Vehicle control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a storage medium, the method is applied to the technical field of vehicles, and the method comprises the steps that in response to a starting instruction of a target drifting mode, target site type information of a site where the vehicle is located is obtained, and target tire information of the vehicle is obtained; based on the target site type information and the target tire information, critical lateral acceleration required by drifting of the vehicle in the site is determined; based on the critical lateral acceleration, a target vehicle speed and a target steering wheel angle are determined, and the lateral acceleration generated by the vehicle at the target vehicle speed and the target steering wheel angle is higher than the critical lateral acceleration; and based on the target vehicle speed and the target steering wheel angle, the vehicle is controlled to execute drifting auxiliary process information corresponding to the target drifting mode. Based on the scheme of the invention, the drifting convenience of the driver driving the vehicle can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a vehicle control method, device, vehicle and storage medium in the field of vehicle technology. Background Art

[0002] Vehicle drifting refers to a driving technique in which the vehicle is operated to make the direction of the vehicle form an angle with the actual moving direction, so that the vehicle slides sideways and drives along the sliding track. As the operation required for vehicle drifting is difficult, it is difficult for ordinary drivers to achieve drifting. Summary of the invention

[0003] The present application provides a vehicle control method, device, vehicle and storage medium, which can improve the convenience for the driver to achieve drifting in driving the vehicle.

[0004] In a first aspect, a vehicle control method is provided, the method comprising:

[0005] In response to a start instruction of the target drift mode, obtaining target site type information of the site where the vehicle is located, and obtaining target tire information of the vehicle;

[0006] Determine the critical lateral acceleration required for the vehicle to drift in the target site based on the target site type information and the target tire information;

[0007] Based on the critical lateral acceleration, a target vehicle speed and a target steering wheel angle are determined, and a lateral acceleration generated by the vehicle at the target vehicle speed and the target steering wheel angle is higher than the critical lateral acceleration;

[0008] Based on the target vehicle speed and the target steering wheel angle, the vehicle is controlled to execute the drift assistance process information corresponding to the target drift mode.

[0009] Through the above scheme, first, in response to the start instruction of the target drift mode, the target site type information of the vehicle and the target tire information of the vehicle are obtained; then, the critical lateral acceleration is determined based on the target site type information and the target tire information, and the target vehicle speed and the target steering wheel angle are determined based on the critical lateral acceleration; using the target vehicle speed and the target steering wheel angle, the vehicle is controlled to execute the drift assistance process information corresponding to the target drift mode, so as to provide drift assistance for the driver and improve the convenience of the driver in driving the vehicle to achieve drift.

[0010] In combination with the first aspect, in certain possible implementations, based on the target vehicle speed and the target steering wheel angle, the vehicle is controlled to execute drift assistance process information corresponding to the target drift mode, including: configuring the vehicle's steering wheel angle soft limit to limit the vehicle's maximum steering wheel angle to the target steering wheel angle; controlling the vehicle to push drift assistance prompt information corresponding to the target vehicle speed and the target steering wheel angle, the drift assistance prompt information being used to prompt the vehicle to accelerate to the target vehicle speed, adjust the vehicle's steering wheel to the target steering wheel angle, and activate the vehicle's handbrake within a preset time range.

[0011] Through the above solution, by configuring the soft limit of the vehicle's steering wheel angle, it is ensured that the driver's steering wheel operation during the drift process will not exceed the preset target steering wheel angle, thereby reducing the difficulty of steering wheel operation. At the same time, by controlling the vehicle to push drift auxiliary prompt information corresponding to the target vehicle speed and target steering wheel angle, it provides the driver with clear operation guidance, allowing the driver to control the vehicle speed and steering wheel angle more accurately, and then more easily achieve a stable drift state, thereby improving the convenience of drift operation.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the target vehicle speed and the target steering wheel angle, the vehicle is controlled to execute the drift assistance process information corresponding to the target drift mode, including: controlling the vehicle to push drift assistance prompt information corresponding to the target vehicle speed and the target steering wheel angle, the drift assistance prompt information is used to prompt the vehicle to accelerate to the target speed, adjust the vehicle's steering wheel to the target steering wheel angle, and activate the vehicle's handbrake within a preset time range; obtain a first steering wheel angle request value of the vehicle; if the deviation value between the first steering wheel angle request value and the target steering wheel angle is less than a preset deviation value threshold, adjust the first steering wheel angle request value to a second steering wheel angle request value, and control the vehicle to steer according to the second steering wheel angle request value, and the second steering wheel angle request value is equal to the target steering wheel angle.

[0013] Through the above scheme, by pushing the drift assistance prompt information corresponding to the target vehicle speed and the target steering wheel angle, the driver can clearly understand the operating parameters required by the vehicle, so as to more accurately control the vehicle to drift. At the same time, by obtaining the first steering wheel angle request value of the vehicle in real time and comparing it with the target steering wheel angle, when the deviation value is less than the preset threshold, the first steering wheel angle request value is automatically adjusted to be consistent with the target steering wheel angle, ensuring the accuracy and stability of the vehicle steering control, thereby more easily achieving a stable drift state and improving the convenience of drift operation.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a target vehicle speed and a target steering wheel angle are determined based on a critical lateral acceleration, including: based on the critical lateral acceleration and a mapping relationship between the lateral acceleration and a third information combination, at least one to-be-selected third information combination is determined, the third information combination including a vehicle speed and a steering wheel angle, the lateral acceleration generated by the vehicle at the vehicle speed and steering wheel angle in the to-be-selected third information combination being higher than the critical lateral acceleration; a target third information combination is determined, the target third information combination being one of at least one to-be-selected third information combination; and a target vehicle speed and a target steering wheel angle are determined based on the target third information combination.

[0015] Through the above scheme, by considering the mapping relationship between the critical lateral acceleration and the lateral acceleration, the vehicle speed, and the steering wheel angle, multiple third information combinations to be selected that meet the drift condition can be determined. A suitable target third information combination is determined from the multiple third information combinations to be selected, and a target vehicle speed and a target steering wheel angle are determined based on the target third information combination, so that the target vehicle speed and the target steering wheel angle can meet the requirements of vehicle drift.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the target third information combination includes: determining a drivable area of ​​the site where the vehicle is located; constructing a vehicle speed constraint and a steering wheel angle constraint based on the drivable area; and determining, from at least one candidate third information combination, a candidate third information combination that satisfies the vehicle speed constraint and the steering wheel angle constraint as the target third information combination.

[0017] Through the above scheme, by considering the mapping relationship between the critical lateral acceleration and the lateral acceleration, the vehicle speed, and the steering wheel angle, multiple candidate third information combinations that meet the drifting conditions can be determined. Further, by comprehensively considering the drivable area of ​​the vehicle site, the vehicle speed constraint conditions, and the steering wheel angle constraint conditions, a suitable target third information combination is determined from the candidate third information combinations, and the target vehicle speed and target steering wheel angle are determined based on the target third information combination, ensuring the feasibility and safety of the target vehicle speed and target steering wheel angle in the actual drifting process.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, obtaining target site type information of the site where the vehicle is located includes: obtaining a captured image of the site where the vehicle is located; and performing site type recognition on the captured image to determine the target site type information of the site where the vehicle is located.

[0019] Through the above scheme, by acquiring the captured image of the site where the vehicle is located and identifying the site type of the captured image, the target site type information of the site where the vehicle is located can be determined. In this process, the application of image recognition technology also improves the accuracy and efficiency of obtaining the target site type information, providing more reliable data support for vehicle control.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the target site type information and the target tire information, determining the critical lateral acceleration required for the vehicle to drift in the site, including: determining the target tire adhesion coefficient of the vehicle in the site based on the target first information combination and the mapping relationship between the first information combination and the tire adhesion coefficient, the target first information combination being composed of the target site type information and the target tire information; determining the critical lateral acceleration required for the vehicle to drift in the site based on the target tire adhesion coefficient and the mapping relationship between the tire adhesion coefficient and the lateral acceleration.

[0021] Through the above scheme, the target tire adhesion coefficient is first determined based on the target first information combination (including the target site type information and the target tire information), and the target tire adhesion coefficient reflects the friction characteristics between the tire and the ground. Subsequently, the critical lateral acceleration is further determined using the mapping relationship between the target tire adhesion coefficient and the lateral acceleration, ensuring that the vehicle can generate sufficient lateral force to maintain a stable state during the drift process.

[0022] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: in response to a start instruction of the target drift mode, obtaining the vehicle speed, yaw angular velocity and lateral acceleration; if it is determined based on the vehicle speed, yaw angular velocity and lateral acceleration that the vehicle meets a preset posture instability condition, then controlling the vehicle to execute posture correction process information according to the vehicle speed, yaw angular velocity and lateral acceleration.

[0023] Through the above scheme, by obtaining the vehicle speed, yaw rate and lateral acceleration after starting the target drift mode, it is possible to determine whether the vehicle is in an unstable posture state. Once it is found that the vehicle meets the preset unstable posture conditions, the vehicle can be controlled to correct the posture according to the current speed, yaw rate and lateral acceleration, effectively avoiding the vehicle out of control due to unstable posture and improving the safety of vehicle drifting.

[0024] In a second aspect, a vehicle control device is provided, the device comprising:

[0025] an acquisition unit, configured to acquire target site type information of a site where the vehicle is located and acquire target tire information of the vehicle in response to a start instruction of a target drift mode;

[0026] A first determination unit is used to determine a critical lateral acceleration required for the vehicle to drift in the field based on the target field type information and the target tire information;

[0027] a second determination unit, configured to determine a target vehicle speed and a target steering wheel angle based on the critical lateral acceleration, wherein the lateral acceleration generated by the vehicle at the target vehicle speed and the target steering wheel angle is higher than the critical lateral acceleration;

[0028] The control unit is used to control the vehicle to execute the drift assistance process information corresponding to the target drift mode based on the target vehicle speed and the target steering wheel angle.

[0029] In a third aspect, a vehicle is provided, wherein the vehicle comprises:

[0030] A memory for storing executable program codes;

[0031] A processor is used to call and run the executable program code from the memory so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0032] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0033] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 is a schematic diagram of a vehicle drifting scenario provided in an embodiment of the present application;

[0035] Figure 2 is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0036] Figure 3 It is a schematic diagram of a process for executing drift auxiliary process information provided by an embodiment of the present application;

[0037] Figure 4 It is a flowchart of executing drift auxiliary process information provided by an embodiment of the present application;

[0038] Figure 5 is a schematic diagram of a process for determining a target vehicle speed and a target steering wheel angle provided in an embodiment of the present application;

[0039] Figure 6 It is a schematic diagram of a process for determining target site type information provided by an embodiment of the present application;

[0040] Figure 7 is a schematic diagram of a process for determining a critical lateral acceleration provided by an embodiment of the present application;

[0041] Figure 8 It is a schematic diagram of a flow chart of controlling a vehicle to correct its posture provided by an embodiment of the present application;

[0042] Fig. 9 is an example schematic diagram of a vehicle system architecture provided in an embodiment of the present application;

[0043] Fig.10 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0044] Fig.11 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0045] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0046] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0047] See also Figure 1 , Figure 1 This is a schematic diagram of a vehicle drifting scenario provided by an embodiment of the present application. Vehicle drifting is a highly difficult driving technique, in which the driver needs to make the vehicle pointing (directly in front of the vehicle) form an angle with the actual moving direction through precise operation during driving, so that the vehicle slides and drives along the sliding trajectory.

[0048] Ordinary drivers often have difficulty accurately judging the speed and steering wheel angle required for drifting due to the lack of systematic drifting training and practical experience. In actual operation, driving too fast may cause the vehicle to lose control, while driving too slowly will not generate enough side slip force, making it difficult to maintain drifting. At the same time, the control of the steering wheel angle is also extremely critical. An angle that is too large or too small will affect the effect of drifting and may even cause the vehicle to deviate from the predetermined trajectory. Therefore, it is difficult for ordinary drivers to drive the vehicle to achieve drift without being sure of the speed and steering wheel angle required for drifting.

[0049] In response to the above-mentioned problems, the solution proposed in the embodiment of the present application mainly includes: first, in response to the start instruction of the target drift mode, the target site type information of the site where the vehicle is located, and the target tire information of the vehicle are obtained; then, the critical lateral acceleration is determined based on the target site type information and the target tire information, and the target vehicle speed and target steering wheel angle are determined based on the critical lateral acceleration; using the target vehicle speed and the target steering wheel angle, the vehicle is controlled to execute the drift assistance process information corresponding to the target drift mode, so as to provide drift assistance to the driver and improve the convenience of the driver in driving the vehicle to achieve drift.

[0050] based on Figure 1 The scene shown is shown below. Figure 2 - Fig. 9 , the vehicle control method provided in the embodiment of the present application is introduced in detail.

[0051] See also Figure 2 , Figure 2 A flow chart of a vehicle control method provided in an embodiment of the present application. Figure 2 As shown, the method of the embodiment of the present application may include the following steps S101-S104.

[0052] S101, in response to a start instruction of a target drift mode, obtaining target site type information of a site where a vehicle is located, and obtaining target tire information of the vehicle.

[0053] Specifically, the drift mode involved in this embodiment refers to a functional mode of the vehicle used to assist the driver in achieving vehicle drift. There may be multiple drift modes, and the target drift mode is one of the multiple drift modes supported by the vehicle.

[0054] The start instruction of the target drift mode refers to the instruction issued by the driver to the vehicle through relevant operations to start the target drift mode. In a possible implementation, the vehicle provides a physical button corresponding to the target drift mode, and the driver can trigger the start instruction of the target drift mode by pressing the physical button corresponding to the target drift mode. In a possible implementation, the vehicle provides a virtual control corresponding to the target drift mode in the human-computer interaction interface, and the driver can click the virtual control corresponding to the target drift mode in the human-computer interaction interface to trigger the start instruction of the target drift mode. In addition, in a possible implementation, the driver can also interact with the vehicle through voice, gesture and other interactive methods to trigger the start instruction of the target drift mode. For example, the driver can speak a voice command to start the target drift mode, or make a gesture to start the target drift mode, and the vehicle can recognize and respond to the driver's voice command or gesture to trigger the start instruction of the target drift mode.

[0055] In response to the start instruction of the target drift mode, on the one hand, it is necessary to obtain the target site type information of the site where the vehicle is located. The site where the vehicle is located refers to the site where the vehicle is currently driving or about to drive, including but not limited to a racetrack, mountain road, snow, desert and other sites. The target site type information of the site where the vehicle is located refers to the specific characteristic parameters of the site where the vehicle is located, such as the ground material, slope, curvature and humidity of the site where the vehicle is located.

[0056] Regarding the process of obtaining the target site type information of the site where the vehicle is located, in a possible implementation, a captured image of the site where the vehicle is located can be obtained, and then the captured image can be processed by image recognition to determine the target site type information of the site where the vehicle is located. In a possible implementation, the target position information of the vehicle can be obtained, and a pre-built site database can be queried based on the target position information to obtain the target site type information corresponding to the target position information. It can be understood that the site database pre-records the mapping relationship between the position information and the site type information, the target position information is a type of position information, and the target site type information is a type of site type information.

[0057] On the other hand, it is necessary to obtain the target tire information of the vehicle. The target tire information of the vehicle refers to the relevant information of the tire currently installed on the vehicle, such as the tire specifications, models, wear degree and tire pressure. The target tire information directly affects the contact area and friction between the vehicle's tires and the ground, and further affects the lateral acceleration and drift effect of the vehicle.

[0058] Regarding the process of obtaining the target tire information of the vehicle, in one possible implementation method, the degree of tire wear, tire pressure and other information can be monitored in real time through the vehicle's built-in sensors, and this information can be used as the target tire information; or, based on the information such as the degree of tire wear and tire pressure, combined with the predetermined tire specifications and models, the tire specifications, models, degree of wear and tire pressure can be used as the target tire information.

[0059] S102: Determine a critical lateral acceleration required for the vehicle to drift in the current field based on the target field type information and the target tire information.

[0060] Specifically, the critical lateral acceleration involved in this embodiment refers to the minimum lateral acceleration required for the vehicle to start drifting and maintain a stable drifting state. The site type and tire will affect the critical lateral acceleration because different site types have different ground materials, slopes, curvatures, humidity and other characteristics, which will directly affect the friction coefficient and contact area between the tire and the ground, and thus affect the vehicle's ability to generate lateral acceleration. Similarly, information such as tire specifications, models, degree of wear, and tire pressure will also affect the tire's grip and lateral force, thereby affecting the magnitude of the critical lateral acceleration.

[0061] Therefore, the critical lateral acceleration required for the vehicle to drift in the field can be determined based on the target field type information and the target tire information.

[0062] In a possible implementation, critical lateral accelerations under different site type information and tire information may be pre-stored in a database or a data table. When the target site type information and target tire information are acquired, the corresponding critical lateral acceleration may be obtained by querying the database or the data table.

[0063] In one possible implementation, a machine learning model can be pre-trained. During the training process, the machine learning model learns the mapping relationship between different site type information, tire information and critical lateral acceleration. The machine learning model may be built based on a deep neural network, a support vector machine, a random forest, or any other machine learning algorithm suitable for handling such problems. During the training phase, the machine learning model is trained using relevant training data so that it can accurately predict the critical lateral acceleration based on the input site type information and tire information. Once the machine learning model is trained, the target site type information and target tire information can be used as input to the machine learning model, and the machine learning model will use what it has learned to predict the corresponding critical lateral acceleration and return it as output.

[0064] In a possible implementation, the critical lateral acceleration may be obtained by calculation based on the target site type information and the target tire information.

[0065] S103, determining a target vehicle speed and a target steering wheel angle based on the critical lateral acceleration, wherein the lateral acceleration generated by the vehicle at the target vehicle speed and the target steering wheel angle is higher than the critical lateral acceleration.

[0066] Specifically, the target vehicle speed involved in this embodiment refers to the vehicle speed that the vehicle needs to reach or maintain during the drifting process. This vehicle speed is determined based on the critical lateral acceleration and the dynamic characteristics of the vehicle to ensure that the vehicle can generate sufficient lateral acceleration to enter and maintain the drifting state. The target steering wheel angle refers to the angle that the driver needs to turn the steering wheel. This angle is also determined based on the critical lateral acceleration and the dynamic characteristics of the vehicle so that the vehicle can generate a lateral acceleration higher than the critical lateral acceleration at the target vehicle speed, thereby achieving drifting.

[0067] When the lateral acceleration of the vehicle at the target speed and target steering wheel angle is higher than the critical lateral acceleration, it means that the vehicle has the conditions to enter and maintain the drift state. At this time, the friction between the vehicle's tires and the ground will reach a specific balance point, allowing the vehicle to maintain a stable drift trajectory under the action of lateral acceleration without losing control due to insufficient friction or causing drift failure due to excessive friction.

[0068] Therefore, the target vehicle speed and the target steering wheel angle can be determined based on the critical lateral acceleration.

[0069] In a possible implementation, the mapping relationship between different lateral accelerations and vehicle speeds and steering wheel angles can be pre-stored in a database or a data table. After obtaining a specific critical lateral acceleration, the corresponding target vehicle speed and target steering wheel angle can be obtained by querying the database or the data table. Among them, the critical lateral acceleration is a type of lateral acceleration.

[0070] In one possible implementation, a machine learning model can be pre-trained. During the training process, the machine learning model learns the mapping relationship between different critical lateral accelerations and vehicle speeds and steering wheel angles. The machine learning model can be constructed based on deep neural networks, support vector machines, random forests, or other machine learning algorithms suitable for handling such problems. During the training phase, the machine learning model is trained using relevant training data so that it can accurately predict the corresponding vehicle speed and steering wheel angle based on the input critical lateral acceleration. Once the machine learning model is trained, the actual critical lateral acceleration can be used as input, and the machine learning model will output the corresponding target vehicle speed and target steering wheel angle.

[0071] In a possible implementation, a target vehicle speed and a target steering wheel angle may be obtained by calculation based on the critical lateral acceleration.

[0072] To facilitate understanding of the present embodiment, please refer to the following vehicle lateral acceleration formula:

[0073] a y =v 2 / R

[0074] Among them, a y is the lateral acceleration of the vehicle, v is the speed of the vehicle, and R is the turning radius of the vehicle. There is a mapping relationship between the turning radius R of the vehicle and the steering wheel angle of the vehicle (assuming it is δ). It can be seen that the critical lateral acceleration required for vehicle drift (assuming it is a crit ) is known, the combination of vehicle speed v and steering wheel angle δ of multiple vehicles can be analyzed, so that the lateral acceleration a generated by the vehicle under any combination of vehicle speed v and steering wheel angle δ is y Above the critical lateral acceleration a crit .

[0075] S104, based on the target vehicle speed and the target steering wheel angle, controlling the vehicle to execute the drift assistance process information corresponding to the target drift mode.

[0076] Specifically, the drift assistance process information corresponding to the target drift mode involved in this embodiment refers to a set of steps to assist the driver in achieving vehicle drift. The process of controlling the vehicle to execute the drift assistance process information corresponding to the target drift mode based on the target vehicle speed and the target steering wheel angle can be achieved from the following aspects:

[0077] On the one hand, the relevant components of the vehicle can be controlled to push information about the target vehicle speed and target steering wheel angle, so that the driver can be informed and refer to this information to adjust his driving operation. For example, the vehicle can display the target vehicle speed to the driver in digital or graphical form through devices such as the instrument panel, central control screen or head-up display, and prompt the driver to turn the steering wheel to the target steering wheel angle through sound or vibration. In this way, the driver can control the vehicle speed and steering wheel angle more accurately based on these prompt information, so as to enter and maintain the drift state more easily.

[0078] On the one hand, the vehicle can be restricted or adjusted according to the target speed and target steering wheel angle to ensure that the vehicle drifts within a safe range. For example, when the actual speed is higher than the target speed, the vehicle can automatically slow down to avoid loss of control; when the actual steering wheel angle deviates from the target angle, the vehicle can correct the deviation. These restrictions and adjustments can minimize safety risks while ensuring the drift effect.

[0079] On the other hand, additional drift assistance functions can be provided to the driver based on the target vehicle speed and target steering wheel angle. For example, the vehicle can be equipped with a dedicated drift assistance system that can monitor the vehicle's dynamic parameters (such as vehicle speed, lateral acceleration, etc.) in real time and automatically adjust the vehicle's suspension system, brake system or power system according to the vehicle's dynamic parameters to optimize the drift effect.

[0080] In this embodiment, first, in response to the start instruction of the target drift mode, the target site type information of the vehicle and the target tire information of the vehicle are obtained; then, the critical lateral acceleration is determined based on the target site type information and the target tire information, and the target vehicle speed and target steering wheel angle are determined based on the critical lateral acceleration; using the target vehicle speed and the target steering wheel angle, the vehicle is controlled to execute the drift assistance process information corresponding to the target drift mode, so as to provide drift assistance for the driver and improve the convenience of the driver in driving the vehicle to achieve drift.

[0081] See also Figure 3 , provides a schematic diagram of a process for executing drift auxiliary process information in an embodiment of the present application, such as Figure 3 As shown, the method of the embodiment of the present application may include the following steps S201-S202, and steps S201-S202 may be used as Figure 2 The detailed steps of step S104 of the illustrated embodiment.

[0082] S201, configuring a soft limit of a steering wheel angle of the vehicle to limit a maximum steering wheel angle of the vehicle to a target steering wheel angle;

[0083] S202, controlling the vehicle to push drift assistance prompt information corresponding to the target vehicle speed and the target steering wheel angle, the drift assistance prompt information is used to prompt the vehicle to accelerate to the target vehicle speed, adjust the vehicle's steering wheel to the target steering wheel angle, and activate the vehicle's handbrake within a preset time range.

[0084] Specifically, the soft limit of the steering wheel angle of the vehicle involved in this embodiment refers to a function of the vehicle's steer-by-wire (SbW) system, which can limit the maximum rotation angle of the steering wheel to ensure that the driver does not exceed the preset angle limit during operation. This soft limit is achieved through the vehicle's steer-by-wire system. When the steering wheel angle approaches or reaches the set maximum value, the vehicle will intervene to prevent the steering wheel from turning further. The steer-by-wire system eliminates the traditional mechanical connection and instead controls the action of the steering motor through electronic signals, thereby achieving precise control of the steering wheel angle. In the steer-by-wire system, the soft limit of the steering wheel angle can be achieved through program code configuration, and only the corresponding restriction conditions need to be added to the program code configuration.

[0085] In order to limit the maximum steering wheel angle of the vehicle to the target steering wheel angle, the vehicle's steering wheel angle soft limit can be configured according to the target steering wheel angle. Specifically, a maximum angle value corresponding to the target steering wheel angle is set in the vehicle's steer-by-wire system. When the driver operates the steering wheel, the steer-by-wire system monitors the steering wheel angle in real time and compares it with the set maximum angle value. If the steering wheel angle approaches or exceeds the maximum angle value, the steer-by-wire system limits the rotation of the steering wheel through motors or hydraulic assists to ensure that the steering wheel angle does not exceed the target steering wheel angle.

[0086] In addition, the vehicle also needs to be controlled to push drift assistance prompt information corresponding to the target vehicle speed and target steering wheel angle.

[0087] On the one hand, the drift assist prompt information is used to prompt the vehicle to accelerate to the target speed. For example, the target speed can be displayed in digital or graphical form through the vehicle's instrument panel, central control screen or head-up display, and the driver can be reminded to accelerate through sound or vibration. In this way, the driver can adjust the accelerator pedal according to the prompt information to gradually accelerate the vehicle to the target speed.

[0088] In one aspect, the drift assist prompt information is used to prompt the driver to adjust the vehicle's steering wheel to the target steering wheel angle. For example, the specific numerical value or graphical representation of the target steering wheel angle can be displayed on the vehicle's dashboard or central control screen, and the driver can be prompted to turn the steering wheel by sound or light. The driver can accurately adjust the steering wheel angle based on these prompt information to keep it consistent with the target steering wheel angle.

[0089] On the one hand, the drift assist prompt information is used to prompt the driver to activate the vehicle's handbrake within a preset time range. For example, a countdown or prompt information can be displayed on the vehicle's dashboard or central control screen to inform the driver when to activate the handbrake. At the same time, the vehicle can also be equipped with corresponding sound or vibration prompts to ensure that the driver activates the handbrake at the right time to complete the drift action.

[0090] It is understandable that after configuring the soft limit of the vehicle's steering wheel angle, even if the driver wants to turn the steering wheel beyond the target angle, it will not be possible due to the existence of the soft limit. In this way, it can ensure that the vehicle maintains a stable steering angle during drifting, improving the safety and stability of drifting.

[0091] In this embodiment, by configuring the soft limit of the steering wheel angle of the vehicle, it is ensured that the driver's steering wheel operation during the drift process will not exceed the preset target steering wheel angle, thereby reducing the difficulty of steering wheel operation. At the same time, by controlling the vehicle to push drift auxiliary prompt information corresponding to the target vehicle speed and target steering wheel angle, the driver is provided with clear operation guidance, so that the driver can more accurately control the vehicle speed and steering wheel angle, and then more easily achieve a stable drift state, thereby improving the convenience of drift operation.

[0092] See also Figure 4 , provides a schematic diagram of a process for executing drift auxiliary process information in an embodiment of the present application, such as Figure 4 As shown, the method of the embodiment of the present application may include the following steps S301-S303, and steps S301-S303 may be used as Figure 2 The detailed steps of step S104 of the illustrated embodiment.

[0093] S301, controlling the vehicle to push drift assistance prompt information corresponding to a target vehicle speed and a target steering wheel angle, the drift assistance prompt information being used to prompt the vehicle to accelerate to the target vehicle speed, adjust the vehicle's steering wheel to the target steering wheel angle, and activate the vehicle's handbrake within a preset time range;

[0094] S302, obtaining a first steering wheel angle request value of the vehicle;

[0095] S303: If the deviation between the first steering wheel angle request value and the target steering wheel angle is less than a preset deviation threshold, the first steering wheel angle request value is adjusted to a second steering wheel angle request value, and the vehicle is steered according to the second steering wheel angle request value, and the second steering wheel angle request value is equal to the target steering wheel angle.

[0096] Specifically, it is first necessary to control the vehicle to push drift assistance prompt information corresponding to the target vehicle speed and target steering wheel angle.

[0097] On the one hand, the drift assist prompt information is used to prompt the vehicle to accelerate to the target speed. For example, the target speed can be displayed in digital or graphical form through the vehicle's instrument panel, central control screen or head-up display, and the driver can be reminded to accelerate through sound or vibration. In this way, the driver can adjust the accelerator pedal according to the prompt information to gradually accelerate the vehicle to the target speed.

[0098] In one aspect, the drift assist prompt information is used to prompt the driver to adjust the vehicle's steering wheel to the target steering wheel angle. For example, the specific numerical value or graphical representation of the target steering wheel angle can be displayed on the vehicle's dashboard or central control screen, and the driver can be prompted to turn the steering wheel by sound or light. The driver can accurately adjust the steering wheel angle based on these prompt information to keep it consistent with the target steering wheel angle.

[0099] On the one hand, the drift assist prompt information is used to prompt the driver to activate the vehicle's handbrake within a preset time range. For example, a countdown or prompt information can be displayed on the vehicle's dashboard or central control screen to inform the driver when to activate the handbrake. At the same time, the vehicle can also be equipped with corresponding sound or vibration prompts to ensure that the driver activates the handbrake at the right time to complete the drift action.

[0100] In addition, the first steering wheel angle request value of the vehicle is also obtained. The first steering wheel angle request value of the vehicle refers to the angle value generated by the driver operating the steering wheel and the driver wants the vehicle to turn. The first steering wheel angle request value reflects the driver's intention to turn the vehicle.

[0101] If the deviation between the first steering wheel angle request value and the target steering wheel angle is not less than the preset deviation value threshold, it means that the steering wheel has not been adjusted to a position close to the target steering wheel angle, or has exceeded the range close to the target steering wheel angle. At this time, the vehicle may need to remind the driver through sound, light or vibration that the steering wheel angle needs to be further adjusted to ensure that the drift assistance process can proceed smoothly. At the same time, the vehicle can also take some automatic adjustment measures, such as slightly adjusting the steering assist, to guide the driver to adjust the steering wheel angle to the correct position.

[0102] If the deviation between the first steering wheel angle request value and the target steering wheel angle is less than the preset deviation value threshold, it indicates that the driver's intention to steer the vehicle has reached a range close to the target steering wheel angle, and the driver's operation is basically consistent with the requirements of the drift assistance process. At this time, the first steering wheel angle request value can be adjusted to the second steering wheel angle request value, and the vehicle is steered according to the second steering wheel angle request value. The second steering wheel angle request value is equal to the target steering wheel angle, which means that the vehicle will steer according to the target steering wheel angle, thereby ensuring the drift effect. In this way, the vehicle can achieve stable and effective drifting under the joint action of the driver's control and drift assistance.

[0103] In one possible implementation, the vehicle includes a domain controller and a wire-controlled steering system. The wire-controlled steering system includes a feel simulator, a steering wheel, and a steering actuator, which can realize vehicle steering by changing the steering angle of the vehicle. Among them, the feel simulator refers to a mechanism that can simulate the real driving feel and feedback to the driver. It can receive the driver's action of operating the steering wheel and simulate the corresponding feel feedback, such as steering resistance, return torque, etc., so that the driver can feel the steering state of the vehicle more intuitively. The domain controller refers to a control unit in the vehicle, which is responsible for receiving and processing signals from various sensors of the vehicle, and sending control instructions to various actuators of the vehicle. The target vehicle speed and target steering wheel angle are all information recorded by the domain controller. The domain controller will send corresponding control instructions to the vehicle's wire-controlled steering system, power system, braking system, etc. according to the target vehicle speed and target steering wheel angle.

[0104] The first steering wheel angle request value is the rack position sent by the vehicle's feel simulator to the steering actuator, and this rack position represents the angle at which the driver wants the vehicle to steer. The vehicle's domain controller will also send the rack position corresponding to the target steering wheel angle to the steering actuator, and this rack position represents the steering angle of the vehicle that the drift should achieve. In this way, the wire steering system can actually determine the deviation between the first steering wheel angle request value and the target steering wheel angle, and further compare the first steering wheel angle request value with the target steering wheel angle, so as to control the steering of the vehicle according to the comparison result. When the deviation value between the first steering wheel angle request value and the target steering wheel angle is less than the preset deviation value threshold, it means that the driver's operation is basically consistent with the requirements of the drift assistance system. At this time, the wire steering system can directly adjust the first steering wheel angle request value according to the target steering wheel angle to obtain the second steering wheel angle request value, and control the steering of the vehicle according to the second steering wheel angle request value. When the deviation value is not less than the preset deviation value threshold, the steer-by-wire system can guide the driver to adjust the steering wheel angle to a position close to the target steering wheel angle by adjusting the steering assist and issuing prompt messages, so as to ensure that the drift assistance process can proceed smoothly.

[0105] In this embodiment, by pushing the drift assistance prompt information corresponding to the target vehicle speed and the target steering wheel angle, the driver can clearly understand the required operating parameters of the vehicle, so as to more accurately control the vehicle to drift. At the same time, by obtaining the first steering wheel angle request value of the vehicle in real time and comparing it with the target steering wheel angle, when the deviation value is less than the preset threshold, the first steering wheel angle request value is automatically adjusted to be consistent with the target steering wheel angle, ensuring the accuracy and stability of the vehicle steering control, thereby more easily achieving a stable drift state and improving the convenience of drift operation.

[0106] See also Figure 5, a schematic diagram of a process for determining a target vehicle speed and a target steering wheel angle is provided for an embodiment of the present application, such as Figure 5 As shown, the method of the embodiment of the present application may include the following steps S401-S403, and steps S401-S403 may be used as Figure 2 The detailed steps of step S103 of the illustrated embodiment.

[0107] S401, based on the critical lateral acceleration and a mapping relationship between the lateral acceleration and the third information combination, determining at least one third information combination to be selected, the third information combination including a vehicle speed and a steering wheel angle, the lateral acceleration generated by the vehicle at the vehicle speed and the steering wheel angle in the third information combination to be selected being higher than the critical lateral acceleration;

[0108] S402, determining a target third information combination, where the target third information combination is one of at least one third information combination to be selected;

[0109] S403: Determine a target vehicle speed and a target steering wheel angle based on the target third information combination.

[0110] Specifically, the third information combination involved in this embodiment refers to a parameter combination including vehicle speed and steering wheel angle.

[0111] In a possible implementation, a mapping relationship between lateral acceleration and the third information combination may be pre-stored in a database or a data table. After obtaining a specific critical lateral acceleration, the corresponding target third information combination may be obtained by querying the database or the data table. The critical lateral acceleration is a type of lateral acceleration, and the target third information combination is a type of the third information combination.

[0112] In one possible implementation, a machine learning model can be pre-trained. The machine learning model learns the mapping relationship between different lateral accelerations and the third information combination during the training process. The machine learning model can be constructed based on a deep neural network, a support vector machine, a random forest, or other machine learning algorithms suitable for processing such problems. During the training phase, the machine learning model is trained using relevant training data so that it can accurately predict the corresponding third information combination based on the input lateral acceleration. Once the machine learning model is trained, the actual critical lateral acceleration can be used as input, and the machine learning model will output the corresponding target third information combination.

[0113] Based on the critical lateral acceleration and the mapping relationship between the lateral acceleration and the third information combination, at least one third information combination to be selected is determined. The third information combination to be selected refers to a combination of vehicle speed and steering wheel angle that can meet the requirement that the vehicle generates a lateral acceleration higher than the critical lateral acceleration. The number of the third information combinations to be selected is at least one, and the third information combination to be selected is a type of the third information combination. For any third information combination to be selected, the lateral acceleration generated by the vehicle at the vehicle speed and steering wheel angle in the third information combination to be selected is higher than the critical lateral acceleration. At this time, the vehicle can generate sufficient lateral force to generate sufficient friction between the vehicle tires and the ground, thereby maintaining the drift state of the vehicle.

[0114] Further, one of the at least one third information combination to be selected may be determined as a target third information combination.

[0115] In a possible implementation, various constraints of the site where the vehicle is located can be considered, and one of the at least one third information combination to be selected can be determined as the target third information combination. For example, the vehicle speed constraint and the steering wheel angle constraint of the site can be considered, and a third information combination that can safely and stably complete the drifting action in the site can be selected as the target third information combination. At the same time, the performance parameters of the vehicle, such as engine power, tire specifications, suspension system, etc., can also be considered to ensure that the selected target third information combination matches the actual performance of the vehicle.

[0116] In a possible implementation, the target third information combination may be determined by considering the driver's proficiency in drifting techniques. For example, the number of times the driver activates the target drift mode may be recorded, and the number of times the target drift mode is activated may be used to characterize the driver's proficiency in drifting techniques. If the target drift mode is activated more times, then a third information combination with a higher lateral acceleration and a faster vehicle speed may be selected as the target third information combination; if the target drift mode is activated less times, then a third information combination with a lower lateral acceleration and a slower vehicle speed may be selected as the target third information combination.

[0117] Furthermore, a corresponding vehicle speed value is extracted from the target third information combination as a target vehicle speed, and a corresponding steering wheel angle value is extracted as a target steering wheel angle.

[0118] In this embodiment, by considering the mapping relationship between the critical lateral acceleration and the lateral acceleration, the vehicle speed, and the steering wheel angle, multiple third information combinations that meet the drift condition can be determined. A suitable target third information combination is determined from the multiple third information combinations, and a target vehicle speed and a target steering wheel angle are determined based on the target third information combination, so that the target vehicle speed and the target steering wheel angle can meet the requirements of vehicle drift.

[0119] In one embodiment, Figure 5 The step S403 of the illustrated embodiment is further refined and may include the following steps:

[0120] Determine the drivable area of ​​the site where the vehicle is located;

[0121] Construct vehicle speed constraints and steering wheel angle constraints based on the drivable area;

[0122] From at least one third information combination to be selected, a third information combination to be selected that satisfies the vehicle speed constraint condition and the steering wheel angle constraint condition is determined as the target third information combination.

[0123] Specifically, in order to ensure the safety and stability of the vehicle during drifting, when selecting the target third information combination, it is first necessary to determine the drivable area of ​​the site where the vehicle is located. The drivable area refers to the part of the site where the vehicle can drive safely, excluding obstacles, boundaries, unpaved roads and other areas that are not suitable or allowed for vehicle driving.

[0124] Regarding the process of obtaining the drivable area information of the site where the vehicle is located, in one possible implementation method, a captured image of the site where the vehicle is located can be obtained, and then the captured image can be processed and analyzed, such as edge detection, object recognition, etc., combined with map data and vehicle positioning information, to determine the drivable area information of the site where the vehicle is located.

[0125] In a possible implementation, the target location information of the vehicle can be obtained, and a pre-built site database can be queried according to the target location information to obtain the drivable area information corresponding to the target location information. It can be understood that the site database pre-records the mapping relationship between different location information and the corresponding drivable area, and the drivable area of ​​the site where the vehicle is located can be obtained by querying.

[0126] Furthermore, vehicle speed constraints and steering wheel angle constraints are constructed based on the drivable area. The vehicle speed constraint refers to the maximum limit on the vehicle speed set according to the characteristics of the drivable area (such as road conditions, curve radius, line of sight clarity, etc.) to ensure that the vehicle can smoothly and accurately drive within the drivable area and will not lose control due to excessive speed. The steering wheel angle constraint refers to the maximum limit and / or minimum limit on the vehicle steering wheel angle set according to factors such as the shape, width and direction of the road ahead of the drivable area to ensure that the vehicle can smoothly and accurately drive within the drivable area and avoid driving out of the drivable area or colliding due to excessively large or small angles.

[0127] First, the speed constraint can be constructed according to the shape of the drivable area and the road surface condition. For example, if the shape of the drivable area is a straight section and the road surface condition indicates that the road surface is dry, then the speed constraint can be set to a maximum speed limit of no more than 120 kilometers per hour. If the shape of the drivable area is a curved section and the road surface condition indicates that the road surface is slippery, then the speed constraint needs to be lowered accordingly. For example, the speed constraint can be set to a maximum speed limit of no more than 60 kilometers per hour to ensure that the vehicle can pass the curve smoothly without losing control.

[0128] Secondly, the steering wheel angle constraint can be constructed according to the shape and width of the drivable area. For example, if the shape of the drivable area is a straight road section and the width of the drivable area is higher than the preset width threshold, then the steering wheel angle constraint can be relatively loose, allowing the driver to freely adjust the steering wheel angle within a certain range, such as setting the steering wheel angle constraint to a maximum limit of no more than 30 degrees for the vehicle's steering wheel angle (based on 0 degrees when the vehicle is traveling straight). For example, if the shape of the drivable area is a curved road section and the width of the drivable area is not higher than the preset width threshold, then the steering wheel angle constraint can be set to a maximum limit of no more than 10 degrees for the vehicle's steering wheel angle (based on 0 degrees when the vehicle is traveling straight) to prevent the vehicle from driving out of the drivable area due to excessive turning angles.

[0129] In short, the speed constraint condition includes the maximum limit of the vehicle speed determined based on the drivable area, and the steering wheel angle constraint condition includes the maximum limit of the vehicle steering wheel angle determined based on the drivable area.

[0130] After constructing the vehicle speed constraint and the steering wheel angle constraint, a candidate third information combination that satisfies the vehicle speed constraint and the steering wheel angle constraint is determined as the target third information combination from at least one candidate third information combination. Specifically:

[0131] Traverse all the third information combinations to be selected, and for each combination, check whether its vehicle speed and steering wheel angle meet the previously constructed vehicle speed constraint and steering wheel angle constraint. For example, if the vehicle speed in a third information combination to be selected is 80 kilometers per hour and the steering wheel angle is 30 degrees, and the previously constructed vehicle speed constraint is that the maximum limit of the vehicle speed does not exceed 60 kilometers per hour, and the steering wheel angle constraint is that the maximum limit of the vehicle steering wheel angle does not exceed 25 degrees, then this third information combination to be selected does not meet the constraint conditions and is excluded.

[0132] Continue to traverse other candidate third information combinations until a candidate third information combination that satisfies the vehicle speed constraint and the steering wheel angle constraint is found. For example, if the vehicle speed in a candidate third information combination is 55 kilometers per hour and the steering wheel angle is 20 degrees, which meets the previously constructed vehicle speed constraint and steering wheel angle constraint, then this combination is determined as the target third information combination.

[0133] In a possible implementation, if the number of the third information combinations to be selected that meet the vehicle speed constraint and the steering wheel angle constraint is multiple, then the target third information combination can be determined by considering the driver's proficiency in drifting skills. For example, the number of times the driver starts the target drift mode can be recorded, and the number of times the target drift mode is started can be used to characterize the driver's proficiency in drifting skills. If the target drift mode is started many times, then from the multiple third information combinations to be selected that meet the vehicle speed constraint and the steering wheel angle constraint, the third information combination to be selected with higher lateral acceleration and faster vehicle speed can be selected as the target third information combination; if the target drift mode is started few times, then from the multiple third information combinations to be selected that meet the vehicle speed constraint and the steering wheel angle constraint, the third information combination to be selected with lower lateral acceleration and slower vehicle speed can be selected as the target third information combination.

[0134] In this embodiment, by considering the mapping relationship between the critical lateral acceleration and the lateral acceleration, the vehicle speed, and the steering wheel angle, multiple third information combinations that meet the drifting conditions can be determined. Furthermore, by comprehensively considering the drivable area of ​​the vehicle site, the vehicle speed constraint conditions, and the steering wheel angle constraint conditions, a suitable target third information combination is determined from the third information combinations to be selected, and the target vehicle speed and the target steering wheel angle are determined based on the target third information combination, thereby ensuring the feasibility and safety of the target vehicle speed and the target steering wheel angle in the actual drifting process.

[0135] See also Figure 6 , provides a schematic diagram of a process for determining target site type information in an embodiment of the present application, such as Figure 6 As shown, the method of the embodiment of the present application may include the following steps S501-S502, and steps S501-S502 may be used as Figure 2 The illustrated embodiment shows a detailed step of “obtaining target site type information of the site where the vehicle is located” in step S101.

[0136] S501, obtaining a photographed image of a site where the vehicle is located;

[0137] S502: Perform site type recognition on the captured image to determine target site type information of the site where the vehicle is located.

[0138] Specifically, the vehicle involved in this embodiment may be provided with a camera, and the camera is used to collect images of the site where the vehicle is located. For example, the vehicle may be provided with a front camera, a rear camera, and a side camera, and these cameras may collect images of the front, rear, and side of the vehicle, respectively. If the vehicle is in the site, then the above-collected images are images of the site where the vehicle is located. Alternatively, the images of the site where the vehicle is located may be collected by a device other than the vehicle. For example, the images of the site where the vehicle is located are captured by a mobile phone, and the mobile phone transmits the captured images to the vehicle.

[0139] Furthermore, since the captured image contains relevant information about the site where the vehicle is located, the captured image can be used to identify the site type and determine target site type information of the site where the vehicle is located.

[0140] If the target site type information includes ground material, then the site type recognition of the captured image can be performed by recognizing the color, texture and pattern in the captured image to determine the ground material of the site where the vehicle is located. For example, through the image recognition algorithm, it can be recognized that the ground in the captured image is asphalt, concrete, gravel or grass.

[0141] If the target site type information includes a slope, then the site type recognition of the captured image may be further performed by detecting the horizon in the captured image, and determining the slope of the site where the vehicle is located by calculating the angle between the horizon and the image horizontal line.

[0142] If the target site type information includes curvature, then the site type recognition of the captured image can be performed by detecting the road edges or lane lines in the image, and determining the curvature of the site where the vehicle is located by calculating the curvature of these edges or lines.

[0143] If the target site type information includes humidity conditions, then site type recognition of the captured image can be performed by identifying features such as water surface reflections, water stains or wet areas on the road surface in the captured image to determine the humidity conditions of the site where the vehicle is located. In addition, other sensor data (such as temperature sensors, humidity sensors, etc.) can also be combined to jointly determine the humidity conditions of the site where the vehicle is located.

[0144] Based on the above steps, at least one of the ground material, slope, curvature and humidity of the site where the vehicle is located can be determined, that is, at least one of the ground material, slope, curvature and humidity of the site where the vehicle is located can be used as the target site type information of the site where the vehicle is located.

[0145] In this embodiment, by acquiring a captured image of the site where the vehicle is located and performing site type recognition on the captured image, the target site type information of the site where the vehicle is located can be determined. In this process, the application of image recognition technology also improves the accuracy and efficiency of obtaining target site type information, providing more reliable data support for vehicle control.

[0146] See also Figure 7 , a schematic diagram of a process for determining a critical lateral acceleration is provided for an embodiment of the present application, such as Figure 7 As shown, the method of the embodiment of the present application may include the following steps S601-S602, and steps S601-S602 may be used as Figure 2 The detailed steps of step S102 of the illustrated embodiment.

[0147] S601, determining a target tire adhesion coefficient of a vehicle on a site based on a target first information combination and a mapping relationship between the first information combination and the tire adhesion coefficient, wherein the target first information combination is composed of target site type information and target tire information;

[0148] S602: Determine a critical lateral acceleration required for the vehicle to drift in the field based on the target tire adhesion coefficient and a mapping relationship between the tire adhesion coefficient and the lateral acceleration.

[0149] Specifically, the first information combination involved in this embodiment refers to a set of parameters consisting of site type information and tire information, which comprehensively describes the characteristics of the site where the vehicle is currently located and the condition of the vehicle tires. The target first information combination is a type of the first information combination. Among them, the target site type information includes at least one specific characteristic parameter of the site's ground material, slope, curvature, and humidity, which directly affects the contact between the tire and the ground and the magnitude of the friction force. The target tire information includes at least one related information such as the tire specification, model, degree of wear, and tire pressure, which also affects the tire's grip and lateral force. The tire adhesion coefficient refers to the friction coefficient between the vehicle's tire and the ground. It reflects the ratio of the maximum friction that can be generated when the tire contacts the ground under specific conditions to the tire's vertical load. The target tire adhesion coefficient is a type of tire adhesion coefficient.

[0150] In a possible implementation, a database or a data table may be used to pre-store mapping relationships between different first information combinations and tire adhesion coefficients. When a specific target first information combination is obtained, the corresponding target tire adhesion coefficient may be obtained by querying the database or the data table.

[0151] In one possible implementation, a machine learning model can be pre-trained. The machine learning model learns the mapping relationship between different first information combinations and tire adhesion coefficients during the training process. The machine learning model can be constructed based on a deep neural network, a support vector machine, a random forest, or other machine learning algorithms suitable for processing such problems. During the training phase, the machine learning model is trained using relevant training data so that it can accurately predict the corresponding tire adhesion coefficient based on the input first information combination. Once the machine learning model is trained, the actual target first information combination can be used as input, and the machine learning model will output the corresponding target tire adhesion coefficient.

[0152] Furthermore, the critical lateral acceleration required for the vehicle to drift in the field can be determined based on the target tire adhesion coefficient and the mapping relationship between the tire adhesion coefficient and the lateral acceleration.

[0153] In a possible implementation, the mapping relationship between different tire adhesion coefficients and lateral accelerations may be pre-stored in a database or a data table. After obtaining a specific target tire adhesion coefficient, the corresponding critical lateral acceleration may be obtained by querying the database or the data table.

[0154] In one possible implementation, a machine learning model can be pre-trained. During the training process, the machine learning model learns the mapping relationship between different tire adhesion coefficients and lateral accelerations. The machine learning model can be built based on a deep neural network, a support vector machine, a random forest, or other machine learning algorithms suitable for handling such problems. During the training phase, the machine learning model is trained using relevant training data so that it can accurately predict the corresponding lateral acceleration based on the input tire adhesion coefficient. Once the machine learning model is trained, the actual target tire adhesion coefficient can be used as input, and the machine learning model will output the corresponding critical lateral acceleration.

[0155] In a possible implementation, the mapping relationship between the tire adhesion coefficient and the lateral acceleration is expressed as a linear function, and the critical lateral acceleration required for the vehicle to drift in the field can be calculated based on the target tire adhesion coefficient, a predetermined gravity acceleration and the corresponding linear function.

[0156] For example, the critical lateral acceleration required for a vehicle to drift in its location is a crit , the target tire adhesion coefficient is μ, the predetermined gravity acceleration is g, and the calculation formula is as follows:

[0157] a crit =μ×g

[0158] In this embodiment, the target tire adhesion coefficient is first determined based on the target first information combination (including the target site type information and the target tire information), and the target tire adhesion coefficient reflects the friction characteristics between the tire and the ground. Subsequently, the critical lateral acceleration is further determined using the mapping relationship between the target tire adhesion coefficient and the lateral acceleration, ensuring that the vehicle can generate sufficient lateral force to maintain a stable state during the drift process.

[0159] See also Figure 8 , a schematic diagram of a process of controlling a vehicle to correct its posture is provided in an embodiment of the present application, such as Figure 8 As shown, the method of the embodiment of the present application may include the following steps S701-S702.

[0160] S701, in response to a start instruction of a target drift mode, obtaining a vehicle speed, a yaw angular velocity, and a lateral acceleration of the vehicle;

[0161] S702: If it is determined based on the vehicle speed, yaw angular velocity and lateral acceleration that the vehicle meets a preset posture instability condition, the vehicle is controlled to execute posture correction process information according to the vehicle speed, yaw angular velocity and lateral acceleration.

[0162] Specifically, during the drifting process, the posture of the vehicle may become unstable due to various factors, and this instability of the posture may not only affect the drifting effect, but also affect the safety of the vehicle. In order to improve the safety of vehicle drifting, this embodiment proposes monitoring the vehicle speed, yaw rate and lateral acceleration in the target drift mode, and correcting the vehicle posture when the posture instability may occur.

[0163] First, it is necessary to pre-set the attitude instability conditions, which refer to a set of standards or thresholds used to determine whether the vehicle is in an unstable state. For example, the attitude instability conditions may include the vehicle speed reaching a preset vehicle speed threshold, the yaw rate exceeding a preset yaw rate limit range, and the lateral acceleration exceeding a preset lateral acceleration limit value.

[0164] In response to the start command of the target drift mode, the vehicle speed, yaw rate and lateral acceleration are obtained. This process can be continuous, that is, after the target drift mode is started, the vehicle will continuously collect these parameters in real time for subsequent posture stability judgment.

[0165] Regarding the process of judging whether the preset posture instability condition is met, specifically, the vehicle speed, yaw rate and lateral acceleration are compared with the preset posture instability condition based on the obtained vehicle speed, yaw rate and lateral acceleration. For example, if the yaw rate exceeds the preset yaw rate limit range or the lateral acceleration exceeds the preset lateral acceleration limit value on the basis that the vehicle speed reaches the preset vehicle speed threshold, then it can be considered that the vehicle meets the posture instability condition. If the vehicle speed does not reach the preset vehicle speed threshold, then it can be considered that the vehicle does not meet the posture instability condition. If the yaw rate does not exceed the preset yaw rate limit range and the lateral acceleration does not exceed the preset lateral acceleration limit value on the basis that the vehicle speed reaches the preset vehicle speed threshold, then it can be considered that the vehicle does not meet the posture instability condition. It should be noted that in this example, whether the vehicle speed reaches the preset vehicle speed threshold is used as the basis for judging whether the posture instability condition is met. The reason is that as the vehicle speed increases, the dynamic characteristics of the vehicle will change, and the response to posture instability will become more sensitive.

[0166] If the vehicle does not meet the attitude instability condition based on the vehicle speed, yaw rate and lateral acceleration, then the vehicle attitude is stable and the drift process can proceed normally. At this point, the vehicle can continue to drift at the target speed and target steering wheel angle, while continuously monitoring these parameters to ensure attitude stability.

[0167] If the vehicle satisfies the posture instability condition based on the vehicle speed, yaw rate and lateral acceleration, it indicates that the vehicle posture has become unstable and needs to be corrected. At this time, the vehicle can be controlled to execute the posture correction process information according to the vehicle speed, yaw rate and lateral acceleration.

[0168] The posture correction process information is a collection of a series of steps for controlling the vehicle to perform posture correction. In a possible implementation, according to the vehicle speed, yaw rate and lateral acceleration, the posture correction process information for controlling the vehicle is specifically expressed as follows:

[0169] The vehicle's domain controller controls the vehicle's power system, such as adjusting the engine's output torque or the braking force of the braking system to reduce the vehicle's speed. This adjustment can be achieved by reducing the amount of fuel injection, delaying the ignition time, increasing the brake pressure, etc., in order to reduce the vehicle's speed to a range where it can maintain a stable posture.

[0170] At the same time, the vehicle's domain controller controls the vehicle's steer-by-wire system, such as adjusting the steering wheel angle or the size of the steering assist, to reduce the vehicle's yaw rate and lateral acceleration. This adjustment can be achieved by changing the output torque of the steering motor, adjusting the steering ratio, etc., in order to adapt the vehicle's steering angle and steering speed to the current vehicle speed and road conditions, thereby reducing the yaw rate and lateral acceleration and returning the vehicle to a stable driving state.

[0171] In the process of controlling the vehicle to execute the posture correction process information, the vehicle's domain controller can also dynamically adjust the control strategy of the power system and the wire-controlled steering system according to the real-time changes in vehicle speed, yaw rate and lateral acceleration to ensure the effectiveness and safety of posture correction. For example, when the vehicle speed drops to a certain level, the braking force can be appropriately reduced to avoid excessive deceleration of the vehicle and causing loss of control; when the yaw rate and lateral acceleration decrease to a level close to the stable range, the steering wheel angle can be gradually adjusted to allow the vehicle to smoothly return to the predetermined driving trajectory.

[0172] In addition, the vehicle's domain controller can also work in conjunction with other control systems, such as the suspension system and stability control system, to further improve the effect of posture correction and the overall stability of the vehicle. For example, by adjusting the damping and stiffness of the suspension system, the vehicle's handling and stability can be improved; through the intervention of the stability control system, the occurrence of dangerous situations such as vehicle skidding and rollover can be suppressed.

[0173] In this embodiment, by obtaining the vehicle speed, yaw rate and lateral acceleration after starting the target drift mode, it is possible to determine whether the vehicle is in an unstable posture state. Once it is found that the vehicle meets the preset unstable posture condition, the vehicle can be controlled to correct the posture according to the current speed, yaw rate and lateral acceleration, effectively avoiding the vehicle out of control due to unstable posture and improving the safety of vehicle drifting.

[0174] See also Fig. 9 , Fig. 9 is an example schematic diagram of a vehicle system architecture provided by an embodiment of the present application. In one embodiment, based on Figure 2 - Figure 8 The method of the illustrated embodiment and Fig. 9 The vehicle system architecture shown includes a domain controller, a human-computer interaction system, an information acquisition system, a power system, a braking system, and a wire-controlled steering system.

[0175] Among them, the domain controller is the core control unit in the vehicle, which is responsible for receiving and processing signals from various sensors of the vehicle, and sending control instructions to various actuators of the vehicle. In this embodiment, the domain controller will receive the target site type information, target tire information, and vehicle speed, yaw angular velocity, lateral acceleration and other data of the vehicle provided by the information acquisition system. Based on this data, the domain controller will calculate and analyze, determine the target vehicle speed, target steering wheel angle, and control the vehicle to execute posture correction process information when necessary. The domain controller exchanges real-time data with other systems of the vehicle through a high-speed communication network to ensure that the vehicle can respond quickly to various driving needs.

[0176] The human-computer interaction system is an interface for information exchange between the vehicle and the driver. It allows the driver to send instructions to the vehicle through different methods (such as physical buttons, virtual controls, voice, gestures, etc.) and receive information from the vehicle. In this embodiment, the human-computer interaction system can provide a start command input interface for the target drift mode, allowing the driver to easily start or turn off the drift assist function. At the same time, the human-computer interaction system can also display prompt information such as the target vehicle speed and the target steering wheel angle to help the driver better control the vehicle to drift.

[0177] The information acquisition system is responsible for collecting the target site type information, target tire information, and dynamic parameters such as the vehicle speed, yaw rate, and lateral acceleration of the vehicle. Therefore, the information acquisition system may include hardware devices such as cameras and sensors to capture and analyze the environment and status around the vehicle in real time. For example, the camera can capture images of the site where the vehicle is located, and identify the material, slope, curvature and other information of the ground through image processing technology; other sensors can monitor the vehicle speed, yaw rate, lateral acceleration and other dynamic parameters to provide data support for the decision-making of the domain controller.

[0178] The power system is the power source of the vehicle, and it is responsible for providing the vehicle with the power required for driving. In this embodiment, the power system may include power devices such as an engine, an electric motor, and a related transmission system. The domain controller controls the vehicle speed by adjusting the output torque or power of the power system according to the difference between the target vehicle speed and the current vehicle speed. For example, when the actual vehicle speed is lower than the target vehicle speed, the domain controller will instruct the power system to increase the output torque to accelerate the vehicle; conversely, when the actual vehicle speed is higher than the target vehicle speed, the domain controller will instruct the power system to reduce the output torque to decelerate the vehicle.

[0179] The braking system is responsible for slowing down or stopping the vehicle when necessary. In this embodiment, the braking system may include components such as brake discs, brake pads, brake fluid, and related control mechanisms. The domain controller will control the deceleration and parking of the vehicle by adjusting the braking force of the braking system according to the requirements of the posture correction process information. For example, when the vehicle loses its posture, the domain controller will instruct the braking system to perform emergency braking on the vehicle to avoid vehicle loss of control or accidents.

[0180] The steer-by-wire system is a mechanism used by the vehicle to change the direction of travel. It is responsible for adjusting the steering angle of the wheels according to the driver's instructions or the control signal of the domain controller. In this embodiment, the steer-by-wire system may include components such as a feel simulator, a steering wheel, and a steering actuator. The domain controller controls the steering angle of the vehicle by adjusting the output torque or steering ratio of the steer-by-wire system according to the difference between the target steering wheel angle and the current steering wheel angle. For example, when the actual steering wheel angle is less than the target steering wheel angle, the domain controller will instruct the steer-by-wire system to increase the output torque to turn the vehicle in the target direction; conversely, when the actual steering wheel angle is greater than the target steering wheel angle, the domain controller will instruct the steer-by-wire system to reduce the output torque to turn the vehicle back in the opposite direction.

[0181] In one possible implementation, the human-computer interaction system receives a start instruction for the target drift mode, and sends the start instruction for the target drift mode to the domain controller; the domain controller responds to the start instruction for the target drift mode by sending status requests to the information acquisition system, the power system, the braking system, and the wire-controlled steering system, respectively, and the status request is used to confirm whether the corresponding system is in a state that allows the vehicle to drift; accordingly, the acquisition system, the power system, the braking system, and the wire-controlled steering system all receive the status request sent by the domain controller, and return status information to the domain controller according to the status request.

[0182] If the status information returned by any of the information acquisition system, power system, braking system, and wire-controlled steering system indicates that the vehicle is not in a state that allows drifting, it means that the current system status of the vehicle does not meet the conditions for drifting, and there may be safety hazards or technical obstacles. At this time, the domain controller can terminate the drift assistance process and send a prompt message to the driver through the human-computer interaction system, informing the driver that drifting operations are currently not possible, and suggesting that the driver check the status of related systems or contact maintenance personnel for processing.

[0183] If the status information returned by each system in the information acquisition system, power system, braking system, and wire-controlled steering system indicates that the vehicle is in a state that allows drifting, then it means that the current system state of the vehicle meets the conditions for drifting, and the subsequent drift assistance process can be carried out. At this time, the domain controller will analyze the target site type information, target tire information, and vehicle speed, yaw rate, lateral acceleration and other data of the site where the vehicle is located, and determine the target vehicle speed, target steering wheel angle and other parameters. Subsequently, the domain controller will control the vehicle to execute the drift assistance process information, including pushing the target vehicle speed and target steering wheel angle to the driver, configuring the steering wheel angle soft limit, and adjusting the output of the power system and braking system as needed to ensure that the vehicle can drift according to the predetermined parameters. At the same time, the domain controller will continue to monitor the vehicle's status parameters. Once the vehicle posture is unstable or other abnormal conditions are found, the posture correction process will be immediately started to ensure the safety and stability of the vehicle.

[0184] In this embodiment, the safety and stability of the vehicle when performing drift operations are significantly improved through the collaborative work of the domain controller and other systems of the vehicle. Among them, the domain controller, as the core, can process data from the information acquisition system in real time, control the power system, braking system and wire-controlled steering system, and ensure that the vehicle can drift under the coordinated action of various systems. At the same time, the human-computer interaction system provides an intuitive operating interface and real-time feedback, which enhances the driver's understanding and control of the vehicle status. In addition, the vehicle also has a posture correction function, which can quickly intervene when the vehicle becomes unstable to avoid potential safety risks. Overall, this embodiment not only improves the convenience and success rate of drift operations, but also provides drivers with a safer and more reliable drift experience through real-time monitoring and intelligent adjustment.

[0185] Based on the above Figure 1 The following will combine Fig.10 The vehicle control device provided in the embodiment of the present application is introduced in detail. It should be noted that: Fig.10 The vehicle control device is used to execute the present application Figure 2 - Fig. 9 For the convenience of explanation, only the part related to the embodiment of the present application is shown. For the specific technical details not disclosed, please refer to the present application. Figure 2 - Fig. 9 Specifically, the vehicle control device 800 may include an acquisition unit 801, a first determination unit 802, a second determination unit 803 and a control unit 804, as follows:

[0186] An acquisition unit 801 is used to acquire target site type information of the site where the vehicle is located and acquire target tire information of the vehicle in response to a start instruction of the target drift mode;

[0187] A first determining unit 802 is used to determine a critical lateral acceleration required for the vehicle to drift in the field based on the target field type information and the target tire information;

[0188] A second determining unit 803 is used to determine a target vehicle speed and a target steering wheel angle based on the critical lateral acceleration, wherein the lateral acceleration generated by the vehicle at the target vehicle speed and the target steering wheel angle is higher than the critical lateral acceleration;

[0189] The control unit 804 is used to control the vehicle to execute the drift assistance process information corresponding to the target drift mode based on the target vehicle speed and the target steering wheel angle.

[0190] Optionally, in some embodiments, the control unit 804 can be used to: configure the vehicle's steering wheel angle soft limit to limit the vehicle's maximum steering wheel angle to a target steering wheel angle; control the vehicle to push drift assistance prompt information corresponding to the target vehicle speed and target steering wheel angle, the drift assistance prompt information is used to prompt the vehicle to accelerate to the target vehicle speed, adjust the vehicle's steering wheel to the target steering wheel angle, and activate the vehicle's handbrake within a preset time range.

[0191] Optionally, in some embodiments, the control unit 804 can be used to: control the vehicle to push drift assistance prompt information corresponding to the target vehicle speed and the target steering wheel angle, the drift assistance prompt information is used to prompt the vehicle to accelerate to the target vehicle speed, adjust the vehicle's steering wheel to the target steering wheel angle, and activate the vehicle's handbrake within a preset time range; obtain a first steering wheel angle request value of the vehicle; if the deviation value between the first steering wheel angle request value and the target steering wheel angle is less than a preset deviation value threshold, adjust the first steering wheel angle request value to a second steering wheel angle request value, and control the vehicle to steer according to the second steering wheel angle request value, the second steering wheel angle request value being equal to the target steering wheel angle.

[0192] Optionally, in some embodiments, the second determination unit 803 can be used to: determine at least one to-be-selected third information combination based on the critical lateral acceleration and a mapping relationship between the lateral acceleration and the third information combination, the third information combination including the vehicle speed and the steering wheel angle, the lateral acceleration generated by the vehicle at the vehicle speed and the steering wheel angle in the to-be-selected third information combination being higher than the critical lateral acceleration; determine a target third information combination, the target third information combination being one of the at least one to-be-selected third information combination; and determine a target vehicle speed and a target steering wheel angle based on the target third information combination.

[0193] Optionally, in some embodiments, the second determination unit 803 can be used to: determine a drivable area of ​​the site where the vehicle is located; construct a vehicle speed constraint and a steering wheel angle constraint based on the drivable area; and determine, from at least one candidate third information combination, a candidate third information combination that satisfies the vehicle speed constraint and the steering wheel angle constraint as a target third information combination.

[0194] Optionally, in some embodiments, the acquisition unit 801 may be used to: acquire a captured image of the site where the vehicle is located; and perform site type recognition on the captured image to determine target site type information of the site where the vehicle is located.

[0195] Optionally, in some embodiments, the first determination unit 802 can be used to: determine a target tire adhesion coefficient of the vehicle on the site based on a target first information combination and a mapping relationship between the first information combination and the tire adhesion coefficient, the target first information combination being composed of target site type information and target tire information; determine a critical lateral acceleration required for the vehicle to drift on the site based on the target tire adhesion coefficient and a mapping relationship between the tire adhesion coefficient and the lateral acceleration.

[0196] Optionally, in some embodiments, the vehicle control device 800 can be used to: obtain the vehicle speed, yaw angular velocity and lateral acceleration of the vehicle in response to a start command of the target drift mode; if it is determined that the vehicle meets a preset posture instability condition based on the vehicle speed, yaw angular velocity and lateral acceleration, then control the vehicle to execute posture correction process information according to the vehicle speed, yaw angular velocity and lateral acceleration.

[0197] The effects that can be achieved by this embodiment can be found in the relevant embodiments of the above-mentioned vehicle control method, which will not be described in detail here.

[0198] See also Fig.11 , which is a schematic diagram of the structure of a vehicle provided in the embodiment of the present application. Fig.11 As shown, the vehicle 900 includes a processor 901 and a memory 902. The processor 901 is electrically connected to the memory 902.

[0199] The processor 901 is the control center of the vehicle 900 and may include one or more processing cores. The processor 901 uses various interfaces and lines to connect various parts of the entire vehicle 900, and executes various functions and processes data of the vehicle 900 by running or calling computer programs stored in the memory 902, and calling data stored in the memory 902, so as to control the vehicle 900 as a whole. Optionally, the processor 901 may be implemented in at least one hardware form of digital signal processing (DSP), field programmable gate array (FPGA), and programmable logic array (PLA). The processor 901 may integrate one or a combination of CPU, graphics processing unit (GPU), modem, etc. Among them, the CPU mainly processes the operating system, user pages, and applications; the GPU is responsible for rendering and drawing display content; and the modem is used to process wireless communications. It is understandable that the above-mentioned modem may not be integrated into the processor 901, but may be implemented separately through a communication chip.

[0200] The memory 902 may be used to store software programs and modules, and the processor 901 executes various functional applications and data processing by running the computer programs and modules stored in the memory 902. The memory 902 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, a computer program required for at least one function, etc.; the data storage area may store data created according to the use of the vehicle 900, etc.

[0201] In addition, the memory 902 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices. Accordingly, the memory 902 may also include a memory controller to provide the processor 901 with access to the memory 902.

[0202] In this embodiment, the processor 901 in the vehicle 900 loads instructions corresponding to the processes of one or more computer programs into the memory 902 according to the following steps, and the processor 901 runs the computer program stored in the memory 902 to implement various functions, as follows:

[0203] In response to a start instruction of the target drift mode, obtaining target site type information of the site where the vehicle is located, and obtaining target tire information of the vehicle;

[0204] Determine the critical lateral acceleration required for the vehicle to drift in the target site based on the target site type information and the target tire information;

[0205] Based on the critical lateral acceleration, a target vehicle speed and a target steering wheel angle are determined, and a lateral acceleration generated by the vehicle at the target vehicle speed and the target steering wheel angle is higher than the critical lateral acceleration;

[0206] Based on the target vehicle speed and the target steering wheel angle, the vehicle is controlled to execute the drift assistance process information corresponding to the target drift mode.

[0207] Optionally, when the processor 901 controls the vehicle to execute the drift assistance process information corresponding to the target drift mode based on the target vehicle speed and the target steering wheel angle, the processor 901 specifically performs the following steps: configuring the vehicle's steering wheel angle soft limit to limit the vehicle's maximum steering wheel angle to the target steering wheel angle; controlling the vehicle to push drift assistance prompt information corresponding to the target vehicle speed and the target steering wheel angle, the drift assistance prompt information being used to prompt the vehicle to accelerate to the target vehicle speed, adjust the vehicle's steering wheel to the target steering wheel angle, and activate the vehicle's handbrake within a preset time range.

[0208] Optionally, when the processor 901 controls the vehicle to execute the drift assistance process information corresponding to the target drift mode based on the target vehicle speed and the target steering wheel angle, the processor 901 specifically performs the following: controlling the vehicle to push drift assistance prompt information corresponding to the target vehicle speed and the target steering wheel angle, the drift assistance prompt information being used to prompt the vehicle to accelerate to the target vehicle speed, adjust the vehicle's steering wheel to the target steering wheel angle, and activate the vehicle's handbrake within a preset time range; obtaining a first steering wheel angle request value of the vehicle; if the deviation value between the first steering wheel angle request value and the target steering wheel angle is less than a preset deviation value threshold, adjusting the first steering wheel angle request value to a second steering wheel angle request value, and controlling the vehicle to steer according to the second steering wheel angle request value, the second steering wheel angle request value being equal to the target steering wheel angle.

[0209] Optionally, when the processor 901 determines the target vehicle speed and the target steering wheel angle based on the critical lateral acceleration, it specifically performs: based on the critical lateral acceleration, and the mapping relationship between the lateral acceleration and the third information combination, determine at least one to-be-selected third information combination, the third information combination including the vehicle speed and the steering wheel angle, the lateral acceleration generated by the vehicle at the vehicle speed and the steering wheel angle in the to-be-selected third information combination being higher than the critical lateral acceleration; determine the target third information combination, the target third information combination being one of the at least one to-be-selected third information combination; and determine the target vehicle speed and the target steering wheel angle based on the target third information combination.

[0210] Optionally, when executing the determination of the target third information combination, the processor 901 specifically performs the following steps: determining a drivable area of ​​the site where the vehicle is located; constructing a vehicle speed constraint and a steering wheel angle constraint based on the drivable area; and determining, from at least one candidate third information combination, a candidate third information combination that satisfies the vehicle speed constraint and the steering wheel angle constraint as the target third information combination.

[0211] Optionally, when executing the acquisition of the target site type information of the site where the vehicle is located, the processor 901 specifically executes: acquiring a captured image of the site where the vehicle is located; and performing site type recognition on the captured image to determine the target site type information of the site where the vehicle is located.

[0212] Optionally, when the processor 901 determines the critical lateral acceleration required for the vehicle to drift in the venue based on the target venue type information and the target tire information, it specifically performs: determining the target tire adhesion coefficient of the vehicle in the venue based on the target first information combination and the mapping relationship between the first information combination and the tire adhesion coefficient, the target first information combination being composed of the target venue type information and the target tire information; determining the critical lateral acceleration required for the vehicle to drift in the venue based on the target tire adhesion coefficient and the mapping relationship between the tire adhesion coefficient and the lateral acceleration.

[0213] Optionally, the processor 901 may also execute: in response to a start instruction of the target drift mode, obtaining the vehicle speed, yaw angular velocity and lateral acceleration; if it is determined based on the vehicle speed, yaw angular velocity and lateral acceleration that the vehicle meets a preset posture instability condition, then according to the vehicle speed, yaw angular velocity and lateral acceleration, controlling the vehicle to execute posture correction process information.

[0214] The effects that can be achieved by this embodiment can be found in the relevant embodiments of the above-mentioned vehicle control method, which will not be described in detail here.

[0215] It should be understood that the device provided in the embodiment of the present application is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0216] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes, etc.

[0217] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0218] In addition, the device provided in the embodiment of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiment.

[0219] An embodiment of the present application also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0220] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0221] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0222] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0223] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0224] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: include: In response to a start instruction of the target drift mode, obtaining target site type information of the site where the vehicle is located, and obtaining target tire information of the vehicle; Determining a critical lateral acceleration required for the vehicle to drift in the target site based on the target site type information and the target tire information; Based on the critical lateral acceleration, determining a target vehicle speed and a target steering wheel angle, wherein a lateral acceleration generated by the vehicle at the target vehicle speed and the target steering wheel angle is higher than the critical lateral acceleration; Based on the target vehicle speed and the target steering wheel angle, the vehicle is controlled to execute the drift assistance process information corresponding to the target drift mode.

2. The method according to claim 1, characterized in that The step of controlling the vehicle to execute the drift assistance process information corresponding to the target drift mode based on the target vehicle speed and the target steering wheel angle includes: Configuring a soft limit of the steering wheel angle of the vehicle to limit the maximum steering wheel angle of the vehicle to the target steering wheel angle; The vehicle is controlled to push drift assistance prompt information corresponding to the target vehicle speed and the target steering wheel angle, wherein the drift assistance prompt information is used to prompt the vehicle to accelerate to the target vehicle speed, adjust the steering wheel of the vehicle to the target steering wheel angle, and activate the handbrake of the vehicle within a preset time range.

3. The method according to claim 1, characterized in that The step of controlling the vehicle to execute the drift assistance process information corresponding to the target drift mode based on the target vehicle speed and the target steering wheel angle includes: Controlling the vehicle to push drift assistance prompt information corresponding to the target vehicle speed and the target steering wheel angle, wherein the drift assistance prompt information is used to prompt the vehicle to accelerate to the target vehicle speed, adjust the steering wheel of the vehicle to the target steering wheel angle, and activate the handbrake of the vehicle within a preset time range; Obtaining a first steering wheel angle request value of the vehicle; If the deviation value between the first steering wheel angle request value and the target steering wheel angle is less than a preset deviation value threshold, the first steering wheel angle request value is adjusted to a second steering wheel angle request value, and the vehicle is steered according to the second steering wheel angle request value, and the second steering wheel angle request value is equal to the target steering wheel angle.

4. The method according to claim 1, characterized in that: The determining of a target vehicle speed and a target steering wheel angle based on the critical lateral acceleration includes: Based on the critical lateral acceleration and a mapping relationship between the lateral acceleration and the third information combination, determining at least one third information combination to be selected, the third information combination comprising a vehicle speed and a steering wheel angle, the lateral acceleration generated by the vehicle at the vehicle speed and the steering wheel angle in the third information combination to be selected being higher than the critical lateral acceleration; Determine a target third information combination, where the target third information combination is one of at least one of the third information combinations to be selected; Based on the target third information combination, a target vehicle speed and a target steering wheel angle are determined.

5. The method according to claim 4, characterized in that The determining target third information combination includes: Determining a drivable area of ​​the site where the vehicle is located; Constructing a vehicle speed constraint condition and a steering wheel angle constraint condition based on the drivable area; From at least one of the third information combinations to be selected, determine a third information combination to be selected that satisfies the vehicle speed constraint and the steering wheel angle constraint as a target third information combination.

6. The method according to claim 1, characterized in that The step of obtaining target site type information of the site where the vehicle is located includes: Acquire a photographed image of the site where the vehicle is located; The captured image is subjected to site type recognition to determine target site type information of the site where the vehicle is located.

7. The method according to claim 1, characterized in that The determining, based on the target site type information and the target tire information, a critical lateral acceleration required for the vehicle to drift in the site includes: Determining a target tire adhesion coefficient of the vehicle on the site based on a target first information combination and a mapping relationship between the first information combination and the tire adhesion coefficient, wherein the target first information combination is composed of the target site type information and the target tire information; Based on the target tire adhesion coefficient and a mapping relationship between the tire adhesion coefficient and the lateral acceleration, a critical lateral acceleration required for the vehicle to drift in the field is determined.

8. The method according to claim 1, characterized in that The method further comprises: In response to a start instruction of a target drift mode, obtaining a vehicle speed, a yaw rate, and a lateral acceleration of the vehicle; If it is determined based on the vehicle speed, yaw angular velocity and lateral acceleration of the vehicle that the vehicle meets a preset posture instability condition, the vehicle is controlled to execute posture correction process information according to the vehicle speed, yaw angular velocity and lateral acceleration of the vehicle.

9. A vehicle control device, characterized in that: include: an acquisition unit, configured to acquire target site type information of a site where the vehicle is located and acquire target tire information of the vehicle in response to a start instruction of a target drift mode; A first determination unit is used to determine a critical lateral acceleration required for the vehicle to drift in the field based on the target field type information and the target tire information; a second determining unit, configured to determine a target vehicle speed and a target steering wheel angle based on the critical lateral acceleration, wherein a lateral acceleration generated by the vehicle at the target vehicle speed and the target steering wheel angle is higher than the critical lateral acceleration; A control unit is used to control the vehicle to execute the drift assistance process information corresponding to the target drift mode based on the target vehicle speed and the target steering wheel angle.

10. A vehicle, characterized in that: include: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory so that the vehicle executes the method as claimed in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program code, and when the computer program code is executed, the method according to any one of claims 1 to 8 is implemented.

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