according to the actual torque of the motor.

[0081] Step 400, in response to the motor being in the upward zero-crossing state, determining the second anti-shake torque based on the minimum value among the first anti-shake torque, the upward zero-crossing torque and the wheel speed difference anti-shake torque, and controlling the torque output by the motor according to the second anti-shake torque.

[0082] The upward zero-crossing torque is the dynamic torque of the motor in the upward zero-crossing state, and the wheel speed difference anti-shake torque is preset torque for compensating the jitter caused by the wheel speed difference.

[0083] Step 500, in response to the motor being in the downward zero-crossing state, determining the third anti-shake torque based on the maximum value among the target torque of the motor and the downward zero-crossing torque, and controlling the torque output by the motor according to the third anti-shake torque.

[0084] The downward zero-crossing torque is the dynamic torque of the motor in the downward zero-crossing state.

[0085] Step 600, in response to the motor not being in the upward zero-crossing state and the downward zero-crossing state, controlling the torque output by the motor based on the target torque of the motor.

[0086] In summary, the present application provides an electric drive anti-shake control method, which considers the jitter problem in multiple scenarios. For the scenario of switching working conditions, the method adjusts the target torque by a specified gradient when controlling the torque output by the motor based on the target torque, which can improve the smoothness of the change of the torque output by the motor, thereby improving the jitter problem in this scenario. For the torque zero-crossing scenario, the method sets corresponding second anti-shake torque and third anti-shake torque for the upward zero-crossing state and the downward zero-crossing state respectively to improve the jitter problem in this scenario. Moreover, the method also considers the wheel speed difference anti-shake torque, which can compensate for the jitter caused by the wheel speed difference. The present application sets corresponding methods for controlling the torque output by the motor for the jitter problem in multiple working conditions, which can improve the accuracy of the method and thus improve the anti-shake effect.

[0087] The steps 100-600 are described in detail below.

[0088] The electric drive system provided by the embodiment of the application can include a motor controller, a motor, and a reduction gearbox. The motor is configured to convert electric energy into mechanical energy to drive the vehicle. The motor controller is configured to control the motor. The reduction gearbox is configured to reduce the rotation speed of the motor and increase the output torque of the motor. The electric drive anti-shake control method provided by the embodiment of the application is used for the motor controller of the electric drive system, so that the motor controller can achieve the effect of vehicle anti-shake by controlling the torque change of the motor.

[0089] Optionally, the step 100 can include a plurality of sub-steps. Please refer to FIG. 2, which is a flowchart of another electric drive anti-shake control method provided by the embodiment of the application. The method includes the following steps:

[0090] In step 101, a normal target torque is obtained in response to the vehicle being in a driving condition or a recovery condition.

[0091] The motor controller can obtain the normal target torque, which is the torque of the motor corresponding to the driving condition or the recovery condition. The vehicle can include a plurality of motors. For example, the vehicle can include two motors. The front output shaft and the rear output shaft of the vehicle correspond to the two motors respectively. The front output shaft and the rear output shaft usually have different speed ratios, so the torque of the front output shaft and the torque of the rear output shaft have a set ratio. The vehicle can also include a vehicle control unit (VCU). The VCU can distribute the wheel end torque according to the set ratio, so as to obtain the normal target torque of the motor corresponding to the front output shaft and the rear output shaft, and send the distributed wheel end torque to the corresponding motor controller. Thus, the motor controller can obtain the normal target torque.

[0092] The wheel end torque is the torque corresponding to the wheel end of the vehicle. The wheel end torque takes into account the influence of different modes and gear gradients, the gradient filtering torque of the activated functions of the electronic stability program (ESP) (such as the anti-lock braking system (ABS), the traction control system (TCS), the vehicle running dynamic control system (VDC), etc.), the recovery level switching, and the vehicle speed on the torque change.

[0093] In step 102, a braking target torque is determined based on the vehicle speed of the vehicle in response to the vehicle being in a braking condition.

[0094] The motor controller can determine the braking target torque based on the vehicle speed, the braking target torque being a torque corresponding to the braking operating mode of the motor. The embodiments of the present application can determine whether the vehicle is in the braking operating mode according to the state change of the ACC system and the vehicle speed and the like. When the vehicle switches from the normal operating mode (driving operating mode or regenerative operating mode) to the braking operating mode, the anti-hunting control can be implemented according to the braking target torque.

[0095] In step 103, the gear meshing torque is determined based on the vehicle speed and the driving direction of the vehicle.

[0096] The motor controller can determine the gear meshing torque based on the vehicle speed and the driving direction of the vehicle, the gear meshing torque being a torque preset to limit the gap of the gear of the motor. In addition to the gap of the gear of the motor, there can also be a gap in the mechanical connection of the motor and the reduction gearbox, the reduction gearbox and the drive half shaft and the like. The gear meshing torque can also be used to limit the gap in the mechanical connection of these structures.

[0097] The driving direction of the vehicle can be used to determine whether the vehicle is shifting gears. When the vehicle switches between the forward gear (D) and the reverse gear (R), or when the speed of the motor switches direction, the gap of the gear is prone to causing gear hunting. The gear meshing torque can make the gear force to be close, thereby eliminating the hunting caused by the gap of the gear. The size of the gear meshing torque can be determined according to the vehicle speed. For example, the gear meshing torque can be negatively correlated with the vehicle speed, so as to improve the accuracy of the gear meshing torque anti-hunting control. The size of the gear meshing torque can also be calibrated according to the minimum torque of the gear force to be close, and the embodiments of the present application do not limit this.

[0098] In step 104, the maximum value among the normal target torque, the braking target torque and the gear meshing torque is determined as the first anti-hunting torque.

[0099] By comparing the sizes of the normal target torque, the braking target torque and the gear meshing torque, the first anti-hunting torque is determined. The first anti-hunting torque takes into account the hunting caused by the operating mode switching and the gap of the gear, and the anti-hunting effect can be improved. When the vehicle is in the driving operating mode or the regenerative operating mode, the first anti-hunting torque is the normal target torque. Since the target torque of the motor and the normal target torque are both torques corresponding to the driving operating mode or the regenerative operating mode of the motor, the first anti-hunting torque is equal to the target torque of the motor, and step 30 can be performed. When the vehicle is in the braking operating mode, the first anti-hunting torque is the braking target torque, and the first anti-hunting torque is not equal to the target torque of the motor, and step 20 can be performed. When the vehicle is shifting gears or the speed of the motor switches direction, the first anti-hunting torque is the gear meshing torque, and the first anti-hunting torque is not equal to the target torque of the motor, and step 20 can be performed.

[0100] Since the first anti-shake torque takes into account the working condition of the vehicle and the gear torque, the torque change of the motor controlled according to the first anti-shake torque can effectively realize anti-shake in the application scene of switching working conditions. For the case where the first anti-shake torque is not equal to the target torque of the motor, the target torque needs to change to the brake target torque or the gear torque, and adjusting the target torque of the motor according to the specified gradient can realize gradient change of the torque, thereby improving the smoothness of the torque change.

[0101] Optionally, the specified gradient includes a specified rising gradient and a specified falling gradient, and the step 200 can include a plurality of sub-steps:

[0102] Step 201, in response to the first anti-shake torque being greater than the target torque, controlling the torque output by the motor based on the target torque of the motor, and increasing the target torque of the motor according to the specified rising gradient until the target torque of the motor is equal to the first anti-shake torque.

[0103] Step 202, in response to the first anti-shake torque being less than the target torque, controlling the torque output by the motor based on the target torque of the motor, and decreasing the target torque of the motor according to the specified falling gradient until the target torque of the motor is equal to the first anti-shake torque.

[0104] For the case of step 201, the method for realizing gradient change of the torque output by the motor can include:

[0105] 1) controlling the torque output by the motor based on the normal target torque.

[0106] The motor controller can control the torque output by the motor based on the normal target torque, and subsequent gradient change is adjusted based on the normal target torque. For example, for the scene of switching the motor from the driving working condition to the braking working condition, the torque output by the motor is first controlled based on the normal target torque to ensure normal driving of the motor.

[0107] 2) in response to the first anti-shake torque being greater than the target torque, increasing the initial target torque by the specified rising gradient to obtain the first increased target torque, and controlling the torque output by the motor based on the first increased target torque.

[0108] The motor controller can calculate the target torque after each increase and control the motor to output the target torque after each increase in real time, so as to realize gradient change control of the final torque output by the motor. The specified rising gradient can be a preset value, and the specified rising gradient can be positively correlated with the difference between the first anti-shake torque and the target torque.

[0109] 3) increasing the target torque after the last increase by a specified increasing gradient to obtain the target torque after the n th increase (n > 2) until the target torque after the n th increase is equal to the first anti-shake torque, and controlling the torque output by the motor based on the target torque after the n th increase.

[0110] The motor controller can implement the calculation of multiple increases on the target torque, and each increase is calculated based on the target torque after the last increase, so as to facilitate the gradient change control of the torque finally output by the motor. The number of n can be positively correlated with the difference between the first anti-shake torque and the target torque, that is, the greater the difference between the first anti-shake torque and the target torque, the greater the set n, so as to improve the stability of the change of the torque finally output by the motor.

[0111] Step 202 can refer to step 201, and the embodiments of the present application will not be described here.

[0112] Optionally, the embodiments of the present application can directly output the target torque, or can output the target torque after processing. Please refer to FIG. 3, which is a flow chart of another motor anti-shake control method provided by the embodiments of the present application. The target torque can be denoised by a speed fluctuation denoising torque to eliminate the shaking problem caused by the speed fluctuation of the motor.

[0113] Controlling the torque output by the motor based on the target torque of the motor, comprising:

[0114] Step 701, determining a speed fluctuation denoising torque based on the fluctuation speed difference of the motor and the change direction of the motor speed.

[0115] The motor controller can determine the speed fluctuation denoising torque based on the fluctuation speed difference of the motor and the change direction of the motor speed when the speed of the motor fluctuates. When the speed of the motor fluctuates, the speed fluctuation denoising torque can be zero. The fluctuation speed difference of the motor is the difference between the actual speed of the motor and the expected speed, and the speed fluctuation denoising torque is used to remove the high-frequency shaking of the motor speed. When the speed of the motor is higher than a specified threshold, the speed fluctuation denoising torque is positive, and when the speed of the motor is lower than the specified threshold, the speed fluctuation denoising torque is negative.

[0116] Step 702, determining the fourth anti-shake torque as the difference between the target torque of the motor and the speed fluctuation denoising torque.

[0117] The motor controller can subtract the speed fluctuation denoising torque from the target torque to eliminate the shaking problem of the whole vehicle caused by the high-frequency shaking of the motor speed. When the speed of the motor is higher than a specified threshold, the target torque can be reduced, and when the speed of the motor is lower than the specified threshold, the target torque can be increased.

[0118] Step 703, outputting the torque of the motor according to the fourth anti-shake torque.

[0119] The motor controller can control the motor to output the fourth anti-shake torque, so that the torque finally output by the motor can not only consider the whole vehicle shaking problem under the working condition switching, and the whole vehicle shaking problem under the vehicle gear shifting or the rotation speed switching direction of the motor, but also consider the whole vehicle shaking problem under the high-frequency shaking of the rotation speed of the motor, so that the anti-shake effect can be further improved.

[0120] Optionally, the fourth anti-shake torque can be low-pass filtered, and the motor can be controlled to output the low-pass filtered fourth anti-shake torque. The low-pass filtering can weaken the high-frequency signal exceeding the set threshold, so that the smoothness of the change connection of the torque output by the motor under different conditions can be improved, and the anti-shake effect can be improved.

[0121] The case that the first anti-shake torque is equal to the target torque of the motor includes two kinds. One is when the first anti-shake torque is the normal target torque, since the target torque of the motor and the normal target torque are both the torque corresponding to the driving working condition or the recovery working condition of the motor, the first anti-shake torque is equal to the target torque of the motor. The other is after step 200, the target torque of the electric drive is increased or decreased by gradient, and is also equal to the first anti-shake torque. After the two cases, step 300 can be referred to, and the torque control is further performed according to the specific state by judging whether the motor is in the up zero-crossing state or the down zero-crossing state. The up zero-crossing state and the down zero-crossing state are prone to gear collision, which causes the shaking problem.

[0122] Optionally, step 400 can include a plurality of sub-steps, please refer to FIG. 4, which is a flow chart of another electric drive anti-shake control method provided by the application. The vehicle includes a wheel end corresponding to the motor, and the motor is used to drive the corresponding wheel end. The method includes:

[0123] Step 401, in response to the motor being in the up zero-crossing state, an up zero-crossing torque gradient is calibrated based on the actual torque of the motor and the vehicle speed.

[0124] The motor controller can calibrate the up-zero torque gradient, and the up-zero state refers to a state in which the torque output by the motor transitions from a negative torque to a positive torque when the motor switches from a regenerative operating mode to a driving operating mode. The motor controller can determine the up-zero state based on the target torque and the actual torque of the motor. For example, a zero-crossing interval can be preset. When the target torque and the actual torque of the motor are in the zero-crossing interval, the up-zero state can be determined by determining the positive and negative of the target torque and the actual torque of the motor. The up-zero torque gradient is the change gradient of the torque in the up-zero state, and the up-zero torque gradient can be a preset value. The up-zero torque gradient is positively correlated with the vehicle speed. The actual torque of the motor and the vehicle speed are used to calibrate the up-zero torque gradient, which can improve the accuracy of the up-zero torque gradient.

[0125] Step 402, the product of the up-zero torque gradient and the step time is calculated, and the sum of the actual torque of the motor and the product is determined as the up-zero torque.

[0126] The motor controller can determine the up-zero torque, and the actual torque of the motor plus the product of the up-zero torque gradient and the step time can determine the torque output by the motor at multiple times. The up-zero torque can slow down the switching process of the motor in the torque direction, thereby improving the jitter problem in the up-zero state.

[0127] Step 403, determine the wheel speed difference anti-jitter torque based on the speed difference of the wheel end corresponding to the motor.

[0128] The motor controller can determine the wheel speed difference anti-jitter torque. In the scenario of vehicle slip, there is a speed difference between the left and right wheel ends corresponding to the motor. The motor controller can limit the jitter problem in this scenario through the wheel speed difference anti-jitter torque. The wheel speed difference anti-jitter torque can be negatively correlated with the speed difference of the wheel end corresponding to the motor, which can improve the accuracy of the wheel speed difference anti-jitter torque.

[0129] Step 404, determine the minimum value of the first anti-jitter torque, the up-zero torque, and the wheel speed difference anti-jitter torque as the second anti-jitter torque.

[0130] The motor controller can determine the second anti-jitter torque, which is the minimum value of the first anti-jitter torque, the up-zero torque, and the wheel speed difference anti-jitter torque, which can ensure that the torque in the up-zero state changes less. The second anti-jitter torque considers the anti-jitter problem in the up-zero state and the anti-jitter problem in the scenario of vehicle slip or turning, which can improve the anti-jitter effect.

[0131] Step 405, control the torque output by the motor according to the second anti-jitter torque.

[0132] Optionally, the embodiment of the present application can directly output the second anti-shake torque, or can control the motor to output the second anti-shake torque after processing the second anti-shake torque. The specific method can include:

[0133] 1) determining the difference between the second anti-shake torque and the speed fluctuation denoising torque as the fourth anti-shake torque.

[0134] 2) controlling the torque output by the motor according to the fourth anti-shake torque.

[0135] 3) performing low-pass filtering processing on the fourth anti-shake torque, and controlling the motor to output the fourth anti-shake torque after low-pass filtering processing.

[0136] Optionally, step 500 can include multiple sub-steps. Please refer to FIG. 5, which is a flowchart of another motor anti-shake control method provided by the embodiment of the present application. The method includes:

[0137] Step 501: in response to the motor being in a downward zero-crossing state, determining a downward zero-crossing torque gradient based on the actual torque of the motor and the vehicle speed.

[0138] The motor controller can determine the downward zero-crossing torque gradient. The downward zero-crossing state refers to a state in which the torque output by the motor transitions from a positive torque to a negative torque when the motor switches from a driving working condition to a recovery working condition. The embodiment of the present application can determine the downward zero-crossing state based on the target torque and the actual torque of the motor. The downward zero-crossing torque gradient is the change gradient of the torque in the downward zero-crossing state. The downward zero-crossing torque gradient is positively correlated with the vehicle speed. By determining the downward zero-crossing torque gradient based on the actual torque of the motor and the vehicle speed, the accuracy of the downward zero-crossing torque gradient can be improved.

[0139] Step 502: calculating the product of the downward zero-crossing torque gradient and the step time, and determining the difference between the actual torque of the motor and the product as a downward zero-crossing target torque.

[0140] The motor controller can determine the downward zero-crossing torque. By subtracting the product of the downward zero-crossing torque gradient and the step time from the actual torque of the motor, the torque output by the motor at multiple time points can be determined. The downward zero-crossing torque can slow down the switching process of the motor in the torque direction, thereby improving the jitter problem in the downward zero-crossing state.

[0141] Step 503: determining the maximum value between the target torque of the motor and the downward zero-crossing target torque as a third anti-shake torque.

[0142] The motor controller can determine a third anti-shake torque, the third anti-shake torque being the maximum of the target torque of the motor and the downward zero-crossing target torque, due to the change of the output torque in the downward zero-crossing state to a negative torque, so as to ensure that the torque change in the downward zero-crossing state is small. The third anti-shake torque considers the anti-shake problem in the downward zero-crossing state, and can improve the anti-shake effect.

[0143] Step 504: controlling the torque output by the motor according to the third anti-shake torque.

[0144] Alternatively, the third anti-shake torque can be directly output, or the third anti-shake torque can be processed and then the processed third anti-shake torque is controlled to be output by the motor. The specific method can include:

[0145] 1) determining the fourth anti-shake torque as the difference between the third anti-shake torque and the speed fluctuation denoising torque.

[0146] 2) controlling the torque output by the motor according to the fourth anti-shake torque.

[0147] 3) performing low-pass filtering processing on the fourth anti-shake torque, and controlling the motor to output the fourth anti-shake torque after the low-pass filtering processing.

[0148] Step 600 corresponds to a normal working condition. Since the motor is not in the upward zero-crossing state or the downward zero-crossing state, the torque output by the motor can be controlled based on the target torque of the motor. The target torque can be directly output, or the target torque can be processed and then output. For details, refer to FIG. 3.

[0149] The embodiment of the application provides an algorithm structure of an electric drive anti-shake control method. Please refer to FIG. 6, which is a schematic diagram of an algorithm structure of an electric drive anti-shake control method according to an embodiment of the application. The algorithm structure can calculate and process a plurality of torques in a certain order to determine the torque finally output by the motor. The plurality of torques include: a normal target torque A, a braking target torque B, a gear engagement torque C, a target torque D of the motor, a first anti-shake torque E, an upward zero-crossing torque F, a wheel speed difference anti-shake torque G, a second anti-shake torque H, a downward zero-crossing target torque I, a third anti-shake torque J, a speed fluctuation denoising torque K, and a fourth anti-shake torque L.

[0150] The following is a description of the calculation steps of the plurality of torques:

[0151] (1) The maximum of the normal target torque A, the braking target torque B, and the gear engagement torque C is calculated to determine the first anti-shake torque E. For details, refer to steps 101 to 104 shown in FIG. 2.

[0152] The calculation sequence of the motor controller for the plurality of torques can be determined according to the frequency of occurrence of the application scenarios corresponding to the torques. For example, the jitter caused by switching the working condition or the gear gap occurs frequently during vehicle driving, so the calculation of the normal target torque A, the braking target torque B, and the gear-dependent torque C is placed in the first step.

[0153] (2) Adjust the target torque D of the motor according to the specified gradient to make the target torque D equal to the first anti-jitter torque E. The specific method can be referred to steps 201 and 202 shown in FIG. 2.

[0154] When the target torque D is not equal to the first anti-jitter torque E, the motor controller can adjust the target torque D according to the specified gradient. When the target torque D is equal to the first anti-jitter torque E, the motor controller can use the first anti-jitter torque E for subsequent calculations.

[0155] (3) Calculate the minimum value of the first anti-jitter torque E, the upward zero-crossing torque F, and the wheel speed difference anti-jitter torque G to determine the second anti-jitter torque H. The specific method can be referred to steps 401 to 404.

[0156] (4) Calculate the maximum value of the second anti-jitter torque H and the downward zero-crossing target torque I to determine the third anti-jitter torque J. The specific method can be referred to steps 501 to 503.

[0157] The sequence of the motor controller for calculating the torques corresponding to the upward zero-crossing state or the downward zero-crossing state can be exchanged.

[0158] (5) Calculate the difference between the third anti-jitter torque J and the rotational speed fluctuation denoising torque K to determine the fourth anti-jitter torque L. The specific method can be referred to steps 701 and 702.

[0159] When the motor speed is in high-frequency fluctuation, since the rotational speed fluctuation denoising torque L needs to be subtracted to remove the jitter caused by the motor speed fluctuation, the torque that plays a major role in the current stage needs to be determined first, so the calculation of the rotational speed fluctuation denoising torque K is placed before the low-pass filtering process at the last step.

[0160] (6) Perform low-pass filtering on the fourth anti-jitter torque L.

[0161] The motor controller performs low-pass filtering on the fourth anti-jitter torque L, which can weaken high-frequency signals that exceed a set threshold, so placing the low-pass filtering at the last step can improve the smoothness of the change in the torque output by the motor under different conditions, so that the torque changes corresponding to the time stages of multiple application scenarios can be connected.

[0162] By using this algorithm structure to control the jitter problem of the whole vehicle, the application scenarios corresponding to the multiple working conditions in the above embodiments can be considered, thereby effectively improving the anti-jitter effect.

[0163] It should be noted that the multiple torques in the algorithm structure are not present at each stage. For example, in response to the motor being in an upward zero-crossing state, an upward zero-crossing torque F is activated. In response to a speed difference existing between the left and right wheels, a wheel speed difference anti-shake torque G is activated in the scenario of the vehicle slipping or turning. Then, the second anti-shake torque H can be determined by comparing the first anti-shake torque E, the upward zero-crossing torque F, and the wheel speed difference anti-shake torque G. If neither the upward zero-crossing torque F nor the wheel speed difference anti-shake torque G is activated, the first anti-shake torque E is determined as the second anti-shake torque H, and the next calculation is performed. In addition, the activation mode of other torques can refer to the control method provided in the above embodiments, and the embodiments of the present application will not be described here.

[0164] For the purpose of clearly showing the application effect of the electric drive anti-shake control method in different application scenarios, please refer to FIG. 7 and FIG. 8. FIG. 8 is a torque-time curve provided by an embodiment of the present application, and FIG. 8 is a speed-time curve provided by an embodiment of the present application. The horizontal coordinate of FIG. 7 is time, with the unit of second (s), and the vertical coordinate is torque, with the unit of Newton-meter (N·m). The horizontal coordinate of FIG. 8 is time, with the unit of second, and the vertical coordinate is speed, with the unit of revolution per second (r / s). FIG. 8 can be a speed-time curve corresponding to the torque-time curve shown in FIG. 7, that is, the time of FIG. 8 and FIG. 7 can correspond to each other. T1 is the final output torque of the motor, T6 is the target torque of the motor, and N1 is the final output speed of the motor.

[0165] In the stages corresponding to the first region Q1 and the second region Q2, the speed of the motor fluctuates. The first region Q1 is the application scenario of braking and motor speed jitter, in which the final output torque T1 is obtained based on the braking target torque T2 minus the speed fluctuation denoising torque. Correspondingly, N2 is the target speed of the motor in this application scenario.

[0166] The second region Q2 is the application scenario of upward zero-crossing and motor speed jitter, in which the final output torque T1 is obtained based on the upward zero-crossing torque T3 minus the speed fluctuation denoising torque. Correspondingly, N3 is the target speed of the motor in this application scenario.

[0167] The third region Q3 is the application scenario of vehicle slipping or turning, in which the final output torque T1 is obtained based on the wheel speed difference anti-shake torque T4. Correspondingly, N6 is the target speed of the motor in this application scenario.

[0168] The fourth region Q4 is an application scenario of downward zero-crossing state, in which the final output torque T1 is obtained based on the downward zero-crossing torque T5 since no speed fluctuation of the motor occurs.

[0169] FIG. 7 shows torque changes in multiple application scenarios. The embodiments of the present application can make the torque changes in the time stages corresponding to the multiple application scenarios connectable by performing low-pass filtering on the torque.

[0170] Please refer to FIG. 9, which is another torque-time change curve provided by the embodiments of the present application. FIG. 9 shows two scenarios in which the torque presents gradient change. The fifth region Q5 is an application scenario when the vehicle switches forward gear and reverse gear, or when the speed of the motor switches direction. In this application scenario, the final output torque T1 is obtained based on the gear torque since the gear gap exists. The specific process can be referred to step 201. The sixth region Q6 is an application scenario of downward zero-crossing state. In this application scenario, the final output torque T1 is obtained based on the downward zero-crossing torque. The specific process can be referred to step 502. In the above two application scenarios, the final output torque T1 presents gradient change, which can slow down the change process of the torque, thereby achieving anti-shake.

[0171] In summary, the present application provides an electric drive anti-shake control method, which considers the shaking problem in multiple scenarios. For the scenario of switching working conditions, the method adjusts the target torque by specifying the gradient when controlling the torque output by the motor based on the target torque, which can improve the smoothness of the change of the torque output by the motor, thereby improving the shaking problem in this scenario. For the torque zero-crossing scenario, the method sets the corresponding second anti-shake torque and third anti-shake torque for the upward zero-crossing state and downward zero-crossing state, respectively, to improve the shaking problem in this scenario. Moreover, the method also considers the wheel speed difference anti-shake torque, thereby compensating for the shaking caused by the wheel speed difference. The present application sets the corresponding method of controlling the torque output by the motor for the shaking problem in multiple working conditions, thereby improving the accuracy of the method and further improving the anti-shake effect.

[0172] On the other hand, the embodiments of the present application provide an electric drive anti-shake control module. Please refer to FIG. 10, which is a schematic diagram of an electric drive anti-shake control module provided by the embodiments of the present application. The electric drive anti-shake control module 800 includes:

[0173] The first determination sub-module 810 is configured to determine a first anti-shake torque based on the maximum value between the torque corresponding to the working condition of the vehicle and the gear torque. The working condition of the vehicle includes driving condition, recovery condition and braking condition. The gear torque is a preset torque that limits the gap of the gear of the motor.

[0174] The first control output submodule 820 is configured to, in response to the target torque of the motor being different from the first anti-shake torque, control the torque output by the motor based on the target torque of the motor, and adjust the target torque of the motor according to a specified gradient until the target torque of the motor is equal to the first anti-shake torque, the target torque of the motor being a torque corresponding to a driving working condition or a recovery working condition of the motor.

[0175] The second determination submodule 830 is configured to, in response to the target torque of the motor being equal to the first anti-shake torque, determine whether the motor is in an upward zero-crossing state or a downward zero-crossing state according to the actual torque of the motor.

[0176] The second control output submodule 840 is configured to, in response to the motor being in the upward zero-crossing state, determine a second anti-shake torque based on the minimum value among the first anti-shake torque, an upward zero-crossing torque and a wheel speed difference anti-shake torque, and control the torque output by the motor according to the second anti-shake torque, the upward zero-crossing torque being a dynamic torque of the motor in the upward zero-crossing state, and the wheel speed difference anti-shake torque being a preset torque for compensating for shaking caused by a wheel speed difference.

[0177] The third control output submodule 850 is configured to, in response to the motor being in the downward zero-crossing state, determine a third anti-shake torque based on the maximum value among the target torque of the motor and a downward zero-crossing torque, and control the torque output by the motor according to the third anti-shake torque, the downward zero-crossing torque being a dynamic torque of the motor in the downward zero-crossing state.

[0178] The fourth control output submodule 860 is configured to, in response to the motor not being in the upward zero-crossing state or the downward zero-crossing state, control the torque output by the motor according to the target torque of the motor.

[0179] In summary, the present application provides an electric drive anti-shake control module, which takes into account the shaking problem in various scenarios. For the scenario of switching working conditions, the method adjusts the target torque by a specified gradient when controlling the torque output by the motor based on the target torque, so as to improve the smoothness of the change of the torque output by the motor, thereby improving the shaking problem in this scenario. For the torque zero-crossing scenario, the method sets corresponding second anti-shake torque and third anti-shake torque for the upward zero-crossing state and the downward zero-crossing state, respectively, to improve the shaking problem in this scenario. Moreover, the method also takes into account the wheel speed difference anti-shake torque, so as to compensate for the shaking caused by the wheel speed difference. The present application sets corresponding methods for controlling the torque output by the motor for the shaking problem in various working conditions, so as to improve the accuracy of the method, and further improve the anti-shake effect.

[0180] In another aspect, the embodiments of the present application provide a vehicle, the vehicle comprising the electric drive anti-shake control module in the above embodiments, and the vehicle further comprises a torque control chain. Please refer to FIG. 11, which is a schematic diagram of a torque control chain according to an embodiment of the present application. The torque control chain 900 comprises an electric drive torque management unit 910, and the electric drive anti-shake control module 800 shown in FIG. 10 is nested in 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. The electric drive torque management unit 910 can distribute the wheel end torque and send the distributed wheel end torque to the corresponding motor controller. The electric drive anti-shake control module 800 can calculate the distributed wheel end torque and finally output to a torque coordination module 911. The torque control chain 900 further comprises a plurality of front modules, such as a throttle opening degree module 921, a driving demand module 922, a driving demand arbitration module 923, a torque filtering module 924, a demand torque and brake torque superposition module 925, a front-rear axle torque distribution module 926, an engine torque distribution module 927, and a front-rear axle motor torque distribution module 928, etc. The plurality of front modules can provide a plurality of parameters to the electric drive torque management unit 910. For example, the driving demand module 922 can provide parameters such as vehicle speed, driving mode, and driving direction, so as to facilitate the electric drive anti-shake control module 800 to calculate the distributed wheel end torque.

[0181] In another aspect, a computer storage medium is provided, the computer storage medium storing at least one instruction, at least one program, a code set or an instruction set, the at least one instruction, the at least one program, the code set or the instruction set being loaded and executed by the motor controller to implement the electric drive anti-shake control method according to the above embodiments.

[0182] In the present application, the terms "first", "second", "third", "fourth", "fifth" and "sixth" are only for descriptive purposes and should not be construed as indicating or implying relative importance. The term "a plurality of" means two or more, unless otherwise explicitly limited.

[0183] In the several embodiments provided by the present application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are only schematic. The division of the units is only a logical function division. There can be another division manner in actual implementation, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or in other forms.

[0184] The units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0185] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiments can be completed by hardware, or by program instructing relevant hardware, and the program can be stored in a computer readable storage medium, and the storage medium mentioned above can be a read-only memory, a magnetic disk or an optical disk, etc.

[0186] The above is only an optional embodiment of the present application, and is not used to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. An electrically-driven anti-shake control method, characterized in that, The method is used for a motor controller of an electric drive system of a vehicle, the electric drive system further comprising a motor, and the method comprises: determining a first anti-shake torque based on a maximum value between a torque corresponding to a working condition of the vehicle and a gear-clamping torque, the working condition of the vehicle comprising a driving working condition, a recovery working condition and a braking working condition, the gear-clamping torque being a preset torque for limiting a gap of a gear of the motor; in response to the target torque of the motor being not equal to the first anti-shake torque, controlling a torque output by the motor based on the target torque of the motor, and adjusting the target torque of the motor according to a specified gradient until the target torque of the motor is equal to the first anti-shake torque, the target torque of the motor being a torque corresponding to the driving working condition or the recovery working condition; in response to the target torque of the motor being equal to the first anti-shake torque, determining whether the motor is in an up-zero-crossing state or a down-zero-crossing state according to an actual torque of the motor; in response to the motor being in the up-zero-crossing state, determining a second anti-shake torque based on a minimum value among the first anti-shake torque, an up-zero-crossing torque and a wheel-speed-difference anti-shake torque, the up-zero-crossing torque being a dynamic torque of the motor in the up-zero-crossing state, the wheel-speed-difference anti-shake torque being a preset torque for compensating for shaking caused by a wheel speed difference, and controlling the torque output by the motor according to the second anti-shake torque; in response to the motor being in the down-zero-crossing state, determining a third anti-shake torque based on a maximum value among the target torque of the motor and a down-zero-crossing torque, the down-zero-crossing torque being a dynamic torque of the motor in the down-zero-crossing state, and controlling the torque output by the motor according to the third anti-shake torque; in response to the motor not being in the up-zero-crossing state and the down-zero-crossing state, controlling the torque output by the motor based on the target torque of the motor.

2. The electrically-driven image stabilization control method according to claim 1, characterized by, The method further comprises: in response to the vehicle being in the driving working condition or the recovery working condition, obtaining a normal target torque, the normal target torque being a torque corresponding to the driving working condition or the recovery working condition; in response to the vehicle being in the braking working condition, determining a braking target torque based on a vehicle speed of the vehicle, the braking target torque being a torque corresponding to the braking working condition; determining the gear-clamping torque based on the vehicle speed and a driving direction of the vehicle; determining the first anti-shake torque as a maximum value among the normal target torque, the braking target torque and the gear-clamping torque.

3. The electrically-driven image stabilization control method according to claim 2, wherein The specified gradient comprises a specified rising gradient and a specified falling gradient; and the method further comprises: in response to the target torque of the motor being not equal to the first anti-shake torque, controlling a torque output by the motor based on the target torque of the motor, and adjusting the target torque of the motor according to the specified gradient until the target torque of the motor is equal to the first anti-shake torque. in response to the first anti-shake torque being greater than the target torque, controlling the torque output by the motor based on the target torque of the motor, and increasing the target torque of the motor according to the specified rising gradient until the target torque of the motor is equal to the first anti-shake torque; in response to the first anti-shake torque being less than the target torque, controlling the torque output by the motor based on the target torque of the motor, and decreasing the target torque of the motor according to the specified falling gradient until the target torque of the motor is equal to the first anti-shake torque.

4. The electrically-driven image stabilization control method according to claim 3, characterized by, in response to the first anti-shake torque being greater than the target torque, controlling the torque output by the motor based on the target torque of the motor, and increasing the target torque of the motor according to the specified rising gradient until the target torque of the motor is equal to the first anti-shake torque, comprises: controlling the torque output by the motor based on the normal target torque; in response to the first anti-shake torque being greater than the target torque, increasing the target torque by the specified rising gradient to obtain a first increased target torque, and controlling the torque output by the motor based on the first increased target torque; increasing the target torque by the specified rising gradient to obtain an n-th increased target torque (n>2) until the n-th increased target torque is equal to the first anti-shake torque, and controlling the torque output by the motor based on the n-th increased target torque.

5. The electrically-driven image stabilization control method according to claim 1, wherein the vehicle comprises a wheel end corresponding to the motor, and the motor is configured to drive the corresponding wheel end; in response to the motor being in the upward zero-crossing state, determining a second anti-shake torque based on the minimum value among the first anti-shake torque, an upward zero-crossing torque, and a wheel speed difference anti-shake torque, and controlling the torque output by the motor according to the second anti-shake torque, comprises: in response to the motor being in the upward zero-crossing state, calibrating an upward zero-crossing torque gradient based on the actual torque of the motor and the vehicle speed of the vehicle, the upward zero-crossing torque gradient being positively correlated with the vehicle speed; calculating the product of the upward zero-crossing torque gradient and the step time, and determining the sum of the actual torque of the motor and the product as the upward zero-crossing torque; determining a wheel speed difference anti-shake torque based on the speed difference of the wheel end corresponding to the motor, the wheel speed difference anti-shake torque being negatively correlated with the speed difference of the wheel end corresponding to the motor; determining the minimum value among the first anti-shake torque, the upward zero-crossing torque, and the wheel speed difference anti-shake torque as the second anti-shake torque; controlling the torque output by the motor according to the second anti-shake torque.

6. The electrically-driven image stabilization control method according to claim 1, wherein in response to the motor being in the downward zero-crossing state, determining a third anti-shake torque based on the maximum value among the target torque of the motor and a downward zero-crossing torque, and controlling the torque output by the motor according to the third anti-shake torque, comprises: in response to the motor being in the downward zero-crossing state, calibrating a downward zero-crossing torque gradient based on the actual torque of the motor and the vehicle speed of the vehicle, the downward zero-crossing torque gradient being positively correlated with the vehicle speed; a product of the down-crossing zero torque gradient and the step time is calculated, and a difference between an actual torque of the motor and the product is determined as a down-crossing zero target torque; a maximum value of the second anti-shake torque and the down-crossing zero target torque is determined as a third anti-shake torque; the third anti-shake torque is used to control the torque output by the motor.

7. The electrically-driven image stabilization control method according to claim 1, wherein the torque output by the motor is controlled based on the target torque of the motor, including: a speed fluctuation denoising torque is determined based on a fluctuation speed difference of the motor and a change direction of the motor speed, the fluctuation speed difference of the motor being a difference between an actual speed and an expected speed of the motor, the speed fluctuation denoising torque being used to remove high-frequency jitter of the motor speed, the speed fluctuation denoising torque being positive when the motor speed is higher than a specified threshold, and the speed fluctuation denoising torque being negative when the motor speed is lower than the specified threshold; a difference between the target torque of the motor and the speed fluctuation denoising torque is determined as a fourth anti-shake torque; the fourth anti-shake torque is used to control the torque output by the motor. the torque output by the motor is controlled based on the second anti-shake torque, including: a difference between the second anti-shake torque and the speed fluctuation denoising torque is determined as a fourth anti-shake torque; the fourth anti-shake torque is used to control the torque output by the motor. the torque output by the motor is controlled based on the third anti-shake torque, including: a difference between the third anti-shake torque and the speed fluctuation denoising torque is determined as a fourth anti-shake torque; the fourth anti-shake torque is used to control the torque output by the motor.

8. The electrically-driven image stabilization control method according to claim 7, wherein the torque output by the motor is controlled based on the fourth anti-shake torque, including: the fourth anti-shake torque is subjected to low-pass filtering processing, and the motor outputs the fourth anti-shake torque after the low-pass filtering processing.

9. An electronic drive anti-shake control module, characterized in that, the motor anti-shake control module includes: a first determination submodule configured to determine a first anti-shake torque based on a maximum value of a torque corresponding to a working condition of the vehicle and a gear engagement torque, the working condition of the vehicle including a driving working condition, a recovery working condition, and a braking working condition, and the gear engagement torque being a preset torque for limiting a gap of a gear of the motor; a first control output submodule configured to, in response to a target torque of the motor being different from the first anti-shake torque, control the torque output by the motor based on the target torque of the motor, and adjust the target torque of the motor according to a specified gradient until the target torque of the motor is equal to the first anti-shake torque, the target torque of the motor being a torque corresponding to the driving working condition or the recovery working condition; a second determination submodule configured to, in response to the target torque of the motor being equal to the first anti-shake torque, determine whether the motor is in an up-crossing zero state or a down-crossing zero state based on an actual torque of the motor. a second control output sub-module configured to, in response to the motor being in the upward zero-crossing state, determine a second anti-shake torque based on a minimum value among the first anti-shake torque, an upward zero-crossing torque, and a wheel speed difference anti-shake torque, and control a torque output by the motor according to the second anti-shake torque, the upward zero-crossing torque being a dynamic torque of the motor in the upward zero-crossing state, and the wheel speed difference anti-shake torque being a preset torque for compensating for shaking caused by a wheel speed difference; a third control output sub-module configured to, in response to the motor being in the downward zero-crossing state, determine a third anti-shake torque based on a maximum value among the target torque of the motor and a downward zero-crossing torque, and control a torque output by the motor according to the third anti-shake torque, the downward zero-crossing torque being a dynamic torque of the motor in the downward zero-crossing state; a fourth control output sub-module configured to, in response to the motor not being in the upward zero-crossing state or the downward zero-crossing state, control a torque output by the motor based on the target torque of the motor.

10. A vehicle characterized by comprising: The vehicle includes the electric drive anti-shake control module according to claim 9, and further includes a torque control chain including an electric drive torque management unit, and the electric drive anti-shake control module is nested in the electric drive torque management unit.

11. A computer storage medium, characterized in that, The computer storage medium stores at least one instruction, at least one program, a code set, or an instruction set, which are loaded and executed by the motor controller to implement the electric drive anti-shake control method according to any one of claims 1 to 8.

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