Vehicle control method and device, processor, vehicle and storage medium

Abstract

The invention discloses a vehicle control method and device, a processor, a vehicle and a storage medium, and the method can comprise the steps that in response to a drifting driving mode of the vehicle at the current moment, actual side deviation information and target side deviation information of the vehicle are obtained, the actual side deviation information is used for representing the actual side deviation angle of the mass center of the vehicle, and the target side deviation information is used for representing the target side deviation angle of the mass center of the vehicle; the target lateral deviation information is used for representing a target lateral deviation angle of the mass center; target slip information of at least one rear wheel of the vehicle is determined based on the actual lateral deviation information and target lateral deviation information, and the target slip information is used for representing the target degree of sideslip of the rear wheel relative to the contacted ground at the future moment; determining a target torque of a motor deployed between the rear wheels based on the target slip information and the actual slip information of the rear wheels; and according to the target torque, driving a motor to control rear wheels. The technical problem that the drifting control precision of the vehicle is low is solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a vehicle control method, device, processor, vehicle and storage medium. Background Art

[0002] During vehicle drift control, the torque distribution during drifting is often adjusted to assist the vehicle in drifting. However, this drift control method only involves adjusting the torque distribution during drifting and does not involve other auxiliary operations on the vehicle to assist the vehicle in drifting, resulting in a technical problem of low drift control accuracy.

[0003] Currently, no effective solution has been proposed to solve the technical problem of low precision in drift control of the above-mentioned vehicle. Summary of the Invention

[0004] Embodiments of the present invention provide a vehicle control method, device, processor, vehicle, and storage medium to at least partially solve the technical problem of low accuracy in vehicle drift control.

[0005] According to one aspect of an embodiment of the present invention, a vehicle control method is provided, which may include: in response to the vehicle being in a drift driving mode at a current moment, obtaining actual lateral deviation information and target lateral deviation information of the vehicle, wherein the actual lateral deviation information is used to represent the actual lateral deviation angle of the center of mass of the vehicle, and the target lateral deviation information is used to represent the target lateral deviation angle of the center of mass; determining target slip information of at least one rear wheel of the vehicle based on the actual lateral deviation information and the target lateral deviation information, wherein the target slip information is used to represent the target degree of lateral slip of the rear wheel relative to the ground it contacts at a future moment, and the current moment is earlier than the future moment; determining the target torque of a motor deployed between the rear wheels based on the target slip information and the actual slip information of the rear wheels, wherein the actual slip information is used to represent the actual degree of lateral slip of the rear wheel relative to the ground; and driving the motor to control the rear wheels according to the target torque.

[0006] Optionally, obtaining target lateral deviation information of the vehicle includes: obtaining actual yaw information of the vehicle, actual lateral deviation gear information of the center of mass and actual speed information of the vehicle, wherein the actual yaw information is used to indicate the actual speed of the vehicle's rotation around the vertical axis of the vehicle, and the actual lateral deviation gear information is used to indicate the actual degree of lateral deviation of the center of mass relative to the vehicle's driving direction; and determining the target lateral deviation information based on the actual yaw information, the actual lateral deviation gear information and the actual speed information.

[0007] Optionally, target lateral deviation information is determined based on actual yaw information, actual lateral deviation gear information and actual speed information, including: determining the sign of the target lateral deviation information based on the actual yaw information and preset yaw information, wherein the level of the drift driving mode to which the vehicle is currently located is higher than the level of the drift driving mode to which the vehicle is currently located at a historical moment, the preset yaw information is used to indicate a preset speed at which the vehicle rotates around a vertical axis, the historical moment is earlier than the current moment, and the symbol is used to indicate the direction of the target lateral deviation angle; searching for preset lateral deviation information that matches the actual lateral deviation gear information and the actual speed information from a first target database, wherein the first target database includes different preset lateral deviation information that matches different actual lateral deviation gear information and different actual speed information; and combining the sign with the preset lateral deviation information to obtain the target lateral deviation information.

[0008] Optionally, the preset yaw information includes first preset yaw information and second preset yaw information, and the sign of the first preset yaw information is different from the sign of the second preset yaw information. Based on the actual yaw information and the preset yaw information, the sign of the target lateral deviation information is determined, including: in response to the actual speed corresponding to the actual yaw information being greater than the preset speed corresponding to the first preset yaw information, determining the sign to be the first sign; in response to the actual speed corresponding to the actual yaw information being less than the preset speed corresponding to the second preset yaw information, determining the sign to be the second sign, wherein the first sign is different from the second sign.

[0009] Optionally, based on the actual lateral deviation information and the target lateral deviation information, the target slip information of at least one rear wheel of the vehicle is determined, including: in response to the drift driving mode of the vehicle at the current moment being a stable drift mode, determining first deviation information between the target lateral deviation information and the actual lateral deviation information; based on the first deviation information and the actual slip information, determining the target slip information.

[0010] Optionally, based on the first deviation information and the actual slip information, the target slip information is determined, including: adjusting the first deviation information, and determining first actual slip information and second actual slip information from the actual slip information, wherein the first actual slip information is used to indicate the actual degree of sideslip of the first rear wheel relative to the ground, and the second actual slip information is used to indicate the actual degree of sideslip of the second rear wheel relative to the ground, and the direction of the first rear wheel is opposite to that of the second rear wheel; in response to the actual degree corresponding to the first actual slip information being less than the actual degree corresponding to the second actual slip information, the sum of the adjusted first deviation information and the first actual slip information is determined as the target slip information; in response to the actual degree corresponding to the first actual slip information being greater than or equal to the actual degree corresponding to the second actual slip information, the sum of the adjusted first deviation information and the second actual slip information is determined as the target slip information.

[0011] Optionally, based on the target slip information and the actual slip information of the rear wheels, the target torque of the motor deployed between the rear wheels is determined, including: determining second deviation information between the target slip information and the first actual slip information; adjusting the second deviation information; determining the sum of the adjusted second deviation information and the first actual torque information as the first control torque of the first rear wheel, wherein the first actual torque information is used to represent the actual torque of the first rear wheel at the current moment; determining third deviation information between the target slip information and the second actual slip information; adjusting the third deviation information; determining the sum of the adjusted third deviation information and the second actual torque information as the second control torque of the second rear wheel, wherein the second actual torque information is used to represent the actual torque of the second rear wheel at the current moment; and determining the target torque based on the first control torque and the second control torque.

[0012] Optionally, the target torque is determined based on the first control torque and the second control torque, including: in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being an activated state, and the first control torque being less than the second control torque, determining the first control torque as the target control torque; or, in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being an activated state, and the first control torque being greater than or equal to the second control torque, determining the second control torque as the target control torque; in response to the required torque of the rear axle of the vehicle being less than the target control torque under the first target coefficient, determining the first quotient between the required torque and the speed ratio of the reducer of the rear axle as the target torque; or, in response to the required torque being greater than or equal to the target control torque under the first target coefficient, determining the second quotient between the target control torque under the first target coefficient and the speed ratio as the target torque.

[0013] Optionally, the method further includes: in response to the side slip control state of the first rear wheel and the side slip control state of the second rear wheel being in an inactive state, determining the first quotient as the target torque.

[0014] Optionally, the method also includes: searching for preset deviation information matching the actual lateral deviation information from a second target database, wherein the second target database includes different preset deviation information matching different actual lateral deviation information; determining fourth deviation information between the historical lateral deviation information and the actual lateral deviation information, wherein the historical lateral deviation information is used to represent the historical lateral deviation angle of the center of mass, and the fourth deviation information is used to represent the angle difference between the historical lateral deviation angle and the actual lateral deviation angle; in response to the fourth deviation information satisfying the preset deviation information and the actual degree corresponding to the first actual slip information being greater than the target slip degree, determining that the lateral slip control state of the first rear wheel is an activated state; in response to the fourth deviation information satisfying the preset deviation information and the actual degree corresponding to the second actual slip information being greater than the target slip degree, determining that the lateral slip control state of the second rear wheel is an activated state.

[0015] Optionally, the method also includes: in response to the first historical control torque of the first rear wheel at a historical moment being greater than or equal to the required torque of the rear axle of the vehicle at a second target coefficient, or the actual degree corresponding to the first actual slip information is less than or equal to the target slip degree, and the fourth deviation information does not meet the preset deviation information, determining that the side slip control state of the first rear wheel is an inactivated state; in response to the second historical control torque of the second rear wheel at a historical moment being greater than or equal to the required torque of the rear axle at the second target coefficient, or the actual degree corresponding to the second actual slip information is less than or equal to the target slip degree, and the fourth deviation information does not meet the preset deviation information, determining that the side slip control state of the second rear wheel is an inactivated state.

[0016] Optionally, the method also includes: in response to the drift driving mode of the vehicle at the current moment being a stable driving mode / drifting mode, searching for preset slip information matching the actual speed information of the vehicle from a third target database, and determining the preset slip information as target slip information, wherein the third target database includes different preset slip information matching different actual speed information.

[0017] According to another aspect of an embodiment of the present invention, a vehicle control device is also provided, which may include: an acquisition unit for acquiring actual lateral deviation information and target lateral deviation information of the vehicle in response to the vehicle being in a drift driving mode at a current moment, wherein the actual lateral deviation information is used to represent the actual lateral deviation angle of the center of mass of the vehicle, and the target lateral deviation information is used to represent the target lateral deviation angle of the center of mass; a first determination unit for determining target slip information of at least one rear wheel of the vehicle based on the actual lateral deviation information and the target lateral deviation information, wherein the target slip information is used to represent the target degree of side slip of the rear wheel relative to the ground it contacts at a future moment, and the current moment is earlier than the future moment; a second determination unit for determining the target torque of the motor deployed between the rear wheels based on the target slip information and the actual slip information of the rear wheels, wherein the actual slip information is used to represent the actual degree of side slip of the rear wheel relative to the ground; and a driving unit for driving the motor to control the rear wheels according to the target torque.

[0018] Optionally, the acquisition unit may include: an acquisition module, used to acquire the actual yaw information of the vehicle, the actual lateral gear information of the center of mass and the actual speed information of the vehicle, wherein the actual yaw information is used to indicate the actual speed of the vehicle's rotation around the vertical axis of the vehicle, and the actual lateral gear information is used to indicate the actual degree of lateral deviation of the center of mass relative to the vehicle's driving direction; a first determination module, used to determine the target lateral gear information based on the actual yaw information, the actual lateral gear information and the actual speed information.

[0019] Optionally, the first determination module may include: a first determination submodule, used to determine the sign of the target lateral deviation information based on the actual yaw information and the preset yaw information, wherein the level of the drift driving mode to which the vehicle is currently located is higher than the level of the drift driving mode to which the vehicle is currently located at a historical moment, the preset yaw information is used to indicate a preset speed at which the vehicle rotates around a vertical axis, the historical moment is earlier than the current moment, and the symbol is used to indicate the direction of the target lateral deviation angle; a search submodule, used to search for preset lateral deviation information that matches the actual lateral deviation gear information and the actual speed information from a first target database, wherein the first target database includes different preset lateral deviation information that matches different actual lateral deviation gear information and different actual speed information; a combination submodule, used to combine the symbol with the preset lateral deviation information to obtain the target lateral deviation information.

[0020] Optionally, the preset yaw information includes first preset yaw information and second preset yaw information, and the sign of the first preset yaw information is different from the sign of the second preset yaw information. The first determination submodule can determine the sign of the target lateral deviation information based on the actual yaw information and the preset yaw information by executing the following steps: in response to the actual speed corresponding to the actual yaw information being greater than the preset speed corresponding to the first preset yaw information, determining the sign to be the first sign; in response to the actual speed corresponding to the actual yaw information being less than the preset speed corresponding to the second preset yaw information, determining the sign to be the second sign, wherein the first sign is different from the second sign.

[0021] Optionally, the first determination unit may include: a second determination module, used to determine first deviation information between the target lateral deviation information and the actual lateral deviation information in response to the vehicle's drift driving mode at the current moment being a stable drift mode; a third determination module, used to determine the target slip information based on the first deviation information and the actual slip information.

[0022] Optionally, the third determination module may include: a processing submodule for adjusting the first deviation information and determining first actual slip information and second actual slip information from the actual slip information, wherein the first actual slip information is used to indicate the actual degree of sideslip of a first rear wheel among the rear wheels relative to the ground, and the second actual slip information is used to indicate the actual degree of sideslip of a second rear wheel among the rear wheels relative to the ground, and the direction of the first rear wheel is opposite to that of the second rear wheel; a second determination submodule for determining the sum of the adjusted first deviation information and the first actual slip information as the target slip information in response to the actual degree corresponding to the first actual slip information being less than the actual degree corresponding to the second actual slip information; and a third determination submodule for determining the sum of the adjusted first deviation information and the second actual slip information as the target slip information in response to the actual degree corresponding to the first actual slip information being greater than or equal to the actual degree corresponding to the second actual slip information.

[0023] Optionally, the second determination unit may include: a fourth determination module for determining second deviation information between the target slip information and the first actual slip information; a first adjustment module for adjusting the second deviation information; a fifth determination module for determining the sum of the adjusted second deviation information and the first actual torque information as the first control torque of the first rear wheel, wherein the first actual torque information is used to represent the actual torque of the first rear wheel at the current moment; a sixth determination module for determining third deviation information between the target slip information and the second actual slip information; a second adjustment module for adjusting the third deviation information; a seventh determination module for determining the sum of the adjusted third deviation information and the second actual torque information as the second control torque of the second rear wheel, wherein the second actual torque information is used to represent the actual torque of the second rear wheel at the current moment; and an eighth determination module for determining the target torque based on the first control torque and the second control torque.

[0024] Optionally, the eighth determination module may include: a fourth determination submodule, for determining the first control torque as the target control torque in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being an activated state and the first control torque being less than the second control torque; or, determining the second control torque as the target control torque in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being an activated state and the first control torque being greater than or equal to the second control torque; a fifth determination submodule, for determining the first quotient between the required torque and the speed ratio of the reducer of the rear axle as the target torque in response to the required torque of the rear axle of the vehicle being less than the target control torque under the first target coefficient; or, determining the second quotient between the target control torque under the first target coefficient and the speed ratio as the target torque in response to the required torque being greater than or equal to the target control torque under the first target coefficient.

[0025] Optionally, the control device of the vehicle may further include: a third determining unit for determining the first quotient as the target torque in response to the sideslip control state of the first rear wheel and the sideslip control state of the second rear wheel being inactive.

[0026] Optionally, the control device of the vehicle may further include: a first search unit, used to search for preset deviation information matching the actual lateral deviation information from a second target database, wherein the second target database includes different preset deviation information matching different actual lateral deviation information; a third determination unit, used to determine fourth deviation information between the historical lateral deviation information and the actual lateral deviation information, wherein the historical lateral deviation information is used to represent the historical lateral deviation angle of the center of mass, and the fourth deviation information is used to represent the angle difference between the historical lateral deviation angle and the actual lateral deviation angle; a fourth determination unit, used to determine that the lateral slip control state of the first rear wheel is an activated state in response to the fourth deviation information satisfying the preset deviation information and the actual degree corresponding to the first actual slip information being greater than the target slip degree; a fifth determination unit, used to determine that the lateral slip control state of the second rear wheel is an activated state in response to the fourth deviation information satisfying the preset deviation information and the actual degree corresponding to the second actual slip information being greater than the target slip degree.

[0027] Optionally, the control device of the vehicle may further include: a sixth determination unit for determining that the side slip control state of the first rear wheel is inactive in response to the first historical control torque of the first rear wheel at a historical moment being greater than or equal to the required torque of the rear axle of the vehicle at a second target coefficient, or the actual degree corresponding to the first actual slip information is less than or equal to the target slip degree, and the fourth deviation information does not meet the preset deviation information; a seventh determination unit for determining that the side slip control state of the second rear wheel is inactive in response to the second historical control torque of the second rear wheel at a historical moment being greater than or equal to the required torque of the rear axle at the second target coefficient, or the actual degree corresponding to the second actual slip information is less than or equal to the target slip degree, and the fourth deviation information does not meet the preset deviation information.

[0028] Optionally, the control device of the vehicle may further include: a second search unit, for searching for preset slip information matching the actual speed information of the vehicle from a third target database in response to the drift driving mode of the vehicle at the current moment being a stable driving mode / drifting mode, and determining the preset slip information as target slip information, wherein the third target database includes different preset slip information matching different actual speed information.

[0029] According to another aspect of an embodiment of the present invention, a vehicle is provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes any one of the above methods when running.

[0030] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, which includes a stored executable program, wherein when the executable program runs, the device where the storage medium is located is controlled to execute any of the above methods.

[0031] According to yet another aspect of an embodiment of the present invention, a computer program product is provided. The computer program product includes a computer program, wherein the computer program implements any one of the above methods when executed by a processor.

[0032] In an embodiment of the present invention, when the auxiliary vehicle is drifting, the actual lateral deviation information and target lateral deviation information of the vehicle can be obtained. Based on the obtained actual lateral deviation information and the obtained target lateral deviation information, the target slip information of at least one rear wheel of the vehicle can be determined. Based on the determined target slip information and the actual slip information of the rear wheels, the target torque of the motor deployed between the rear wheels can be determined, and according to the determined target torque, the motor can be driven to control the rear wheels. Since in the embodiment of the present application, based on the target slip information of at least one rear wheel obtained based on the above-mentioned actual lateral deviation information and the above-mentioned target lateral deviation information, the target degree of lateral slip of the rear wheel relative to the ground in contact with it can be determined in combination with the actual slip information of the rear wheel in the future. According to the target degree of lateral slip of the rear wheel relative to the ground in contact with it and the actual degree of lateral slip of the rear wheel relative to the ground in contact with it, the target torque of the motor deployed between the rear wheels can be determined, and according to the target torque of the motor, the motor can be driven to control the rear wheels of the vehicle, thereby achieving the purpose of adjusting the degree of lateral slip of the rear wheel relative to the ground, thereby solving the technical problem of low accuracy of drift control of the vehicle, and further achieving the technical effect of improving the accuracy of drift control of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0034] FIG1( a ) is a schematic diagram of an application scenario of a vehicle control method according to an embodiment of the present invention;

[0035] FIG1( b ) is a flow chart of a vehicle control method according to an embodiment of the present invention;

[0036] FIG2( a ) is a schematic diagram of a driving type of a vehicle according to an embodiment of the present invention;

[0037] FIG2( b ) is a schematic diagram of another driving type of a vehicle according to an embodiment of the present invention;

[0038] FIG2( c ) is a schematic diagram of another driving type of a vehicle according to an embodiment of the present invention;

[0039] FIG2( d ) is a schematic diagram of another driving type of a vehicle according to an embodiment of the present invention;

[0040] FIG2( e ) is a schematic diagram of another driving type of a vehicle according to an embodiment of the present invention;

[0041] FIG3( a ) is a schematic diagram of a control architecture for a vehicle drift mode according to an embodiment of the present invention;

[0042] FIG3( b ) is a schematic diagram of a migration process of a drift state of a vehicle according to an embodiment of the present invention;

[0043] FIG4( a ) is a flow chart of a method for calculating a target center of mass sideslip angle according to an embodiment of the present invention;

[0044] FIG4( b ) is a flow chart of a method for calculating a target slip ratio according to an embodiment of the present invention;

[0045] FIG4( c ) is a schematic diagram of a model for determining a target slip ratio of a vehicle in a stable drifting state according to an embodiment of the present invention;

[0046] FIG4( d ) is a schematic diagram of a model for determining the slip ratio control torque of the left rear wheel of a vehicle according to an embodiment of the present invention;

[0047] FIG4( e ) is a schematic diagram of data interaction between a vehicle and a server according to an embodiment of the present invention;

[0048] Figure 5 is a structural block diagram of a vehicle control device according to an embodiment of the present invention;

[0049] Figure 6 2 is a structural block diagram of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0050] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0051] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0052] According to an embodiment of the present invention, a vehicle control method is provided.

[0053] As an optional embodiment, the vehicle control method described above may be applied to, but is not limited to, the application scenario shown in FIG1(a). FIG1(a) is a schematic diagram of an application scenario of a vehicle control method according to an embodiment of the present invention. As shown in FIG1(a), in the application scenario, a mobile terminal 10 may, but is not limited to, communicate with a server 13 via a network 11. The server 13 may, but is not limited to, perform operations on a database, such as writing or reading data. The mobile terminal 10 may be a terminal device, which may include, but is not limited to, a human-computer interaction screen, a processor, and a memory. The human-computer interaction screen may, but is not limited to, be used to display a virtual machine on the mobile terminal 10. The vehicle 12 may, but is not limited to, respond to the human-computer interaction operation, perform corresponding operations, or generate corresponding instructions and send the generated instructions to the server 13. It should be noted that the steps shown in the flowcharts of the accompanying drawings may be executed in a computer system, such as a set of computer-executable instructions, and that although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be performed in a different order than that shown.

[0054] For example, the vehicle control method in the present application can be used to provide drift control functions for vehicles in different preset application scenarios. The above-mentioned preset application scenarios may include the following scenarios in the vehicle field: commuting automatic driving scenarios, artificial intelligence (AI) driving scenarios for family cars, automatic parking assistance (APA) scenarios (such as memory parking for owned parking spaces in garages, smart parking for designated parking spaces in parking lots, etc.) and smart navigation assistance (Navigation Guided Pilot, NGP for short) scenarios in urban areas or high-speed areas. In addition, the above-mentioned preset application scenarios may also include but are not limited to: intelligent transportation scenarios of smart driving trucks or unmanned trucks in the field of logistics and transportation, and intelligent farming scenarios of self-driving agricultural vehicles in the field of agricultural machinery.

[0055] When the above-mentioned preset application scenarios are scenarios in fields other than the vehicle field, those skilled in the art should be able to understand that the vehicle in the above-mentioned vehicle route matching method can be replaced with other objects (for example, agricultural machinery, drones, robots, etc.), and accordingly, the various devices and systems included in the vehicle can be replaced with devices and systems related to other objects. On this basis, in the embodiments of this application, the specific implementation method of the above-mentioned vehicle control method is exemplified by taking the vehicle field as an example.

[0056] FIG1( b ) is a flow chart of a vehicle control method according to an embodiment of the present invention. As shown in FIG1( b ), the method may include the following steps:

[0057] Step S112 , in response to the vehicle being in the drift driving mode at the current moment, obtaining actual side deviation information and target side deviation information of the vehicle.

[0058] In the technical solution provided in step S112 of the present invention, the actual slip information may be used to represent the actual slip angle of the center of mass of the vehicle. For example, the actual slip angle of the center of mass may also be referred to as, but not limited to, the actual center of mass slip angle.

[0059] In this embodiment, the target slip information may be used to represent a target slip angle of the center of mass. For example, the target slip angle of the center of mass may also be referred to as, but not limited to, a target center of mass slip angle.

[0060] In this embodiment, the above-mentioned drift driving mode can be used to indicate the drift state of the vehicle. For example, the drift state of the vehicle can also be referred to as but not limited to the drift mode state. The above-mentioned drift mode states may include: the drift mode off state, the stable driving state, the drifting state and the stable drifting state. The stable driving state can be used to indicate that the vehicle is in a normal driving state or a stable state before the vehicle drifts. The drifting state can be used to indicate that the vehicle begins to enter the drifting state, which is an intermediate state of the vehicle transitioning from a stable driving state to a stable drifting state. The stable drifting state can be used to indicate the drifting state of the vehicle after counter-steering and drifting.

[0061] In this embodiment, in response to the vehicle currently being in the drift driving mode, actual and target lateral deviation information of the vehicle is obtained. Alternatively, this embodiment detects the vehicle's current driving mode and obtains a detection result, wherein the detection result can be used to indicate the relationship between the vehicle's current driving mode and the drift driving mode. If the detection result indicates that the vehicle's current driving mode is the drift driving mode, the actual and target lateral deviation information of the vehicle can be obtained.

[0062] Optionally, if the above-mentioned detection result indicates that the driving mode of the vehicle at the current moment is a drift driving mode, the actual lateral deviation information of the vehicle can be obtained from the actual driving information of the vehicle, wherein the above-mentioned actual driving information can at least include the actual speed information, actual position information and actual lateral deviation information of the vehicle at the current moment, etc. The actual speed information can be used to indicate the actual speed of the vehicle, and the actual position information can be used to indicate the actual position of the vehicle.

[0063] Optionally, if the detection result indicates that the vehicle's current driving mode is drifting, target vehicle rollover information can be determined based on the preset rollover information. The preset rollover information can represent a preset rollover angle of the center of mass, and the preset rollover information can be stored in a first target database. For example, the first target database can include, but is not limited to, a data table, data graph, or data file containing at least the preset rollover information. This is provided for illustrative purposes only and is not intended to be limiting.

[0064] Optionally, if the above-mentioned detection result indicates that the driving mode of the vehicle at the current moment is not the drift driving mode, the driving mode of the vehicle at each moment after the current moment will continue to be detected until the detection result indicates that the driving mode of the vehicle at the current moment is the drift driving mode.

[0065] Step S114 : determining target slip information of at least one rear wheel of the vehicle based on the actual slip information and the target slip information.

[0066] In the technical solution provided in the above step S114 of the present invention, the above target slip information can be used to indicate the target degree of sideslip of the rear wheels relative to the ground they contact at a future moment. For example, the above ground may include at least one of the following: the ground of a town street, the ground of an urban road, and the ground of a racing track, etc. The above target degree can be reflected by the target slip rate of the rear wheels at a future moment.

[0067] In this embodiment, the current moment may be earlier than the future moment.

[0068] In this embodiment, in response to the vehicle currently being in drift driving mode, after obtaining actual lateral deviation information and target lateral deviation information of the vehicle, target slip information of at least one rear wheel of the vehicle is determined based on the actual lateral deviation information and the target lateral deviation information. Optionally, based on the obtained actual lateral deviation information and the target lateral deviation information, this embodiment performs pattern recognition on the drift driving mode currently in which the vehicle is located, thereby obtaining a recognition result, wherein the recognition result can be used to indicate the relationship between the drift driving mode and the stable drift mode, and the stable drift mode can be used to indicate the stable drift state of the vehicle. If the detected recognition result indicates that the drift driving mode is the stable drift mode, the target slip information of the at least one rear wheel of the vehicle can be determined based on the obtained actual lateral deviation information and the obtained target lateral deviation information.

[0069] Optionally, if the detected recognition result indicates that the above-mentioned drift driving mode is not a stable driving mode / drifting mode, the preset slip information matching the actual speed information of the vehicle is determined as the target slip information of at least one rear wheel of the vehicle, wherein the stable driving mode can be used to indicate the stable driving state of the vehicle, and the drifting mode can be used to indicate the drifting state of the vehicle.

[0070] Step S116 : determining the target torque of the motor disposed between the rear wheels based on the target slip information and the actual slip information of the rear wheels.

[0071] In the technical solution provided in step S116 of the present invention, the actual slip information may be used to indicate the actual extent of sideslip of the rear wheel relative to the ground. For example, the actual extent may be reflected by the actual slip rate of the rear wheel.

[0072] In this embodiment, after determining target slip information for at least one rear wheel of the vehicle based on actual slip information and target slip information, a target torque for a motor positioned between the rear wheels is determined based on the target slip information and the actual slip information of the rear wheels. Optionally, based on determining the target slip information for at least one rear wheel, this embodiment may determine deviation information between the target slip information and the actual slip information of the rear wheels, adjust the determined deviation information, and determine the target torque for the motor positioned between the rear wheels based on the adjusted deviation information and the actual torque information of the rear wheels. The actual torque information of the rear wheels may be used to represent the actual torque of the rear wheels at the current moment. For example, the target torque for the motor positioned between the rear wheels may be determined based on the sum of the adjusted deviation information and the actual torque information.

[0073] It should be noted that the above method for determining the target torque of the motor positioned between the rear wheels based on the target slip information and the actual slip information of the rear wheels is provided for illustrative purposes only and is not intended to be a specific limitation. Any process or method capable of determining the target torque of the motor positioned between the rear wheels based on the deviation between the target slip information and the actual slip information of the rear wheels after determining the target slip information of at least one rear wheel is within the scope of the embodiments of this application and will not be further exemplified herein.

[0074] Step S118: driving the motor to control the rear wheels according to the target torque.

[0075] In the technical solution provided in step S118 of the present invention, after determining the target torque of the motor disposed between the rear wheels based on the target slip information and the actual slip information of the rear wheels, the motor is driven to control the rear wheels according to the target torque. Alternatively, this embodiment, based on the determination of the target torque of the motor disposed between the rear wheels, drives the motor between the rear wheels to output the determined target torque, thereby controlling the rear wheels to adjust the degree of sideslip of the rear wheels relative to the ground. This achieves the purpose of adjusting the degree of sideslip of the rear wheels relative to the ground, thereby resolving the technical problem of low precision in vehicle drift control and achieving the technical effect of improving the precision of vehicle drift control.

[0076] It should be noted that the vehicle control method in the embodiments of the present application can also be applied to at least the following scenarios: autonomous driving scenario, assisted driving scenario, and passive driving scenario (which can be referred to as human driving scenario). Among them, the autonomous driving scenario can be used to indicate that the vehicle control system controls the vehicle driving during the driving process, and the driver does not need to maintain control and supervision of the driving. The assisted driving scenario can be used to indicate that the vehicle control system provides auxiliary functions during the driving process, but the driver still needs to maintain control and supervision of the driving. The passive driving scenario can be used to indicate that the driver controls the vehicle to complete the driving operation.

[0077] In the artificial intelligence AI driving of vehicles in autonomous driving scenarios, commuting mode usually refers to a driving mode designed for commuting or daily commuting. Among them, the AI ​​driving can collect data by learning the user's driving route and driving behavior. When all the learning is completed, the collected data is screened and checked, and then the full segment of the screened and checked data is automatically transmitted back to the cloud server to execute the construction of the cloud map. The next time you drive and choose the same route, the AI ​​driving will be activated, and the vehicle will be driven to the destination of the route according to the constructed cloud map. Among them, matching and complementing the offline map with the constructed cloud map can improve the accuracy of the cloud map.

[0078] In the above steps S112 to S118 of the present application, when the auxiliary vehicle is drifting, the actual lateral deviation information and the target lateral deviation information of the vehicle can be obtained. Based on the obtained actual lateral deviation information and the above target lateral deviation information, the target slip information of at least one rear wheel of the vehicle can be determined. Based on the determined target slip information and the actual slip information of the rear wheels, the target torque of the motor deployed between the rear wheels can be determined, and according to the determined target torque, the motor can be driven to control the rear wheels. Since in the embodiment of the present application, based on the target slip information of at least one rear wheel obtained based on the above-mentioned actual lateral deviation information and the above-mentioned target lateral deviation information, the target degree of lateral slip of the rear wheel relative to the ground in contact with it can be determined in combination with the actual slip information of the rear wheel in the future. According to the target degree of lateral slip of the rear wheel relative to the ground in contact with it and the actual degree of lateral slip of the rear wheel relative to the ground in contact with it, the target torque of the motor deployed between the rear wheels can be determined, and according to the target torque of the motor, the motor can be driven to control the rear wheels of the vehicle, thereby achieving the purpose of adjusting the degree of lateral slip of the rear wheel relative to the ground, thereby solving the technical problem of low accuracy of drift control of the vehicle, and further achieving the technical effect of improving the accuracy of drift control of the vehicle.

[0079] The above method of this embodiment is further introduced below.

[0080] As an optional embodiment, step S112, obtaining the target lateral deviation information of the vehicle, includes: obtaining the actual yaw information of the vehicle, the actual lateral deviation gear information of the center of mass, and the actual speed information of the vehicle; and determining the target lateral deviation information based on the actual yaw information, the actual lateral deviation gear information, and the actual speed information.

[0081] In this embodiment, the actual yaw information can be used to represent the actual speed of the vehicle rotating about its vertical axis. The turning axis of the vehicle can also be referred to as the center of gravity of the vehicle when turning, and this center of gravity lies on the vertical axis of the vehicle. Therefore, the actual yaw information can also be understood as the actual speed of the vehicle rotating about the turning axis. For example, the actual yaw information can be the actual yaw angular velocity of the vehicle.

[0082] In this embodiment, the actual side slip gear information can be used to indicate the actual degree of side slip of the center of mass relative to the vehicle's direction of travel. For example, the actual side slip gear information can be the side slip angle gear of the vehicle's center of mass. The side slip angle gears of the center of mass can include low, medium, and high gears. The actual degree of side slip of the center of mass relative to the direction of travel corresponding to low gear is lower than the actual degree of side slip of the center of mass relative to the direction of travel corresponding to medium gear, and the actual degree of side slip of the center of mass relative to the direction of travel corresponding to medium gear is lower than the actual degree of side slip of the center of mass relative to the direction of travel corresponding to high gear.

[0083] In this embodiment, the vehicle's actual yaw information, actual lateral offset position information of the center of mass, and actual vehicle speed information are obtained. Optionally, this embodiment detects the vehicle's current driving mode and obtains a detection result. If the detection result indicates that the vehicle's current driving mode is drifting, the vehicle's actual yaw information, actual lateral offset position information of the center of mass, and actual vehicle speed information can be obtained from the vehicle's actual driving information. This achieves the purpose of obtaining vehicle driving data and the technical effect of improving the accuracy of the driving data.

[0084] It should be noted that the above-mentioned actual driving information may at least include the above-mentioned actual yaw information, the above-mentioned actual lateral gear information, the above-mentioned actual speed information, as well as the actual position information and actual lateral gear information of the vehicle at the current moment, etc., which are only given as examples here and are not specifically limited.

[0085] In this embodiment, after obtaining actual yaw information of the vehicle, actual yaw position information of the center of mass, and actual speed information of the vehicle, target yaw information is determined based on the actual yaw information, the actual yaw position information, and the actual speed information. Optionally, based on the actual yaw information, the actual yaw position information, and the actual speed information, this embodiment can determine the sign of the target yaw information and search for preset yaw information that matches the actual yaw position information and the actual speed information obtained. Based on the determined sign of the target yaw information and the searched preset yaw information, the target yaw information of the vehicle can be determined. Since the target yaw information can be determined based on the determination of the sign of the target yaw information and the search for the preset yaw information, the purpose of determining the target yaw angle of the center of mass is achieved, thereby achieving the technical effect of improving the accuracy of the target yaw angle of the center of mass.

[0086] The method for determining the target lateral deviation information based on the actual yaw information, the actual lateral deviation gear information and the actual speed information of this embodiment will be further described below.

[0087] As an optional embodiment, step S114 determines the target lateral deviation information based on the actual yaw information, the actual lateral deviation gear information and the actual speed information, including: determining the sign of the target lateral deviation information based on the actual yaw information and the preset yaw information, wherein the level of the drift driving mode to which the vehicle is currently located is higher than the level of the drift driving mode to which the vehicle is currently located at a historical moment, the preset yaw information is used to indicate a preset speed at which the vehicle rotates around a vertical axis, the historical moment is earlier than the current moment, and the symbol is used to indicate the direction of the target lateral deviation angle; searching for preset lateral deviation information that matches the actual lateral deviation gear information and the actual speed information from a first target database, wherein the first target database includes different preset lateral deviation information that matches different actual lateral deviation gear information and different actual speed information; and combining the sign with the preset lateral deviation information to obtain the target lateral deviation information.

[0088] In this embodiment, the level of the drift driving mode that the vehicle is in at the current moment may be higher than the level of the drift driving mode that the vehicle was in at a historical moment, wherein the historical moment is earlier than the current moment, and the historical moment may be the previous moment earlier than the current moment. This is only used as an example and is not specifically limited.

[0089] In this embodiment, the preset yaw information may be used to represent a preset speed at which the vehicle rotates about a vertical axis. For example, the preset yaw information may be a preset yaw angular velocity of the vehicle. The value of the preset yaw angular velocity may be +9 or -10. The values ​​here are for illustration only and are not intended to be limiting.

[0090] In this embodiment, the sign of the target deviation information may be used to indicate the direction of the target deviation angle. For example, the sign of the target deviation information may be positive (eg, +1) or negative (eg, -1).

[0091] In this embodiment, the above-mentioned first target database may include different preset lateral deviation information matching different actual lateral deviation gear information and different actual speed information, wherein the preset lateral deviation information may be used to represent the preset lateral deviation angle of the center of mass of the vehicle, and the preset lateral deviation information may also be referred to as but not limited to the preset center of mass lateral deviation angle.

[0092] In this embodiment, after obtaining actual yaw information, actual yaw gear information, and actual speed information, the sign of target yaw information is determined based on the actual yaw information and preset yaw information. Preset yaw information matching the actual yaw gear information and actual speed information is searched from a first target database. Optionally, based on the actual yaw information and target yaw information, this embodiment performs pattern recognition on the drift driving mode currently in use by the vehicle to obtain a recognition result. If the detected recognition result indicates that the drift driving mode is a stable drift mode, and the level of the stable drift mode currently in use by the vehicle is higher than the level of the drift driving mode previously in use by the vehicle, the sign of the target yaw information can be determined based on the relationship between the obtained actual yaw information and the preset yaw information. Preset yaw information matching the actual yaw gear information and actual speed information can be searched from among the different preset yaw information included in the first target database. This achieves the purpose of determining the sign of the target yaw information and obtaining the preset yaw information.

[0093] In this embodiment, after determining the sign of the target lateral deviation information and searching for preset lateral deviation information that matches the actual lateral deviation gear information and actual speed information, the sign and the preset lateral deviation information are combined to obtain the target lateral deviation information. Alternatively, in this embodiment, after determining the sign of the target lateral deviation information and searching for the preset lateral deviation information, the sign and the preset lateral deviation information are combined to obtain combined preset lateral deviation information, which is then determined as the target lateral deviation information. This achieves the purpose of determining the target lateral deviation information of the vehicle and the technical effect of improving the accuracy of the target lateral deviation information of the vehicle.

[0094] Optionally, the symbol and the preset lateral deviation information may be combined to obtain the combined preset lateral deviation information. The combined preset lateral deviation information may be determined as the target lateral deviation information by the following formula:

[0095] Target center of mass sideslip angle = target center of mass sideslip angle sign * preset center of mass sideslip angle value (1).

[0096] The method for determining the sign of the target lateral deviation information based on the actual yaw information and the preset yaw information of this embodiment is further described below.

[0097] As an optional embodiment, the preset yaw information includes first preset yaw information and second preset yaw information, and the sign of the first preset yaw information is different from the sign of the second preset yaw information. Based on the actual yaw information and the preset yaw information, the sign of the target lateral deviation information is determined, including: in response to the actual speed corresponding to the actual yaw information being greater than the preset speed corresponding to the first preset yaw information, determining the sign to be the first sign; in response to the actual speed corresponding to the actual yaw information being less than the preset speed corresponding to the second preset yaw information, determining the sign to be the second sign.

[0098] In this embodiment, the preset yaw information may include first preset yaw information and second preset yaw information, wherein a preset speed corresponding to the first preset yaw information is greater than a preset speed corresponding to the second preset yaw information, and a sign of the first preset yaw information is different from a sign of the second preset yaw information.

[0099] In this embodiment, the first symbol may be different from the second symbol. For example, the first symbol may be "-1" and the second symbol may be "+1".

[0100] For example, the first preset yaw information may be, but not limited to, +10 r / s, and the second preset yaw information may be, but not limited to, -11 r / s. The values ​​here are merely examples and are not specifically limited.

[0101] In this embodiment, after obtaining actual yaw information, in response to an actual speed corresponding to the actual yaw information being greater than a preset speed corresponding to the first preset yaw information, the sign is determined to be the first sign. Optionally, based on the actual yaw information obtained, this embodiment compares the actual speed corresponding to the obtained actual yaw information with a preset speed corresponding to the first preset yaw information and a preset speed corresponding to the second preset yaw information to obtain a comparison result, wherein the comparison result can be used to indicate a relationship between the actual speed corresponding to the actual yaw information and the preset speeds corresponding to the first preset yaw information and the second preset yaw information. If the comparison result indicates that the actual speed corresponding to the obtained actual yaw information is greater than the preset speed corresponding to the first preset yaw information, the sign of the target yaw information is determined to be the first sign. This achieves the purpose of determining the sign of the target yaw information and the technical effect of improving the accuracy of the target yaw information of the vehicle.

[0102] For another example, when the actual speed corresponding to the actual yaw information is +11 r / s, the preset speed corresponding to the first preset yaw information is +10.5 r / s, and the preset speed corresponding to the second preset yaw information is -9 r / s, the actual speed corresponding to the actual yaw information of +11 r / s is greater than the preset speed corresponding to the first preset yaw information of +10.5 r / s, the vehicle rotates counterclockwise, and the sign of the target lateral deviation information is determined to be "-1". This is merely an example and is not a specific limitation.

[0103] In this embodiment, after obtaining actual yaw information, actual yaw gear information, and actual speed information, in response to an actual speed corresponding to the actual yaw information being less than a preset speed corresponding to the second preset yaw information, the sign is determined to be the second sign. Optionally, based on the actual yaw information obtained, this embodiment compares the actual speed corresponding to the obtained actual yaw information with a preset speed corresponding to the first preset yaw information and a preset speed corresponding to the second preset yaw information to obtain a comparison result. If the comparison result indicates that the actual speed corresponding to the obtained actual yaw information is less than the preset speed corresponding to the second preset yaw information, the sign of the target yaw information is determined to be the second sign. This achieves the purpose of determining the sign of the target yaw information and the technical effect of improving the accuracy of the target yaw information of the vehicle.

[0104] For another example, when the actual speed corresponding to the actual yaw information is -12 r / s, the preset speed corresponding to the first preset yaw information is +10 r / s, and the preset speed corresponding to the second preset yaw information is -10 r / s, the actual speed corresponding to the actual yaw information of -12 r / s is less than the preset speed corresponding to the second preset yaw information of -10 r / s, the vehicle rotates clockwise, and the sign of the target lateral deviation information is determined to be "+1". This is merely an example and is not a specific limitation.

[0105] The method for determining target slip information of at least one rear wheel of a vehicle based on actual slip information and target slip information in this embodiment will be further described below.

[0106] As an optional embodiment, step S114 determines the target slip information of at least one rear wheel of the vehicle based on the actual lateral deviation information and the target lateral deviation information, including: in response to the drift driving mode of the vehicle at the current moment being a stable drift mode, determining first deviation information between the target lateral deviation information and the actual lateral deviation information; determining the target slip information based on the first deviation information and the actual lateral deviation information.

[0107] In this embodiment, the first deviation information may be the difference between the target center of mass sideslip angle and the actual center of mass sideslip angle.

[0108] In this embodiment, after obtaining actual and target lateral deviation information of the vehicle in response to the vehicle currently being in drift driving mode, first deviation information between the target lateral deviation information and the actual lateral deviation information is determined in response to the vehicle currently being in a stable drift driving mode. Optionally, based on the obtained actual and target lateral deviation information, this embodiment performs pattern recognition on the drift driving mode currently in which the vehicle is currently in order to obtain a recognition result. If the detected recognition result indicates that the drift driving mode is the stable drift mode, a difference calculation is performed between the obtained actual lateral deviation information and the target lateral deviation information to obtain the first deviation information. This achieves the purpose of determining the difference between the target and actual center of mass lateral deviation angles, thereby achieving the technical effect of improving the accuracy of the angular deviation.

[0109] In this embodiment, in response to the vehicle currently being in the stable drift mode, after determining first deviation information between the target lateral deviation information and the actual lateral deviation information, target slip information is determined based on the first deviation information and the actual lateral deviation information. Optionally, this embodiment adjusts the first deviation information determined based on the determination of the first deviation information between the target lateral deviation information and the actual lateral deviation information, thereby achieving the purpose of determining target test data and the technical effect of improving the accuracy of the target test data.

[0110] The method for determining the target slip information based on the first deviation information and the actual slip information of this embodiment is further described below.

[0111] As an optional embodiment, target slip information is determined based on the first deviation information and the actual slip information, including: adjusting the first deviation information, and determining first actual slip information and second actual slip information from the actual slip information, wherein the first actual slip information is used to indicate the actual degree of sideslip of a first rear wheel among the rear wheels relative to the ground, and the second actual slip information is used to indicate the actual degree of sideslip of a second rear wheel among the rear wheels relative to the ground, and the direction of the first rear wheel is opposite to that of the second rear wheel; in response to the actual degree corresponding to the first actual slip information being less than the actual degree corresponding to the second actual slip information, the sum of the adjusted first deviation information and the first actual slip information is determined as the target slip information; in response to the actual degree corresponding to the first actual slip information being greater than or equal to the actual degree corresponding to the second actual slip information, the sum of the adjusted first deviation information and the second actual slip information is determined as the target slip information.

[0112] In this embodiment, the first actual slip information may be used to indicate the actual extent to which the first rear wheel among the rear wheels slips relative to the ground.

[0113] In this embodiment, the second actual slip information may be used to indicate an actual extent to which a second rear wheel among the rear wheels side-slips relative to the ground, wherein a direction of the first rear wheel is opposite to a direction of the second rear wheel.

[0114] For example, if the first rear wheel is the left rear wheel, then the second rear wheel is the right rear wheel. This is only an example and is not a specific limitation.

[0115] In this embodiment, in response to the vehicle currently being in a stable drift mode, after determining first deviation information between the target lateral deviation information and the actual lateral deviation information, the first deviation information is adjusted, and first actual slip information and second actual slip information are determined from the actual slip information. Optionally, this embodiment adjusts the first deviation information determined based on the first deviation information between the target lateral deviation information and the actual lateral deviation information, and determines first actual slip information and second actual slip information from the actual slip information of the rear wheels. This achieves the purpose of determining the actual extent of sideslip of the first rear wheel relative to the ground, and the actual extent of sideslip of the second rear wheel relative to the ground, thereby achieving the technical effect of improving the accuracy of determining the actual extent of sideslip of the rear wheels relative to the ground.

[0116] Optionally, the determined first deviation information is adjusted. For example, after the first deviation information is input into a slip ratio calculation model constructed based on a proportional-integral-derivative control (PID) algorithm, proportional calculation, integral calculation, and differential calculation are performed on the first deviation information, and the sum of the proportional calculation result, the integral calculation result, and the differential calculation result is used as the adjusted first deviation information.

[0117] In this embodiment, after the first deviation information is adjusted and the first actual slip information and the second actual slip information are determined from the actual slip information, in response to the actual degree corresponding to the first actual slip information being less than the actual degree corresponding to the second actual slip information, the sum of the adjusted first deviation information and the first actual slip information is determined as the target slip information. Optionally, this embodiment adjusts the first deviation information and determines the first actual slip information and the second actual slip information, and then compares the actual degree corresponding to the determined first actual slip information with the actual degree corresponding to the second actual slip information to obtain a comparison result, wherein the comparison result can be used to represent the relationship between the actual degree corresponding to the first actual slip information and the actual degree corresponding to the second actual slip information; if the comparison result obtained indicates that the actual degree corresponding to the first actual slip information is less than the actual degree corresponding to the second actual slip information, then the adjusted first deviation information and the first actual slip information are summed to obtain the sum of the first deviation information and the first actual slip information, and the sum of the first deviation information and the first actual slip information is determined as the target slip information of at least one rear wheel of the vehicle, thereby achieving the purpose of determining the target degree of sideslip of the rear wheel relative to the ground it contacts at a future moment, and realizing the technical effect of improving the accuracy of determining the target degree of sideslip of the rear wheel relative to the ground it contacts at a future moment.

[0118] In this embodiment, after the first deviation information is adjusted and the first actual slip information and the second actual slip information are determined from the actual slip information, in response to the actual degree corresponding to the first actual slip information being greater than or equal to the actual degree corresponding to the second actual slip information, the sum of the adjusted first deviation information and the second actual slip information is determined as the target slip information. Optionally, this embodiment adjusts the first deviation information and determines the first actual slip information and the second actual slip information, and then compares the actual degree corresponding to the above-mentioned first actual slip information with the actual degree corresponding to the above-mentioned second actual slip information to obtain a comparison result; if the comparison result obtained indicates that the actual degree corresponding to the above-mentioned first actual slip information is greater than or equal to the actual degree corresponding to the above-mentioned second actual slip information, then the adjusted first deviation information and the second actual slip information are summed and calculated to obtain the sum between the first deviation information and the second actual slip information, and the sum between the first deviation information and the second actual slip information is determined as the target slip information of at least one rear wheel of the vehicle, thereby achieving the purpose of determining the target degree of sideslip of the rear wheel relative to the ground it contacts at a future moment, and realizing the technical effect of improving the accuracy of determining the target degree of sideslip of the rear wheel relative to the ground it contacts at a future moment.

[0119] The method for determining the target torque of the motor disposed between the rear wheels based on the target slip information and the actual slip information of the rear wheels in this embodiment will be further described below.

[0120] As an optional embodiment, step S116 determines the target torque of the motor deployed between the rear wheels based on the target slip information and the actual slip information of the rear wheels, including: determining second deviation information between the target slip information and the first actual slip information; adjusting the second deviation information; determining the sum of the adjusted second deviation information and the first actual torque information as the first control torque of the first rear wheel, wherein the first actual torque information is used to represent the actual torque of the first rear wheel at the current moment; determining third deviation information between the target slip information and the second actual slip information; adjusting the third deviation information; determining the sum of the adjusted third deviation information and the second actual torque information as the second control torque of the second rear wheel, wherein the second actual torque information is used to represent the actual torque of the second rear wheel at the current moment; and determining the target torque based on the first control torque and the second control torque.

[0121] In this embodiment, the second deviation information may be a difference between a target degree corresponding to the target slip information and an actual degree corresponding to the first actual slip information.

[0122] In this embodiment, after determining target slip information for at least one rear wheel of the vehicle based on actual slip information and target slip information, second deviation information between the target slip information and the first actual slip information is determined, and the second deviation information is adjusted. Alternatively, this embodiment, based on the determination of the target slip information, calculates a difference between the determined target slip information and the first actual slip information to obtain the second deviation information between the target slip information and the first actual slip information. The calculated second deviation information is then adjusted, thereby achieving the purpose of adjusting the difference between the target slip level corresponding to the target slip information and the actual slip level corresponding to the first actual slip information.

[0123] Optionally, the determined second deviation information is adjusted. For example, after the second deviation information is input into a torque calculation model constructed based on a PID algorithm, proportional calculation, integral calculation, and differential calculation are performed on the second deviation information, and the sum of the second deviation information obtained from the proportional calculation, the second deviation information obtained from the integral calculation, and the second deviation information obtained from the differential calculation is used as the adjusted second deviation information.

[0124] In this embodiment, the first actual torque information may be used to represent the actual torque of the first rear wheel at the current moment. For example, if the first rear wheel is the left rear wheel, the first actual torque information represents the actual torque of the left rear wheel at the current moment. The actual torque of the left rear wheel at the current moment = the actual torque of the motor positioned between the rear wheels * the speed ratio of the reduction gear of the vehicle's rear axle * the mechanical efficiency of the motor assembly positioned between the rear wheels * 0.5.

[0125] In this embodiment, after adjusting the second deviation information, the sum of the adjusted second deviation information and the first actual torque information is determined as the first control torque for the first rear wheel. Alternatively, in this embodiment, after adjusting the second deviation information, the adjusted second deviation information and the first actual torque information are summed to obtain the sum of the second deviation information and the first actual torque information, and the sum of the second deviation information and the first actual torque information is determined as the first control torque for the first rear wheel, thereby achieving the purpose of determining the first control torque.

[0126] In this embodiment, the third deviation information may be a difference between a target degree corresponding to the target slip information and an actual degree corresponding to the second actual slip information.

[0127] In this embodiment, after determining target slip information for at least one rear wheel of the vehicle based on actual slip information and target slip information, third deviation information between the target slip information and the second actual slip information is determined, and the third deviation information is adjusted. Alternatively, this embodiment, based on the determination of the target slip information, calculates a difference between the determined target slip information and the second actual slip information to obtain the third deviation information between the target slip information and the second actual slip information. The calculated third deviation information is then adjusted, thereby achieving the purpose of adjusting the difference between the target degree corresponding to the target slip information and the actual degree corresponding to the second actual slip information.

[0128] Optionally, the determined third deviation information is adjusted. For example, after the third deviation information is input into a torque calculation model constructed based on a PID algorithm, proportional calculation, integral calculation, and differential calculation are performed on the third deviation information, and the sum of the third deviation information obtained from the proportional calculation, the third deviation information obtained from the integral calculation, and the third deviation information obtained from the differential calculation is used as the adjusted third deviation information.

[0129] In this embodiment, the second actual torque information may be used to indicate the actual torque of the second rear wheel at the current moment.

[0130] In this embodiment, after adjusting the third deviation information, the sum of the adjusted third deviation information and the second actual torque information is determined as the second control torque for the second rear wheel. Alternatively, in this embodiment, after adjusting the third deviation information, the adjusted third deviation information and the second actual torque information are summed to obtain the sum of the third deviation information and the second actual torque information, and the sum is determined as the second control torque for the second rear wheel, thereby achieving the purpose of determining the second control torque.

[0131] In this embodiment, after determining the first control torque and the second control torque, the target torque is determined based on the first control torque and the second control torque. Optionally, this embodiment can determine the relationship between the first control torque and the second control torque on the basis of determining the first control torque and the second control torque. In the case of different relationships, the target torque of the motor deployed between the rear wheels can be determined based on the required torque of the rear axle of the vehicle and the speed ratio of the reducer of the rear axle, or the target torque of the motor deployed between the rear wheels can be determined based on the first control torque / second control torque under the first target coefficient and the speed ratio of the reducer of the rear axle, thereby achieving the purpose of determining the target torque of the motor deployed between the rear wheels and realizing the technical effect of improving the accuracy of the drive motor.

[0132] It should be noted that if the first control torque of the first rear wheel is the slip rate control torque of the left rear wheel, the second control torque of the second rear wheel is the slip rate control torque of the right rear wheel; if the first control torque of the first rear wheel is the slip rate control torque of the right rear wheel, the second control torque of the second rear wheel is the slip rate control torque of the left rear wheel.

[0133] The method for determining the target torque based on the first control torque and the second control torque of this embodiment will be further described below.

[0134] As an optional embodiment, the target torque is determined based on the first control torque and the second control torque, including: in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being an activated state, and the first control torque being less than the second control torque, the first control torque is determined as the target control torque; or, in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being an activated state, and the first control torque being greater than or equal to the second control torque, the second control torque is determined as the target control torque; in response to the required torque of the rear axle of the vehicle being less than the target control torque under the first target coefficient, the first quotient between the required torque and the speed ratio of the reducer of the rear axle is determined as the target torque; or, in response to the required torque being greater than or equal to the target control torque under the first target coefficient, the second quotient between the target control torque under the first target coefficient and the speed ratio is determined as the target torque.

[0135] In this embodiment, after determining the first control torque and the second control torque, in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being active and the first control torque being less than the second control torque, the first control torque is determined as the target control torque. Alternatively, based on the determination of the first control torque and the second control torque, this embodiment performs state identification on the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel, and compares the first control torque with the second control torque. If the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel is identified as active and the comparison shows that the first control torque is less than the second control torque, the first control torque is determined as the target control torque, thereby achieving the purpose of determining the target control torque from the first control torque and the second control torque.

[0136] In this embodiment, after determining the first control torque and the second control torque, in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being active and the first control torque being greater than or equal to the second control torque, the second control torque is determined as the target control torque. Optionally, based on the determination of the first control torque and the second control torque, this embodiment identifies the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel and compares the first control torque with the second control torque. If the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel is identified as active and the comparison shows that the first control torque is greater than or equal to the second control torque, the second control torque is determined as the target control torque, thereby achieving the purpose of determining the target control torque from the first control torque and the second control torque.

[0137] In this embodiment, after determining the target control torque, in response to the demanded torque of the vehicle's rear axle being less than the target control torque under the first target coefficient, a first quotient between the demanded torque and the speed ratio of the rear axle's reducer is determined as the target torque. Alternatively, in this embodiment, based on the determination of the target control torque, the demanded torque of the vehicle's rear axle is compared with the target control torque under the first target coefficient. If the comparison shows that the demanded torque of the vehicle's rear axle is less than the target control torque under the first target coefficient, the demanded torque and the speed ratio of the rear axle's reducer are calculated to obtain the first quotient between the demanded torque and the speed ratio of the rear axle's reducer, and the first quotient is determined as the target torque, thereby achieving the target torque of the motor deployed between the rear wheels and realizing the technical effect of improving the accuracy of the drive motor.

[0138] In this embodiment, after determining the target control torque, in response to the demand torque being greater than or equal to the target control torque under the first target coefficient, the second quotient between the target control torque under the first target coefficient and the speed ratio is determined as the target torque. Optionally, based on the determination of the target control torque, this embodiment compares the demand torque of the rear axle of the vehicle with the target control torque under the first target coefficient. If the comparison shows that the demand torque of the rear axle of the vehicle is greater than or equal to the target control torque under the first target coefficient, the target control torque under the first target coefficient and the speed ratio of the speed reducer of the rear axle are calculated to obtain the second quotient between the target control torque under the first target coefficient and the speed ratio of the speed reducer of the rear axle, and the above second quotient is determined as the target torque, thereby achieving the purpose of achieving the target torque of the motor deployed between the rear wheels and realizing the technical effect of improving the accuracy of the drive motor.

[0139] For example, the above method for determining the target torque of the motor deployed between the rear wheels can be implemented by the following formula:

[0140] The target torque of the motor deployed between the rear wheels = min[2*min(slip control torque of the left rear wheel, slip control torque of the right rear wheel), required torque of the rear axle] / speed ratio of the speed reducer of the rear axle (2).

[0141] The method for determining the target torque of this embodiment is further described below.

[0142] As an optional embodiment, the method further includes: in response to the side slip control state of the first rear wheel and the side slip control state of the second rear wheel being inactive, determining the first quotient as the target torque.

[0143] In this embodiment, in response to the first rear wheel and the second rear wheel being in an inactive state, the first quotient is determined as the target torque. Alternatively, based on the determination of the first control torque and the second control torque, this embodiment identifies the side slip control state of the first rear wheel and the side slip control state of the second rear wheel. If the side slip control state of the first rear wheel and the side slip control state of the second rear wheel are identified as inactive, the quotient of the required torque of the vehicle's rear axle and the speed ratio of the rear axle's reducer is calculated to obtain a first quotient between the required torque of the vehicle's rear axle and the speed ratio of the rear axle's reducer. The first quotient between the required torque of the vehicle's rear axle and the speed ratio of the rear axle's reducer is determined as the target torque. This achieves the target torque of the motor disposed between the rear wheels and the technical effect of improving the accuracy of the drive motor.

[0144] Optionally, the required torque of the rear axle of the vehicle and the speed ratio of the reducer of the rear axle are calculated to obtain a first quotient between the required torque of the rear axle of the vehicle and the speed ratio of the reducer of the rear axle, and the first quotient between the required torque of the rear axle of the vehicle and the speed ratio of the reducer of the rear axle is determined as the target torque, which can be achieved by the following formula:

[0145] The target torque of the motor deployed between the rear wheels = the required torque of the rear axle / the speed ratio of the speed reducer of the rear axle (3).

[0146] The method for determining the sideslip control state of the rear wheels of this embodiment will be further described below.

[0147] As an optional embodiment, the method also includes: searching for preset deviation information matching the actual lateral deviation information from a second target database, wherein the second target database includes different preset deviation information matching different actual lateral deviation information; determining fourth deviation information between the historical lateral deviation information and the actual lateral deviation information, wherein the historical lateral deviation information is used to represent the historical lateral deviation angle of the center of mass, and the fourth deviation information is used to represent the angle difference between the historical lateral deviation angle and the actual lateral deviation angle; in response to the fourth deviation information satisfying the preset deviation information and the actual degree corresponding to the first actual slip information being greater than the target slip degree, determining that the lateral slip control state of the first rear wheel is an activated state; in response to the fourth deviation information satisfying the preset deviation information and the actual degree corresponding to the second actual slip information being greater than the target slip degree, determining that the lateral slip control state of the second rear wheel is an activated state.

[0148] In this embodiment, the above-mentioned historical lateral deviation information can be used to represent the historical lateral deviation angle of the center of mass.

[0149] In this embodiment, the fourth deviation information may be used to represent the difference between the historical slip angle and the actual slip angle. For example, the fourth deviation information may be |rate of change of the center of mass slip angle|.

[0150] In this embodiment, the second target database may include different preset deviation information corresponding to different actual sideslip information. For example, the second target database may include, but is not limited to, a data table, a data graph, a data file, or the like containing at least the preset deviation information. The preset deviation information may include a |preset value of the center of mass sideslip angle change rate|. This is merely an example and is not intended to be limiting.

[0151] In this embodiment, preset deviation information matching the actual lateral deviation information is searched from the second target database, and fourth deviation information between the historical lateral deviation information and the actual lateral deviation information is determined. Alternatively, this embodiment can search for preset deviation information matching the actual lateral deviation information from different preset deviation information included in the second target database, and perform a difference calculation between the historical lateral deviation information and the actual lateral deviation information to obtain fourth deviation information between the historical lateral deviation information and the actual lateral deviation information. This achieves the purpose of searching for preset deviation information and determining fourth deviation information.

[0152] In this embodiment, after determining fourth deviation information between historical sideslip information and actual sideslip information, in response to the fourth deviation information satisfying a preset deviation information and the actual slip degree corresponding to the first actual slip information being greater than a target slip degree, the sideslip control state of the first rear wheel is determined to be active. Optionally, based on the determination of the fourth deviation information, this embodiment compares the fourth deviation information with the preset deviation information, and compares the actual slip degree corresponding to the first actual slip information with the target slip degree. If the comparison shows that the fourth deviation information satisfies the preset deviation information and the actual slip degree corresponding to the first actual slip information is greater than the target slip degree, the sideslip control state of the first rear wheel is determined to be active. This achieves the purpose of determining the sideslip control state of the first rear wheel and the technical effect of improving the accuracy of determining the sideslip control state of the rear wheels.

[0153] For example, if the fourth deviation information satisfies the preset deviation information, that is, the angle difference corresponding to the fourth deviation information satisfies the preset angle difference corresponding to the preset deviation information, then it can be expressed that |center of mass sideslip angle change rate|>|center of mass sideslip angle change rate preset value|.

[0154] In this embodiment, after determining fourth deviation information between the historical sideslip information and the actual sideslip information, in response to the fourth deviation information satisfying a preset deviation information and the actual degree of slip corresponding to the second actual slip information being greater than a target slip degree, the sideslip control state of the second rear wheel is determined to be active. Optionally, based on the determination of the fourth deviation information, this embodiment compares the fourth deviation information with the preset deviation information, and compares the actual degree of slip corresponding to the second actual slip information with the target slip degree. If the comparison shows that the fourth deviation information satisfies the preset deviation information and the actual degree of slip corresponding to the second actual slip information is greater than the target slip degree, the sideslip control state of the second rear wheel is determined to be active. This achieves the purpose of determining the sideslip control state of the second rear wheel and the technical effect of improving the accuracy of determining the sideslip control state of the rear wheels.

[0155] The method for determining the sideslip control state of the rear wheels of this embodiment will be further described below.

[0156] As an optional embodiment, the method also includes: in response to the first historical control torque of the first rear wheel at a historical moment being greater than or equal to the required torque of the rear axle of the vehicle at a second target coefficient, or the actual degree corresponding to the first actual slip information is less than or equal to the target slip degree, and the fourth deviation information does not meet the preset deviation information, determining that the side slip control state of the first rear wheel is an inactive state; in response to the second historical control torque of the second rear wheel at a historical moment being greater than or equal to the required torque of the rear axle at the second target coefficient, or the actual degree corresponding to the second actual slip information is less than or equal to the target slip degree, and the fourth deviation information does not meet the preset deviation information, determining that the side slip control state of the second rear wheel is an inactive state.

[0157] In this embodiment, in response to a first historical control torque of the first rear wheel at a historical moment being greater than or equal to the required torque of the vehicle's rear axle at a second target coefficient, or an actual degree corresponding to the first actual slip information being less than or equal to the target slip degree, and fourth deviation information not satisfying a preset deviation information, the side slip control state of the first rear wheel is determined to be inactive. Optionally, this embodiment compares the first historical control torque of the first rear wheel at a historical moment with the required torque of the vehicle's rear axle at the second target coefficient, compares the actual degree corresponding to the first actual slip information with the target slip degree, and compares the fourth deviation information with a preset deviation information. If the comparison shows that the first historical control torque of the first rear wheel at a historical moment is greater than or equal to the required torque of the vehicle's rear axle at the second target coefficient, the actual degree corresponding to the first actual slip information is less than or equal to the target slip degree, and the fourth deviation information does not satisfy the preset deviation information, the side slip control state of the first rear wheel is determined to be inactive. This achieves the purpose of determining the side slip control state of the second rear wheel and realizes the technical effect of improving the accuracy of determining the side slip control state of the second rear wheel.

[0158] In this embodiment, in response to a second historical control torque of the second rear wheel at a historical moment being greater than or equal to the required torque of the rear axle at the second target coefficient, or an actual degree corresponding to the second actual slip information being less than or equal to the target slip degree, and fourth deviation information not satisfying a preset deviation information, the side slip control state of the second rear wheel is determined to be inactive. Optionally, this embodiment compares the second historical control torque of the second rear wheel at a historical moment with the required torque of the rear axle of the vehicle at the second target coefficient, compares the actual degree corresponding to the second actual slip information with the target slip degree, and compares the fourth deviation information with a preset deviation information. If the comparison shows that the second historical control torque of the second rear wheel at a historical moment is greater than or equal to the required torque of the rear axle of the vehicle at the second target coefficient, the actual degree corresponding to the second actual slip information is less than or equal to the target slip degree, and the fourth deviation information does not satisfy the preset deviation information, the side slip control state of the second rear wheel is determined to be inactive. This achieves the purpose of determining the side slip control state of the second rear wheel and the technical effect of improving the accuracy of determining the side slip control state of the second rear wheel.

[0159] The method for determining the target slip information of the vehicle in this embodiment is further described below.

[0160] As an optional embodiment, the method also includes: in response to the drift driving mode of the vehicle at the current moment being a stable driving mode / drifting mode, searching for preset slip information matching the actual speed information of the vehicle from a third target database, and determining the preset slip information as target slip information, wherein the third target database includes different preset slip information matching different actual speed information.

[0161] In this embodiment, the third target database may include different preset slip information corresponding to different actual speed information. For example, the third target database may include, but is not limited to, a data table, data graph, or data file containing at least the preset slip information. This is merely an example and is not intended to be limiting.

[0162] In this embodiment, in response to the vehicle's current drift driving mode being the stable driving mode / drift mode, a search is performed from the third target database for preset slip information that matches the vehicle's actual speed information, and the preset slip information is determined as the target slip information. Alternatively, if the vehicle's current drift driving mode is the stable driving mode / drift mode, this embodiment searches for preset slip information that matches the vehicle's actual speed information from among different preset slip information items included in the third target database, and determines the found preset slip information as the vehicle's target slip information. This achieves the purpose of determining the vehicle's target slip information and the technical effect of improving the accuracy of determining the vehicle's target slip information.

[0163] In an embodiment of the present invention, when the auxiliary vehicle is drifting, the actual lateral deviation information and target lateral deviation information of the vehicle can be obtained. Based on the obtained actual lateral deviation information and the obtained target lateral deviation information, the target slip information of at least one rear wheel of the vehicle can be determined. Based on the determined target slip information and the actual slip information of the rear wheels, the target torque of the motor deployed between the rear wheels can be determined, and according to the determined target torque, the motor can be driven to control the rear wheels. Since in the embodiment of the present application, based on the target slip information of at least one rear wheel obtained based on the above-mentioned actual lateral deviation information and the above-mentioned target lateral deviation information, the target degree of lateral slip of the rear wheel relative to the ground in contact with it can be determined in combination with the actual slip information of the rear wheel in the future. According to the target degree of lateral slip of the rear wheel relative to the ground in contact with it and the actual degree of lateral slip of the rear wheel relative to the ground in contact with it, the target torque of the motor deployed between the rear wheels can be determined, and according to the target torque of the motor, the motor can be driven to control the rear wheels of the vehicle, thereby achieving the purpose of adjusting the degree of lateral slip of the rear wheel relative to the ground, thereby solving the technical problem of low accuracy of drift control of the vehicle, and further achieving the technical effect of improving the accuracy of drift control of the vehicle.

[0164] The technical solutions of the embodiments of the present invention are described below with reference to preferred implementation methods.

[0165] During vehicle drift control, the torque distribution during drifting is often adjusted to assist the vehicle in drifting. However, this drift control method only involves adjusting the torque distribution during drifting and does not involve other auxiliary operations on the vehicle to assist the vehicle in drifting, resulting in a technical problem of low drift control accuracy.

[0166] However, an embodiment of the present invention proposes a vehicle control method, based on which target slip information of at least one rear wheel can be determined based on the actual side deviation information and the target side deviation information obtained above, and combined with the actual slip information of the rear wheels, the target degree of sideslip of the rear wheels relative to the ground they contact at a future moment can be determined. According to the target degree of sideslip of the rear wheels relative to the ground they contact and the actual degree of sideslip of the rear wheels relative to the ground they contact, the target torque of the motor deployed between the rear wheels can be determined, and according to the target torque of the motor, the motor can be driven to control the rear wheels of the vehicle, thereby achieving the purpose of adjusting the degree of sideslip of the rear wheels relative to the ground, thereby solving the technical problem of low accuracy of vehicle drift control, and further achieving the technical effect of improving the accuracy of vehicle drift control.

[0167] In this embodiment, the vehicle control method of the present application can be applied to different vehicles, wherein different vehicles have different drive types. For example, FIG2(a) is a schematic diagram of the drive type of a vehicle according to an embodiment of the present invention. As shown in FIG2(a), the vehicle's motor 201 is deployed between the vehicle's two rear wheels and the vehicle's power battery 202. The drive type of the vehicle is a rear single-motor two-wheel drive type.

[0168] For another example, Figure 2(b) is a schematic diagram of another driving type of a vehicle according to an embodiment of the present invention. As shown in Figure 2(b), the vehicle's motor 201a is deployed between the vehicle's first rear wheel and the vehicle's power battery 202, and the vehicle's motor 201b is deployed between the vehicle's second rear wheel and the power battery 202. The driving type of the vehicle is a rear dual-motor two-wheel drive type.

[0169] For another example, Figure 2(c) is a schematic diagram of another driving type of a vehicle according to an embodiment of the present invention. As shown in Figure 2(c), the vehicle's motor 201a is deployed between the two rear wheels of the vehicle and the vehicle's power battery 202, and the vehicle's motor 201b is deployed between the two front wheels of the vehicle and the power battery 202. The driving type of the vehicle is a front and rear dual-motor four-wheel drive type.

[0170] For example, Figure 2(d) is a schematic diagram of another driving type of a vehicle according to an embodiment of the present invention. As shown in Figure 2(d), the vehicle's motor 201a is deployed between the vehicle's first rear wheel and the vehicle's power battery 202, the vehicle's motor 201b is deployed between the vehicle's second rear wheel and the power battery 202, and the vehicle's motor 201c is deployed between the vehicle's two front wheels and the power battery 202. The driving type of this vehicle is a front and rear three-motor four-wheel drive type.

[0171] For example, Figure 2(e) is a schematic diagram of another driving type of a vehicle according to an embodiment of the present invention. As shown in Figure 2(e), the vehicle's motor 201a is deployed between the vehicle's first rear wheel and the vehicle's power battery 202, the vehicle's motor 201b is deployed between the vehicle's second rear wheel and the power battery 202, the vehicle's motor 201c is deployed between the vehicle's first front wheel and the power battery 202, and the vehicle's motor 201d is deployed between the vehicle's second front wheel and the power battery 202. The driving type of this vehicle is a front and rear four-motor four-wheel drive type.

[0172] Figure 3(a) is a schematic diagram of a control architecture of a vehicle drift mode according to an embodiment of the present invention. As shown in Figure 3(a), the control architecture may include a vehicle control unit (VCU) 301, a central domain controller 302, a vehicle state estimation device 303, an electronic stability program (ESP) 304, a torque distribution device 305, a front motor controller 306 and a rear motor controller 307, wherein the vehicle controller 301 may include: a drift state control module 3011, a target center of mass sideslip angle setting module 3012, a target slip rate calculation module 3013, a slip rate control activation judgment module 3014, and a slip rate control module 3015.

[0173] In this embodiment, the central domain controller 302 may receive a user's operation on a button for the drift mode, for example, the operation may include: clicking an on button and clicking an off button.

[0174] In this embodiment, the central controller 302 can transmit the on / off state of the drift mode to the drift state control module 3011, the vehicle state estimation device 303 can transmit the reference vehicle speed and the sideslip angle of the center of mass to the drift state control module 3011, and the torque distribution device 305 can transmit the front axle required torque and the rear axle required torque to the drift state control module 3011. In addition, the drift state control module 3011 can transmit the state of the drift mode to the torque distribution device 305.

[0175] In this embodiment, the central controller 302 can transmit the target center of mass sideslip angle gear to the target center of mass sideslip angle setting module 3012, the electronic stability program 304 can transmit the yaw angular velocity to the target center of mass sideslip angle setting module 3012, the vehicle state estimation device 303 can transmit the reference vehicle speed to the target center of mass sideslip angle setting module 3012, and the drift state control module 3011 can transmit the state of the drift mode to the target center of mass sideslip angle setting module 3012.

[0176] In this embodiment, the torque distribution device 305 can transmit the required torque of the rear axle to the slip rate control activation judgment module 3014, the drift state control module 3011 can transmit the state of the drift mode to the slip rate control activation judgment module 3014, the vehicle state estimation device 303 can transmit the reference vehicle speed and the sideslip angle of the center of mass to the slip rate control activation judgment module 3014, and the electronic stability program 304 can transmit the wheel speed of the left rear wheel and the wheel speed of the right rear wheel to the slip rate control activation judgment module 3014.

[0177] In this embodiment, the electronic stability program 304 can transmit the wheel speed of the left rear wheel and the wheel speed of the right rear wheel to the target slip ratio calculation module 3013, the vehicle state estimation device 303 can transmit the reference vehicle speed and the sideslip angle of the center of mass to the target slip ratio calculation module 3013, the target sideslip angle of the center of mass setting module 3012 can transmit the target sideslip angle of the center of mass to the target slip ratio calculation module 3013, and the drift state control module 3011 can transmit the state of the drift mode to the target slip ratio calculation module 3013.

[0178] In this embodiment, the electronic stability program 304 can transmit the wheel speed of the left rear wheel and the wheel speed of the right rear wheel to the slip ratio control module 3015, the vehicle state estimation device 303 can transmit the reference vehicle speed to the slip ratio control module 3015, and the target slip ratio calculation module 3013 can transmit the target slip ratio to the slip ratio control module 3015.

[0179] In this embodiment, the slip rate control module 3015 can transmit the slip rate control torque of the left rear wheel and the slip rate control torque of the right rear wheel to the slip rate control activation judgment module 3014, the slip rate control module 3015 can transmit the target torque of the front motor to the front motor controller 306, and transmit the target torque of the rear motor to the rear motor controller 306, and the rear motor controller 306 can transmit the actual torque of the rear motor to the slip rate control module 3015.

[0180] In this embodiment, the above-mentioned demand signal may include a controller area network (CAN) signal sent by the central domain controller 302 and a CAN signal sent by the electronic stability program 304. The CAN signal sent by the central domain controller 302 may include: the switch status of the drift mode and the target center of mass side slip angle gear. The CAN signal sent by the electronic stability program 304 may include: the wheel speed of the left rear wheel, the wheel speed of the right rear wheel and the yaw angular velocity of the vehicle.

[0181] FIG3( b ) is a schematic diagram illustrating the drift state transition process of a vehicle according to an embodiment of the present invention. As shown in FIG3( b ), the drift state may include an off state for drift driving mode and an on state for drift driving mode. The on state for drift driving mode may include a stable driving state, a drifting state, and a stable drifting state. For example, when the drift driving mode states are off state, stable driving state, drifting state, and stable drifting state, the state enumerations for the drift driving mode may correspond to 0, 1, 2, and 3, respectively.

[0182] In Figure 3(b), the migration process of the vehicle's drift state can be shown in Table 1 below:

[0183] Table 1 Transition conditions of vehicle drift state

[0184]

[0185]

[0186] It can be seen from this that if the switch state of the drift mode is "on", condition A is met, and if the switch state of the drift mode is "off", condition B is met.

[0187] For example, if the following conditions (① and ② and ③) are met, then condition C is met:

[0188] Condition ①: the front axle driver's required torque + the rear axle driver's required torque ≥ the preset value a;

[0189] Condition ②, |center of mass sideslip angle| ≥ preset value b;

[0190] Condition ③, |yaw angular velocity| ≥ preset value c.

[0191] For another example, if the following conditions (① and ② and ③ and ④) are met, then condition D is met:

[0192] Condition ①: the front axle driver's required torque + the rear axle driver's required torque ≤ the preset value d;

[0193] Condition ②, |center of mass sideslip angle| < preset value e;

[0194] Condition ③: the left rear wheel speed ≤ reference vehicle speed + preset value f;

[0195] Condition ④: the wheel speed of the right rear wheel ≤ reference vehicle speed + preset value g.

[0196] For another example, if the following conditions (① and ②) are met, then condition E is established:

[0197] Condition ①, yaw rate change rate ≤ preset value h;

[0198] Condition ②, condition B is not established.

[0199] It should be noted that when the drift mode is turned on in "stable driving state" or "drifting state" or "stable drifting state", the torque distribution module distributes all the driver's required torque to the rear axle of the vehicle, and ESP is turned off.

[0200] FIG4( a ) is a flow chart of a method for calculating a target center of mass sideslip angle according to an embodiment of the present invention. As shown in FIG4( a ), the method for calculating the target center of mass sideslip angle may include the following steps:

[0201] Step S401: Determine the sign of the target center of mass sideslip angle.

[0202] In the technical solution provided in step S401 of the present invention, the vehicle's rotation direction is determined based on the yaw rate when the drift mode state is raised. When the yaw rate is positive, it indicates that the vehicle is rotating counterclockwise, and the target center of mass sideslip angle should be negative. When the yaw rate is negative, it indicates that the vehicle is rotating clockwise, and the target center of mass sideslip angle should be positive. In other words, the sign of the target center of mass sideslip angle is determined as follows:

[0203] If the enumeration value of the current drift mode state is greater than the enumeration value of the drift mode state at the previous moment, the following judgment is made: if the yaw angular velocity is greater than the target speed corresponding to the first target yaw information, the vehicle rotates counterclockwise and the sign of the target center of mass sideslip angle is taken to be negative (-1); if the yaw angular velocity is less than the target speed corresponding to the second target yaw information, the vehicle rotates clockwise and the sign of the target center of mass sideslip angle is taken to be positive (+1).

[0204] If the enumeration value of the current drift mode state is less than or equal to the enumeration value of the drift mode state at the previous moment, the sign of the target center of mass sideslip angle remains the sign of the previous moment.

[0205] Step S402: Determine the target center of mass sideslip angle.

[0206] In the technical solution provided in step S402 of the present invention, a table is looked up based on the reference vehicle speed and the gear position of the target center of mass sideslip angle to obtain a preset value for the target center of mass sideslip angle. The gear positions of the target center of mass sideslip angle may include: low gear, medium gear, and high gear. The enumerated value of low gear is A, the enumerated value of medium gear is B, and the enumerated value of high gear is C. The table used for the above table lookup is shown in Table 2 below. Subsequently, according to equation (1), the sign and the target center of mass sideslip angle are combined to calculate the target center of mass sideslip angle.

[0207] Table 2 Relationship between reference vehicle speed and target center of mass side slip angle gear

[0208]

[0209] FIG4( b ) is a flow chart of a method for calculating a target slip ratio according to an embodiment of the present invention. As shown in FIG4( b ), the method for calculating a target slip ratio may include the following steps:

[0210] Step S411: Determine the drift mode state of the vehicle at the current moment.

[0211] If it is determined that the drift mode state is a stable driving state or a drifting state, the process proceeds to step S412, where a target slip ratio can be determined by looking up a table based on a reference vehicle speed.

[0212] In the technical solution provided in step S412 of the present invention, the table based on which the above table lookup is based is shown in Table 3 below:

[0213] If it is determined that the drift mode state is the stable drift state, the process proceeds to step S413 , where a feedforward combined with feedback control algorithm is used to calculate the target slip ratio in the stable drift state in a closed loop.

[0214] In the technical solution provided in the above step S413 of the present invention, the above target slip ratio can be obtained by adding the feedforward amount and the feedback amount.

[0215] FIG4(c) is a schematic diagram of a target slip ratio determination model for a vehicle in a stable drift state according to an embodiment of the present invention. As shown in FIG4(c), a slip ratio calculation model constructed based on a PID algorithm is employed to close-loop adjust the difference between the target center of mass sideslip angle and the actual center of mass sideslip angle to obtain a target slip ratio feedback value. For example, the difference between the target center of mass sideslip angle and the actual center of mass sideslip angle is used as the input to the PID controller. The target slip ratio feedback value is obtained by summing the proportional, integral, and differential terms. Furthermore, the smaller of the left rear wheel slip ratio and the right rear wheel slip ratio at the moment slip ratio control is activated is input into the slip ratio calculation model constructed based on the PID algorithm as the target slip ratio feedforward value. The target slip ratio feedforward value and the target slip ratio feedback value are then summed to obtain the vehicle's target slip ratio. Based on the target slip ratio, the target torque of the motor is delivered to the motor, which is then controlled to output the target torque, and the vehicle's state is then recorded.

[0216] It should be noted that the activation time may be used to indicate the time at which the side slip control function of the rear wheels is activated, and the current time may be earlier than the activation time, which may also be earlier than the future time. The side slip control function may be used to drive the target motor to control the rear wheels to adjust the degree of side slip of the rear wheels relative to the ground.

[0217] Table 3 Relationship between reference vehicle speed and target slip ratio

[0218]

[0219] In this embodiment, the activation conditions (a1 and a2) of the side slip control function of the left rear wheel may be as follows:

[0220] Condition a1: the slip ratio of the left rear wheel is greater than the target slip degree;

[0221] Condition a2: According to the table of center of mass sideslip angle, the preset value of the center of mass sideslip angle change rate can be obtained, |center of mass sideslip angle change rate|>|preset value of center of mass sideslip angle change rate|.

[0222] In this embodiment, the exit condition (b1 or b2) of the sideslip control function of the left rear wheel may be as follows:

[0223] Condition b1: the left rear wheel anti-skid control torque at the previous moment is ≥ 0.5 * rear axle required torque;

[0224] Condition b2, the activation condition is not met.

[0225] It should be noted that the activation logic for the side slip control function for the right rear wheel is the same as that for the left rear wheel. If either the left rear wheel side slip control function or the right rear wheel side slip control function is activated, the rear wheel side slip control function is activated. If neither the left rear wheel side slip control function or the right rear wheel side slip control function is activated, the rear wheel side slip control function is deactivated.

[0226] FIG4( d ) is a schematic diagram of a model for determining the slip control torque of the left rear wheel of a vehicle according to an embodiment of the present invention. As shown in FIG4( d ), a torque calculation model constructed based on a PID algorithm is used to close-loop adjust the difference between the target slip rate and the actual slip rate of the left rear wheel to obtain the slip control torque feedback of the left rear wheel. For example, the difference between the target slip rate and the actual slip rate of the left rear wheel is used as the input of the PID controller. After the proportional, integral, and differential terms are added, the slip control torque feedback of the left rear wheel is obtained. In addition, the actual torque of the left rear wheel at the moment of slip control activation is input as the slip control torque feedforward of the left rear wheel into the torque calculation model constructed based on the PID algorithm. The actual torque of the left rear wheel can be calculated using the following formula (4). Subsequently, the slip control torque feedforward of the left rear wheel and the slip control torque feedback of the left rear wheel are added to obtain the slip control torque of the left rear wheel. The obtained slip ratio control torque is transmitted to the left rear wheel, and the left rear wheel is controlled to output the slip ratio control torque, thereby adjusting the slip ratio of the left rear wheel.

[0227] The actual torque of the left rear wheel = the actual torque of the right rear wheel = the actual torque of the rear motor * the speed ratio of the rear axle reducer * the assembly mechanical efficiency of the rear motor * 0.5 (4).

[0228] It should be noted that the calculation logic of the slip ratio control torque of the right rear wheel is the same as that of the left rear wheel.

[0229] In this embodiment, the target torque of the motor disposed between the front wheels=0.

[0230] In this embodiment, the target torque of the motor deployed between the rear wheels can be calculated as follows: if the sideslip control state of the left rear wheel and / or the sideslip control state of the right rear wheel is activated, the target torque of the motor deployed between the rear wheels is calculated according to the above formula (2); if the sideslip control state of the left rear wheel and the sideslip control state of the right rear wheel are activated, the target torque of the motor deployed between the rear wheels is calculated according to the above formula (3).

[0231] Figure 4(e) is a schematic diagram of data interaction between a vehicle and a server according to an embodiment of the present invention. As shown in Figure 4(e), vehicle 430 can upload the calculated target torque to server 431, and server 431 can send the vehicle's historical drift information to vehicle 430, wherein the historical drift information can be used to represent the historical torque of the motor under various drift states within a historical period.

[0232] In this embodiment, based on the target slip information of at least one rear wheel that can be determined based on the actual side slip information and the target side slip information obtained above, the target degree of side slip of the rear wheel relative to the ground it contacts at a future moment can be determined in combination with the actual slip information of the rear wheel. According to the target degree of side slip of the rear wheel relative to the ground it contacts and the actual degree of side slip of the rear wheel relative to the ground it contacts, the target torque of the motor deployed between the rear wheels can be determined, and according to the target torque of the motor, the motor can be driven to control the rear wheels of the vehicle, thereby achieving the purpose of adjusting the degree of side slip of the rear wheel relative to the ground, thereby solving the technical problem of low accuracy of drift control of the vehicle, and further achieving the technical effect of improving the accuracy of drift control of the vehicle.

[0233] According to another aspect of the embodiments of the present invention, corresponding to the embodiments of the above-mentioned vehicle control method, this specification also provides a vehicle control device. Figure 5 is a structural block diagram of a vehicle control device according to an embodiment of the present invention. Figure 5 As shown, the vehicle control device 500 may include: an acquisition unit 502 , a first determination unit 504 , a second determination unit 506 and a driving unit 508 .

[0234] The acquisition unit 502 is used to obtain the actual lateral deviation information and target lateral deviation information of the vehicle in response to the vehicle being in the drift driving mode at the current moment, wherein the actual lateral deviation information is used to represent the actual lateral deviation angle of the center of mass of the vehicle, and the target lateral deviation information is used to represent the target lateral deviation angle of the center of mass.

[0235] The first determination unit 504 is used to determine target slip information of at least one rear wheel of the vehicle based on actual side slip information and target side slip information, wherein the target slip information is used to indicate a target degree of side slip of the rear wheel relative to the ground it contacts at a future moment, and the current moment is earlier than the future moment.

[0236] The second determining unit 506 is configured to determine a target torque of the motor disposed between the rear wheels based on the target slip information and actual slip information of the rear wheels, wherein the actual slip information is used to indicate an actual degree of sideslip of the rear wheels relative to the ground.

[0237] The drive unit 508 is used to drive the motor to control the rear wheels according to the target torque.

[0238] Optionally, the acquisition unit 502 may include: an acquisition module, used to acquire the actual yaw information of the vehicle, the actual lateral deviation gear information of the center of mass and the actual speed information of the vehicle, wherein the actual yaw information is used to indicate the actual speed of the vehicle's rotation around the vertical axis of the vehicle, and the actual lateral deviation gear information is used to indicate the actual degree of lateral deviation of the center of mass relative to the vehicle's driving direction; a first determination module, used to determine the target lateral deviation information based on the actual yaw information, the actual lateral deviation gear information and the actual speed information.

[0239] Optionally, the first determination module may include: a first determination submodule, used to determine the sign of the target lateral deviation information based on the actual yaw information and the preset yaw information, wherein the level of the drift driving mode to which the vehicle is currently located is higher than the level of the drift driving mode to which the vehicle is currently located at a historical moment, the preset yaw information is used to indicate a preset speed at which the vehicle rotates around a vertical axis, the historical moment is earlier than the current moment, and the symbol is used to indicate the direction of the target lateral deviation angle; a search submodule, used to search for preset lateral deviation information that matches the actual lateral deviation gear information and the actual speed information from a first target database, wherein the first target database includes different preset lateral deviation information that matches different actual lateral deviation gear information and different actual speed information; a combination submodule, used to combine the symbol with the preset lateral deviation information to obtain the target lateral deviation information.

[0240] Optionally, the preset yaw information includes first preset yaw information and second preset yaw information, and the sign of the first preset yaw information is different from the sign of the second preset yaw information. The first determination submodule can determine the sign of the target lateral deviation information based on the actual yaw information and the preset yaw information by executing the following steps: in response to the actual speed corresponding to the actual yaw information being greater than the target speed corresponding to the first preset yaw information, determining the sign to be the first sign; in response to the actual speed corresponding to the actual yaw information being less than the preset speed corresponding to the second preset yaw information, determining the sign to be the second sign, wherein the first sign is different from the second sign.

[0241] Optionally, the first determination unit 504 may include: a second determination module, used to determine first deviation information between the target lateral deviation information and the actual lateral deviation information in response to the vehicle's drift driving mode at the current moment being a stable drift mode; and a third determination module, used to determine the target slip information based on the first deviation information and the actual slip information.

[0242] Optionally, the third determination module may include: a processing submodule for adjusting the first deviation information and determining first actual slip information and second actual slip information from the actual slip information, wherein the first actual slip information is used to indicate the actual degree of sideslip of a first rear wheel among the rear wheels relative to the ground, and the second actual slip information is used to indicate the actual degree of sideslip of a second rear wheel among the rear wheels relative to the ground, and the direction of the first rear wheel is opposite to that of the second rear wheel; a second determination submodule for determining the sum of the adjusted first deviation information and the first actual slip information as the target slip information in response to the actual degree corresponding to the first actual slip information being less than the actual degree corresponding to the second actual slip information; and a third determination submodule for determining the sum of the adjusted first deviation information and the second actual slip information as the target slip information in response to the actual degree corresponding to the first actual slip information being greater than or equal to the actual degree corresponding to the second actual slip information.

[0243] Optionally, the second determination unit 506 may include: a fourth determination module for determining second deviation information between the target slip information and the first actual slip information; a first adjustment module for adjusting the second deviation information; a fifth determination module for determining the sum of the adjusted second deviation information and the first actual torque information as the first control torque of the first rear wheel, wherein the first actual torque information is used to represent the actual torque of the first rear wheel at the current moment; a sixth determination module for determining third deviation information between the target slip information and the second actual slip information; a second adjustment module for adjusting the third deviation information; a seventh determination module for determining the sum of the adjusted third deviation information and the second actual torque information as the second control torque of the second rear wheel, wherein the second actual torque information is used to represent the actual torque of the second rear wheel at the current moment; and an eighth determination module for determining the target torque based on the first control torque and the second control torque.

[0244] Optionally, the eighth determination module may include: a fourth determination submodule, for determining the first control torque as the target control torque in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being an activated state and the first control torque being less than the second control torque; or, determining the second control torque as the target control torque in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being an activated state and the first control torque being greater than or equal to the second control torque; a fifth determination submodule, for determining the first quotient between the required torque and the speed ratio of the reducer of the rear axle as the target torque in response to the required torque of the rear axle of the vehicle being less than the target control torque under the first target coefficient; or, determining the second quotient between the target control torque under the first target coefficient and the speed ratio as the target torque in response to the required torque being greater than or equal to the target control torque under the first target coefficient.

[0245] Optionally, the vehicle control device 500 may further include: a third determining unit for determining the first quotient as the target torque in response to the sideslip control state of the first rear wheel and the sideslip control state of the second rear wheel being inactive.

[0246] Optionally, the control device 500 of the vehicle may further include: a first search unit, used to search for preset deviation information matching the actual lateral deviation information from a second target database, wherein the second target database includes different preset deviation information matching different actual lateral deviation information; a third determination unit, used to determine fourth deviation information between the historical lateral deviation information and the actual lateral deviation information, wherein the historical lateral deviation information is used to represent the historical lateral deviation angle of the center of mass, and the fourth deviation information is used to represent the angle difference between the historical lateral deviation angle and the actual lateral deviation angle; a fourth determination unit, used to determine that the lateral slip control state of the first rear wheel is an activated state in response to the fourth deviation information satisfying the preset deviation information and the actual degree corresponding to the first actual slip information being greater than the target slip degree; a fifth determination unit, used to determine that the lateral slip control state of the second rear wheel is an activated state in response to the fourth deviation information satisfying the preset deviation information and the actual degree corresponding to the second actual slip information being greater than the target slip degree.

[0247] Optionally, the control device 500 of the vehicle may further include: a sixth determination unit for determining that the side slip control state of the first rear wheel is inactive in response to the first historical control torque of the first rear wheel at a historical moment being greater than or equal to the required torque of the rear axle of the vehicle at the second target coefficient, or the actual degree corresponding to the first actual slip information is less than or equal to the target slip degree, and the fourth deviation information does not meet the preset deviation information; a seventh determination unit for determining that the side slip control state of the second rear wheel is inactive in response to the second historical control torque of the second rear wheel at a historical moment being greater than or equal to the required torque of the rear axle at the second target coefficient, or the actual degree corresponding to the second actual slip information is less than or equal to the target slip degree, and the fourth deviation information does not meet the preset deviation information.

[0248] Optionally, the control device 500 of the vehicle may further include: a second search unit for searching for preset slip information matching the actual speed information of the vehicle from a third target database in response to the drift driving mode of the vehicle at the current moment being a stable driving mode / drifting mode, and determining the preset slip information as target slip information, wherein the third target database includes different preset slip information matching different actual speed information.

[0249] In this embodiment, the following units are provided in the control device of the vehicle: an acquisition unit, configured to acquire actual lateral deviation information and target lateral deviation information of the vehicle in response to the vehicle being in a drift driving mode at a current moment, wherein the actual lateral deviation information is used to indicate the actual lateral deviation angle of the center of mass of the vehicle, and the target lateral deviation information is used to indicate the target lateral deviation angle of the center of mass; a first determination unit, configured to determine target slip information of at least one rear wheel of the vehicle based on the actual lateral deviation information and the target lateral deviation information, wherein the target slip information is used to indicate the target degree of side slip of the rear wheel relative to the ground it contacts at a future moment, and the current moment is earlier than the future moment; a second determination unit, configured to determine the target torque of the motor deployed between the rear wheels based on the target slip information and the actual slip information of the rear wheels, wherein the actual slip information is used to indicate the actual degree of side slip of the rear wheels relative to the ground; a driving unit, configured to drive the motor to control the rear wheels according to the target torque, thereby achieving the purpose of adjusting the degree of side slip of the rear wheels relative to the ground, thereby solving the technical problem of low precision of drift control of the vehicle, and further achieving the technical effect of improving the precision of drift control of the vehicle.

[0250] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, which includes a stored executable program, wherein when the executable program runs, the device where the storage medium is located is controlled to execute any of the above methods.

[0251] According to another aspect of an embodiment of the present invention, a computer program product is provided. The computer program product includes a computer program, wherein the computer program implements any one of the above methods when executed by a processor.

[0252] According to another aspect of an embodiment of the present invention, a vehicle is provided, including: a memory storing an executable program; and a processor running the program, wherein the program executes any one of the above methods when running.

[0253] Figure 6 is a structural block diagram of a vehicle according to an embodiment of the present invention. Figure 6 As shown, the components of the vehicle 600 include but are not limited to a memory 610 and a processor 620. The processor 620 is connected to the memory 610 via a bus 630, and the database 650 is used to store data.

[0254] The vehicle 600 may also include an access device 640 that enables the vehicle 600 to communicate via one or more networks 660. Examples of such networks include a Public Switched Telephone Network (PSTN), a Local Area Network (LAN), a Wide Area Network (WAN), a Personal Area Network (PAN), or a combination of communication networks such as the Internet. The access device 640 may include one or more of any type of network interface (e.g., a network interface controller (NIC)) whether wired or wireless, such as an IEEE 802.11 Wireless Local Area Network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC) interface, and the like.

[0255] In one embodiment of the present disclosure, the above components of the vehicle 600 and Figure 6 Other components not shown in the figure may also be connected to each other, for example, via a bus. Figure 6 The vehicle structure block diagram shown is for illustrative purposes only and is not intended to limit the scope of the present disclosure. Those skilled in the art may add or replace other components as needed.

[0256] It should be noted that the serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0257] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0258] In the several embodiments provided by the present invention, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are merely illustrative. For example, the division of units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, and can be electrical or other forms.

[0259] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected to achieve the purpose of the present embodiment according to actual needs.

[0260] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0261] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM), random access memory (RAM), mobile hard disk, magnetic disk or optical disk, etc., various media that can store program codes.

[0262] The above are only preferred embodiments of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that: include: In response to the vehicle being in a drift driving mode at a current moment, obtaining actual slip information and target slip information of the vehicle, wherein the actual slip information is used to represent an actual slip angle of a center of mass of the vehicle, and the target slip information is used to represent a target slip angle of the center of mass; determining target slip information of at least one rear wheel of the vehicle based on the actual slip information and the target slip information, wherein the target slip information represents a target degree of slip of the rear wheel relative to the ground it contacts at a future time, the current time being earlier than the future time; determining a target torque of a motor disposed between the rear wheels based on the target slip information and actual slip information of the rear wheels, wherein the actual slip information is used to indicate an actual degree of sideslip of the rear wheels relative to the ground; The motor is driven to control the rear wheels according to the target torque.

2. The method according to claim 1, characterized in that Obtaining target side deviation information of the vehicle, including: Acquiring actual yaw information of the vehicle, actual lateral deviation position information of the center of mass, and actual speed information of the vehicle, wherein the actual yaw information is used to indicate an actual speed of rotation of the vehicle around a vertical axis of the vehicle, and the actual lateral deviation position information is used to indicate an actual degree of lateral deviation of the center of mass relative to a traveling direction of the vehicle; The target yaw information is determined based on the actual yaw information, the actual yaw gear information, and the actual speed information.

3. The method according to claim 2, characterized in that Determining the target lateral deviation information based on the actual yaw information, the actual lateral deviation gear information, and the actual speed information includes: determining a sign of the target slip angle information based on the actual yaw information and preset yaw information, wherein the level of the drift driving mode in which the vehicle is currently operating is higher than the level of the drift driving mode in which the vehicle was previously operating, the preset yaw information indicates a preset speed of rotation of the vehicle about the vertical axis, the historical moment being earlier than the current moment, and the sign indicates a direction of the target slip angle; searching, from a first target database, for preset lateral deviation information that matches the actual lateral deviation gear position information and the actual speed information, wherein the first target database includes different preset lateral deviation information that matches different actual lateral deviation gear position information and different actual speed information; The symbol is combined with the preset lateral deviation information to obtain the target lateral deviation information.

4. The method according to claim 1, wherein The preset yaw information includes first preset yaw information and second preset yaw information, and a sign of the first preset yaw information is different from a sign of the second preset yaw information. Determining the sign of the target yaw information based on the actual yaw information and the preset yaw information includes: In response to an actual speed corresponding to the actual yaw information being greater than a preset speed corresponding to the first preset yaw information, determining that the sign is a first sign; In response to the actual speed corresponding to the actual yaw information being less than the preset speed corresponding to the second preset yaw information, the sign is determined to be a second sign, wherein the first sign is different from the second sign.

5. The method according to claim 1, wherein Determining target slip information of at least one rear wheel of the vehicle based on the actual slip information and the target slip information includes: In response to the drift driving mode of the vehicle being in a stable drift mode at the current moment, determining first deviation information between the target lateral deviation information and the actual lateral deviation information; The target slip information is determined based on the first deviation information and the actual slip information.

6. The method according to claim 5, characterized in that Determining the target slip information based on the first deviation information and the actual slip information includes: adjusting the first deviation information and determining first actual slip information and second actual slip information from the actual slip information, wherein the first actual slip information is used to indicate an actual degree of sideslip of a first rear wheel among the rear wheels relative to the ground, and the second actual slip information is used to indicate an actual degree of sideslip of a second rear wheel among the rear wheels relative to the ground, with a direction of the first rear wheel being opposite to a direction of the second rear wheel; In response to an actual degree corresponding to the first actual slip information being smaller than an actual degree corresponding to the second actual slip information, determining a sum of the adjusted first deviation information and the first actual slip information as the target slip information; In response to an actual degree corresponding to the first actual slip information being greater than or equal to an actual degree corresponding to the second actual slip information, a sum of the adjusted first deviation information and the second actual slip information is determined as the target slip information.

7. The method according to claim 6, characterized in that Determining a target torque of a motor disposed between the rear wheels based on the target slip information and actual slip information of the rear wheels includes: determining second deviation information between the target slip information and the first actual slip information; adjusting the second deviation information; and determining a sum of the adjusted second deviation information and first actual torque information as a first control torque of the first rear wheel, wherein the first actual torque information is used to represent an actual torque of the first rear wheel at a current moment; determining third deviation information between the target slip information and the second actual slip information; adjusting the third deviation information; and determining a sum of the adjusted third deviation information and second actual torque information as a second control torque for the second rear wheel, wherein the second actual torque information is used to represent an actual torque of the second rear wheel at the current moment; The target torque is determined based on the first control torque and the second control torque.

8. The method according to claim 1, characterized in that Determining the target torque based on the first control torque and the second control torque includes: In response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being in an activated state and the first control torque being less than the second control torque, the first control torque is determined as the target control torque; or, in response to the side slip control state of the first rear wheel and / or the side slip control state of the second rear wheel being in the activated state and the first control torque being greater than or equal to the second control torque, the second control torque is determined as the target control torque; In response to the required torque of the rear axle of the vehicle being less than the target control torque under the first target coefficient, a first quotient between the required torque and the speed ratio of the reducer of the rear axle is determined as the target torque; or, in response to the required torque being greater than or equal to the target control torque under the first target coefficient, a second quotient between the target control torque under the first target coefficient and the speed ratio is determined as the target torque.

9. The method according to claim 8, characterized in that The method further comprises: In response to the side slip control state of the first rear wheel and the side slip control state of the second rear wheel being in an inactive state, the first quotient is determined as the target torque.

10. The method according to claim 8, characterized in that The method further comprises: searching, from a second target database, for preset deviation information that matches the actual lateral deviation information, wherein the second target database includes different preset deviation information that matches different actual lateral deviation information; determining fourth deviation information between historical lateral deviation information and the actual lateral deviation information, wherein the historical lateral deviation information is used to represent a historical lateral deviation angle of the center of mass, and the fourth deviation information is used to represent an angular difference between the historical lateral deviation angle and the actual lateral deviation angle; In response to the fourth deviation information satisfying the preset deviation information and the actual degree corresponding to the first actual slip information being greater than the target slip degree, determining that the side slip control state of the first rear wheel is the activated state; In response to the fourth deviation information satisfying the preset deviation information and the actual degree corresponding to the second actual slip information being greater than the target slip degree, the side slip control state of the second rear wheel is determined to be the activated state.

11. The method according to claim 10, characterized in that The method further comprises: In response to a first historical control torque of the first rear wheel at a historical moment being greater than or equal to a required torque of the rear axle of the vehicle at a second target coefficient, or an actual degree corresponding to the first actual slip information being less than or equal to the target slip degree, and the fourth deviation information not satisfying the preset deviation information, determining that the side slip control state of the first rear wheel is in an inactive state; In response to the second historical control torque of the second rear wheel at the historical moment being greater than or equal to the required torque of the rear axle at the second target coefficient, or the actual degree corresponding to the second actual slip information being less than or equal to the target slip degree, and the fourth deviation information not meeting the preset deviation information, the side slip control state of the second rear wheel is determined to be the inactivated state.

12. The method according to any one of claims 1 to 11, characterized in that The method further comprises: In response to the drift driving mode of the vehicle at the current moment being a stable driving mode / drifting mode, preset slip information matching the actual speed information of the vehicle is searched from a third target database, and the preset slip information is determined as the target slip information, wherein the third target database includes different preset slip information matching different actual speed information.

13. A vehicle control method, characterized in that: include: an acquiring unit, configured to acquire actual slip information and target slip information of the vehicle in response to the vehicle currently being in a drift driving mode, wherein the actual slip information is used to represent an actual slip angle of the center of mass of the vehicle, and the target slip information is used to represent a target slip angle of the center of mass; a first determining unit configured to determine target slip information of at least one rear wheel of the vehicle based on the actual slip information and the target slip information, wherein the target slip information represents a target degree of slip of the rear wheel relative to the ground it contacts at a future time, the current time being earlier than the future time; a second determining unit, configured to determine a target torque of a motor disposed between the rear wheels based on the target slip information and actual slip information of the rear wheels, wherein the actual slip information is used to indicate an actual degree of sideslip of the rear wheels relative to the ground; A drive unit is configured to drive the motor to control the rear wheels according to the target torque.

14. A processor, characterized in that: The processor is configured to run a program, wherein the program, when run by the processor, executes the vehicle control method according to any one of claims 1 to 12.

15. A vehicle, characterized in that: include: a memory storing an executable program; A processor is used to run the program, wherein the program, when running, executes the vehicle control method according to any one of claims 1 to 12.

16. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored executable program, wherein when the executable program is run, the device where the storage medium is located is controlled to execute the vehicle control method according to any one of claims 1 to 12.

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