Vehicle drift control method, storage medium, control equipment, product and vehicle

Abstract

The invention relates to a vehicle drifting control method, a storage medium, control equipment, a product and a vehicle, and the method comprises the steps that under the condition that a drifting function of the vehicle is activated, differential torque control is conducted on rear axle wheels of the vehicle, so that the vehicle drifts. Due to the fact that differential torque control is conducted on the rear axle wheels of the vehicle, it is guaranteed that the left wheels and the right wheels of the vehicle keep the same slipping degree, the steering effect of the vehicle is improved, and then drifting stability is improved.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and particularly to a vehicle drift control method, a storage medium, a control device, a product, and a vehicle. Background Art

[0002] Vehicle drifting is a driving technique in which, during vehicle driving, through specific operations, the rear wheels of the vehicle lose some of their grip, resulting in lateral sliding, and at the same time, through precise control of the steering wheel and accelerator by the driver, the vehicle is maintained on a predetermined driving path. Drifting is usually used in motorsports, stunt performances, and some extreme driving scenarios.

[0003] In related technologies, the control of vehicle drifting usually relies on the driving operations of the driver. When the vehicle drifts excessively and spins out or understeers, it is very easy to fail in drifting, unable to ensure that the vehicle is always in a stable drifting state, and the drifting error rate is relatively high. Summary of the Invention

[0004] Embodiments of this application provide a vehicle drift control method, a storage medium, a control device, a product, and a vehicle, which effectively solve the problem of high drifting error rate, improve the stability of vehicle drift driving control, achieve stable drifting of the vehicle, reduce the drifting error rate, enhance the drifting control effect, and at least partially solve the above technical problems.

[0005] To achieve the above object, according to the first aspect of this application, a vehicle drift control method is provided, and the method includes: When the drift function of the vehicle is activated, perform differential torque control on the rear axle wheels of the vehicle to make the vehicle drift.

[0006] According to the second aspect of this application, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the above vehicle drift control method is implemented.

[0007] According to the third aspect of this application, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the above vehicle drift control method is implemented.

[0008] According to the fourth aspect of this application, a control device is provided, including: a memory on which a computer program is stored; a processor for executing the computer program in the memory to implement the above vehicle drift control method.

[0009] According to the fifth aspect of this application, a vehicle is provided, including the above control device.

[0010] The vehicle drift control method, storage medium, control device, product, and vehicle according to the embodiments of the present application perform differential torque control on the rear axle wheels of the vehicle when the drift function of the vehicle is activated, so that the vehicle drifts. Since differential torque control is performed on the rear axle wheels of the vehicle, it is ensured that the left and right wheels of the vehicle have the same degree of slip, improving the steering effect of the vehicle and thus enhancing the drift stability.

[0011] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative efforts.

[0012] In order to more fully understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, where the same reference numerals in the following description represent the same parts.

[0013] Figure 1 is a flowchart of the vehicle drift control method provided in some embodiments of the present application; Figure 2 is a flowchart of controlling the vehicle provided in some embodiments of the present application; Figure 3 is a schematic structural diagram of the vehicle drift control system provided in some embodiments of the present application; Figure 4 is a schematic structural diagram of the control device provided in some embodiments of the present application; Figure 5 is a schematic diagram of a vehicle provided in some embodiments of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0014] The following will clearly and completely describe the technical solutions in the embodiments of the present application in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the protection scope of the present application.

[0015] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, "a plurality of" means two or more, unless otherwise specifically defined.

[0016] In the description of the present application, the phrase "for example" is used to mean "serving as an example, illustration, or explanation". Any embodiment described as "for example" in the present application is not necessarily to be construed as more preferred or more advantageous than other embodiments. The following description is given to enable any person skilled in the art to implement and use the present invention. In the following description, details are set forth for purposes of explanation. It should be understood that those of ordinary skill in the art can recognize that the present invention can be implemented without the use of these specific details. In other instances, well-known structures and processes are not elaborated in detail so as not to obscure the description of the present invention with unnecessary details. Therefore, the present invention is not intended to be limited to the embodiments shown, but is to be accorded the widest scope consistent with the principles and features disclosed in the present application.

[0017] In the related art, the drift control of a vehicle usually relies on the driver's driving operation or by pre-adjusting the driving forces of the two rear wheels. Among them, relying on the driver's driving operation, for example, during the vehicle's drifting process, the driver needs to deeply step on the accelerator to increase the rear axle torque and increase the roll, resulting in inconsistent skidding degrees of the left and right wheels, causing losses to the vehicle hardware and easily failing to start drifting; when the vehicle drifts excessively and spins out or understeers, it is very easy to fail to drift and cannot ensure that the vehicle is always in a stable drifting state, with a relatively high drift error rate. By pre-adjusting the driving forces of the two rear wheels, there is a problem of limited adjustment range, and the drifting state is easily exited, unable to guarantee the drift control effect and affecting the drift driving control effect.

[0018] To solve the above problems, an embodiment of the present application provides a vehicle drift control method. By performing differential torque control on the rear axle wheels of the vehicle when the drift function of the vehicle is activated, the vehicle can drift. Since differential torque control is performed on the rear axle wheels of the vehicle, it is ensured that the left and right wheels of the vehicle maintain the same skidding degree, improving the steering effect of the vehicle and further enhancing the drift stability.

[0019] Please refer to Figure 1 , a vehicle drift control method is provided, and this method is applied to a control device. Among them, the control device can be a terminal device or a server. The method includes: Step S101, when the drift function of the vehicle is activated, perform differential torque control on the rear axle wheels of the vehicle to make the vehicle drift.

[0020] Among them, the activation of the vehicle's drifting function usually requires meeting corresponding activation conditions to ensure that the vehicle is in a state suitable for drifting while ensuring driving safety. Whether the vehicle's drifting function is activated can be detected based on the vehicle's driving information.

[0021] Differential torque control is a control method for distributing torque between the left and right wheels. In this embodiment, it can be differential torque control for the rear axle wheels of the vehicle, so that the left and right wheels of the vehicle maintain the same degree of slip. In this way, it is equivalent to combining the left and right wheels into one wheel, which can accelerate the steering effect of the vehicle and then keep the vehicle in a stable drifting state all the time.

[0022] Specifically, when the control device detects that the vehicle's drifting function is activated, it performs differential torque control on the rear axle wheels of the vehicle to make the vehicle drift. Since differential torque control is performed on the rear axle wheels of the vehicle, it ensures that the left and right wheels of the vehicle maintain the same degree of slip, improves the steering effect of the vehicle, and then improves the drifting stability. It can be understood that in this embodiment, when the vehicle's drifting function is activated, more stable and controllable drifting can be achieved while ensuring driving safety and reducing the operation difficulty of the driver for drifting.

[0023] In some embodiments, the method further includes: determining that the drifting function is activated when the driving information of the vehicle meets the preset activation conditions corresponding to the vehicle's drifting function.

[0024] Among them, in some embodiments, the drifting function includes a starting drift function and / or a stable drift function. The starting drift function is a function corresponding to the vehicle entering the starting drift state. The stable drift function is a function corresponding to the vehicle entering the drifting state. The stable drifting state comes after the starting drift state, that is, during the drifting process, first enter the starting drift state, and then enter the drifting state.

[0025] Among them, the preset activation conditions are conditions preset for judging whether the vehicle's drifting function is activated according to the driving information. Whether the starting drift function and the stable drift function are activated can be judged according to the driving information and the corresponding preset activation conditions.

[0026] The driving information refers to the state parameters of the vehicle during driving. In some embodiments, the driving information includes at least one of yaw rate information, steering wheel angle information, steering wheel steering information, lateral acceleration information, rear axle required torque information, brake pedal depth information, and brake hydraulic pressure information.

[0027] Among them, in some embodiments, the driving information also includes positive angular velocity enable activation flag information, positive angular acceleration enable activation flag information, yaw angle change information, reverse angular velocity enable activation flag information, reverse angular acceleration enable activation flag information, and front and rear axle required torque information.

[0028] Specifically, the control device can detect whether the driving information of the vehicle meets the preset activation conditions corresponding to the drift function of the vehicle to determine whether the drift function is activated. When the driving information of the vehicle meets the preset activation conditions corresponding to the drift function of the vehicle, it is determined that the drift function is activated. It can be understood that in this embodiment, by presetting the activation conditions, it is ensured that the drift function is activated only when the vehicle is suitable for drifting, avoiding entering the drift mode at unsafe speeds or road conditions, and reducing the risk of loss of control.

[0029] In some embodiments, when the drift function of the vehicle is activated, the rear axle wheels of the vehicle are differentially controlled to enable the vehicle to drift, including: when the drift function of the vehicle is activated, the rear axle wheels of the vehicle are differentially controlled according to the load of the rear axle wheels to enable the vehicle to drift.

[0030] Specifically, when the vehicle's drifting function is activated, the rear axle wheels of the vehicle can be differentially torque controlled according to the load of the rear axle wheels to enable the vehicle to drift. It can be understood that in this embodiment, by considering the load of the rear axle wheels, the torque distribution of the left and right wheels can be dynamically adjusted according to the load conditions, so that the power of the left and right wheels is distributed in a load-adaptive manner, avoiding loss of control due to uneven load, and making the vehicle more stable when drifting.

[0031] In some embodiments, performing differential torque control on the rear axle wheels of the vehicle according to the load of the rear axle wheels so as to enable the vehicle to drift includes: determining a first differential torque of the rear axle wheels according to the load of the rear axle wheels and a preset calibration coefficient; and performing differential torque control on the rear axle wheels based on the first differential torque so as to enable the vehicle to drift.

[0032] Among them, the preset calibration coefficient is the vehicle stability factor, which is a key parameter preset for converting the load of the rear axle wheel into the initial torque, thereby achieving the vehicle's drift control, and can be determined by means of a snail experiment.

[0033] The first torque differential refers to the torque difference between the left and right wheels of the rear axle calculated based on the load of the rear axle wheel and the preset calibration coefficient, and is used to perform torque differential control on the rear axle wheel. The output torque of the left and right motors of the rear axle can be adjusted according to the first torque differential. For example, the torque of the outer wheel is increased and the torque of the inner wheel is reduced to generate additional yaw torque to help the vehicle drift.

[0034] Specifically, the first differential torque of the rear axle wheels can be determined based on the product of the load of the rear axle wheels and a preset calibration coefficient, and then the torque of the rear axle motor can be distributed based on the first differential torque to achieve differential torque control and realize the drifting driving of the vehicle. It can be understood that using the preset calibration coefficient in combination with the load to determine the first differential torque for differential torque control during drifting improves the accuracy of the first differential torque, ensures that the vehicle maintains an ideal attitude during drifting, improves the controllability of drifting, and realizes the automation and reliability of the drifting process.

[0035] In some embodiments, the rear axle wheels include a left rear axle wheel and a right rear axle wheel. Determining the first differential torque of the rear axle wheels according to the load of the rear axle wheels and a preset calibration coefficient includes: determining the first differential torque of the rear axle wheels according to the difference between the load of the left rear axle wheel and the load of the right rear axle wheel and the preset calibration coefficient.

[0036] Specifically, the difference between the load of the left rear axle wheel and the load of the right rear axle wheel can be multiplied by the preset calibration coefficient to obtain the first differential torque ΔT1: ΔT1 = K × (F zleft - F zright ) where K is the preset calibration coefficient, and F zleft , F zright are the loads of the left rear axle wheel and the right rear axle wheel respectively.

[0037] In some embodiments, the step of determining the load of the rear axle wheels includes: determining the load of the rear axle wheels according to the static load, longitudinal dynamic load, and lateral dynamic load of the rear axle wheels.

[0038] Specifically, for the left rear axle wheel, the static load, longitudinal dynamic load, and lateral dynamic load of the left rear axle wheel can be summed up; for the load of the right rear axle wheel, the static load, longitudinal dynamic load, and lateral dynamic load of the left rear axle wheel on the right axis can be summed up.

[0039] In some embodiments, the step of determining the static load includes: determining the static load according to the vehicle's total mass, the distance from the center of mass to the rear axle, and the rear axle wheelbase.

[0040] In some embodiments, the step of determining the longitudinal dynamic load includes: determining the longitudinal dynamic load according to the vehicle's total mass, the height of the center of mass, the rear axle wheelbase, and the longitudinal acceleration.

[0041] In some embodiments, the step of determining the lateral dynamic load includes: determining the lateral dynamic load according to the vehicle's total mass, the height of the center of mass, the rear axle wheelbase, the track width, the distance from the center of mass to the rear axle, and the lateral acceleration.

[0042] Specifically, the static load calculation of the left rear wheel of the rear axle can be performed using the following calculation formula: F zleft1 =m×g×L1 / L2 / 2; Wherein, F zleft1 is the static load of the left rear wheel of the rear axle, m is the total vehicle mass, g is the acceleration due to gravity, L1 is the distance from the center of mass to the rear axle, and L2 is the wheelbase of the rear axle; The longitudinal dynamic load calculation of the left rear wheel of the rear axle can be performed using the following calculation formula: F zleft2 =m×a1×H1 / L2 / 2; Wherein, F zleft2 is the longitudinal dynamic load of the left rear wheel of the rear axle, a1 is the longitudinal acceleration, and H1 is the center of mass height; The lateral dynamic load calculation of the left rear wheel of the rear axle can be performed using the following calculation formula: F zleft3 =m×a2×H1×L1 / L2 / L3; Wherein, F zleft3 is the lateral dynamic load of the left rear wheel of the rear axle, a2 is the lateral acceleration, and L3 is the track width; The load calculation of the left rear wheel of the rear axle can be performed using the following calculation formula: F zleft= F zleft1 +F zleft2 +F zleft3 ; Similarly, the static load, longitudinal dynamic load, and lateral dynamic load of the right rear wheel of the rear axle can be calculated in the same way as the left rear wheel of the rear axle, which will not be elaborated here.

[0043] It should be noted that the upper limit value of the load of the rear axle wheels is max(F zleft1 +F zleft2 +F zleft3 ,F zleft1 +F zleft2 -F zleft3 ); the lower limit value of the load of the rear axle wheels is min(F zleft1 +F zleft2 +F zleft3 ,F zleft1 +F zleft2 -F zleft3 ).

[0044] In some embodiments, when the drift function of the vehicle is activated, differential torque control is performed on the rear axle wheels of the vehicle to enable the vehicle to drift, including: when the stable drift function of the vehicle is activated, differential torque control is performed on the rear axle wheels of the vehicle according to the yaw rate of the rear axle wheels to enable the vehicle to drift stably.

[0045] Specifically, when the stable drift function of the vehicle is activated, differential torque control can be performed on the rear axle wheels of the vehicle according to the yaw angular velocity of the rear axle wheels, so that the vehicle can drift stably. It can be understood that in this embodiment, by considering the yaw angular velocity of the rear axle wheels, the torque distribution between the left and right wheels can be dynamically adjusted according to the yaw angular velocity, ensuring that the vehicle always maintains a stable yaw angular velocity during drifting and avoiding oversteering or understeering. By performing differential torque control according to the yaw angular velocity of the rear axle wheels, the vehicle can achieve a more stable and controllable drifting when the stable drift function is activated.

[0046] In some embodiments, the differential torque control of the rear axle wheels of the vehicle according to the yaw angular velocity of the rear axle wheels to make the vehicle drift stably includes: determining a second differential torque amount of the rear axle wheels according to the yaw angular velocity and the desired yaw angular velocity; and performing differential torque control on the rear axle wheels based on the second differential torque amount to make the vehicle drift stably.

[0047] The desired yaw angular velocity is the ideal yaw angular velocity to ensure stable drifting of the vehicle, and can be obtained by two-dimensional look-up from vehicle speed and longitudinal acceleration.

[0048] The preset calibration coefficient is a key parameter preset for converting the load of the rear axle wheels into the initial torque, so as to realize the starting drift control of the vehicle, and can be determined by experimental calibration.

[0049] The second differential torque amount refers to the torque difference between the left and right wheels of the rear axle wheels calculated based on the yaw angular velocity and the desired yaw angular velocity of the rear axle wheels, and is used for differential torque control of the rear axle wheels. The output torques of the left and right rear motors can be adjusted according to the second differential torque amount. For example, when the yaw angular velocity is lower than the desired yaw angular velocity, increase the torque of the inner wheel and decrease the torque of the outer wheel.

[0050] Specifically, the second differential torque amount of the rear axle wheels can be determined according to the difference between the yaw angular velocity of the rear axle wheels and the desired yaw angular velocity, differential torque control is performed on the rear axle wheels based on the second differential torque amount, and then torque distribution is performed on the rear axle motors based on the second differential torque amount to achieve differential torque control and realize stable drifting of the vehicle. It can be understood that using the yaw angular velocity and the desired yaw angular velocity of the rear axle wheels to determine the second differential torque amount for differential torque control of stable drifting improves the accuracy of the second differential torque amount, can prevent the vehicle from over-drifting and tail-swinging or understeering, can always maintain the vehicle in a stable drifting state, realizes more efficient control of the drifting yaw angular velocity, controls the drifting attitude, reduces the driver's operation difficulty, and reduces the drifting error rate.

[0051] In some embodiments, determining a second differential torque of the rear axle wheels according to the yaw rate and the desired yaw rate includes: determining the second differential torque based on the difference between the yaw rate and the desired yaw rate by using a PID control algorithm.

[0052] Among them, the PID control algorithm includes three parts: proportional (P), integral (I), and derivative (D).

[0053] Specifically, according to the difference between the yaw rate and the desired yaw rate, the second differential torque of the rear axle wheels is determined, so as to subsequently control the stable drift state of the vehicle. By dynamically adjusting the torque distribution through the PID control algorithm, it is ensured that the vehicle always maintains a stable yaw rate during the drift process, avoiding oversteering or understeering, achieving more efficient control of the drift yaw rate, controlling the drift attitude, and improving the drift control effect.

[0054] In a specific embodiment, ΔT2 = P_Gain + I_Gain + D_Gain; Δω yaw = ω target - ω yaw ; Among them, P_Gain = P × (ω target - ω yaw ) × 100; I_Gain = I × ∫Δω yaw dt; D_Gain = D × d(Δω yaw ) / dt; ω target is the desired yaw rate, ω yaw is the yaw rate, Δω yaw is the difference between the yaw rate and the desired yaw rate, and P, I, and D are the proportional, integral, and derivative gains respectively.

[0055] The yaw rate ω yaw can be calculated by the following formula:

[0056] u is the longitudinal vehicle speed, K is a preset calibration coefficient, that is, a preset stability factor, and L2 is the wheelbase of the rear axle. In some embodiments, it further includes: when the driving information of the vehicle meets the first function exit condition corresponding to the stable drift function of the vehicle, exiting the stable drift function.

[0057] Among them, the first function exit condition is the condition for exiting the stable drift function.

[0058] Specifically, when the driving information of the vehicle meets the first function exit condition corresponding to the vehicle's stable drift function, the stable drift function is exited, and the stable drift is ended by meeting specific exit conditions, making the driving process more flexible and controllable. In this way, the vehicle can flexibly enter and exit the stable drift state on the premise of ensuring safety and optimizing performance, improving the safety and reliability of driving.

[0059] In some embodiments, it further includes: when the driving information of the vehicle meets the second function exit condition corresponding to the vehicle's drifting start function, the drifting start function is exited.

[0060] Wherein, the second function exit condition is the condition for exiting the drifting start function.

[0061] When the driving information of the vehicle meets the second function exit condition corresponding to the vehicle's drifting start function, the drifting start function is exited.

[0062] Specifically, when the driving information of the vehicle meets the second function exit condition corresponding to the vehicle's drifting start function, the drifting start function is exited, and the drifting start is ended by meeting specific exit conditions, making the driving process more flexible and controllable. In this way, the vehicle can flexibly enter and exit the drifting start state on the premise of ensuring safety and optimizing performance, improving the safety and reliability of driving.

[0063] In some embodiments, when the driving information of the vehicle does not meet the preset activation conditions corresponding to the drifting start function or the stable drift function, the vehicle is controlled to enter the wheel spin function.

[0064] Wherein, wheel spin control refers to controlling the wheel spin rate of the vehicle to ensure that the degree of wheel spin of the rear wheels is consistent.

[0065] The calculation formula of the wheel spin rate (DrvSlipRate) is as follows:

[0066] Wherein, S is the wheel spin rate, V w is the wheel speed, and V is the speed of the wheel center along the forward direction of the tire.

[0067] Specifically, when the driving information of the vehicle does not meet the preset activation conditions corresponding to the drifting start function or the stable drift function, it indicates that the vehicle is in the stable drift stage or the drifting start stage, and the wheel spin control is performed on the rear axle wheels of the vehicle. In this way, even in complex drift scenarios, the wheel spin rates of the two rear axle motors can be kept consistent, thereby achieving a more stable and controllable drift effect.

[0068] In some embodiments, the slip control of the rear axle wheels of the vehicle includes: performing slip control on the rear axle wheels according to the slip ratio of the rear axle wheels.

[0069] Specifically, the slip control of the rear axle wheels can be performed according to the slip ratio and the desired slip ratio of the rear axle wheels. The desired slip ratio can be set according to the adhesion coefficient and driving requirements of the vehicle. For example, during drifting, the desired slip ratio is set between 10% and 20% to ensure that the vehicle has sufficient sliding effect without getting out of control. In order to keep the slip ratios of the two motors on the rear axle consistent, the output torques of the two motors can be adjusted in real time, thereby achieving a more stable and controllable drifting effect.

[0070] In some embodiments, it further includes: detecting whether the driving information of the vehicle meets the preset activation conditions corresponding to the drifting start function; when the driving information of the vehicle does not meet the preset activation conditions corresponding to the drifting start function, detecting whether the driving information of the vehicle meets the preset activation conditions corresponding to the stable drifting function.

[0071] Specifically, first detect whether the driving information of the vehicle meets the preset activation conditions corresponding to the drifting start function. When the driving information of the vehicle does not meet the preset activation conditions corresponding to the drifting start function, then detect whether the driving information of the vehicle meets the preset activation conditions corresponding to the stable drifting function, that is, the priority of the activation detection of the drifting start function is higher than that of the activation detection of the stable drifting function, which conforms to the sequence of states during the actual drifting process of the vehicle and ensures the rationality of the activation detection.

[0072] In a specific embodiment, when the driving information of the vehicle meets the second function exit conditions corresponding to the drifting start function of the vehicle, detect whether the driving information of the vehicle meets the preset activation conditions corresponding to the stable drifting function; when the driving information of the vehicle does not meet the preset activation conditions corresponding to the stable drifting function, perform slip control on the rear axle wheels of the vehicle to make the vehicle drift.

[0073] Specifically, when the driving information of the vehicle meets the second function exit conditions corresponding to the drifting start function of the vehicle, continue to detect whether the driving information of the vehicle meets the preset activation conditions corresponding to the stable drifting function. When the driving information of the vehicle does not meet the preset activation conditions corresponding to the stable drifting function, it indicates that the vehicle is in the stable drifting stage, and slip control is performed on the rear axle wheels of the vehicle. In this way, even in complex drifting scenarios, the slip ratios of the two motors on the rear axle can be kept consistent, thereby achieving a more stable and controllable drifting effect.

[0074] It should be noted that, when the preset activation conditions corresponding to the drifting start function are met, the differential torque control of the rear axle wheels of the vehicle is continued according to the yaw rate of the rear axle wheels, so as to make the vehicle drive in a stable drift. When the driving information of the vehicle meets the first function exit condition, the slip control of the rear axle wheels of the vehicle is carried out. In this way, even in complex drift scenarios, the slip ratios of the two rear axle motors can be kept consistent, so as to achieve a more stable and controllable drift effect.

[0075] As Figure 2 shown, it is a flowchart for controlling the vehicle. Among them, torque arbitration is carried out according to the motor torque control priority, and the drifting start function activation flag > the stable drift function activation flag > the torque slip ratio control. When the drifting start function activation flag is activated, the corresponding drifting start differential torque control is carried out, and it continues to detect whether the stable drift function activation flag is activated. In the case of activation, the corresponding yaw differential torque control is carried out. When the drifting start function and the stable function are not activated, the two rear axle motors are controlled according to the slip ratio respectively. Since there are two drift stages during the drift process, first the drifting start stage and then the stable drift stage, the priority of the drifting start function activation flag is higher than that of the stable drift function activation flag. Finally, the slip ratio control is carried out, which can better control the drift yaw rate and the drift attitude.

[0076] In some embodiments, the preset activation conditions corresponding to the drifting start function include at least one of the following: the first braking condition, the steering wheel condition, the lateral acceleration condition, the rear axle required torque condition, and the yaw rate condition.

[0077] Among them, in some embodiments, the first braking condition includes: the braking hydraulic pressure is equal to the first value; and / or, the braking pedal depth information is less than the second value.

[0078] Among them, the first value is the hydraulic pressure value used to judge whether the braking hydraulic pressure meets the braking condition, and it can be flexibly set according to the actual scenario. Exemplarily, the first value can be 0 pa (Pascal), 0.01, 0.02, etc., and the second value is the depth value used to judge whether the braking pedal depth information meets the braking condition. Exemplarily, it can be 0.9, 1, etc.

[0079] Exemplarily, the first braking condition can be: the braking hydraulic pressure is equal to 0 pa; and the braking pedal depth < 1.

[0080] Among them, in some embodiments, the steering wheel condition includes: the steering wheel steering information indicates that the steering wheel is in the positive steering stage; and / or, the absolute value of the steering wheel angle information is not less than the third value.

[0081] Among them, in some embodiments, the determination step of the steering wheel steering information representing that the steering wheel is in the positive steering stage includes: when it is detected that the vehicle is not in a straight-ahead state and the signs of the steering wheel angle information and the yaw rate information are the same, it is determined that the steering wheel is in the positive steering stage.

[0082] Among them, the third value is a corner value used to determine whether the absolute value of the steering wheel corner information meets the steering wheel condition, and can be flexibly set according to the actual scenario. Exemplarily, the third value can be 240°, 250°, etc.

[0083] Exemplarily, the steering wheel condition can be: the steering wheel is in the positive steering stage; the absolute value of the steering wheel corner information >= 250°.

[0084] Among them, in some embodiments, the lateral acceleration condition includes: the absolute value of the lateral acceleration information is not less than a fourth value.

[0085] Among them, the fourth value is an acceleration value used to determine whether the absolute value of the lateral acceleration information meets the lateral acceleration condition, and can be flexibly set according to the actual scenario. Exemplarily, the fourth value can be 6.8m / s 2 、7m / s 2 。

[0086] Exemplarily, the lateral acceleration condition can be: the absolute value of the lateral acceleration information >= 7m / s 2 。

[0087] Among them, in some embodiments, the rear axle required torque condition includes: the rear axle required torque information is not less than a fifth value.

[0088] Among them, the fifth value is a torque value used to determine whether the rear axle required torque meets the rear axle required torque condition, and can be flexibly set according to the actual scenario. Exemplarily, the fifth value can be 2000 Nm, 2010 Nm, etc.

[0089] Exemplarily, the rear axle required torque condition can be: the rear axle required torque information >= 2000 Nm.

[0090] Among them, in some embodiments, the yaw rate condition includes: the yaw rate information is not less than a first preset multiple of the reference yaw rate.

[0091] Among them, the first preset multiple can be 0.85, 0.9, etc. The reference yaw rate can be determined by a vehicle dynamics model such as a two-degree-of-freedom model.

[0092] Exemplarily, the absolute value of the yaw rate information is greater than or equal to 0.9 times the reference yaw rate.

[0093] In a specific embodiment, the preset activation conditions corresponding to the drifting function may be simultaneously satisfying the following 7 conditions: the braking hydraulic pressure is equal to the first value, the braking pedal depth information is less than the second value, the steering wheel steering information indicates that the steering wheel is in the positive steering stage, the absolute value of the steering wheel angle information is not less than the third value, the absolute value of the lateral acceleration information is not less than the fourth value, the rear axle required torque information is not less than the fifth value, and the absolute value of the yaw rate information is not less than the reference yaw rate of the first preset multiple.

[0094] In some embodiments, the second function exit conditions include that the rear axle required torque information is less than the sixth value, the yaw rate information is not less than the reference yaw rate of the second preset multiple, the steering wheel steering information does not indicate the positive steering stage, the braking hydraulic pressure information is not equal to the first value, or the braking pedal depth information is not less than the second value.

[0095] Among them, the sixth value is the torque value used to determine whether the rear axle required torque meets the second function exit conditions, and can be flexibly set according to the actual scenario. Exemplarily, the sixth value can be 1800 Nm, 1810 Nm, etc., and the second preset multiple can be 1.25, 1.3, etc. In some embodiments, the determination step for the steering wheel steering information not indicating the positive steering stage includes: when it is detected that the vehicle is not in a straight state and the positive and negative of the steering wheel angle information and the yaw rate information are different, it is determined that the steering wheel steering is not in the positive steering stage.

[0096] Specifically, the second function conditions corresponding to exiting the drifting function may be any one of the following 5 conditions being satisfied: the rear axle required torque information is less than the sixth value, the yaw rate information is not less than the reference yaw rate of the second preset multiple, the steering wheel steering information does not indicate the positive steering stage, the braking hydraulic pressure information is not equal to the first value, or the braking pedal depth information is not less than the second value.

[0097] In some embodiments, the preset activation conditions corresponding to the stable drifting function include: the yaw differential activation condition and the positive differential activation condition, or, the yaw differential activation condition and the negative differential activation condition.

[0098] Among them, the preset activation conditions corresponding to the stable drifting function include the positive yaw differential activation condition and the negative yaw differential activation condition. The positive yaw differential activation condition among them includes the yaw differential activation condition and the positive differential activation condition, and the negative yaw differential activation condition among them includes the yaw differential activation condition and the negative differential activation condition.

[0099] Among them, in some embodiments, the yaw differential activation condition includes that the braking hydraulic pressure information is equal to the first value, the braking pedal depth information is less than the second value, the absolute value of the lateral acceleration information is less than the seventh value, and the front and rear axle required torque information is greater than the eighth value.

[0100] Among them, the seventh value is used to determine whether the absolute value of the lateral acceleration information meets the absolute value of the lateral acceleration in the yaw differential activation condition, and can be flexibly set according to the actual scenario. Exemplarily, the seventh value can be 3.90 m / s 2 , 4 m / s 2 . The eighth value is used to determine whether the front and rear axle required torques meet the torque value in the yaw differential activation condition, and can be flexibly set according to the actual scenario. Exemplarily, the eighth value can be 500 Nm, 510 Nm, etc.

[0101] Specifically, the yaw differential activation condition simultaneously satisfies the following 4 conditions: the brake hydraulic information is equal to the first value, the brake pedal depth information is less than the second value, the absolute value of the lateral acceleration information is less than the seventh value, and the front and rear axle required torque information is greater than the eighth value.

[0102] Among them, in some embodiments, the forward differential activation condition includes that the forward angular velocity enable activation flag information is activated, the forward angular acceleration enable activation flag information is activated, and the yaw angle change information is increasing.

[0103] Among them, the yaw angular acceleration can be obtained by differentiating the yaw angular velocity information.

[0104] Among them, when the absolute value of the yaw angular velocity information is greater than a first preset value such as 0.2, the forward angular velocity enable flag information is activated; when the yaw angular acceleration is less than a second preset value such as -0.01, the forward differential acceleration enable flag information is activated.

[0105] Among them, the yaw angle change information can be combined with whether the vehicle is going straight or turning, whether the steering wheel is turned forward or backward, and the yaw angular acceleration to determine the yaw angle change information, that is, to determine whether the driver is increasing the yaw angle, decreasing the yaw angle or maintaining the current yaw angle.

[0106] Specifically, the forward differential activation condition includes that the forward angular velocity enable activation flag information is activated, the forward angular acceleration enable activation flag information is activated, and the yaw angle change information is increasing.

[0107] Among them, in some embodiments, the reverse differential activation condition includes that the reverse angular velocity enable activation flag information is activated, the reverse angular acceleration enable activation flag information is activated, and the yaw angle change information is decreasing.

[0108] Among them, when the absolute value of the yaw angular velocity information is greater than a third preset value such as 0.8, the reverse angular velocity enable flag information is activated; when the yaw angular acceleration is less than a second preset value such as -0.01, the reverse acceleration enable flag information is activated.

[0109] Specifically, the reverse differential activation conditions include that the reverse angular velocity enabling activation flag information is activated, the reverse angular acceleration enabling activation flag information is activated, and the yaw angle change information is decreasing.

[0110] The preset activation conditions corresponding to the stable drift function may be simultaneously satisfying the following 7 conditions: the brake hydraulic pressure information is equal to the first value, the brake pedal depth information is less than the second value, the absolute value of the lateral acceleration information is less than the seventh value, and the front and rear axle required torque information is greater than the eighth value, the forward angular velocity enabling activation flag information is activated, the forward angular acceleration enabling activation flag information is activated, and the yaw angle change information is increasing.

[0111] The preset activation conditions corresponding to the stable drift function may also be simultaneously satisfying the following 7 conditions: the brake hydraulic pressure information is equal to the first value, the brake pedal depth information is less than the second value, the absolute value of the lateral acceleration information is less than the seventh value, and the front and rear axle required torque information is greater than the eighth value, the reverse angular velocity enabling activation flag information is activated, the reverse angular acceleration enabling activation flag information is activated, and the yaw angle change information is decreasing.

[0112] In some embodiments, the first function exit condition includes one of the yaw differential exit condition, the forward differential exit condition, and the reverse differential exit condition.

[0113] Among them, in some embodiments, the yaw differential exit condition includes one of the brake hydraulic pressure information not being equal to the first value, the brake pedal depth information not being less than the second value, and the front and rear axle required torque information not being greater than the ninth value.

[0114] Among them, the ninth value is the torque value used to determine whether the front and rear axle required torque meets the yaw differential exit activation condition, and can be flexibly set according to the actual scenario. Exemplarily, the ninth value may be 500 Nm, 510 Nm, etc.

[0115] Specifically, the yaw differential exit condition is one of the brake hydraulic pressure information not being equal to the first value, the brake pedal depth information not being less than the second value, and the front and rear axle required torque information not being greater than the ninth value.

[0116] Among them, in some embodiments, the forward differential exit condition includes that the forward angular velocity enabling activation flag information is not activated and the yaw angle change information is decreasing or unchanged.

[0117] Among them, when the absolute value of the yaw angular velocity information is less than the fourth preset value such as 0.1, the forward angular velocity enabling activation flag information is not activated; when the yaw angular acceleration is greater than the fifth preset value such as 0.05, the forward angular acceleration enabling activation flag information is not activated.

[0118] Among them, in some embodiments, the reverse differential torque exit condition includes that the reverse angular velocity enable activation flag information is not activated and the yaw angle change information is increasing or unchanged.

[0119] Among them, when the absolute value of the yaw angular velocity information is less than the sixth preset value, such as 0.7, the reverse angular velocity enable activation flag information is not activated; when the yaw angular acceleration is greater than the fifth preset value, such as 0.05, the reverse differential torque yaw angular acceleration enable flag is activated.

[0120] The second functional condition corresponding to exiting the stable drift function can be any one of the following 5 conditions: the brake hydraulic pressure information is not equal to the first value, the brake pedal depth information is not less than the second value, the front and rear axle required torque information is not greater than the ninth value, the forward angular velocity enable activation flag information is not activated, and the yaw angle change information is decreasing or unchanged.

[0121] The second functional condition corresponding to exiting the stable drift function can be any one of the following 5 conditions: the brake hydraulic pressure information is not equal to the first value, the brake pedal depth information is not less than the second value, the front and rear axle required torque information is not greater than the ninth value, the reverse angular velocity enable activation flag information is not activated, and the yaw angle change information is increasing or unchanged.

[0122] In a specific embodiment, as Figure 3 shown, it is a schematic structural diagram of a vehicle drift control system. The vehicle drift control system includes three motors, namely 1 motor on the front axle and 2 motors on the rear axle. The three-motor drift differential torque control function includes a signal processing module, a differential torque identification module, and a differential torque control module, where: The signal processing module includes vehicle speed calculation, slip ratio calculation, yaw angular acceleration calculation, load calculation, wheel speed difference and wheel acceleration calculation. Specifically, data is collected from various sensors of the vehicle and necessary parameters for subsequent differential torque identification are calculated. Specifically: Wheel speed signal: used to calculate vehicle speed and wheel speed difference.

[0123] Vehicle structure parameters: may include vehicle mass, wheelbase, track width, etc., and are used to calculate vehicle speed.

[0124] Motor torque signal: used to calculate wheel acceleration.

[0125] Longitudinal acceleration signal: used to calculate slip ratio.

[0126] Lateral acceleration signal: used to calculate yaw angular acceleration.

[0127] Yaw angular velocity signal: directly used for subsequent differential torque identification.

[0128] Steering wheel angle signal: used to calculate the left and right wheel loads on the rear axle.

[0129] The differential torque recognition module includes starting drift differential torque recognition and yaw differential torque recognition.

[0130] The differential torque control module includes starting drift differential torque control and yaw differential torque control.

[0131] In the above vehicle drift control method, when the drift function of the vehicle is activated, differential torque control is performed on the rear axle wheels of the vehicle, so that the vehicle drifts. Since differential torque control is performed on the rear axle wheels of the vehicle, it is ensured that the left and right wheels of the vehicle have the same degree of slip, improving the steering effect of the vehicle and thus enhancing the drift stability.

[0132] It should be understood that although the steps in the flowcharts involved in the above embodiments are shown in sequence according to the indications of the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear indication in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover, at least some of the steps in the flowcharts involved in the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily executed at the same moment, but can be executed at different moments. The execution order of these steps or stages is not necessarily sequential, but can be executed alternately or in turn with at least a part of the steps or stages in other steps or other steps.

[0133] Based on the same inventive concept, the present application also provides a vehicle control device for implementing the vehicle drift control method involved in the above embodiments with the control device as the execution subject. The implementation solutions for solving problems provided by this device are similar to the implementation solutions recorded in the above method. Therefore, the specific limitations in one or more vehicle control device embodiments provided below can refer to the limitations on the vehicle drift control method involved in the embodiments with the control device as the execution subject in the above text, and will not be elaborated here.

[0134] In some embodiments, a control device is provided, and its internal structure diagram can be as Figure 4As shown in the figure. The control device includes a processor, a memory, an input / output interface, a communication interface, a display unit, and an input device. Among them, the processor, the memory, and the input / output interface are connected through a system bus, and the communication interface, the display unit, and the input device are connected to the system bus through the input / output interface. Among them, the processor of the control device is used to provide computing and control capabilities. The memory of the control device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the control device is used to exchange information between the processor and external devices. The communication interface of the control device is used to communicate with external terminals in a wired or wireless manner, and the wireless manner can be achieved through WIFI, a mobile cellular network, NFC (Near Field Communication), or other technologies. The computer program, when executed by the processor, implements a vehicle drift control method.

[0135] Optionally, the control device further includes a display unit. The display unit of the control device is used to form a visually visible picture, which can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen. The input device of the control device can be a touch layer covering the display screen, or a button, a trackball, or a touchpad provided on the control device housing, or an external keyboard, touchpad, or mouse, etc.

[0136] Those skilled in the art can understand that Figure 4 the structure shown in the figure is only a block diagram of some structures related to the solution of this application, and does not constitute a limitation on the control device to which the solution of this application is applied. The specific control device may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements.

[0137] Those of ordinary skill in the art can understand that all or part of the processes of implementing the methods in the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, database, or other medium used in the various embodiments provided in the present application can include at least one of non-volatile and volatile memories. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The processors involved in the various embodiments provided in the present application can be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, data processing logics based on quantum computing, etc., and are not limited thereto.

[0138] Correspondingly, the embodiments of the present application further provide a control device, which can be a terminal device or a server.

[0139] As Figure 4 shown, Figure 4 FIG. is a schematic structural diagram of the control device provided by the embodiment of the present application. The control device 1000 includes a processor 1001 with one or more processing cores, a memory 1002 with one or more computer-readable storage media, and a computer program stored on the memory 1002 and executable on the processor. Among them, the processor 1001 is electrically connected to the memory 1002. Those skilled in the art can understand that the structural diagram of the control device shown in the figure does not constitute a limitation on the control device, and it can include more or fewer components than shown, or combine certain components, or arrange different components.

[0140] The processor 1001 is the control center of the control device 1000, connecting various parts of the entire control device 1000 through various interfaces and circuits. By running or loading software programs and / or units stored in the memory 1002, and by invoking the data stored in the memory 1002, it executes various functions of the control device 1000 and processes data, thereby monitoring the control device 1000 as a whole. The processor 1001 can be a central processing unit (CPU), a graphics processing unit (GPU), a network processor (NP), etc., and can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application.

[0141] In the embodiments of the present application, the processor 1001 in the control device 1000 will load the instructions corresponding to the processes of one or more application programs into the memory 1002 according to the following steps, and the processor 1001 will run the application programs stored in the memory 1002 to implement various functions. For example, when the drift function of the vehicle is activated, differential torque control is performed on the rear axle wheels of the vehicle to make the vehicle drift. The specific implementation of each of the above operations can be referred to the previous embodiments and will not be elaborated here.

[0142] Optionally, as Figure 4 shown, the control device 1000 further includes: a touch display screen 1003, a radio frequency circuit 1004, an audio circuit 1005, an input unit 1006, and a power supply 1007. Among them, the processor 1001 is electrically connected to the touch display screen 1003, the radio frequency circuit 1004, the audio circuit 1005, the input unit 1006, and the power supply 1007 respectively. Those skilled in the art can understand that Figure 4 the control device structure shown in

[0143] The touch display screen 1003 can be used to display a graphical user interface and receive operation instructions generated by a user's interaction with the graphical user interface. The touch display screen 1003 may include a display panel and a touch panel. Among them, the display panel can be used to display information input by the user or information provided to the user, as well as control various graphical user interfaces of the device. These graphical user interfaces can be composed of graphics, text, icons, videos, and any combination thereof. Optionally, the display panel can be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), etc. The touch panel can be used to collect touch operations of the user on or near it (such as operations of the user using any suitable object or accessory such as a finger or a stylus on or near the touch panel), and generate corresponding operation instructions, and the operation instructions execute the corresponding program. Optionally, the touch panel can include two parts: a touch detection device and a touch controller. Among them, the touch detection device detects the touch position of the user and detects the signal brought by the touch operation, and transmits the signal to the touch controller; the touch controller receives the touch information from the touch detection device, converts it into contact coordinates, and then sends it to the processor 1001, and can receive and execute the commands sent by the processor 1001. The touch panel can cover the display panel. When the touch panel detects a touch operation on or near it, it is transmitted to the processor 1001 to determine the type of touch event. Subsequently, the processor 1001 provides a corresponding visual output on the display panel according to the type of touch event. In the embodiments of the present application, the touch panel and the display panel can be integrated into the touch display screen 1003 to implement input and output functions. However, in some embodiments, the touch panel and the touch panel can be implemented as two independent components to implement input and output functions. That is, the touch display screen 1003 can also be used as part of the input unit 1006 to implement the input function.

[0144] The radio frequency circuit 1004 can be used to transmit and receive radio frequency signals to establish wireless communication with a network device or other control devices through wireless communication, and transmit and receive signals with the network device or other control devices.

[0145] The audio circuit 1005 can be used to provide an audio interface between the user and the control device through a speaker and a microphone. The audio circuit 1005 can transmit the electrical signal converted from the received audio data to the speaker, and the speaker converts it into a sound signal for output. On the other hand, the microphone converts the collected sound signal into an electrical signal, which is received by the audio circuit 1005 and then converted into audio data. After the audio data is output and processed by the processor 1001, it is sent through the radio frequency circuit 1004 to, for example, another control device, or the audio data is output to the memory 1002 for further processing. The audio circuit 1005 may also include an earphone jack to provide communication between the peripheral earphone and the control device.

[0146] The input unit 1006 can be used to receive input digital, character information or user characteristic information (such as fingerprint, iris, facial information, etc.), and generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function control.

[0147] The power supply 1007 is used to supply power to each component of the control device 1000. Optionally, the power supply 1007 can be logically connected to the processor 1001 through a power management system, so as to realize functions such as management of charging, discharging, and power consumption management through the power management system. The power supply 1007 may also include any components such as one or more DC or AC power supplies, a recharge system, a power failure detection circuit, a power converter or inverter, and a power status indicator.

[0148] Although Figure 4 not shown in the figure, the control device 1000 may also include a camera, a sensor, a Wi-Fi module, a Bluetooth module, etc., which will not be elaborated here.

[0149] In the above embodiments, the descriptions of the various embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0150] Those of ordinary skill in the art can understand that all or part of the steps in the above various methods can be completed by instructions, or by controlling relevant hardware through instructions. These instructions can be stored in a computer-readable storage medium and loaded and executed by a processor.

[0151] To this end, an embodiment of the present application provides a computer-readable storage medium, which stores multiple computer programs that can be loaded by a processor to execute any vehicle drift control method provided by the embodiment of the present application. The computer program can execute the following steps of the vehicle drift control method: when the drift function of the vehicle is activated, perform differential torque control on the rear axle wheels of the vehicle to make the vehicle drift. For the specific implementation of each of the above operations, reference can be made to the previous embodiments, which will not be elaborated here.

[0152] Among them, the computer-readable storage medium may include: Read Only Memory (ROM), Random Access Memory (RAM), a magnetic disk, an optical disc, etc.

[0153] Since the computer program stored in the computer-readable storage medium can execute any vehicle drift control method provided by the embodiment of the present application, the beneficial effects achievable by any vehicle drift control method provided by the embodiment of the present application can be realized. For details, reference can be made to the previous embodiments, which will not be elaborated here.

[0154] According to one aspect of the present application, a computer program product or a computer program is further provided. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. The processor of the control device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the control device executes the methods provided in various alternative implementations in the above embodiments.

[0155] According to one aspect of the present application, as Figure 5 shown, a vehicle 10 is further provided. The vehicle includes the above control device. The vehicle has all the beneficial effects of the above control device and the like, which will not be elaborated in the present application.

[0156] The vehicle can be a fuel vehicle, a plug-in hybrid vehicle, a new energy vehicle, etc., and the present application does not make specific limitations in this regard.

[0157] In the above embodiments of the vehicle control device, the computer-readable storage medium, the control device, and the computer program product, the descriptions of each embodiment have their own focuses. For the parts not elaborated in a certain embodiment, reference can be made to the relevant descriptions of other embodiments. Those skilled in the art can clearly understand that for the convenience and conciseness of description, the specific working processes and the beneficial effects that can be brought by the above-described vehicle control device, computer-readable storage medium, computer program product, control device, and their corresponding units can refer to the description of the vehicle drift control method in the above embodiments, which will not be elaborated here specifically.

[0158] The technical features of the above embodiments can be combined arbitrarily. For the sake of concise description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this specification.

[0159] The above are only the preferred embodiments of this application, and do not impose any formal restrictions on this application. Although in this application, the descriptions of each embodiment have their own emphases, as long as it does not depart from the content of the technical solution of this application, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of this application still fall within the scope of the technical solution of this application.

Claims

1. A vehicle drift control method, characterized in that: The method includes: When the drift function of the vehicle is activated, differential torque control is performed on the rear axle wheels of the vehicle to enable the vehicle to drift.

2. The method according to claim 1, wherein The method further includes: When the driving information of the vehicle meets the preset activation conditions corresponding to the drift function of the vehicle, it is determined that the drift function is activated.

3. The method according to claim 2, wherein The drift function includes a starting drift function and / or a stable drift function.

4. The method according to claim 3, characterized in that, When the drift function of the vehicle is activated, differential torque control is performed on the rear axle wheels of the vehicle to enable the vehicle to drift, including: When the starting drift function of the vehicle is activated, differential torque control is performed on the rear axle wheels of the vehicle according to the load of the rear axle wheels to enable the vehicle to start drifting.

5. The method according to claim 4, characterized in that Performing differential torque control on the rear axle wheels of the vehicle according to the load of the rear axle wheels to enable the vehicle to start drifting includes: Determining a first differential torque amount of the rear axle wheels according to the load of the rear axle wheels and a preset calibration coefficient; Based on the first differential torque amount, differential torque control is performed on the rear axle wheels to enable the vehicle to start drifting.

6. The method according to claim 5, characterized in that The rear axle wheels include a rear axle left wheel and a rear axle right wheel. Determining the first differential torque amount of the rear axle wheels according to the load of the rear axle wheels and a preset calibration coefficient includes: Determining the first differential torque amount of the rear axle wheels according to the difference between the load of the rear axle left wheel and the load of the rear axle right wheel and the preset calibration coefficient.

7. The method according to claim 5, characterized in that The step of determining the load of the rear axle wheels includes: Determining the load of the rear axle wheels according to the static load, longitudinal dynamic load, and lateral dynamic load of the rear axle wheels.

8. The method according to claim 7, characterized in that The step of determining the static load includes: Determining the static load according to the vehicle's total mass, the distance from the center of mass to the rear axle, and the rear axle wheelbase.

9. The method according to claim 7, characterized in that: The step of determining the longitudinal dynamic load includes: Determining the longitudinal dynamic load according to the vehicle's total mass, the height of the center of mass, the rear axle wheelbase, and the longitudinal acceleration.

10. The method according to claim 7, characterized in that The step of determining the lateral dynamic load includes: Determining the lateral dynamic load according to the vehicle's total mass, the height of the center of mass, the rear axle wheelbase, the track width, the distance from the center of mass to the rear axle, and the lateral acceleration.

11. The method according to claim 3, characterized in that When the drift function of the vehicle is activated, differential torque control is performed on the rear axle wheels of the vehicle to enable the vehicle to drift, including: When the stable drift function of the vehicle is activated, differential torque control is performed on the rear axle wheels of the vehicle according to the yaw rate of the rear axle wheels to enable the vehicle to stably drift.

12. The method according to claim 11, wherein Performing differential torque control on the rear axle wheels of the vehicle according to the yaw rate of the rear axle wheels to enable the vehicle to stably drift includes: Determining a second differential torque amount of the rear axle wheels according to the yaw rate and the desired yaw rate; Based on the second differential torque amount, differential torque control is performed on the rear axle wheels to enable the vehicle to stably drift.

13. The method according to claim 12, characterized in that, Determining the second differential torque amount of the rear axle wheels according to the yaw rate and the desired yaw rate includes: Based on the difference between the yaw rate and the desired yaw rate, the second differential torque amount is determined using a PID control algorithm.

14. The method according to claim 11, wherein It further includes: When the driving information of the vehicle meets the first function exit condition corresponding to the stable drift function of the vehicle, the stable drift function is exited.

15. The method according to claim 4, characterized in that It further includes: When the driving information of the vehicle meets the second function exit condition corresponding to the drifting start function of the vehicle, the drifting start function is exited.

16. The method according to claim 3, characterized in that The drift function further includes a wheel spin function, and it further includes: When the driving information of the vehicle does not meet the preset activation condition corresponding to the drifting start function or the stable drift function, the vehicle is controlled to enter the wheel spin function.

17. The method according to claim 16, wherein The controlling the vehicle to enter the wheel spin function includes: Performing wheel spin control on the rear axle wheels of the vehicle.

18. The method according to claim 17, wherein The performing wheel spin control on the rear axle wheels of the vehicle includes: Performing wheel spin control on the rear axle wheels according to the wheel spin rate of the rear axle wheels.

19. The method according to claim 3, characterized in that It further includes: Detecting whether the driving information of the vehicle meets the preset activation condition corresponding to the drifting start function; When the preset activation condition corresponding to the drifting start function is not met, detecting whether the driving information of the vehicle meets the preset activation condition corresponding to the stable drift function.

20. The method according to claim 2, characterized in that, The driving information includes at least one of yaw rate information, steering wheel angle information, steering wheel steering information, lateral acceleration information, rear axle required torque information, brake pedal depth information, and brake hydraulic pressure information.

21. The method according to claim 3, characterized in that The preset activation condition corresponding to the drifting start function includes at least one of the following: The first braking condition, the steering wheel condition, the lateral acceleration condition, the rear axle required torque condition, and the yaw rate condition.

22. The method according to claim 21, wherein The first braking condition includes: The brake hydraulic pressure is equal to the first value; And / or, the brake pedal depth information is less than the second value.

23. The method according to claim 21, wherein The steering wheel condition includes: The steering wheel steering information indicates that the steering wheel is in the positive steering stage; And / or, the absolute value of the steering wheel angle information is not less than the third value.

24. The method according to claim 23, wherein The determination step for the steering wheel steering information to indicate that the steering wheel is in the positive steering stage includes: When it is detected that the vehicle is not in a straight-ahead state and the positive and negative polarities of the steering wheel angle information and the yaw rate information are the same, it is determined that the steering wheel is in the positive steering stage.

25. The method according to claim 21, wherein The lateral acceleration condition includes: The absolute value of the lateral acceleration information is not less than the fourth value.

26. The method according to claim 23, wherein The rear axle required torque condition includes: The rear axle required torque information is not less than the fifth value.

27. The method according to claim 23, wherein The yaw rate condition includes: The absolute value of the yaw rate information is not less than the reference yaw rate multiplied by the first preset multiple.

28. The method according to claim 15, wherein The second function exit condition includes one of the rear axle required torque information being less than the sixth value, the yaw rate information being not less than the reference yaw rate multiplied by the second preset multiple, the steering wheel steering information indicating not being in the positive steering stage, the brake hydraulic pressure information not being equal to the first value, or the brake pedal depth information being not less than the second value.

29. The method according to claim 20, wherein The determination step for the steering wheel steering information to indicate not being in the positive steering stage includes: When it is detected that the vehicle is not in a straight-ahead state and the positive and negative polarities of the steering wheel angle information and the yaw rate information are different, it is determined that the steering wheel is not in the positive steering stage.

30. The method according to claim 20, wherein The driving information further includes positive angular velocity enabling activation flag information, positive angular acceleration enabling activation flag information, yaw angle change information, negative angular velocity enabling activation flag information, negative angular acceleration enabling activation flag information, and front and rear axle required torque information.

31. The method according to claim 30, wherein The preset activation conditions corresponding to the stable drift function include: Yaw differential activation conditions and positive differential activation conditions, or yaw differential activation conditions and negative differential activation conditions.

32. The method according to claim 31, wherein The yaw differential activation conditions include that the brake hydraulic pressure information is equal to the first value, the brake pedal depth information is less than the second value, the absolute value of the lateral acceleration information is less than the seventh value, and the front and rear axle required torque information is greater than the eighth value.

33. The method according to claim 31, wherein The positive differential activation conditions include that the positive angular velocity enabling activation flag information is activated, the positive angular acceleration enabling activation flag information is activated, and the yaw angle change information is increasing.

34. The method according to claim 31, characterized in that, The negative differential activation conditions include that the negative angular velocity enabling activation flag information is activated, the negative angular acceleration enabling activation flag information is activated, and the yaw angle change information is decreasing.

35. The method according to claim 14, characterized in that, The first function exit conditions include one of the yaw differential exit conditions, positive differential exit conditions, and negative differential exit conditions.

36. The method according to claim 35, characterized in that, The yaw differential exit conditions include that the brake hydraulic pressure information is not equal to the first value, the brake pedal depth information is not less than the second value, and the front and rear axle required torque information is not greater than the ninth value.

37. The method according to claim 35, wherein The positive differential exit conditions include that the positive angular velocity enabling activation flag information is not activated and the yaw angle change information is decreasing or unchanged.

38. The method according to claim 35, wherein The negative differential exit conditions include that the negative angular velocity enabling activation flag information is not activated and the yaw angle change information is increasing or unchanged.

39. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the vehicle drift control method according to any one of claims 1 to 38.

40. A computer program product comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the vehicle drift control method according to any one of claims 1 to 38.

41. A control device, characterized in that, It includes: A memory on which a computer program is stored; A processor for executing the computer program in the memory to implement the vehicle drift control method according to any one of claims 1 to 38.

42. A vehicle, characterized in that, It includes the control device according to claim 41.

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