Vehicle drift control method, vehicle, electronic device, and storage medium

Abstract

A vehicle drift control method, comprising: on the basis of driving state information of a vehicle, determining whether there is a drift intent (S201); if it is determined that there is a drift intent, determining a current drift angle of the vehicle (S202); if the current drift angle is greater than a target drift angle, determining a parameter adjustment amount on the basis of an angle difference between the current drift angle and the target drift angle, the parameter adjustment amount comprising at least one of a torque adjustment amount of a drive motor and a rotation angle adjustment amount of a rear axle (S203); and performing drift control on the basis of the parameter adjustment amount, so as to reduce the drift angle of the vehicle (S204). Also disclosed are a vehicle, an electronic device, and a storage medium related to the vehicle drift control method. The vehicle drift control method causes the drift process of the vehicle to simpler and more controllable, reduces a drift threshold, and increases driving enjoyment.

Description

Vehicle drift control method, vehicle, electronic device, and storage medium

[0001] Related applications

[0002] The present application claims priority from the Chinese Invention Patent application No. 202410767140.5, filed on June 13, 2024, and entitled "Vehicle drift control method, vehicle, electronic device, and storage medium". TECHNICAL FIELD

[0003] The present application relates to the technical fields of vehicles, vehicle drift, and the like, and in particular to a vehicle drift control method, a vehicle, an electronic device, and a storage medium. BACKGROUND

[0004] With the development of new energy vehicles, users have increasingly high requirements for the driving interest of vehicles, such as drift. In the related art, the drift of a vehicle is achieved by a hydraulic unit braking the rear wheels to reduce the lateral force of the rear axle. However, when the vehicle drifts, it is difficult for a driver to effectively and timely control the drift start point and make the vehicle return to stability after the drift starts. SUMMARY

[0005] The present application aims to at least partially solve one of the technical problems in the related art. To this end, the present application aims to provide a vehicle drift control method for a vehicle, a vehicle, an electronic device, a storage medium, and a program product.

[0006] The present application provides a vehicle drift control method, which comprises: determining whether there is a drift intention based on driving state information of a vehicle; determining a current drift angle of the vehicle in a case where it is determined that there is a drift intention; determining a parameter adjustment amount based on an angle difference between the current drift angle and a target drift angle in a case where the current drift angle is greater than the target drift angle, wherein the parameter adjustment amount comprises at least one of a torque adjustment amount of a driving motor and a rotation angle adjustment amount of a rear axle; and performing drift control based on the parameter adjustment amount so as to reduce the drift angle of the vehicle.

[0007] Exemplarily, the performing drift control based on the parameter adjustment amount so as to reduce the drift angle of the vehicle comprises: reducing the torque of the rear axle driving motor according to the torque adjustment amount; and increasing the rotation angle of the rear axle according to the rotation angle adjustment amount if the rate of change of the angle difference between the current drift angle and the target drift angle is less than a preset rate of change after the torque of the rear axle driving motor is reduced.

[0008] Exemplarily, the rotation angle direction of the rear axle is consistent with the drift direction of the vehicle.

[0009] Exemplarily, the drift control based on the parameter adjustment amount is to reduce the drift angle of the vehicle, including: performing the drift control based on the parameter adjustment amount, so that the slip ratio of the vehicle is a preset slip ratio, wherein, in the case that the slip ratio of the vehicle is the preset slip ratio, the current drift angle is consistent with the target drift angle.

[0010] Exemplarily, in the case that it is determined that there is the drift intention, the current drift angle of the vehicle is determined, including: in the case that it is determined that there is the drift intention, performing torque distribution based on a current torque demand, and driving the vehicle based on the distributed torque so that the vehicle enters a drift state; and determining the current drift angle of the vehicle after the vehicle enters the drift state.

[0011] Exemplarily, the driving state information of the vehicle includes a preset target drift angle, a vehicle speed, a vehicle gear, a steering wheel rotation angle, an accelerator pedal value, and brake state information; and the determination of whether there is the drift intention based on the driving state information of the vehicle includes: in the case that the target drift angle is greater than a preset angle threshold, the vehicle speed is greater than a vehicle speed limit, the vehicle gear is a preset gear, the steering wheel rotation angle is greater than a rotation angle limit, the accelerator pedal value is greater than an accelerator limit, and the brake state information indicates that the vehicle is in a non-braking state, it is determined that there is the drift intention.

[0012] Exemplarily, the parameter adjustment amount and the angle difference value are in a positive correlation, and the positive correlation includes a first positive correlation and / or a second positive correlation, the torque adjustment amount and the angle difference value are in the first positive correlation, and the rotation angle adjustment amount and the angle difference value are in the second positive correlation.

[0013] Exemplarily, the vehicle includes one front axle driving motor and two rear axle driving motors, the front axle driving motor is used to drive two wheels of a front axle, and the two rear axle driving motors are respectively used to drive two wheels of a rear axle.

[0014] Another embodiment of the present application provides a vehicle for implementing the steps of the above method.

[0015] Another embodiment of the present application provides an electronic device including a memory and a processor, the memory stores a computer program, and the processor implements the steps of the method of any of the above embodiments when executing the computer program.

[0016] Another embodiment of the present application provides a computer readable storage medium, which stores a computer program, and the computer program implements the steps of the method of any of the above embodiments when executed by a processor.

[0017] Another embodiment of the present application provides a computer program product, which comprises instructions, when executed by a processor of a computer device, enable the computer device to perform the steps of the method of any of the above embodiments.

[0018] In the above embodiments, based on the driving state information of the vehicle, it is determined whether there is a drift intention; in the case where it is determined that there is a drift intention, the current drift angle of the vehicle is determined; in the case where the current drift angle is greater than the target drift angle, based on the angle difference between the current drift angle and the target drift angle, the parameter adjustment amount is determined, wherein the parameter adjustment amount comprises at least one of the torque adjustment amount of the driving motor and the rotation angle adjustment amount of the rear axle; and based on the parameter adjustment amount, drift control is performed so as to reduce the drift angle of the vehicle. The vehicle drift control method of the present application makes the drift process of the vehicle more simple and controllable, reduces the threshold of drift, and improves the driving pleasure. BRIEF DESCRIPTION OF DRAWINGS

[0019] FIG. 1 is a flowchart of a vehicle drift control strategy provided by an embodiment of the present application;

[0020] FIG. 2 is a flowchart of a vehicle drift control method provided by an embodiment of the present application;

[0021] FIG. 3 is a flowchart of determining the current drift angle of the vehicle provided by an embodiment of the present application;

[0022] FIG. 4 is a flowchart of performing drift control based on the parameter adjustment amount provided by an embodiment of the present application;

[0023] FIG. 5 is a schematic diagram of a three-motor architecture vehicle provided by an embodiment of the present application;

[0024] FIG. 6 is a flowchart of another vehicle drift control strategy provided by an embodiment of the present application;

[0025] FIG. 7 is a flowchart of drift control provided by an embodiment of the present application;

[0026] FIG. 8 is a structural schematic diagram of a drift control device provided by an embodiment of the present application;

[0027] FIG. 9 is a block diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0028] Embodiments of the present application are described in detail below with reference to the accompanying drawings, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application.

[0029] With the development of new energy vehicles, users have higher requirements for the driving interest of vehicles, such as drifting. In the related technology, the drifting of the vehicle is realized by a hydraulic unit through braking of the rear wheels to reduce the lateral force of the rear axle to achieve the drifting of the vehicle. However, when the vehicle drifts, the driver usually cannot effectively and timely control the drifting point and the wheel end driving or braking after the drifting to make the vehicle return to stability.

[0030] In some examples, as shown in FIG. 1, the vehicle drifting control method includes judging and assisting drifting through the input of the driver. This vehicle drifting method is applied to a vehicle with a two-motor architecture, and a vehicle controller is connected to the front and rear motors and controls the torque of the motors. According to the vehicle speed and the road adhesion, the basic torque distribution is performed. On the basis of the basic torque distribution, the yaw angular velocity, the stable yaw angular velocity based on the lateral acceleration, and the yaw angular acceleration are measured, and the drifting state is determined according to the yaw angular velocity, the stable yaw angular velocity based on the lateral acceleration, and the yaw angular acceleration. After determining the drifting, the rear axle torque is controlled according to the yaw angular acceleration, the steering wheel return rate, and the yaw angular velocity deviation, and it is determined whether the steering wheel is reversed. When the steering wheel is reversed, the front axle torque is controlled according to the yaw angular acceleration, the steering wheel return rate, and the yaw angular velocity deviation to realize the steady drifting control. If the steering wheel is not reversed, the drifting state of the vehicle is determined. If the vehicle drifts, the rear axle torque is continued to be reduced. If the vehicle does not drift, the basic torque distribution is performed according to the initial torque setting. However, this vehicle drifting method only controls the torque, which is not efficient and requires certain skills of the driver, has a high drifting threshold, and it is difficult to quickly control the vehicle to reduce the drifting degree when the drifting degree exceeds the expectation.

[0031] Therefore, the vehicle drifting control method is proposed. The torque is distributed or controlled at the motor end, and the rear wheel steering angle is controlled to affect the lateral force of the vehicle. After the drifting ends, the lateral force of the rear axle is quickly restored, which has the advantages of simple operation and high control precision.

[0032] FIG. 2 is a flowchart of the vehicle drifting control method according to an embodiment of the present application.

[0033] As shown in FIG. 2, the vehicle drifting control method includes S201-S204.

[0034] S201, based on the driving state information of the vehicle, it is determined whether there is a drifting intention.

[0035] S202, in the case where it is determined that there is a drifting intention, the current drifting angle of the vehicle is determined.

[0036] S203, in a case where the current drift angle is greater than the target drift angle, determining a parameter adjustment amount based on an angle difference between the current drift angle and the target drift angle, wherein the parameter adjustment amount comprises at least one of a torque adjustment amount of the driving motor and a rotation angle adjustment amount of the rear axle.

[0037] S204, performing drift control based on the parameter adjustment amount so as to reduce the drift angle of the vehicle.

[0038] Exemplarily, during driving of the vehicle, driving state information of the vehicle is acquired, which for example comprises vehicle speed, vehicle gear, steering wheel rotation angle, accelerator pedal value, preset target drift angle and the like. By judging the driving state information of the vehicle, it is determined whether the driver has drift intention at this time. If the driver has drift intention, the torque of the vehicle will be distributed or transferred, for example, the torque of the rear axle is increased and / or the torque of the front axle is reduced at this time, so that the vehicle starts to drift, and the current drift angle of the vehicle is calculated. In a case where the current drift angle is greater than the target drift angle, it indicates that the drift target of the driver has been satisfied and exceeded the expectation, and at this time the lateral force of the vehicle needs to be adjusted to make the vehicle stable. Based on the angle difference between the current drift angle and the target drift angle, a parameter adjustment amount is calculated, which comprises at least one of a torque adjustment amount of the driving motor and a rotation angle adjustment amount of the rear axle. Drift control is performed based on the parameter adjustment amount so as to reduce the drift angle of the vehicle. It can be understood that the drift angle of the vehicle can be reduced by adjusting the torque, and the drift angle of the vehicle can also be reduced by adjusting the rotation angle of the rear axle, or both can be implemented.

[0039] The vehicle drift control method of the present application is based on the method of torque control and / or rear axle rotation angle control, which reduces the drift angle of the vehicle, and quickly restores the lateral force of the rear axle after the drift ends, having the advantages of simple operation and high control precision.

[0040] As an example, the driving state information of the vehicle comprises a preset target drift angle, vehicle speed, vehicle gear, steering wheel rotation angle, accelerator pedal value, brake state information. Based on the driving state information of the vehicle, it is determined whether there is drift intention, which comprises: in a case where the target drift angle is greater than a preset angle threshold, the vehicle speed is greater than a vehicle speed limit value, the vehicle gear is a preset gear, the steering wheel rotation angle is greater than a rotation angle limit value, the accelerator pedal value is greater than an accelerator limit value, and the brake state information indicates that the vehicle is in a non-braking state, it is determined that there is drift intention.

[0041] Exemplarily, the vehicle of the present application comprises a drift willingness recognition module, and driving state information of the vehicle can be collected by the drift willingness recognition module. The driving state information of the vehicle comprises a preset target drift angle, a vehicle speed, a vehicle gear, a steering wheel rotation angle, an accelerator pedal value, and brake state information. The preset target drift angle can be set in advance by the driver, for example, the drift willingness recognition module acquires the target drift angle set in advance by the driver on the PAD screen, for example, 40°. The drift willingness recognition module also acquires the vehicle speed, the vehicle gear, the steering wheel rotation angle, the accelerator pedal value, and the brake state information. When the target drift angle is greater than a preset angle threshold, the vehicle speed is greater than a vehicle speed limit value, the vehicle gear is a preset gear, the steering wheel rotation angle is greater than a rotation angle limit value, the accelerator pedal value is greater than an accelerator limit value, and the brake state information indicates that the vehicle is in a non-braking state, it is determined that there is a drift willingness. The preset angle threshold can be 0, and the preset gear can be D. For example, when the target drift angle is greater than 0, the vehicle speed is greater than the vehicle speed limit value, the vehicle gear is D, the steering wheel rotation angle is greater than the rotation angle limit value, the accelerator pedal value is greater than the accelerator limit value, and the brake state information indicates that the vehicle is in a non-braking state, it is determined that the driver has a drift willingness.

[0042] As an example, as shown in FIG. 3, when it is determined that there is a drift willingness, the current drift angle of the vehicle is determined, comprising S301-S302.

[0043] S301, when it is determined that there is a drift willingness, torque distribution is performed based on a current torque demand, and the vehicle is driven based on the distributed torque so that the vehicle enters a drift state.

[0044] S302, after the vehicle enters the drift state, the current drift angle of the vehicle is determined.

[0045] Exemplarily, when it is determined that the driver has a drift willingness, torque distribution is performed based on a current torque demand, and the vehicle is driven based on the distributed torque so that the vehicle enters a drift state. For example, the current torque demand is associated with the pedal depth, and through torque distribution, the torque of the rear axle can be increased and / or the torque of the front axle can be reduced, or the torque of the front axle can be transferred to the torque of the rear axle, so as to increase the difference between the torque of the rear axle and the torque of the front axle, and when the rear wheel rotation slip rate reaches a certain threshold value, the vehicle enters a drift state. After the vehicle enters the drift state, the current drift angle of the vehicle is determined. For example, whether the vehicle has taken off (whether it has entered a drift state) is determined by the slip rate, for example, when the slip rate is greater than 5%, it is determined that the vehicle has entered a drift state.

[0046] The vehicle also comprises a drift state evaluation module, and the current drift angle of the vehicle is calculated by the drift state evaluation module. The current drift angle can also be referred to as the actual deviation angle of the vehicle, or as the side slip angle.

[0047] As an example, the target drift angle is denoted as β, and the current drift angle is denoted as β0. When the current drift angle β0 is less than or equal to the target drift angle β, it indicates that the drift target of the driver has not been met, and at this time, the current motor torque and the rear wheel angle are kept unchanged, and the driver is waited to increase the driving torque so as to increase the drift degree of the vehicle, i.e., to increase the current drift angle β0. When the current drift angle β0 is greater than the target drift angle β, it indicates that the drift target of the driver has been met and exceeds the expectation, and at this time, the drift degree of the vehicle needs to be reduced. The torque adjustment amount and the angle adjustment amount can be determined according to the angle difference between the current drift angle and the target drift angle.

[0048] As an example, the vehicle further comprises a torque / rear rotation adjustment amount generation module, which calculates the torque adjustment amount and the angle adjustment amount in real time according to the angle difference between the current drift angle and the target drift angle. The torque / rear rotation adjustment amount generation module is connected to the stability control module, and the torque / rear rotation adjustment amount generation module inputs the torque adjustment amount and the angle adjustment amount to the stability control module. The stability control module performs drift control according to the torque adjustment amount and the angle adjustment amount, so as to reduce the drift angle of the vehicle.

[0049] As an example, as shown in FIG. 4, the drift control is performed based on the parameter adjustment amount so as to reduce the drift angle of the vehicle, including S401-S402. The parameter adjustment amount includes the torque adjustment amount of the driving motor and the angle adjustment amount of the rear axle.

[0050] S401, according to the torque adjustment amount, the torque of the rear axle driving motor is reduced.

[0051] S402, after the torque of the rear axle driving motor is reduced, if the change rate of the angle difference between the current drift angle and the target drift angle is less than a preset change rate, the angle of the rear axle is increased according to the angle adjustment amount.

[0052] As an example, the stability control module first reduces the torque of the rear axle driving motor according to the torque adjustment amount. When the torque of the rear axle driving motor is reduced, the current drift angle should also be reduced, and the angle difference between the current drift angle and the target drift angle is reduced. In order to stabilize the vehicle as soon as possible, the process time should be shortened as much as possible. The change rate of the angle difference between the current drift angle and the target drift angle is also limited. If the change rate of the angle difference between the current drift angle and the target drift angle is less than a preset change rate, it indicates that the β0-β difference has not been reduced or the trend of the β0-β difference is too slow in the process of reducing the torque of the rear axle motor. At this time, the angle of the rear axle is increased according to the angle adjustment amount, i.e., the rear wheel steering is adjusted, so that the drift degree of the vehicle is reduced. For example, the steering of the rear wheel is adjusted towards the drift direction of the vehicle, so that the drift degree of the vehicle is reduced.

[0053] As an example, the angle direction of the rear axle is consistent with the drift direction of the vehicle.

[0054] In another example, the parameter adjustment amount can only include a torque adjustment amount of the driving motor. After reducing the torque of the rear axle driving motor, if the rate of change of the angle difference between the current drift angle and the target drift angle is greater than or equal to the preset rate of change, it can be unnecessary to continue adjusting according to the rotation angle adjustment amount.

[0055] In another example, the parameter adjustment amount can only include a torque adjustment amount of the driving motor. After reducing the torque of the rear axle driving motor, if the rate of change of the angle difference between the current drift angle and the target drift angle is greater than or equal to the preset rate of change, it can be unnecessary to continue adjusting according to the rotation angle adjustment amount.

[0056] In some examples, such as during drifting, the steering wheel is turned to the left, the steering wheel controls the turning direction of the front wheels, and therefore, at this time, the front wheels are also turned to the left, the tail of the vehicle swings to the right to achieve drifting, and the drifting direction of the vehicle is counterclockwise. When the current drift angle β0 is greater than the target drift angle β, if the β0-β difference does not decrease or the decreasing trend is too slow during the process of reducing the torque of the rear axle motor, the rotation angle of the rear axle needs to be increased according to the rotation angle adjustment amount to reduce the drifting degree of the vehicle. At this time, adjusting the rear wheel steering to reduce the drifting degree of the vehicle includes controlling the rear wheel to start steering, and the steering direction of the rear wheel is the same as the drifting direction, both being counterclockwise.

[0057] As an example, the parameter adjustment amount and the angle difference are positively correlated, and the positive correlation includes a first positive correlation and / or a second positive correlation. The torque adjustment amount and the angle difference are positively correlated in the first positive correlation, and the rotation angle adjustment amount and the angle difference are positively correlated in the second positive correlation.

[0058] Exemplarily, the greater the angle difference between the current drift angle and the target drift angle, the greater the torque adjustment amount and the greater the rotation angle adjustment amount. During the adjustment of the torque of the rear axle motor and the steering angle of the rear wheel, the torque / rear wheel adjustment amount generation module obtains the current drift angle in real time. If the angle difference between the current drift angle and the target drift angle decreases, the torque adjustment amount is smaller and the rotation angle adjustment amount is smaller.

[0059] Exemplarily, the first positive correlation can be a linear relationship or a proportional relationship. In an example, the torque adjustment amount = k1*|β0-β|. The second positive correlation can also be a linear relationship or a proportional relationship. In an example, the rotation angle adjustment amount = k2*|β0-β|. k1 and k2 are coefficients, and k1 and k2 can be the same or different.

[0060] The application controls the torque of the wheel end in real time, so that the lateral force in the drifting process is more smooth and controllable, and the real-time control is also performed on the rear wheel rotation angle and speed, so that the vehicle is more easy to keep and the drifting process is not easy to lose control.

[0061] As an example, the drifting state evaluation module judges whether the steering wheel is in counter-steering (counter-steering refers to that the rotation direction of the steering wheel is opposite to the actual turning direction of the vehicle) through the driver's steering wheel input information. The following discusses the two cases of steering wheel counter-steering and steering wheel non-counter-steering.

[0062] When the driver is not counter-steering, and the current drifting angle β0<= target drifting angle β, it indicates that the driver's drifting target has not been met, at this time, the current torque and rear rotation are kept unchanged, and the driver is waited to increase the driving torque so as to improve the drifting degree of the vehicle and the current drifting angle β0.

[0063] When the driver is not counter-steering, and the current drifting angle β0> target drifting angle β, it indicates that the driver's drifting target has been met and exceeds the expectation, and the drifting degree of the vehicle needs to be reduced, at this time, the rear axle motor starts to reduce the torque, and the greater the difference β0-β, the greater the torque reduction adjustment.

[0064] When the driver is not counter-steering, if the difference β0-β does not become smaller or becomes smaller too slowly in the process of reducing the torque, the rear wheel steering is adjusted to reduce the drifting degree of the vehicle. For example, in the drifting process, the steering wheel is steered to the left, at this time, the front wheel steering is to the left, so that the tail of the vehicle is thrown to the right to realize drifting, and the drifting direction is counterclockwise. Adjusting the rear wheel steering to reduce the drifting degree of the vehicle includes controlling the rear wheel steering angle to be counterclockwise, and the greater the difference β0-β, the greater the steering angle, and vice versa.

[0065] The counter-steering case is similar to the non-counter-steering case:

[0066] When the driver is counter-steering, and the current drifting angle β0<= target drifting angle β, it indicates that the driver's drifting target has not been met, at this time, the current torque and rear rotation are kept unchanged, and the driver is waited to increase the driving torque so as to improve the drifting degree of the vehicle and the current drifting angle β0.

[0067] When the driver is counter-steering, and the current drifting angle β0> target drifting angle β, it indicates that the driver's drifting target has been met and exceeds the expectation, and the drifting degree of the vehicle needs to be reduced, at this time, the rear axle starts to reduce the torque, and the greater the difference β0-β, the greater the torque reduction adjustment.

[0068] When the driver counterattacks, if the difference between β0-β does not decrease or the trend of decrease is too slow, the rear axle starts to turn. The turning direction of the rear axle is the same as the drift direction of the vehicle, but the turning direction of the rear axle can be different from the turning direction of the steering wheel. For example, during the counterattack, the steering wheel turns from 90° left to 0°, and then from 0° to 90° right. When the steering wheel turns from 90° left to 0°, the turning direction of the rear axle (left) is the same as the turning direction of the steering wheel (left). When the steering wheel turns from 0° to 90° right, the turning direction of the rear axle (left) is different from the turning direction of the steering wheel (right). The greater the difference between β0-β, the greater the turning angle, and vice versa.

[0069] Whether counterattacking or not, the turning direction of the rear axle is the same as the drift direction of the vehicle, which is to make the current drift angle β0 equal to the target drift angle β when the drift target of the driver has been met and exceeds the expectation, so as to reduce the drift degree of the vehicle.

[0070] As an example, the drift control is performed based on the parameter adjustment amount so as to reduce the drift angle of the vehicle, which includes: performing the drift control based on the parameter adjustment amount so that the slip rate of the vehicle is a preset slip rate, wherein the current drift angle is consistent with the target drift angle when the slip rate of the vehicle is the preset slip rate.

[0071] Exemplarily, the slip rate is used not only to determine whether the vehicle is drifting, but also to reduce the drift degree of the vehicle by reducing the torque of the rear axle and controlling the turning of the rear wheels. For example, when the current drift angle β0 is equal to the target drift angle β (such as 40°), the preset slip rate is obtained in real time according to the driving data, which is, for example, 20%. During the process of reducing the torque of the rear axle and controlling the turning of the rear wheels to reduce the drift degree of the vehicle after the vehicle drifts beyond the expectation (the current drift angle β0 is greater than the target drift angle β), the preset slip rate can be used as a reference to reduce the torque of the rear axle and control the turning of the rear wheels so that the current slip rate of the vehicle is the preset slip rate 20%, so as to achieve the current drift angle β0≤target drift angle β.

[0072] The vehicle drift control method of the present application does not require the driver to perform operations other than steering and acceleration during the drifting process, so that the drifting process of the vehicle is simpler and the driver is more controllable, the threshold of drifting is reduced, and the driving pleasure of the user is improved.

[0073] As an example, the vehicle includes a front axle driving motor and two rear axle driving motors, the front axle driving motor is used to drive the two wheels of the front axle, and the two rear axle driving motors are used to drive the two wheels of the rear axle, respectively.

[0074] Exemplarily, the vehicle drift control method of the application can be applied to a three-motor architecture vehicle with one front motor and two rear motors. As shown in FIG. 5, the three-motor architecture vehicle includes one front axle drive motor for driving two wheels of the front axle and two rear axle drive motors for driving two wheels of the rear axle respectively. Of course, it can also be applied to a four-motor architecture and can also be applied to a two-motor architecture with one front motor and one rear motor. The vehicle drift control method of the application is applicable to various types of motor architecture vehicles, as long as the rear wheels of the vehicle have a steering function.

[0075] FIG. 6 is a flow chart of a vehicle drift control strategy according to an embodiment of the application.

[0076] As shown in FIG. 6, the vehicle drift control strategy includes the following steps:

[0077] Step S1, obtaining driving state information of the vehicle, and determining the drift demand of the driver based on the driving state information of the vehicle, i.e., determining whether there is a drift intention.

[0078] The driving state information of the vehicle includes body sensor signals such as steering wheel angle, vehicle speed, gear position, accelerator pedal and brake pedal signals, which are calculated based on the obtained signals to understand the driver's expected state, so as to determine the driver's drift demand.

[0079] Step S2, calculating the drift state of the vehicle, such as calculating whether the vehicle is drifting based on the slip ratio, and calculating the current drift angle β0 according to the vehicle related parameters.

[0080] Step S3, calculating the wheel end torque and rear steering adjustment amount through the difference between the target drift angle and the current drift angle.

[0081] Step S4, realizing the unification of the target drift angle and the actual drift angle through the torque and the rear steering adjustment amount.

[0082] FIG. 7 is a flow chart of drift control according to an embodiment of the application.

[0083] As shown in FIG. 7, when the drift function is turned on (such as when the driver sets a target drift angle in advance), the system can obtain the driving state information of the vehicle in real time. The driving state information can be information collected by sensors or information input by the driver, and the drift intention of the driver is determined based on the driving state information. The driving state information can include steering wheel angle, vehicle speed, gear position, accelerator pedal and brake pedal signals, etc.

[0084] When it is determined that the driver has a drift intention, the driving torque is distributed to the rear axle, so that the vehicle is easily put into a drift state.

[0085] When the vehicle starts to drift (enters the drifting state), it is further determined whether the driver is counter-steering.

[0086] When the driver is not counter-steering and the current drift angle β0<= target drift angle β, the current torque and rear steering are kept unchanged, and the driver is waited to increase the driving torque. When the driver is not counter-steering and the current drift angle β0> target drift angle β, the rear axle starts to reduce the torque, and the greater the difference between β0-β, the greater the torque adjustment. If the difference between β0-β does not become smaller or the trend of becoming smaller is too slow during the torque reduction process, the rear wheels start to steer (the steering direction is the same as the drifting direction), and the greater the difference between β0-β, the greater the steering, and vice versa.

[0087] When the driver is counter-steering and the current drift angle β0<= target drift angle β, the current torque and rear steering are kept unchanged. When the driver is counter-steering and the current drift angle β0> target drift angle β, the rear axle starts to reduce the torque, and the greater the difference between β0-β, the greater the torque adjustment. If the difference between β0-β does not become smaller or the trend of becoming smaller is too slow during the torque reduction process, the rear wheels start to steer (the steering direction is the same as the drifting direction), and the greater the difference between β0-β, the greater the steering, and vice versa.

[0088] FIG. 8 is a structural block diagram of a drift control device according to an embodiment of the present application.

[0089] As shown in FIG. 8, the vehicle includes a drift willingness recognition module, a drift state evaluation module, a torque / rear steering adjustment amount generation module, and a stability control module. The drift willingness recognition module is configured to collect driving state information, determine whether there is a drift willingness according to the driving state information of the vehicle, and when it is determined that there is a drift willingness, transfer the current driving torque to the two rear wheels of the rear axle, so that the vehicle starts to drift. When it is determined that the vehicle starts to drift, the drift state evaluation module determines whether the steering wheel is counter-steering according to the steering wheel input information of the driver, and calculates the actual drift angle β0 (i.e., the current drift angle) of the vehicle body. The torque / rear steering adjustment amount generation module calculates the parameter adjustment amount in real time according to the difference between the current drift angle and the target drift angle, and inputs the adjustment amount to the stability control module. The stability control module controls the motor torque and the rear wheel steering angle, so that the current drift angle is consistent with the target drift angle.

[0090] The present application realizes the starting, maintaining and converging control of more convenient drifting by the rear wheel steering combined with the three motors, which is consistent with the user experience, reduces the control of the driver drifting, reduces the threshold of drifting, and improves the driving pleasure of the user.

[0091] On the basis of the three-motor and rear wheel steering vehicle, the present application can realize the torque distribution of the axle end and the wheel end, and realize the controllable wheel end slip and lateral force size control by the distribution combined with the rear wheel steering control.

[0092] Through the application, the driver can obtain a safe and controllable vehicle drift state through the input of the accelerator and the steering wheel. The traditional vehicle drift state is in the form of braking the rear wheels or driving torque control of the rear wheels. Compared with the rear wheel braking and rear axle torque control drift, the application has the following advantages:

[0093] The rear wheel lateral force control is more stable: by real-time allocation control of the torque of the wheel end, the lateral force in the drift process is more smooth and controllable;

[0094] The rear wheel steering control is more convenient: by real-time control of the steering angle and speed of the rear wheel, the vehicle is easier to maintain and the drift process is not easy to lose control;

[0095] The application is more simple to operate: during the drift process, the driver does not need to operate the direction and the accelerator, and the driving skill requirement of the driver is not high;

[0096] The application provides a method combining rear wheel steering to solve the problem of relying on torque control in the existing drift assistance technology, and can cover more drift scenarios.

[0097] The application also provides a vehicle.

[0098] In this embodiment, the vehicle is used to implement the steps of the vehicle drift control method described above.

[0099] The application also provides a computer readable storage medium.

[0100] In this embodiment, the computer readable storage medium stores a computer program, and the computer program is executed by the processor to implement the steps of the vehicle drift control method described above.

[0101] FIG. 9 is a block diagram of an electronic device provided by an embodiment of the application.

[0102] An embodiment of the application provides an electronic device, which includes a memory and a processor, the memory stores a computer program, and the processor executes the computer program to implement the vehicle drift control method described above.

[0103] As shown in FIG. 9, in order to facilitate understanding, an embodiment of the application shows a specific electronic device.

[0104] Electronic device is intended to represent a variety of forms including but not limited to laptops, desktops, workstations, personal digital assistants, servers, blades, mainframes, and other appropriate computers. Electronic device can also represent a variety of forms of mobile devices such as personal digital assistants, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections, and relationships, and their functions, are meant to be examples only, and are not intended to limit implementations of the present disclosure described and / or claimed in this document.

[0105] As shown in FIG. 9, the electronic device includes a computing unit 901 that can perform various appropriate actions and processes in accordance with a computer program stored in a read-only memory (ROM) 902 or a computer program loaded into a random access memory (RAM) 903 from a storage unit 908. In the RAM 903, various programs and data required for the operation of the electronic device 900 can also be stored. The computing unit 901, the ROM 902, and the RAM 903 are connected to each other through a bus 904. An input / output (I / O) interface 905 is also connected to the bus 904.

[0106] A plurality of components in the electronic device are connected to the I / O interface 905, including an input unit 906 such as a keyboard, a mouse, and the like, an output unit 907 such as various types of displays, a speaker, and the like, a storage unit 708 such as a magnetic disk, an optical disk, and the like, and a communication unit 909 such as a network card, a modem, a wireless communication transceiver, and the like. The communication unit 909 allows the electronic device to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0107] The computing unit 901 can be various general and / or special purpose processing components with processing and computing capabilities. Some examples of the computing unit 901 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The computing unit 901 executes various methods described above, such as the vehicle drift control method. For example, in some embodiments, the vehicle drift control method can be implemented as a computer software program tangibly embodied in a machine-readable medium, such as the storage unit 908. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device via the ROM 902 and / or the communication unit 909. When the computer program is loaded into the RAM 903 and executed by the computing unit 901, the vehicle drift control method described above can be executed. Alternatively, in other embodiments, the computing unit 901 can be configured to execute the vehicle drift control method by any other appropriate means, such as by means of firmware.

[0108] It should be noted that the logical and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor- containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions, or a combination thereof. For purposes of this application, a "computer-readable medium" can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection having one or more wires (electrical apparatus), a portable computer diskette (magnetic apparatus), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber (optical apparatus), and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, for example, via an optical scanner, then compiled, interpreted, or otherwise processed, and stored in a computer memory in order to be executed.

[0109] It should be understood that various aspects of the application can be implemented in hardware, software, firmware or a combination of them. In the above embodiments, various steps or methods can be implemented in software or firmware that is stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any of the following technologies, known in the art, or their combinations can be used: discrete logic circuitry having logic gates for implementing logic functions upon an application of data signals, application-specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field-programmable gate arrays (FPGA), and the like.

[0110] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means that the specific feature, structure, material or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In the present application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0111] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0112] In addition, the terms "first", "second", and the like used in the embodiments of the present application are only for the purpose of description, and can not be understood as indicating or implying relative importance, or implicitly indicating the number of technical features indicated in the embodiments. Therefore, the features defined with "first", "second" and the like in the embodiments of the present application can be explicitly or implicitly indicated to include at least one of the features. In the description of the present application, the meaning of the word "plurality" is at least two or two or more, such as two, three, four, and the like, unless otherwise specifically limited in the embodiments.

[0113] In the present application, unless otherwise explicitly specified or limited in the embodiments, the terms "mounting", "connecting", "connecting" and "fixing" and the like appearing in the embodiments should be understood in a broad sense, for example, the connection can be fixed connection, or detachable connection, or integral, can be understood, or mechanical connection, electrical connection, etc. Of course, it can also be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two elements, or the interaction relationship of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific implementation situation.

[0114] In the present application, unless otherwise explicitly specified and limited, the first feature is "on" or "under" the second feature. The first and second features can be in direct contact, or the first and second features can be indirectly contacted through an intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be directly above or obliquely above the first feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" the second feature can be directly below or obliquely below the first feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0115] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. Those skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application.

Claims

1. A vehicle drift control method characterized by, The method comprises: determining whether there is a drift intention based on driving state information of the vehicle; in a case where it is determined that there is a drift intention, determining a current drift angle of the vehicle; in a case where the current drift angle is greater than a target drift angle, determining a parameter adjustment amount based on an angle difference between the current drift angle and the target drift angle, wherein the parameter adjustment amount comprises at least one of a torque adjustment amount of a drive motor and a rotation angle adjustment amount of a rear axle; performing drift control based on the parameter adjustment amount so as to reduce the drift angle of the vehicle.

2. The method of claim 1, wherein, The performing drift control based on the parameter adjustment amount so as to reduce the drift angle of the vehicle comprises: decreasing the torque of the rear axle drive motor according to the torque adjustment amount; after decreasing the torque of the rear axle drive motor, if a change rate of the angle difference between the current drift angle and the target drift angle is less than a preset change rate, increasing the rotation angle of the rear axle according to the rotation angle adjustment amount.

3. The method of claim 2, wherein, The rotation angle direction of the rear axle is consistent with the drift direction of the vehicle.

4. The method of claim 1, wherein, The performing drift control based on the parameter adjustment amount so as to reduce the drift angle of the vehicle comprises: performing drift control based on the parameter adjustment amount so that the slip rate of the vehicle is a preset slip rate, wherein, in a case where the slip rate of the vehicle is the preset slip rate, the current drift angle is consistent with the target drift angle.

5. The method of claim 1, wherein, The determining the current drift angle of the vehicle in a case where it is determined that there is a drift intention comprises: in a case where it is determined that there is a drift intention, performing torque distribution based on a current torque demand, and driving the vehicle based on the distributed torque so that the vehicle enters a drift state; after the vehicle enters the drift state, determining the current drift angle of the vehicle.

6. The method of claim 1, wherein, The driving state information of the vehicle comprises a preset target drift angle, a vehicle speed, a vehicle gear, a steering wheel rotation angle, an accelerator pedal value, and brake state information; the determining whether there is a drift intention based on the driving state information of the vehicle comprises: in a case where the target drift angle is greater than a preset angle threshold, the vehicle speed is greater than a vehicle speed limit, the vehicle gear is a preset gear, the steering wheel rotation angle is greater than a rotation angle limit, the accelerator pedal value is greater than an accelerator limit, and the brake state information indicates that the vehicle is in a non-braking state, it is determined that there is a drift intention.

7. The method of claim 1, wherein, The parameter adjustment amount and the angle difference are in a positive correlation, and the positive correlation comprises a first positive correlation and / or a second positive correlation; the torque adjustment amount and the angle difference are in the first positive correlation, and the rotation angle adjustment amount and the angle difference are in the second positive correlation.

8. The method according to any one of claims 1 to 7, characterized in that, The vehicle comprises one front axle drive motor and two rear axle drive motors; the front axle drive motor is used to drive two wheels of a front axle, and the two rear axle drive motors are respectively used to drive two wheels of a rear axle.

9. A vehicle characterized by comprising: The vehicle is used to implement steps of the method in any one of claims 1-8.

10. An electronic device, comprising: The vehicle comprises a memory and a processor; the memory stores a computer program; and the processor implements steps of the method in any one of claims 1-8 when executing the computer program.

11. A computer readable storage medium characterized by, A computer program product comprising a computer readable medium having stored thereon computer program, the computer program comprising instructions executable by a processor to cause the processor to perform the steps of the method of any one of claims 1-8. A computer program product comprising a computer readable medium having stored thereon computer program, the computer program comprising instructions executable by a processor to cause the processor to perform the steps of the method

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