Auxiliary drifting control method for electric vehicle

Abstract

The invention is suitable for the technical field of drifting control, and provides an electric vehicle auxiliary drifting control method which comprises the following steps: calculating an ideal drifting balance point and related parameters under any working condition according to vehicle dynamics and a tire model; when the vehicle is in the specific driving mode, judging whether an auxiliary drift intervention threshold value is reached or not according to the driver operation and the vehicle state, and if yes, starting auxiliary drift control. According to the control, through a feedforward and feedback mode, the torque of front and rear wheels cooperatively works to achieve drifting. And meanwhile, the torque of different sources is adjusted by using the weight coefficient so as to adjust the auxiliary drift intervention intensity. When it is detected that the accelerator pedal of the driver is smaller than the threshold value, the auxiliary drifting quit threshold value is reached, and control quits immediately. The auxiliary drifting can be timely intervened when the driver does not operate the steering wheel, the driving threshold is lowered, the dependence on the steering wheel is reduced, and the driving experience is optimized; personalized adjustment can be achieved, the drifting safety is improved, and a driver can enjoy drifting pleasure at ease.

Description

Technical Field

[0001] The present invention belongs to the technical field of drift control, and particularly relates to an auxiliary drift control method for electric vehicles. Background Art

[0002] In professional racing, "drifting" is a driving strategy commonly used by professional drivers, aiming to reduce the time per lap or flexibly avoid obstacles by consciously controlling the wheel lock or skid. Drifting driving behavior mainly has the following characteristics: First, the vehicle will have a large center-of-mass sideslip angle, resulting in severe vehicle sideslip. Here, the center-of-mass sideslip angle refers to the angle between the actual movement direction of the vehicle and the longitudinal axis of the vehicle; Second, there is a phenomenon of "counter-steering", that is, the direction of the steering wheel angle is exactly opposite to the direction of the yaw angular velocity; Third, the adhesion of the rear wheels reaches saturation. When there is a large longitudinal force on the rear wheels, due to the limitation of the adhesion circle, the maximum available lateral force decreases, and the vehicle is thus prone to oversteer.

[0003] From these characteristics of drifting, it is not difficult to see that this driving skill requires extremely high driving skills and has a high operation difficulty. The vehicle may skid out of control at any time, with a high risk factor. Only professional drivers with proficient driving skills can master it, and it is difficult for ordinary drivers to achieve. At present, most of the mainstream drift control methods actively use the steering wheel to adjust the vehicle body posture, which means that the driver needs to release the steering wheel when drifting, or frequently encounter the situation of the steering wheel hitting the hand. This not only reduces the possibility for ordinary drivers to experience the fun of drifting, but also reduces their sense of participation.

[0004] In view of the above drawbacks of the existing drift control technology, how to achieve drift assistance at any steering wheel angle without actively intervening in the steering wheel and be able to flexibly adjust the drift assistance intensity according to the needs of different drivers has become an urgent problem to be solved. For this reason, the present invention proposes an auxiliary drift control method for electric vehicles. Summary of the Invention

[0005] The purpose of the present invention is to provide an auxiliary drift control method for electric vehicles, aiming to solve the problems proposed in the above background art.

[0006] The purpose of the present invention is achieved through the following technical solutions: An auxiliary drift control method for electric vehicles includes the following steps: Step 1: Calculate the vehicle drift balance point; According to the vehicle dynamics model and the tire model considering the non-linear region, calculate the ideal drift balance point at any adhesion coefficient, steering wheel angle, and vehicle speed; the relevant parameters of the ideal drift balance point include the yaw angular velocity, center-of-mass sideslip angle, front wheel lateral force, rear wheel lateral force, rear wheel longitudinal force, and rear wheel speed under the ideal drift condition; Step 2: Judgment of the intervention threshold for assisted drift; When the vehicle is in a specific driving mode, the assisted drift control determines whether to intervene in the control based on the detected steering wheel operation of the driver, the throttle depth, and whether the vehicle is currently unstable; Step 3: Assisted drift control; The assisted drift control is achieved through feedforward plus feedback control. The sum of the feedforward torque and the feedback torque is used as the rear-wheel drive torque, and the rear-wheel drive torque is coordinated with the front-wheel differential torque or the differential braking of the front-wheel brakes to control the vehicle drift; Step 4: Adjustment of the intervention intensity of assisted drift; The torque calculated by the assisted drift control and the drive torque obtained by parsing the driver stepping on the accelerator pedal by the vehicle control unit are adjusted using the weight coefficient, and the final output motor torque of the vehicle is calculated to adjust the intensity of the assisted drift control; Step 5: Judgment of the exit threshold for assisted drift; When it is detected that the driver's accelerator pedal is less than the threshold during the assisted drift control process, the assisted drift control is exited.

[0007] Furthermore, in the above Step 1, the vehicle dynamics model adopts a three-degree-of-freedom single-track model of the vehicle considering the vehicle longitudinal speed, yaw rate, and derivative of the sideslip angle of the center of mass. The specific formula is as follows: ; ; ; In the formula: is the derivative of the sideslip angle of the center of mass; is the derivative of the yaw rate; is the derivative of the vehicle longitudinal speed; is the vehicle longitudinal speed; and are the lateral forces of the front and rear tires respectively; is the front-wheel steering angle of the vehicle; is the yaw rate; is the longitudinal force of the rear tire; and are the vehicle mass and the moment of inertia about the axis respectively; and are the distances from the front and rear axles to the center of mass of the vehicle respectively; is the sideslip angle of the center of mass; The tire model considers the coupling relationship between the lateral force and the longitudinal force when the wheel is in a highly saturated or nearly saturated state, and introduces the adhesion circle constraint. The formula is as follows: ; In the formula: is the longitudinal force of the tire; is the lateral force of the tire; is the vertical force of the tire; is the adhesion coefficient between the tire and the ground.

[0008] Furthermore, in the said step 1, the drift balance point includes the positive-steering drift balance point where the yaw rate is in the same direction as the steering wheel angle, and the negative-steering drift balance point where the yaw rate is in the opposite direction to the steering wheel angle. The negative-steering drift balance point always exists.

[0009] Furthermore, in the said step 2, when the vehicle is in a specific driving mode and meets the conditions of determined ground adhesion, determined vehicle speed, the steering wheel operated by the driver being greater than the threshold value, the throttle being greater than the threshold value, and the vehicle critical instability condition, the assisted drift control intervenes to perform assisted drift.

[0010] Furthermore, the judgment criterion for the vehicle critical instability is that the actual yaw rate of the vehicle reaches or exceeds the yaw rate in the ideal drift balance point, and the difference between the actual sideslip angle of the vehicle's center of mass and the sideslip angle of the center of mass in the ideal drift balance point is less than the threshold value.

[0011] Furthermore, in the said step 3, the feedforward torque is obtained by dividing the longitudinal force of the rear wheel in the ideal drift balance point by the tire rolling radius and then by the transmission ratio of the relevant transmission system; the feedback torque is obtained through negative feedback control based on the three groups of parameters of the ideal yaw rate, sideslip angle of the center of mass, and rear wheel speed and the actual error.

[0012] Furthermore, in the said step 3, for an electric vehicle with distributed drive, differential drive of the motors on both sides of the front wheels is adopted; for an electric vehicle with front-rear drive or pure rear drive, differential braking of the brakes on both sides of the front wheels is adopted to achieve the additional yaw request.

[0013] Furthermore, in the said step 4, the weight coefficient is between 100% and 0%. For a general pure rear-drive vehicle, the throttle-parsed front-wheel drive torque is 0 Nm. The calculation formulas for the final vehicle rear-wheel torque, front-wheel torque, and front-wheel braking are as follows: ; ; ; In the formula: are respectively the final vehicle rear-wheel torque, front-wheel torque, and front-wheel braking; are respectively the rear-wheel torque, front-wheel torque, and front-wheel braking calculated by the assisted drift control; is the rear-wheel torque parsed by the vehicle control unit VCU from the driver stepping on the accelerator pedal; is the weight coefficient in the assisted drift intervention intensity.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: Lower the driving threshold: Traditional drifting requires drivers to have excellent driving skills, which are difficult for ordinary drivers to achieve. The present invention calculates the ideal drift balance point through scientific models. Without controlling the steering wheel at all, the auxiliary drift control can also intervene in a timely manner to achieve drift assistance at any steering wheel angle. This enables ordinary drivers to easily achieve drifting without complex steering wheel operation skills, greatly expanding the audience range of drift driving.

[0015] Optimize the driving experience: In the past, the mainstream drift control methods would cause drivers to face difficulties in steering wheel operation during drifting, affecting the driving experience. The present invention reduces the dependence on the steering wheel during the drifting process through specific control strategies, allowing drivers to focus more on overall control and enhancing the smoothness and comfort of driving.

[0016] Achieve personalized adjustment: Different drivers have different requirements for the intensity of drift assistance. The present invention uses a manually adjustable weight coefficient, enabling drivers to freely adjust the intensity of assisted drift according to their own driving habits and skills to meet personalized driving needs.

[0017] Improve drift safety: The risk of the vehicle spinning out of control during drifting is relatively high. The present invention effectively reduces this risk through real-time monitoring and precise control, creating a safer drift environment for drivers and allowing them to enjoy the fun of drifting more at ease. Description of the Drawings

[0018] Figure 1 is the flowchart of the method of the present invention.

[0019] Figure 2 is an image example of some ideal drift balance points at different steering wheel angles under an adhesion coefficient of 0.85 and a vehicle speed of 40 kph; where (a) is the ideal centroidal side slip angle varying with the ideal steering wheel angle and (b) is the ideal yaw rate varying with the ideal steering wheel angle and (c) is the ideal longitudinal force of the rear wheels varying with the ideal steering wheel angle changing curve.

[0020] Figure 3 is the experimental diagram of the assisted drift control method taking the experimental vehicle eπ007 with the Dongfeng S73 chassis model as an example.

[0021] Figure 4Drift target following data curve graph for assisting drift control under actual vehicle conditions; among which, (a) is the drift yaw rate following curve graph, (b) is the ideal sideslip angle of the center of mass following curve graph, (c) is the driver's steering wheel angle curve graph, and (d) is the assisting drift control trigger flag curve graph. Detailed implementation manner

[0022] For a clearer understanding of the technical features, objectives, and beneficial effects of the present invention, the technical solution of the present invention will be described in detail below, but it should not be construed as a limitation on the implementable scope of the present invention.

[0023] The present invention provides an electric vehicle assisting drift control method, and its flowchart is as Figure 1 shown, and the method includes the following steps: Step 1: Vehicle drift balance point calculation; According to the vehicle dynamics model and the tire model considering the non-linear region, calculate the ideal drift balance point under any adhesion coefficient, steering wheel angle, and vehicle speed; the relevant parameters of the ideal drift balance point include the yaw rate, sideslip angle of the center of mass, lateral force of the front wheels, lateral force of the rear wheels, longitudinal force of the rear wheels, and rear wheel speed (rear wheel slip ratio) under the ideal drift condition.

[0024] In the said Step 1, the vehicle dynamics model adopts a vehicle three-degree-of-freedom single-track model considering the longitudinal speed, yaw rate, and derivative of the sideslip angle of the center of mass. The specific formula is as follows: ; ; ; In the formula: is the derivative of the sideslip angle of the center of mass; is the derivative of the yaw rate; is the derivative of the vehicle longitudinal speed; is the vehicle longitudinal speed; and are respectively the lateral forces of the front and rear tires; is the vehicle front wheel angle; is the yaw rate; is the longitudinal force of the rear tire; and are respectively the vehicle mass and the moment of inertia about the axis; and are respectively the distances from the front and rear axles to the vehicle center of mass; is the sideslip angle of the center of mass; The tire model considers the coupling relationship between the lateral force and the longitudinal force when the wheel is in a highly saturated or nearly saturated state, and introduces the adhesion circle constraint. The formula is as follows: ; Wherein: is the longitudinal force of the tire; is the lateral force of the tire; is the vertical force of the tire; is the adhesion coefficient between the tire and the ground.

[0025] By coupling a vehicle dynamics model that meets the requirements with a tire model, the ideal drift balance points at any adhesion coefficient, steering wheel angle, and vehicle speed can be obtained. The drift balance points include the positive-steering drift balance point (the yaw rate is in the same direction as the steering wheel angle) and the negative-steering drift balance point (the yaw rate is in the opposite direction to the steering wheel angle). The positive-steering drift balance point may not exist under some working conditions, while the negative-steering drift balance point always exists.

[0026] Step 2: Judgment of the auxiliary drift intervention threshold; Under normal driving conditions, the torque response of the vehicle motor is determined by the depth of the driver stepping on the accelerator. However, when the vehicle is in a specific driving mode (track drift driving mode), the auxiliary drift control decides whether to intervene in the control according to the detected steering wheel operation, accelerator depth, and whether the vehicle is currently unstable.

[0027] In the said Step 2, when the vehicle is in a specific driving mode and meets the conditions of determined ground adhesion conditions, determined vehicle speed, the steering wheel operated by the driver is greater than the threshold, the accelerator is greater than the threshold, and the vehicle is critically unstable, the auxiliary drift control will intervene to perform auxiliary drift. The thresholds of the steering wheel and the accelerator are directly related to the current ground adhesion conditions and vehicle speed.

[0028] The judgment criterion for the vehicle being critically unstable is: the actual yaw rate of the vehicle reaches or exceeds the yaw rate in the ideal drift balance point, and the difference between the actual sideslip angle of the vehicle's center of mass and the sideslip angle of the center of mass in the ideal drift balance point is less than the threshold.

[0029] Step 3: Auxiliary drift control; The auxiliary drift control is achieved through feedforward plus feedback control. The longitudinal force of the rear wheels in the ideal drift equilibrium point is used as the feedforward control quantity and acts on the rear-wheel drive torque (i.e., the drive torque of the rear-wheel motor). This part generated by the longitudinal force of the rear wheels and acting on the rear-wheel drive torque is what we call the feedforward torque. At the same time, the yaw rate, sideslip angle of the center of mass, and rear-wheel speed in the ideal drift equilibrium point are used as feedback control quantities with the actual true values of the vehicle to obtain the feedback rear-wheel drive torque. This part of the rear-wheel drive torque generated by feedback control is what we call the feedback torque. Finally, by adding the feedforward torque and the feedback torque, the rear-wheel drive torque is obtained. The rear-wheel drive torque and the front-wheel differential torque (i.e., the differential torque of the front-wheel motor) jointly control the vehicle drift. When the front wheels do not have differential torque, the front-wheel brakes can perform differential braking for equivalence.

[0030] In step 3, the feedforward torque is obtained by dividing the longitudinal force of the rear wheels in the ideal drift equilibrium point by the tire rolling radius and then by the transmission ratio of the relevant transmission system. The feedback torque is obtained through negative feedback (PID) control based on the three parameters of the ideal yaw rate, sideslip angle of the center of mass, and rear-wheel speed and the actual error.

[0031] For electric vehicles with different drive forms, distributed drive uses differential drive of the motors on both sides of the front wheels, while front-wheel and rear-wheel drive or pure rear-wheel drive use differential braking of the brakes on both sides of the front wheels to achieve the additional yaw request.

[0032] Step 4: Adjust the intensity of auxiliary drift intervention; Based on the drive torque and differential torque calculated by the auxiliary drift control, combined with the drive torque parsed by the vehicle control unit VCU from the driver stepping on the accelerator pedal, the two torques are adjusted through the weight coefficient. The final output motor torque of the vehicle is calculated by a formula to achieve free adjustment of the intensity of the auxiliary drift control.

[0033] In step 4, the weight coefficient is between 100% and 0%, and the driver can adjust it manually. 100% means that the vehicle is completely controlled by the auxiliary drift torque, and 0% means that the vehicle is completely taken over by the torque parsed from the accelerator pedal. Generally, people drive drift vehicles with pure rear-wheel drive. Therefore, the parsed front-wheel drive torque of the accelerator is 0 Nm. The calculation formulas for the final rear-wheel torque, front-wheel torque, and front-wheel braking of the vehicle are as follows: ; ; ; In the formula: are the final rear-wheel torque, front-wheel torque, and front-wheel braking of the vehicle respectively; They are the rear-wheel torque calculated by the auxiliary drift control (i.e., the rear-wheel drive torque in Step 3), the front-wheel torque (i.e., the front-wheel differential torque in Step 3), and the front-wheel braking (generated when the front-wheel brake performs differential braking in Step 3); is the rear-wheel torque parsed by the vehicle control unit VCU when the driver steps on the accelerator pedal; is the weight coefficient in the auxiliary drift intervention intensity.

[0034] Step 5: Judgment of the auxiliary drift exit threshold; When it is detected that the driver's accelerator pedal is less than the threshold during the auxiliary drift control process, it is regarded that the driver wants to exit the drift, and at this time, the auxiliary drift control is exited.

[0035] In the said Step 5, generally, a professional driver exits the drift by reducing the rear-wheel torque to stop the rear wheels from slipping, so as to make the vehicle return to a steady state. Therefore, when it is detected that the driver steps on the accelerator pedal less than the threshold, it can be regarded that the driver wants to exit the drift. At this time, the auxiliary drift control is exited, and the throttle parsing torque under the accelerator pedal is output, and the vehicle returns to steady-state driving.

[0036] The following describes the specific implementation of the present invention in detail with specific embodiments.

[0037] Embodiment 1: As Figure 3 shown, taking the eπ007 experimental vehicle of the Dongfeng S73 chassis model as an example, on the basis of the original vehicle VCU vehicle control unit, a domain controller mainly based on the TC297 chip is additionally added as an auxiliary drift controller. Dunlop 235 / 50R20 tires are installed on the four wheels of the vehicle, and the auxiliary drift control method is tested at the Wuhan Longling Mountain Intelligent Networked Vehicle Test Field. The specific test conditions are set as follows: 1) Since this model is a front-rear drive electric vehicle, the differential braking part of the algorithm is executed by the differential braking of the front-wheel brake calipers.

[0038] 2) Through the steady-state circular working condition test, the maximum lateral acceleration is measured, and the estimated road adhesion coefficient of the site reaches 0.95.

[0039] 3) During the auxiliary drift control process, basic vehicle signals such as yaw rate, vehicle speed, and wheel speed are obtained from the chassis Can, and the sideslip angle of the center of mass is obtained by the installed RT3000 inertial navigation system.

[0040] Referring to Step 1 of the present invention, at an adhesion coefficient of 0.85 calculated according to the relevant parameters of the eπ007 experimental vehicle of the Dongfeng S73 chassis model and a vehicle speed of 40 kph, the curve of the partial vehicle drift balance point changing with the front-wheel steering angle is as Figure 2As shown in (a) to (c) below, where the triangles represent different ideal equilibrium points during left or right drifting. It can be seen from the curve trend that within a certain range, the change in the front wheel steering angle will cause corresponding changes in the ideal sideslip angle of the center of mass, yaw rate, and longitudinal force of the rear wheels. These parameter changes provide a key theoretical basis for the assisted drifting control.

[0041] As Figure 4 As shown in (a) to (d) below, at time t1, the assisted drifting control trigger flag is set from 0 to 1, indicating that the assisted drifting intervention threshold has been reached, and the assisted drifting control calculates the torque to take over the torque of the original vehicle's vehicle controller. During the time period from t1 to t2, the assisted drifting control trigger flag remains 1, and the assisted drifting control takes effect. According to the control strategy of step 3 of the present invention, the actual vehicle yaw rate and sideslip angle of the center of mass continuously follow the ideal yaw rate and sideslip angle of the center of mass calculated from the drifting equilibrium point. At the same time, combined with the driving torque parsed by the vehicle controller VCU from the driver stepping on the accelerator pedal, the final vehicle output motor torque is calculated according to step 4 of the present invention to achieve free adjustment of the assisted drifting control intensity. As the driver turns the steering wheel, the drifting equilibrium point is continuously updated for following. At about 389 s, the steering wheel angle approaches 0°, and the vehicle still maintains the drifting state. During the time period from t1 to 389 s, the vehicle is in the positive-steering drifting state, and the steering wheel angle and yaw rate are in the same direction and are negative values. During the time period from 389 s to t2, the vehicle is in the reverse-steering drifting state, and the steering wheel angle and yaw rate are in the opposite direction. At the same time, as the reverse-steering angle of the steering wheel increases, the ideal sideslip angle of the center of mass of the drifting equilibrium point also continuously increases, and the actual drifting body posture of the vehicle becomes more obvious. At time t2, the assisted drifting control trigger flag is set from 1 to 0, indicating that the assisted drifting exit threshold has been reached, and at this time, the assisted drifting control is exited.

[0042] The above is only the preferred embodiment of the present invention. It should be noted that for those skilled in the art, without departing from the concept of the present invention, several modifications and improvements can still be made, and these should also be regarded as the protection scope of the present invention, and these will not affect the implementation effect of the present invention and the practicality of the patent.

Claims

1. An electric vehicle assisted drift control method, characterized in that: The following steps are involved: Step 1: Calculate the vehicle drift balance point; Based on the vehicle dynamics model and the tire model considering the nonlinear region, the ideal drift balance point under any adhesion coefficient, steering wheel angle, and vehicle speed is calculated; the relevant parameters of the ideal drift balance point include the yaw rate, center of mass sideslip angle, front wheel lateral force, rear wheel lateral force, rear wheel longitudinal force, and rear wheel speed under the ideal drift condition; Step 2: Auxiliary drift intervention threshold judgment; When the vehicle is in a specific driving mode, the assisted drift control decides whether to intervene based on the detected driver's steering wheel operation, throttle depth, and whether the vehicle is currently unstable; Step 3: Assisted drift control; Auxiliary drift control is achieved through feedforward plus feedback control, the sum of feedforward torque and feedback torque is used as rear wheel drive torque, and the rear wheel drive torque cooperates with the front wheel differential torque or with the differential braking of the front wheel brake to control vehicle drift; Step 4: Auxiliary drift intervention intensity adjustment; The weight coefficient is used to adjust the torque calculated by the auxiliary drift control and the driving torque obtained by the driver pressing the accelerator pedal and analyzed by the vehicle controller, and the final vehicle output motor torque is calculated to adjust the auxiliary drift control strength; Step 5: Auxiliary drift exit threshold judgment; When it is detected that the driver's accelerator pedal is less than a threshold during the assisted drift control, the assisted drift control is exited.

2. The electric vehicle assisted drift control method according to claim 1, characterized in that: In step 1, the vehicle dynamics model adopts a vehicle three-degree-of-freedom single-track model that takes into account the vehicle longitudinal velocity, yaw rate and center-of-mass sideslip angle derivative. The specific formula is as follows: ； ； ； Where: is the derivative of the sideslip angle at the center of mass; is the yaw rate derivative; is the vehicle longitudinal velocity derivative; is the vehicle longitudinal speed; and are the tire lateral forces of the front and rear wheels respectively; is the front wheel turning angle of the vehicle; is the yaw angular velocity; is the longitudinal force of the tire on the rear wheel; and They are vehicle mass and The moment of inertia of the shaft; and are the distances from the front and rear axles to the vehicle’s center of mass, respectively; is the sideslip angle of the center of mass; The tire model considers the coupling relationship between the lateral force and the longitudinal force when the wheel is in a highly saturated or near-saturated state, and introduces the adhesion circle constraint. The formula is as follows: ； Where: is the tire longitudinal force; is the tire lateral force; is the tire vertical force; is the adhesion coefficient between the tire and the ground.

3. The electric vehicle assisted drift control method according to claim 1, characterized in that: In step 1, the drift balance point includes a positive rudder drift balance point, i.e., the yaw angular velocity is in the same direction as the steering wheel angle, and a negative rudder drift balance point, i.e., the yaw angular velocity is in the opposite direction to the steering wheel angle. The negative rudder drift balance point always exists.

4. The electric vehicle assisted drift control method according to claim 1, characterized in that: In step 2, when the vehicle is in a specific driving mode and meets the ground adhesion conditions, vehicle speed, the steering wheel operated by the driver is greater than a threshold, the throttle is greater than a threshold, and the vehicle is critically unstable, the auxiliary drift control intervenes and performs auxiliary drift.

5. The electric vehicle assisted drift control method according to claim 4, characterized in that: The judgment standard of critical instability of the vehicle is: the actual yaw rate of the vehicle reaches or exceeds the yaw rate in the ideal drift balance point, and the difference between the actual center of mass sideslip angle of the vehicle and the center of mass sideslip angle in the ideal drift balance point is less than a threshold value.

6. The electric vehicle assisted drift control method according to claim 1, characterized in that: In step 3, the feedforward torque is obtained by dividing the longitudinal force of the rear wheel at the ideal drift balance point by the tire rolling radius and then by the transmission ratio of the relevant transmission system; the feedback torque is obtained by negative feedback control based on three sets of parameters, namely, the ideal yaw rate, the sideslip angle of the center of mass, and the rear wheel speed, and the actual error.

7. The electric vehicle assisted drift control method according to claim 1, characterized in that: In step 3, for electric vehicles with distributed drive, differential driving of motors on both sides of the front wheels is adopted; for electric vehicles with front and rear drive or pure rear drive, differential braking of brakes on both sides of the front wheels is adopted to realize the additional yaw request.

8. The electric vehicle assisted drift control method according to claim 1, characterized in that: In step 4, the weight coefficient is between 100% and 0%. For a general pure rear-wheel drive vehicle, the throttle-analyzed front-wheel drive torque is 0 Nm. The final calculation formulas for the vehicle rear wheel torque, front wheel torque, and front wheel brake are as follows: ； ； ； Where: They are the final vehicle rear wheel torque, front wheel torque, and front wheel brake respectively; They are rear wheel torque, front wheel torque, and front wheel brake calculated for auxiliary drift control; The rear wheel torque is obtained by the vehicle controller VCU when the driver steps on the accelerator pedal; is the weight coefficient of the auxiliary drift intervention intensity.

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