阅读说明：本技术 车辆防抖系统和方法 (Vehicle anti-shake system and method ) 是由 顾宇峰 孙嗣炎 刘泽 周晨夏 于 2018-06-14 设计创作，主要内容包括：本发明提供车辆防抖系统和方法。该车辆防抖系统包括：切换预测模块,其配置为预测轴是否即将在工作状态与不工作状态之间切换,并且预测扭矩变化方向；补偿扭矩施加模块,其配置为向轴施加与预测的扭矩变化方向同向的补偿扭矩；以及退出模块,其配置为判断是否取消补偿扭矩。本发明的车辆防抖系统和方法具有简单可靠、易于实施、使用方便等优点,能够在轴的状态切换时减少抖动,提高用户体验。(The invention provides a vehicle anti-shake system and a method. The vehicle anti-shake system includes: a switch prediction module configured to predict whether the shaft is about to switch between an active state and an inactive state and predict a torque change direction; a compensation torque application module configured to apply a compensation torque to the shaft in a direction co-directional with the predicted torque change; and an exit module configured to determine whether to cancel the compensation torque. The vehicle anti-shake system and the vehicle anti-shake method have the advantages of simplicity, reliability, easiness in implementation, convenience in use and the like, shake can be reduced when the state of the shaft is switched, and user experience is improved.)

1. A vehicle anti-shake system, comprising:

a switch prediction module configured to predict whether the shaft is about to switch between an active state and an inactive state and predict a torque change direction;

a compensation torque application module configured to apply a compensation torque to the shaft in a direction co-directional with the predicted torque change; and

an exit module configured to determine whether to cancel the compensation torque.

2. The vehicle anti-shake system according to claim 1, wherein the active state includes a drive mode and an energy recovery mode, and the inactive state includes a mode in which torque on a shaft is zero.

3. The vehicle anti-shake system according to claim 1, wherein the switch prediction module is electrically connected to one or more of: the device comprises a brake pedal opening sensor, an accelerator pedal opening sensor, a vehicle speed sensor and a driver request torque calculation module; wherein the handover prediction module is configured to determine whether a handover is imminent based on one or more of the following criteria: the opening degree of a brake pedal of the vehicle, the opening degree of an accelerator pedal of the vehicle, and the vehicle speed are changed.

4. The vehicle anti-shake system according to claim 1, wherein the switch prediction module is further electrically connected to a memory, and the memory is configured to store a preset torque distribution strategy;

wherein the handover prediction module is further configured to determine whether a handover is imminent according to a preset torque distribution strategy.

5. The vehicle anti-shake system according to claim 1, wherein the switch prediction module further includes a filtering module to filter the signal from the driver requested torque calculation module;

wherein the switch prediction module is further configured to determine whether a switch is imminent based on the filtered driver requested torque.

6. The vehicle anti-shake system according to claim 3, wherein the compensation torque application module is electrically connected to the vehicle speed sensor;

wherein the compensation torque application module is further configured to determine a magnitude of the compensation torque based on the vehicle speed.

7. The vehicle anti-shake system according to claim 6, wherein the compensation torque application module is further electrically connected with the memory, wherein the memory stores a table containing different vehicle speeds and corresponding compensation torques, and wherein the compensation torque application module is configured to read the magnitude of compensation torque from the memory.

8. The vehicle anti-shake system according to any one of claims 1-7, wherein the compensation torque application module is electrically connected with a drive motor or a compensation motor to apply a compensation torque to the shaft through the drive motor or the compensation motor.

9. The vehicle anti-shake system according to claim 1, wherein the exit module is electrically connected to a time input and the driver requested torque calculation module;

wherein the exit module is configured to determine whether to cancel the compensation torque based on one or more of the following criteria: the absolute value of the torque on the shaft has been higher than a predetermined value after a predetermined time has elapsed after the start of the application of the compensation torque; if the criterion is met, the compensation torque on the shaft is cancelled.

10. The vehicle anti-shake system according to claim 9, wherein the predetermined time is 1 to 2 seconds.

11. The vehicle anti-shake system according to claim 9, wherein the compensating torque is applied as a constant value, hyperbolic function, step function, sinusoidal function, parabolic function characterized by time.

12. The vehicle anti-shake system according to any one of claims 1-7, wherein the compensation torque application module is configured to: the method comprises the steps of simultaneously applying a first compensation torque and a second compensation torque on a front shaft and a rear shaft respectively, wherein the first compensation torque and the second compensation torque are equal in magnitude and opposite in direction.

13. An anti-shake method for a vehicle, comprising the steps of:

s1: predicting whether the shaft is to be switched between an operating state and a non-operating state, and predicting a torque change direction;

s2: applying a compensating torque to the shaft in the same direction as the predicted torque change;

s3: and judging whether the compensation torque is cancelled.

14. The vehicle anti-shake method according to claim 13, wherein in step S1, the active state includes a drive mode and an energy recovery mode and the inactive state includes a mode in which the torque on the shaft is zero.

15. The vehicle anti-shake method according to claim 13, wherein in step S1, it is predicted whether a switch is imminent based on one or more of: the method comprises the steps of brake pedal opening, vehicle accelerator pedal opening, vehicle speed change, a preset torque distribution strategy and filtered driver request torque.

16. The vehicle anti-shake method according to claim 13, wherein in step S2, the magnitude of the compensation torque is determined according to the vehicle speed, wherein the greater the vehicle speed, the greater the compensation torque.

17. The anti-shake method for vehicle according to claim 13, wherein in step S2, the magnitude of the compensation torque is determined according to a vehicle speed look-up table.

18. The vehicle anti-shake method according to claim 13, wherein in step S3, it is determined whether to cancel the compensation torque according to one or more of the following criteria: the absolute value of the torque on the shaft has been higher than a predetermined value after a predetermined time has elapsed after the start of the application of the compensation torque; if the criterion is met, the compensating torque on the shaft is cancelled.

19. The vehicle anti-shake method according to claim 13, characterised in that the predetermined time is 1 to 2 seconds.

20. The vehicle anti-shake method according to claim 13, wherein the compensation torque is applied as a constant value, hyperbolic function, step function, sinusoidal function, parabolic function characterized by time.

21. The vehicle anti-shake method according to claim 13, wherein in step S2, a first compensation torque and a second compensation torque are applied simultaneously on the front axle and the rear axle, respectively, wherein the first compensation torque and the second compensation torque are equal in magnitude and opposite in direction.

22. A controller comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the steps of the vehicle anti-shake method according to any of claims 13-21 are implemented when the program is executed by the processor.

23. A computer-readable storage medium, having a computer program stored thereon, wherein the program is executable by a processor to implement the steps of the vehicle anti-shake method according to any one of claims 13-21.

Technical Field

The present invention relates to the field of vehicle travel control. More particularly, the present invention relates to a vehicle anti-shake system capable of reducing the shake of a transmission system when the drive mode of a shaft is switched. The invention also relates to a vehicle anti-shake method.

Background

It is known that, in a vehicle having independent driving capability in both the front and rear axles, a change in driving mode is brought about in accordance with a change in the state of the vehicle and a change in the driving intention of the driver. Such as switching from front axle energy recovery to a rear drive mode, or from rear drive to a front and rear axle simultaneous drive mode, etc. When the operating mode of the vehicle is switched, a backlash occurs between gears in the drive train, thereby causing a poor user experience.

Active anti-shake techniques have been employed in the prior art on some drive shafts. For example, when the occurrence of the shake of the drive shaft is detected, negative feedback is applied to the drive shaft to reduce the shake. However, the prior art can apply feedback only after jitter is detected, limiting the anti-jitter effect.

Accordingly, there is a continuing need for a new vehicle anti-shake system and method, controller, which is expected to more effectively eliminate the shake on the shaft when the drive mode of the drive shaft is switched.

Disclosure of Invention

An object of the present invention is to provide a vehicle anti-shake system that reduces shake by applying torque in advance when the drive mode of a drive shaft is changed. Another object of the present invention is to provide a vehicle anti-shake method.

The purpose of the invention is realized by the following technical scheme:

a vehicle anti-shake system comprising:

a switch prediction module configured to predict whether the shaft is about to switch between an active state and an inactive state and predict a torque change direction;

a compensation torque application module configured to apply a compensation torque to the shaft in a direction co-directional with the predicted torque change; and

an exit module configured to determine whether to cancel the compensation torque.

Alternatively, the active state includes a drive mode and an energy recovery mode, and the inactive state includes a mode in which the torque on the shaft is zero.

Optionally, the switching prediction module is electrically connected to one or more of the following sensors: a brake pedal opening sensor, an accelerator pedal opening sensor, a vehicle speed sensor, a driver request torque sensor and an axle torque sensor; wherein the handover prediction module is configured to determine whether a handover is imminent based on one or more of the following criteria: the opening degree of a brake pedal of the vehicle, the opening degree of an accelerator pedal of the vehicle, and the vehicle speed are changed.

Optionally, the switching prediction module is further electrically connected to the memory, and the memory is configured to store a preset torque distribution strategy; wherein the switching prediction module is further configured to determine whether a switching is imminent according to a preset torque distribution strategy.

Optionally, the switch prediction module further comprises a filtering module to filter the signal from the driver requested torque calculation module [ YG1 ]; wherein the switch prediction module is further configured to determine whether a switch is imminent based on the filtered driver requested torque.

Optionally, the compensation torque applying module is electrically connected with the vehicle speed sensor; wherein the compensation torque application module is further configured to determine a magnitude of the compensation torque based on the vehicle speed.

Optionally, the compensation torque application module is further electrically connected to a memory, wherein the memory stores a table containing different vehicle speeds and corresponding compensation torques, and wherein the compensation torque application module is configured to read the magnitude of the compensation torque from the memory.

Optionally, the compensation torque applying module is electrically connected to the driving motor or the compensation motor to apply the compensation torque to the shaft through the driving motor or the compensation motor.

Optionally, the exit module is electrically connected to the time input and driver requested torque calculation module; wherein the exit module is configured to determine whether to cancel the compensation torque based on one or more of the following criteria: the absolute value of the torque on the shaft has been higher than a predetermined value after a predetermined time has elapsed after the start of the application of the compensation torque; if the criterion is met, the compensating torque on the shaft is cancelled.

Alternatively, the predetermined time is 1 second to 2 seconds.

Optionally, the complementary compensating torque is applied as a constant value, hyperbolic function, step function, sinusoidal function, parabolic function, characterized as time.

Optionally, the compensation torque application module is configured to: and simultaneously and respectively applying a first compensation torque and a second compensation torque on the front axle and the rear axle, wherein the first compensation torque and the second compensation torque are equal in magnitude and opposite in direction.

A vehicle anti-shake method comprising the steps of:

s1: predicting whether the shaft is to be switched between an operating state and a non-operating state, and predicting a torque change direction;

s2: applying a compensating torque to the shaft in the same direction as the predicted torque change direction;

s3: and judging whether the compensation torque is cancelled.

Alternatively, in step S1, the active state includes a drive mode and an energy recovery mode, and the inactive state includes a mode in which the torque on the shaft is zero. .

Optionally, in step S1, it is predicted whether a handover is imminent based on one or more of the following: the method comprises the steps of vehicle brake pedal opening, vehicle accelerator pedal opening, vehicle speed change, a preset torque distribution strategy and filtered driver request torque.

Alternatively, in step S2, the magnitude of the compensation torque is determined according to the vehicle speed, wherein the larger the vehicle speed, the larger the compensation torque.

Alternatively, in step S2, the magnitude of the compensation torque is determined according to a vehicle speed lookup table.

Optionally, in step S3, it is determined whether to cancel the compensation torque according to one or more of the following criteria: the absolute value of the torque on the shaft has been higher than a predetermined value after a predetermined time has elapsed after the start of the application of the compensation torque. If the criterion is met, the compensating torque on the shaft is cancelled.

Alternatively, the predetermined time is 1 second to 2 seconds.

Optionally, the compensating torque is applied as a constant value, hyperbolic function, step function, sinusoidal function, parabolic function characterized as time.

Optionally, in step S2, a first compensation torque and a second compensation torque are simultaneously applied to the front axle and the rear axle, respectively, wherein the first compensation torque and the second compensation torque are equal in magnitude and opposite in direction.

A controller comprises a memory, a processor and a computer program which is stored on the memory and can run on the processor, and the steps of the vehicle anti-shake method are realized when the processor executes the program.

A computer-readable storage medium having stored thereon a computer program executable by a processor to implement the steps of the above-described vehicle anti-shake method.

The vehicle anti-shake system, the vehicle anti-shake method and the vehicle anti-shake controller have the advantages of simplicity, reliability, easiness in implementation, convenience in use and the like, shake can be reduced when the state of the shaft is switched, and user experience is improved.

Drawings

The present invention will be described in further detail below with reference to the drawings and preferred embodiments, but those skilled in the art will appreciate that the drawings are only drawn for the purpose of illustrating the preferred embodiments and therefore should not be taken as limiting the scope of the invention. Furthermore, unless specifically stated otherwise, the drawings are intended to be conceptual in nature or configuration of the described objects and may contain exaggerated displays and are not necessarily drawn to scale.

Fig. 1 is a schematic view of one embodiment of a vehicle anti-shake system of the present invention.

Fig. 2 is a flowchart of one embodiment of a vehicle anti-shake method of the present invention.

FIG. 3 is a graph of torque on a shaft versus time according to one embodiment of the invention.

FIG. 4 is a graph of torque over time on the front and rear axles of a vehicle according to another embodiment of the present invention.

Detailed Description

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Those skilled in the art will appreciate that the description is illustrative only, and is not to be construed as limiting the scope of the invention.

First, it should be noted that the terms top, bottom, upward, downward and the like are defined relative to the directions in the drawings, and they are relative terms, and thus can be changed according to the different positions and different practical states in which they are located. These and other directional terms should not be construed as limiting terms.

Furthermore, it should be noted that any single technical feature described or implied in the embodiments herein, or any single technical feature shown or implied in the figures, can still be combined between these technical features (or their equivalents) to obtain other embodiments of the invention not directly mentioned herein.

It should be noted that in different drawings, the same reference numerals indicate the same or substantially the same components.

Fig. 1 is a schematic view of one embodiment of a vehicle anti-shake system of the present invention. Wherein, the vehicle anti-shake system 100 includes: a switch prediction module 110 configured to predict whether the first shaft 100a is about to switch between an active state and an inactive state, and predict a torque change direction; a compensation torque application module 120 configured to apply a compensation torque to the first shaft 100a in a direction co-directional with the predicted torque change; and an exit module 130 configured to determine whether to cancel the compensation torque.

Alternatively, the operating state includes a driving mode and an energy recovery mode, and the inactive state includes a mode in which the torque on the first shaft 100a is zero.

Optionally, the switching prediction module 110 is electrically connected to one or more of the following sensors: a brake pedal opening sensor 111, an accelerator pedal opening sensor 112, a vehicle speed sensor 113, a driver requested torque calculation module 114, and the like. Wherein the handover prediction module 110 is configured to determine whether a handover is imminent based on one or more of the following criteria: the opening degree of a brake pedal of the vehicle, the opening degree of an accelerator pedal of the vehicle, and the vehicle speed are changed.

Wherein the driver requested torque calculation module 114 is configured to calculate the magnitude of the driver requested torque based on the input from the one or more sensors. The steps for calculating the driver requested torque are known to those skilled in the art and therefore will not be described in detail herein. For example, the driver requested torque may be determined from a look-up table based on the vehicle speed and the opening of the accelerator pedal.

In one embodiment of the invention, a map of driver requested torque versus vehicle speed and throttle opening may be predetermined by one skilled in the art based on vehicle behavior and stored in the vehicle for review.

Optionally, the switching prediction module 110 is further electrically connected to the memory 121, and the memory 121 is configured to store a preset torque distribution strategy. The switching prediction module 110 is further configured to determine whether a switching is imminent according to a preset torque distribution strategy.

Optionally, a filtering module 110a is also included to filter the signal from the driver requested torque calculation module 114. Wherein the handover prediction module 110 is further configured to determine whether a handover is imminent based on the filtered driver request.

Optionally, the compensation torque application module 120 is electrically connected to the vehicle speed sensor 113. Wherein the compensation torque application module 120 is further configured to determine the magnitude of the compensation torque according to the vehicle speed.

Optionally, the compensation torque applying module 120 is further electrically connected to the memory 121. The memory 121 stores a table containing different vehicle speeds and corresponding compensation torques. And wherein the compensation torque application module 120 is configured to read the magnitude of the compensation torque from the memory 121.

Optionally, the compensation torque applying module 120 is electrically connected to the driving motor or the compensation motor 122 to apply the compensation torque to the first shaft 100a through the driving motor or the compensation motor 122.

Optionally, the exit module 130 is electrically connected to the time input 131 and the driver requested torque calculation module 114. Wherein the exit module 130 determines whether to cancel the compensation torque based on one or more of the following criteria: the absolute value of the torque on the first shaft 100a has been higher than the predetermined value after a predetermined time has elapsed after the start of the application of the compensation torque. If the criterion is met, the compensating torque on the shaft is cancelled.

Alternatively, the predetermined time is 1 second to 2 seconds. The predetermined time may be determined empirically by one skilled in the art, and other lengths of time may be used.

Alternatively, the vehicle anti-shake system 100 is configured for a vehicle having independent drive capability for both the front and rear axles, or for a vehicle having separate drive capability for either the front or rear axles. The vehicle can be a pure electric vehicle or a hybrid vehicle.

In an embodiment of the present invention, the compensation torque applying module 120 is further electrically connected to a second driving motor or compensation motor 122' to apply the compensation torque to the second shaft 100a ' through the second driving motor or compensation motor 122 '. Similarly, the exit module 130 is also electrically connected to the second driving motor or the compensation motor 122' to determine whether to cancel the compensation torque.

Optionally, the compensation torque application module 120 is configured to: a first compensation torque and a second compensation torque are simultaneously applied to the first shaft 100a and the second shaft 100a', respectively, wherein the first compensation torque and the second compensation torque are equal in magnitude and opposite in direction.

In one embodiment of the present invention, the first shaft 100a and the second shaft 100a' are a front shaft and a rear shaft of the vehicle, respectively. The vehicle anti-shake system and method according to the present invention may also be used on the front axle of the vehicle alone or on the rear axle of the vehicle alone, according to actual needs. Those skilled in the art will appreciate that the above-described first, second, front and rear axles are merely illustrative and are not intended to limit the location of practice of the invention.

Fig. 2 is a flowchart of one embodiment of a vehicle anti-shake method of the present invention. The vehicle anti-shake method comprises the following steps:

s1: predicting whether the shaft is to be switched between an operating state and a non-operating state, and predicting a torque change direction;

s2: applying a compensating torque to the shaft in the same direction as the predicted torque change direction;

s3: and judging whether the compensation torque is cancelled.

Alternatively, in step S1, the active state includes a drive mode and an energy recovery mode, and the inactive state includes a mode in which the torque on the shaft is zero.

Optionally, in step S1, it is predicted whether a handover is imminent based on one or more of the following: vehicle brake pedal opening, vehicle accelerator pedal opening, vehicle speed variation, preset torque distribution strategies, filtered driver requested torque, and the like. For example, if it is detected that the opening of the brake pedal exceeds a predetermined value, or the opening of the accelerator pedal exceeds a predetermined value, or the change in vehicle speed exceeds a predetermined value, or the driver's requested torque exceeds a predetermined value, it is predicted that a switch will occur, i.e., both the front and rear axles of the vehicle will switch between an operative state and an inoperative state. Depending on the torque split strategy, it is also possible to use different scenarios to predict that a shift is imminent.

Alternatively, in step S2, the magnitude of the compensation torque is decided according to the vehicle speed. In one embodiment of the invention, the greater the vehicle speed, the greater the compensation torque, and the smaller the vehicle speed, the smaller the compensation torque.

Similarly, the magnitude of the compensation torque may also be determined from a vehicle speed look-up table. The corresponding table of compensation torque and vehicle speed may be predetermined by a person skilled in the art according to the actual conditions of the vehicle and stored in the vehicle for reference.

Alternatively, in step S2, the magnitude of the compensation torque is determined according to a table between preset different vehicle speeds and corresponding compensation torques.

Optionally, in step S3, it is determined whether to cancel the compensation torque according to one or more of the following criteria: the absolute value of the torque on the shaft has been higher than a predetermined value after a predetermined time has elapsed after the start of the application of the compensation torque. If the criterion is met, the compensating torque on the shaft is cancelled.

Alternatively, the predetermined time is 1 second to 2 seconds. Similarly, the predetermined time may be determined empirically by one skilled in the art, and other lengths of time may be employed.

Alternatively, the vehicle anti-shake method is applied to a vehicle having independent drive capability for both the front and rear axles, or to a vehicle having drive capability for either the front or rear axle alone. The vehicle can be a pure electric vehicle or a hybrid vehicle.

Optionally, in step S2, a first compensation torque and a second compensation torque are simultaneously applied to the front axle and the rear axle, respectively, wherein the first compensation torque and the second compensation torque are equal in magnitude and opposite in direction.

FIG. 3 is a graph of torque on the first shaft 100a over time according to one embodiment of the invention. In which the graph located at the upper part in fig. 3 represents the variation of the driving torque M with time T. Before time t1, when the first shaft 100a is in the inoperative state, the drive torque is 0. From time t1, the drive torque M starts to increase stepwise and reaches a maximum at time t 2. Between time t2 and time t3, the first shaft 100a is in operation. From time t3, the drive torque M starts to decrease stepwise and to 0 at time t 4. After time t4, when the first shaft 100a is in the inoperative state, the drive torque is 0.

It is readily understood that the drive torque M may vary with the vehicle operating conditions between time t2 and time t 3. For the sake of clarity, the drive torque M is simply shown in fig. 3 as being constant between time t2 and time t 3. Further, between time t2 and time t3, the first shaft 100a may be in a drive mode or an energy recovery mode.

The lower graph in fig. 3 represents the variation of the compensation torque M' over time T. As shown, before time t1', the compensation torque is 0, i.e., no compensation torque is applied to the first shaft 100 a.

At time t1', the switching prediction module 110 in the anti-shake system for a vehicle of the present invention performs step S1 of the anti-shake method for a vehicle of the present invention, and determines that the first shaft 100a is about to be switched from the non-operating state to the operating state. Therefore, the compensation torque applying module 120 in the vehicle anti-shake system of the present invention performs step S2 of the vehicle anti-shake method of the present invention, applying the compensation torque to the first shaft 100 a.

At time t2', the exit module 130 in the vehicle anti-shake system of the invention performs step S3 of the vehicle anti-shake method of the invention, determining whether the condition for canceling the compensation torque has been satisfied. Therefore, the compensation torque is reduced to 0. the time difference between time T1 'and time T2' is the first duration T1 for applying the compensation torque.

At time t3', the switching prediction module 110 in the vehicle anti-shake system of the present invention performs step S1 of the vehicle anti-shake method of the present invention, and determines that the first shaft 100a is about to be switched from the operating state to the non-operating state. Therefore, the compensation torque applying module 120 in the vehicle anti-shake system of the present invention performs step S2 of the vehicle anti-shake method of the present invention, applying the compensation torque to the first shaft 100 a.

At time t4', the exit module 130 in the vehicle anti-shake system of the invention performs step S3 of the vehicle anti-shake method of the invention, determining whether the condition for canceling the compensation torque has been satisfied. Therefore, the compensation torque is reduced to 0. The time difference between time T3 'and time T4' is the second duration T2 during which the compensation torque is applied.

Between the time t2' and the time t3', and after the time t4', the compensation torque is 0, i.e., no compensation torque is applied to the first shaft 100 a.

As shown, time t1 is between time t1 'and time t2', time t2 and time t3 are between time t2 'and time t3', and time t4 is between time t3 'and time t 4'.

In the illustrated embodiment, the compensation torque is varied stepwise over time during application. However, depending on the actual requirements, the compensating torque is applied as a constant value characterized by time, as a hyperbolic function, as a step function, as a sinusoidal function, as a parabolic function, or as any other suitable curvilinear function, or as a combination of the above.

Optionally, the first duration T1 and the second duration T2 are equal. However, in some embodiments of the present invention, the first duration T1 and the second duration T2 are unequal.

FIG. 4 is a graph of torque on the fore and aft axes versus time according to another embodiment of the present invention. As an example, the upper graph in fig. 4 represents a graph of the front axle total torque M1 as a function of time T, and the lower graph in fig. 4 represents a graph of the rear axle total torque M2 as a function of time T.

The torque variation in fig. 4 represents the variation of the total torque on the front and rear axles during the switching of the front and rear axle drive.

In the upper graph, the front axle total torque M1 shown by a black solid line is equal to the sum of the drive torque M in the upper graph in fig. 3 and the compensation torque M' in the lower graph in fig. 3 superimposed. Thus, prior to time t1', total torque M1 is zero. Between time t1 'and time t1, the total front axle torque M1 is equal to the corresponding compensation torque M'. Between time t1 and time t2', the total front axle torque M1 is equal to the sum of the compensation torque M' and the driving torque M. Between time t2' and time t2, the total front axle torque M1 is equal to the drive torque M.

Between time t3 and time t4', the front and rear axle drives are switched again, and the detailed process is not described again.

It is easily understood that the compensation torque M' shown in fig. 3 is shown as a portion of a circular arc on the graph. Between time t1 and time t2' in fig. 4, the total front axle torque M1 is not linear, but a superposition of a circular arc and a straight line, and is therefore slightly cambered.

In the lower graph, a compensation torque equal in magnitude and opposite in direction to the compensation torque M ' in the lower graph in fig. 3 is applied to the rear axle between the time t1' and the time t2', and thus a corresponding total rear axle torque M2 is obtained. By simultaneously applying equal and opposite compensating torques to the front and rear axles, respectively, it is advantageous to improve the stability and maneuverability of the vehicle.

It will be readily appreciated that the above compensation approach may be applied to other operating condition variations, including but not limited to: front and rear axis energy recovery switching, one axis energy recovery switching to another axis drive, one axis drive switching to another axis recovery, one axis drive switching to front and rear axis drive, one axis energy recovery switching to front and rear axis energy recovery, front and rear axis drive switching to one axis drive or front and rear axis energy recovery switching to one axis energy recovery, etc. Those skilled in the art can apply symmetrical torque to the front axle and/or the rear axle according to actual needs to achieve the above-mentioned counteracting effect.

The invention also relates to a controller, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the program to realize the steps of the vehicle anti-shake method.

The present invention also relates to a computer-readable storage medium having stored thereon a computer program executable by a processor for implementing the steps of the above-described anti-shaking method for a vehicle.

By adopting the vehicle anti-shake system and the method, when the shaft is switched between the working state and the non-working state, the gear clearance in the transmission system of the shaft can be eliminated by applying the equidirectional torque in advance, so that the shake of the transmission system is reduced, and the user experience is improved.

In light of the above disclosure, those skilled in the art can easily obtain a vehicle including the above vehicle anti-shake system and method, or apply the above vehicle anti-shake system and method to an existing vehicle.

The present specification describes the present invention with reference to flowchart illustrations, block diagrams, and/or flow charts of vehicle anti-shake apparatuses and methods according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block and/or flow diagram block or blocks.

These computer program instructions may be stored in a computer-readable memory that can direct a computer or other programmable processor to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function/act specified in the flowchart and/or block diagram block or blocks.

The computer program instructions may be loaded onto a computer or other programmable data processor to cause a series of operational steps to be performed on the computer or other programmable processor to produce a computer implemented process such that the instructions which execute on the computer or other programmable processor provide steps for implementing the functions or acts specified in the flowchart and/or block diagram block or blocks. It should also be noted that, in some alternative implementations, the functions/acts noted in the blocks may occur out of the order noted in the flowcharts. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality/acts involved.

This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and selecting appropriate materials and using any incorporated methods. The scope of the invention is defined by the claims and encompasses other examples that occur to those skilled in the art. Such other examples are to be considered within the scope of the invention as determined by the claims, provided that they include structural elements that do not differ from the literal language of the claims, or that they include equivalent structural elements with insubstantial differences from the literal language of the claims.