Control method, device, processor, vehicle and storage medium of vehicle

Abstract

The application discloses a kind of control method, device, processor, vehicle and storage medium of vehicle, the method can include: in response to vehicle in current time is in drift driving mode, the actual side deviation information and target side deviation information of vehicle are acquired, wherein actual side deviation information is used to indicate the actual side deviation angle of the mass center of vehicle, target side deviation information is used to indicate the target side deviation angle of mass center;Based on actual side deviation information and target side deviation information, at least one rear wheel of vehicle target slip information is determined, wherein target slip information is used to indicate the target degree of rear wheel relative to the ground contacted to produce side slip in future time;Based on target slip information and the actual slip information of rear wheel, the target torque of motor deployed between rear wheel is determined;According to target torque, drive motor controls rear wheel.The present application solves the technical problem of low precision of vehicle drift control.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to a vehicle control method, apparatus, processor, vehicle, and storage medium. Background Technology

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

[0003] There is currently no effective solution to the technical problem of low drift control precision in the aforementioned vehicles. Summary of the Invention

[0004] This invention provides a vehicle control method, apparatus, 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 the present invention, a vehicle control method is provided, the method comprising: in response to the vehicle being in a drift driving mode at a current moment, acquiring actual lateral slip information and target lateral slip information of the vehicle, wherein the actual lateral slip information is used to represent the actual lateral slip angle of the vehicle's center of gravity, and the target lateral slip information is used to represent the target lateral slip angle of the center of gravity; determining target slip information of at least one rear wheel of the vehicle based on the actual lateral slip information and the target lateral slip 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 is in contact with at a future moment, and the current moment is earlier than 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, wherein the actual slip information is used to represent the actual degree of lateral slip of the rear wheels relative to the ground; and driving the motor to control the rear wheels according to the target torque.

[0006] Optionally, the target lateral information of the vehicle is obtained, including: obtaining the actual yaw information of the vehicle, the actual lateral gear information of the center of gravity, and the actual speed information of the vehicle, wherein the actual yaw information is used to represent the actual speed of the vehicle rotating around the vertical axis of the vehicle, and the actual lateral gear information is used to represent the actual degree of lateral deviation of the center of gravity relative to the direction of travel of the vehicle; and the target lateral information is determined based on the actual yaw information, the actual lateral gear information, and the actual speed information.

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

[0008] Optionally, the preset yaw information includes first preset yaw information and second preset yaw information, wherein the symbol of the first preset yaw information is different from the symbol of the second preset yaw information. Determining the symbol of the target yaw information based on the actual yaw information and the preset yaw information includes: determining the symbol as a first symbol 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; and determining the symbol as a second symbol 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, wherein the first symbol is different from the second symbol.

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

[0010] Optionally, determining target slip information based on first deviation information and 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 represents the actual degree of sideslip of the first rear wheel relative to the ground, and the second actual slip information represents 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 the direction 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, determining the sum between 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 greater than or equal to the actual degree corresponding to the second actual slip information, determining the sum between the adjusted first deviation information and the second actual slip information as the target slip information.

[0011] Optionally, 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 includes: determining a 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 a 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, determining the target torque based on the first control torque and the second control torque includes: determining the first control torque as the target control torque in response to the active state of the sideslip control of the first rear wheel and / or the second rear wheel, 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 active state of the sideslip control of the first rear wheel and / or the second rear wheel, and the first control torque being greater than or equal to the second control torque; determining the target torque as the first quotient between the demand torque and the speed ratio of the rear axle reducer in response to the demand torque being less than the target control torque under the first target coefficient; or, determining the target torque as the second quotient between the target control torque under the first target coefficient and the speed ratio in response to the demand torque being greater than or equal to the target control torque under the first target coefficient.

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

[0014] Optionally, the method further includes: searching for preset deviation information matching the actual lateral slip information from a second target database, wherein the second target database includes different preset deviation information matching different actual lateral slip information; determining a fourth deviation information between historical lateral slip information and actual lateral slip information, wherein the historical lateral slip information is used to represent the historical lateral slip angle of the centroid, and the fourth deviation information is used to represent the angle difference between the historical lateral slip angle and the actual lateral slip 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 the lateral slip control state of the first rear wheel to be active; 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 the lateral slip control state of the second rear wheel to be active.

[0015] Optionally, the method further includes: 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 rear axle of the vehicle under a second target coefficient, or the 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 sideslip control state of the first rear wheel is inactive; 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 under 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 satisfying the preset deviation information, determining that the sideslip control state of the second rear wheel is inactive.

[0016] Optionally, the method further includes: in response to the vehicle being in a stable driving mode / drift mode at the current moment, searching for preset slip information that matches 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 that matches different actual speed information.

[0017] According to another aspect of the present invention, a vehicle control device is also provided, which may include: an acquisition unit, configured to acquire actual lateral slip information and target lateral slip information of the vehicle in response to the vehicle being in a drift driving mode at a current moment, wherein the actual lateral slip information is used to represent the actual lateral slip angle of the vehicle's center of gravity, and the target lateral slip information is used to represent the target lateral slip angle of the center of gravity; a first determination unit, configured to determine target slip information of at least one rear wheel of the vehicle based on the actual lateral slip information and the target lateral slip information, wherein the target slip information is used to represent the target degree of lateral slip of the rear wheel relative to the contacted ground 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 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 wheels relative to the ground; and a drive unit, configured to drive 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 vehicle's actual yaw information, the actual lateral shift information of the center of gravity, and the vehicle's actual speed information, wherein the actual yaw information is used to represent the actual speed at which the vehicle rotates around its vertical axis, and the actual lateral shift information is used to represent the actual degree to which the center of gravity shifts laterally relative to the vehicle's direction of travel; and a first determination module, used to determine the target lateral shift information based on the actual yaw information, the actual lateral shift information, and the actual speed information.

[0019] Optionally, the first determining module may include: a first determining submodule, used to determine the symbol of the target yaw 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 in is higher than the level of the drift driving mode to which the vehicle is in a historical time, the preset yaw information is used to represent the preset speed of the vehicle's rotation around the vertical axis, the historical time is earlier than the current time, and the symbol is used to represent the direction of the target yaw angle; a searching submodule, used to search for preset yaw information that matches the actual yaw gear information and the actual speed information from a first target database, wherein the first target database includes different preset yaw information that matches different actual yaw gear information and different actual speed information; and a combining submodule, used to combine the symbol and the preset yaw information to obtain the target yaw information.

[0020] Optionally, the preset yaw information includes first preset yaw information and second preset yaw information, and the symbol of the first preset yaw information is different from the symbol of the second preset yaw information. The first determining submodule can determine the symbol of the target yaw information based on the actual yaw information and the preset yaw information by performing 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, the symbol is determined to be the first symbol; 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 symbol is determined to be the second symbol, wherein the first symbol is different from the second symbol.

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

[0022] Optionally, the third determining module may include: a processing submodule, configured to adjust the first deviation information and determine the first actual slip information and the second actual slip information from the actual slip information, wherein the first actual slip information represents the actual degree of sideslip of the first rear wheel relative to the ground, and the second actual slip information represents the actual degree of sideslip of the second rear wheel relative to the ground, with the direction of the first rear wheel being opposite to that of the second rear wheel; a second determining submodule, configured to determine 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 determining submodule, configured to determine 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 determining unit may include: a fourth determining module, used to determine a second deviation information between the target slip information and the first actual slip information; a first adjusting module, used to adjust the second deviation information; a fifth determining module, used to determine 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 determining module, used to determine a third deviation information between the target slip information and the second actual slip information; a second adjusting module, used to adjust the third deviation information; a seventh determining module, used to determine 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 determining module, used to determine the target torque based on the first control torque and the second control torque.

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

[0025] Optionally, the vehicle control device may further include: a third determining unit, configured to determine 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 vehicle control device may further include: a first search unit, configured to search for preset deviation information matching the actual lateral slip information from a second target database, wherein the second target database includes different preset deviation information matching different actual lateral slip information; a third determination unit, configured to determine fourth deviation information between historical lateral slip information and actual lateral slip information, wherein the historical lateral slip information is used to represent the historical lateral slip angle of the center of mass, and the fourth deviation information is used to represent the angle difference between the historical lateral slip angle and the actual lateral slip angle; a fourth determination unit, configured to determine the lateral slip control state of the first rear wheel as active 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; and a fifth determination unit, configured to determine the lateral slip control state of the second rear wheel as active 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 vehicle control device may further include: a sixth determining unit, configured to determine that the sideslip control state of the first rear wheel is inactive in response to a first historical control torque of the first rear wheel at a historical time being greater than or equal to the required torque of the rear axle of the vehicle under a second target coefficient, or the 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; and a seventh determining unit, configured to determine that the sideslip control state of the second rear wheel is inactive in response to a second historical control torque of the second rear wheel at a historical time being greater than or equal to the required torque of the rear axle under 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 satisfying the preset deviation information.

[0028] Optionally, the vehicle control device may further include: a second search unit, configured to, in response to the vehicle being in a stable driving mode / drift mode at the current moment, search a third target database for preset slip information that matches the vehicle's actual speed information, and determine the preset slip information as target slip information, wherein the third target database includes different preset slip information that matches different actual speed information.

[0029] According to another aspect of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program, when running, performs the method described in any of the above.

[0030] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, the device where the storage medium is located executes any of the methods described above.

[0031] According to another aspect of the present invention, a computer program product is also provided, the computer program product comprising a computer program, wherein the computer program, when executed by a processor, implements the method of any of the above.

[0032] In this embodiment of the invention, when the assisted vehicle is drifting, the actual lateral slip information and the target lateral slip information of the vehicle can be obtained. Based on the obtained actual lateral slip information and the target lateral slip 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 wheel, 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. In this embodiment, based on the actual side slip information and the target side slip information obtained above, the target slip information of at least one rear wheel can be determined. Combined with the actual slip information of the rear wheel, the target degree of side slip of the rear wheel relative to the ground it contacts at a future time can be determined. Based on 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. According to the target torque of the motor, the motor can be driven to control the rear wheels of the vehicle. This achieves 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 vehicle drift control and achieving the technical effect of improving the accuracy of vehicle drift control. Attached Figure Description

[0033] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0034] Figure 1(a) is a schematic diagram of an application scenario of a vehicle control method according to an embodiment of the present invention;

[0035] Figure 1(b) is a flowchart of a vehicle control method according to an embodiment of the present invention;

[0036] Figure 2(a) is a schematic diagram of a drive type of a vehicle according to an embodiment of the present invention;

[0037] Figure 2(b) is a schematic diagram of another type of vehicle drive according to an embodiment of the present invention;

[0038] Figure 2(c) is a schematic diagram of another type of vehicle drive according to an embodiment of the present invention;

[0039] Figure 2(d) is a schematic diagram of another type of vehicle drive according to an embodiment of the present invention;

[0040] Figure 2(e) is a schematic diagram of another type of vehicle drive according to an embodiment of the present invention;

[0041] Figure 3(a) is a schematic diagram of the control architecture of a vehicle drift mode according to an embodiment of the present invention;

[0042] Figure 3(b) is a schematic diagram of the migration process of a vehicle in a drift state according to an embodiment of the present invention;

[0043] Figure 4(a) is a flowchart of a method for calculating the side deflection angle of a target centroid according to an embodiment of the present invention;

[0044] Figure 4(b) is a flowchart of a method for calculating a target slip ratio according to an embodiment of the present invention;

[0045] Figure 4(c) is a schematic diagram of a model for determining the target slip ratio of a vehicle in a stable drift state according to an embodiment of the present invention;

[0046] Figure 4(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] Figure 4(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 This is a structural block diagram of a vehicle control device according to an embodiment of the present invention;

[0049] Figure 6 This is a structural block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0050] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0051] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

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

[0053] As an optional implementation, the vehicle control method described above can be applied, 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, the mobile terminal 10 can communicate with the server 13 through the network 11, but is not limited to. The server 13 can perform operations on the database, such as writing data or reading data. The mobile terminal 10 can be a terminal device, which can include, but is not limited to, a human-machine interaction screen, a processor, and a memory. The human-machine interaction screen can be used to display virtual machines, etc., on the mobile terminal 10. The vehicle 12 can be used, but is not limited to, responding to the above human-machine interaction operation, performing corresponding operations, or generating corresponding instructions and sending the generated instructions to the server 13. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than that shown here.

[0054] For example, the vehicle control method in this application can be used to provide drift control functionality for vehicles in different preset application scenarios. These preset application scenarios can include the following scenarios in the vehicle field: autonomous driving for commuting, AI-powered driver assistance for family cars, automatic parking assistance (APA) scenarios (such as memory parking for self-owned parking spaces in garages, intelligent parking for designated parking spaces in parking lots, etc.), and navigation-guided pilot (NGP) scenarios in urban or highway areas. Furthermore, these preset application scenarios may also include, but are not limited to: intelligent transportation scenarios for intelligent driving trucks or unmanned trucks in the logistics and transportation field, and intelligent farming scenarios for autonomous agricultural vehicles in the agricultural machinery field.

[0055] When the aforementioned preset application scenario is a scenario in a field other than the vehicle field, those skilled in the art should understand that the vehicle in the above-mentioned vehicle route matching method can be replaced with other objects (e.g., agricultural machinery, drones, and robots), and correspondingly, the various devices and systems included in the vehicle can be replaced with devices and systems related to other objects. Based on this, this application embodiment takes the vehicle field as an example to illustrate the specific implementation of the above-mentioned vehicle control method.

[0056] Figure 1(b) is a flowchart of a vehicle control method according to an embodiment of the present invention. As shown in Figure 1(b), the method may include the following steps:

[0057] Step S112: In response to the vehicle being in drift driving mode at the current moment, obtain the vehicle's actual lateral deviation information and target lateral deviation information.

[0058] In the technical solution provided by step S112 of the present invention, the above-mentioned actual side slip information can be used to represent the actual side slip angle of the vehicle's center of gravity. For example, the actual side slip angle of the center of gravity can also be called, but is not limited to, the actual center of gravity side slip angle.

[0059] In this embodiment, the target lateral deviation information can be used to represent the target lateral deviation angle of the centroid. For example, the target lateral deviation angle of the centroid can also be called, but is not limited to, the target centroid lateral deviation angle.

[0060] In this embodiment, the aforementioned drift driving mode can be used to represent the drift state of the vehicle. For example, the drift state of the vehicle can also be called, but is not limited to, the drift mode state. The aforementioned drift mode state can include: the drift mode off state, the stable driving state, the drift initiation state, and the stable drift state. The stable driving state can be used to represent the vehicle being in a normal driving state or the stable state before the vehicle starts to drift. The drift initiation state can be used to represent the vehicle starting to enter the drift state, which is an intermediate state for the vehicle to transition from the stable driving state to the stable drift state. The stable drift state can be used to represent the drift state of the vehicle after counter-steering to initiate a drift.

[0061] In this embodiment, in response to the vehicle being in drift driving mode at the current moment, the vehicle's actual lateral slip information and target lateral slip information are acquired. Optionally, this embodiment detects the vehicle's current driving mode to obtain a detection result, which can be used to represent the relationship between the vehicle's current driving mode and the drift driving mode; if the obtained detection result indicates that the vehicle is currently in drift driving mode, then the vehicle's actual lateral slip information and target lateral slip information can be acquired.

[0062] Optionally, if the above detection results indicate that the vehicle is in a drift driving mode at the current moment, the actual lateral information of the vehicle can be obtained from the actual driving information of the vehicle. The actual driving information may include at least the actual speed information, actual position information and actual lateral information of the vehicle at the current moment. The actual speed information can be used to represent the actual speed of the vehicle, and the actual position information can be used to represent the actual position of the vehicle.

[0063] Optionally, if the detection results indicate that the vehicle is currently in a drift driving mode, then the target lateral information of the vehicle can be determined based on preset lateral information. This preset lateral information can be used to represent a preset lateral angle of the center of gravity, and it can be stored in a first target database. For example, the first target database can be, but is not limited to, data tables, data graphs, and data documents that include at least the preset lateral information; this is merely an example and not a specific limitation.

[0064] Optionally, if the above detection results indicate that the vehicle is not in a drift driving mode at the current moment, then the detection of the vehicle's driving mode at each moment after the current moment continues until the detection results indicate that the vehicle is in a drift driving mode at the current moment.

[0065] Step S114: Based on the actual lateral slip information and the target lateral slip information, determine the target slip information of at least one rear wheel of the vehicle.

[0066] In the technical solution provided by step S114 of the present invention, the target slip information can be used to indicate the target degree of the rear wheel's sideslip relative to the ground it is in contact with at a future time. For example, the ground can include at least one of the following: the ground of a town street, the ground of a city road, and the ground of a racetrack, etc. The target degree can be reflected by the target slip rate of the rear wheel at a future time.

[0067] In this embodiment, the current time mentioned above may be earlier than the future time mentioned above.

[0068] In this embodiment, after acquiring the vehicle's actual lateral slip information and target lateral slip information in response to the vehicle being in a drift driving mode at the current moment, target slip information of at least one rear wheel of the vehicle is determined based on the actual lateral slip information and target lateral slip information. Optionally, this embodiment performs pattern recognition on the drift driving mode in which the vehicle is currently in based on the acquired actual lateral slip information and target lateral slip information to obtain a recognition result. The recognition result can be used to represent the relationship between the drift driving mode and a stable drift mode, whereby the stable drift mode can be used to represent the vehicle's stable drift state. If the detected recognition result indicates that the drift driving mode is a stable drift mode, then the target slip information of at least one rear wheel of the vehicle can be determined based on the acquired actual lateral slip information and target lateral slip information.

[0069] Optionally, if the detected identification result indicates that the above drift driving mode is not a stable driving mode / drift initiation mode, then the preset slip information matched with 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 represent the stable driving state of the vehicle, and the drift initiation mode can be used to represent the drift initiation state of the vehicle.

[0070] Step S116: Based on the target slip information and the actual slip information of the rear wheels, determine the target torque of the motor deployed between the rear wheels.

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

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

[0073] It should be noted that the method described above 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 is merely an illustrative example and is not intended to impose specific limitations. Any process or method that can determine the target torque of the motor deployed between the rear wheels based on the deviation information between the determined 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 protection scope of the embodiments of this application, and will not be described in detail here.

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

[0075] In the technical solution provided by step S118 of the present invention, after 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, the motor is driven to control the rear wheels according to the target torque. Optionally, this embodiment, based on determining the target torque of the motor deployed 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 solving the technical problem of low drift control accuracy of the vehicle, and thus achieving the technical effect of improving the drift control accuracy of the vehicle.

[0076] It should be noted that the vehicle control method in this application embodiment can also be applied to at least the following scenarios: autonomous driving scenario, assisted driving scenario, and passive driving scenario (which can be simply referred to as human-driven scenario). Specifically, the autonomous driving scenario can be used to represent a scenario where the vehicle's control system controls the vehicle's driving during the driving process, and the driver does not need to maintain control or supervision of the driving; the assisted driving scenario can be used to represent a scenario where the vehicle's control system provides auxiliary functions during the driving process, but the driver still needs to maintain control and supervision of the driving; and the passive driving scenario can be used to represent a scenario where the driver controls the vehicle to complete driving operations.

[0077] In AI-powered assisted driving systems for autonomous vehicles, the commuter mode typically refers to a driving mode designed specifically for commuting to and from get off work or daily commutes. The AI-powered assisted driver collects data by learning the user's driving routes and behaviors. Once the learning process is complete, the collected data is filtered and checked, and then automatically uploaded to a cloud server to construct a cloud-based map. The next time the user chooses the same route, the AI-powered assisted driver is activated, and the vehicle is driven to its destination according to the constructed cloud map. Matching and complementing offline maps with the constructed cloud map improves the accuracy of the cloud map.

[0078] In steps S112 to S118 of this application, when the auxiliary vehicle is drifting, the actual lateral slip information and target lateral slip information of the vehicle can be obtained. Based on the obtained actual lateral slip information and target lateral slip 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 wheel, 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. In this embodiment, based on the actual side slip information and the target side slip information obtained above, the target slip information of at least one rear wheel can be determined. Combined with the actual slip information of the rear wheel, the target degree of side slip of the rear wheel relative to the ground it contacts at a future time can be determined. Based on 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. According to the target torque of the motor, the motor can be driven to control the rear wheels of the vehicle. This achieves 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 vehicle drift control and achieving the technical effect of improving the accuracy of vehicle drift control.

[0079] The method described in this embodiment will be further described below.

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

[0081] In this embodiment, the aforementioned actual yaw information can be used to represent the actual speed at which the vehicle rotates around its vertical axis. The turning axis of the vehicle can also be referred to as the vehicle's center of gravity during a turn, and this center of gravity exists on the vehicle's vertical axis. Therefore, the aforementioned actual yaw information can also be understood as the actual speed at which the vehicle rotates around the turning axis. For example, the aforementioned actual yaw information can be the vehicle's actual yaw angular velocity.

[0082] In this embodiment, the aforementioned actual lateral deflection gear information can be used to represent the actual degree of lateral deflection of the center of gravity relative to the vehicle's direction of travel. For example, the aforementioned actual lateral deflection gear information can be the lateral deflection angle gear of the vehicle's center of gravity, which can include: low gear, medium gear, and high gear. The actual degree of lateral deflection of the center of gravity relative to the direction of travel corresponding to the low gear is lower than the actual degree of lateral deflection of the center of gravity relative to the direction of travel corresponding to the medium gear, and the actual degree of lateral deflection of the center of gravity relative to the direction of travel corresponding to the medium gear is lower than the actual degree of lateral deflection of the center of gravity relative to the direction of travel corresponding to the high gear.

[0083] In this embodiment, the actual yaw information, actual lateral shift information of the center of gravity, and actual speed information of the vehicle are acquired. Optionally, this embodiment detects the driving mode of the vehicle at the current moment and obtains a detection result. If the detection result indicates that the vehicle is in a drift driving mode at the current moment, then the actual yaw information, actual lateral shift information of the center of gravity, and actual speed information of the vehicle can be obtained from the actual driving information of the vehicle. This achieves the goal of acquiring vehicle driving data and thus realizes the technical effect of improving the accuracy of driving data.

[0084] It should be noted that the above-mentioned actual driving information may include at least the above-mentioned actual yaw information, the above-mentioned actual lateral gear information, the above-mentioned actual speed information, as well as the vehicle's actual position information and actual lateral information at the current moment. This is only an example and is not specifically limited.

[0085] In this embodiment, after acquiring the vehicle's actual yaw information, the actual lateral shift gear information of the center of gravity, and the vehicle's actual speed information, the target lateral shift information is determined based on these three information. Optionally, this embodiment, based on the acquired actual yaw information, actual lateral shift gear information, and actual speed information, can determine the sign of the target lateral shift information according to the acquired actual yaw information and preset yaw information, and find preset lateral shift information that matches the acquired actual lateral shift gear information and actual speed information. Based on the determined sign of the target lateral shift information and the found preset lateral shift information, the vehicle's target lateral shift information can be determined. Since the target lateral shift information can be determined based on the determined sign of the target lateral shift information and the found preset lateral shift information, the target lateral shift information can be determined, thereby achieving the goal of determining the target lateral shift angle of the center of gravity, and thus realizing the technical effect of improving the accuracy of the target lateral shift angle of the center of gravity.

[0086] The method for determining target lateral information based on actual yaw information, actual lateral gear information, and actual speed information in the above embodiment will be further explained below.

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

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

[0089] In this embodiment, the aforementioned preset yaw information can be used to represent a preset speed at which the vehicle rotates around its vertical axis. For example, the preset yaw information can be the vehicle's preset yaw angular velocity, which can be +9 or -10. These values ​​are only illustrative and are not specifically limited.

[0090] In this embodiment, the sign of the target lateral deviation information can be used to represent the direction of the target lateral deviation angle. For example, the sign of the target lateral deviation information can be positive (e.g., +1) or negative (e.g., -1).

[0091] In this embodiment, the first target database may include different preset lateral information that matches different actual lateral gear information and different actual speed information. The preset lateral information may be used to represent the preset lateral angle of the vehicle's center of gravity. The preset lateral information may also be called, but is not limited to, the preset center of gravity lateral angle.

[0092] In this embodiment, after acquiring the actual yaw information, actual lateral shift gear information, and actual speed information, the sign of the target lateral shift information is determined based on the actual yaw information and preset yaw information. Preset lateral shift information matching the actual lateral shift gear information and actual speed information is then searched from the first target database. Optionally, based on the acquired actual lateral shift information and target lateral shift information, this embodiment performs pattern recognition on the drift driving mode the vehicle is currently in, obtaining 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 the vehicle is currently in is higher than the level of the drift driving mode the vehicle was in at the previous moment, then based on the relationship between the acquired actual yaw information and preset yaw information, the sign of the target lateral shift information can be determined. Furthermore, from the different preset lateral shift information included in the first target database, preset lateral shift information matching the actual lateral shift gear information and actual speed information can be found, thereby achieving the purpose of determining the sign of the target lateral shift information and acquiring the preset lateral shift information.

[0093] In this embodiment, after determining the symbol of the target lateral deviation information and finding preset lateral deviation information that matches the actual lateral deviation gear information and actual speed information, the symbol and the preset lateral deviation information are combined to obtain the target lateral deviation information. Optionally, this embodiment, based on determining the symbol of the target lateral deviation information and finding the preset lateral deviation information, combines the symbol and the preset lateral deviation information to obtain combined preset lateral deviation information. The combined preset lateral deviation information is then determined as the target lateral deviation information, thereby achieving the goal of determining the vehicle's target lateral deviation information and realizing the technical effect of improving the accuracy of the vehicle's target lateral deviation information.

[0094] Optionally, combining the symbol with preset lateral deviation information yields combined preset lateral deviation information. This combined preset lateral deviation information can then be used as the target lateral deviation information using the following formula:

[0095] Target centroid sideslip angle = Sign of target centroid sideslip angle * Preset value of centroid sideslip angle (1).

[0096] The method for determining the sign of target lateral deviation information based on actual lateral information and preset lateral information in this embodiment will be further explained below.

[0097] As an optional embodiment, the preset yaw information includes first preset yaw information and second preset yaw information. The symbol of the first preset yaw information is different from the symbol of the second preset yaw information. Determining the symbol of the target yaw information based on the actual yaw information and the preset yaw information includes: determining the symbol as a first symbol 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; and determining the symbol as a second symbol 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.

[0098] In this embodiment, the preset yaw information may include first preset yaw information and second preset yaw information. The preset speed corresponding to the first preset yaw information is greater than the preset speed corresponding to the second preset yaw information, and the sign of the first preset yaw information is different from the 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 mentioned above can be, but is not limited to, +10 r / s, and the second preset yaw information mentioned above can be, but is not limited to, -11 r / s. The values ​​here are only for illustrative purposes and are not specifically limited.

[0101] In this embodiment, after acquiring the actual yaw information, 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, the sign is determined to be the first sign. Optionally, based on acquiring the actual yaw information, this embodiment compares the actual speed corresponding to the acquired actual yaw information with the preset speed corresponding to the first preset yaw information and the preset speed corresponding to the second preset yaw information to obtain a comparison result. The comparison result can be used to represent the relationship between the actual speed corresponding to the actual yaw information and the preset speed corresponding to the first preset yaw information and the second preset yaw information. If the obtained comparison result indicates that the actual speed corresponding to the acquired actual yaw information is greater than the preset speed corresponding to the first preset yaw information, then the sign of the target yaw information is determined to be the first sign, thereby achieving the purpose of determining the sign of the target yaw information and realizing the technical effect of improving the accuracy of the vehicle's target yaw information.

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

[0103] In this embodiment, after acquiring the actual yaw information, actual lateral shift information, and actual speed information, 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 the second sign. Optionally, based on acquiring the actual yaw information, this embodiment compares the actual speed corresponding to the acquired actual yaw information with the preset speed corresponding to the first preset yaw information and the 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 acquired actual yaw information is less than the preset speed corresponding to the second preset information, then the sign of the target lateral shift information is determined to be the second sign, thereby achieving the purpose of determining the sign of the target lateral shift information and realizing the technical effect of improving the accuracy of the vehicle's target lateral shift information.

[0104] For example, if 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, then 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 yaw information is determined to be "+1". This is only an example and is not a specific limitation.

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

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

[0107] In this embodiment, the first deviation information can be the difference between the target centroid sideslip angle and the actual centroid sideslip angle.

[0108] In this embodiment, after acquiring the vehicle's actual sideslip information and target sideslip information in response to the vehicle being in a drift driving mode at the current moment, and in response to the vehicle being in a stable drift driving mode at the current moment, a first deviation information between the target sideslip information and the actual sideslip information is determined. Optionally, based on the acquired actual sideslip information and target sideslip information, this embodiment performs pattern recognition on the vehicle's drift driving mode at the current moment to obtain a recognition result; if the detected recognition result indicates that the drift driving mode is a stable drift mode, then the difference between the acquired actual sideslip information and the acquired target sideslip information is calculated to obtain the first deviation information. This achieves the purpose of determining the difference between the target centroid sideslip angle and the actual centroid sideslip angle, realizing the technical effect of improving the accuracy of the angle deviation.

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

[0110] The method for determining target slip information based on the first deviation information and the actual slip information described in this embodiment will be further explained below.

[0111] As an optional embodiment, determining target slip information based on first deviation information and 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 represents the actual degree of sideslip of the first rear wheel relative to the ground, and the second actual slip information represents the actual degree of sideslip of the second rear wheel relative to the ground, with the directions of the first and second rear wheels being opposite; 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, determining the sum between 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 greater than or equal to the actual degree corresponding to the second actual slip information, determining the sum between the adjusted first deviation information and the second actual slip information as the target slip information.

[0112] In this embodiment, the aforementioned first actual slip information can be used to represent the actual degree to which the first rear wheel in the rear wheels sideslips relative to the ground.

[0113] In this embodiment, the aforementioned second actual slip information can be used to represent the actual degree to which the second rear wheel in the rear wheels sideslips relative to the ground, wherein the direction of the first rear wheel is opposite to the direction of the second rear wheel.

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

[0115] In this embodiment, in response to the vehicle's current drift mode being a stable drift mode, after determining the first deviation information between the target lateral slip information and the actual lateral slip information, 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. Optionally, based on the determined first deviation information between the target lateral slip information and the actual lateral slip information, this embodiment adjusts the determined first deviation information, and the first actual slip information and the second actual slip information can be determined from the actual slip information of the rear wheels. This achieves the goal of determining the actual degree of sideslip of the first rear wheel relative to the ground and the actual degree of sideslip of the second rear wheel relative to the ground, thus improving the accuracy of determining the actual degree of sideslip of the rear wheels relative to the ground.

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

[0117] In this embodiment, after adjusting the first deviation information and determining the first actual slip information and the second actual slip information from the actual slip information, in response to the fact that the actual degree corresponding to the first actual slip information is less than the actual degree corresponding to the second actual slip information, the sum between the adjusted first deviation information and the first actual slip information is determined as the target slip information. Optionally, in this embodiment, after adjusting the first deviation information and determining the first actual slip information and the second actual slip information, the actual degree corresponding to the determined first actual slip information is compared with the actual degree corresponding to the second actual slip information to obtain a comparison result. 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 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, the adjusted first deviation information and the first actual slip information are summed to obtain the sum between the first deviation information and the first actual slip information. The sum between 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. This achieves the purpose of determining the target degree of sideslip of the rear wheel relative to the ground it is in contact with at a future time, and realizes the technical effect of improving the accuracy of determining the target degree of sideslip of the rear wheel relative to the ground it is in contact with at a future time.

[0118] In this embodiment, after adjusting the first deviation information and determining the first actual slip information and the second actual slip information 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 between the adjusted first deviation information and the second actual slip information is determined as the target slip information. Optionally, in this embodiment, after adjusting the first deviation information and determining the first and second actual slip information, the actual degree corresponding to the determined first actual slip information is compared with the actual degree corresponding to the second actual slip information to obtain a comparison result. If the comparison result indicates that the actual degree corresponding to the first actual slip information is greater than or equal to the actual degree corresponding to the second actual slip information, the adjusted first deviation information and second actual slip information are summed to obtain the sum between the first deviation information and the second actual slip information. The sum between the first deviation information and the second actual slip information is then determined as the target slip information of at least one rear wheel of the vehicle. This achieves the goal of determining the target degree of sideslip of the rear wheel relative to the ground it is in contact with at a future time, and realizes the technical effect of improving the accuracy of determining the target degree of sideslip of the rear wheel relative to the ground it is in contact with at a future time.

[0119] The method 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 in the above embodiment will be further explained below.

[0120] As an optional embodiment, step S116, 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, includes: 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 can be the difference between the target degree corresponding to the target slip information and the actual degree corresponding to the first actual slip information.

[0122] In this embodiment, after determining the target slip information of at least one rear wheel of the vehicle based on the actual slip information and the target slip information, a second deviation information between the target slip information and the first actual slip information is determined; the second deviation information is then adjusted. Optionally, this embodiment, based on the determined target slip information, calculates the 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. Then, the calculated second deviation information is 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 first actual slip information.

[0123] Optionally, the determined second deviation information can be adjusted. For example, after inputting the second deviation information into a torque calculation model constructed based on a PID algorithm, proportional, integral, and derivative calculations are performed on the second deviation information, and the sum of the results of the proportional calculation, the integral calculation, and the derivative calculation is taken as the adjusted second deviation information.

[0124] In this embodiment, the aforementioned first actual torque information can 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, then the aforementioned first actual torque information represents the actual torque of the left rear wheel at the current moment, where the actual torque of the left rear wheel at the current moment = the actual torque of the motor deployed between the rear wheels * the reduction gear ratio of the vehicle's rear axle * the mechanical efficiency of the motor assembly deployed 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 of the first rear wheel. Optionally, this embodiment, based on adjusting the second deviation information, calculates the sum of the adjusted second deviation information and the first actual torque information to obtain the sum of the second deviation information and the first actual torque information, and determines the sum of the second deviation information and the first actual torque information as the first control torque of the first rear wheel, thereby achieving the purpose of determining the first control torque.

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

[0127] In this embodiment, after determining the target slip information of at least one rear wheel of the vehicle based on the actual slip information and the target slip information, a third deviation information between the target slip information and the second actual slip information is determined; the third deviation information is then adjusted. Optionally, this embodiment, based on the determined target slip information, calculates the 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. Then, the calculated third deviation information is 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 can be adjusted. For example, after inputting the third deviation information into the torque calculation model constructed based on the PID algorithm, proportional calculation, integral calculation, and derivative calculation are performed on the third deviation information, and the sum of the results of the proportional calculation, the integral calculation, and the derivative calculation is taken as the adjusted third deviation information.

[0129] In this embodiment, the aforementioned second actual torque information can be used to represent 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 of the second rear wheel. Optionally, this embodiment, based on adjusting the third deviation information, calculates the sum of the adjusted third deviation information and the second actual torque information to obtain the sum of the third deviation information and the second actual torque information, and determines the sum of the third deviation information and the second actual torque information as the second control torque of 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, a 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 based on the determined first control torque and the second control torque. Under different relationships, the target torque of the motor deployed between the rear wheels can be determined according to the required torque of the vehicle's rear axle and the speed ratio of the rear axle reducer. Alternatively, the target torque of the motor deployed between the rear wheels can be determined according to the first control torque / second control torque under a first target coefficient and the speed ratio of the rear axle reducer. This achieves the goal of determining the target torque of the motor deployed between the rear wheels, 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 ratio control torque of the left rear wheel, then the second control torque of the second rear wheel is the slip ratio control torque of the right rear wheel; if the first control torque of the first rear wheel is the slip ratio control torque of the right rear wheel, then the second control torque of the second rear wheel is the slip ratio 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 described in this embodiment will be further explained below.

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

[0135] In this embodiment, after determining the first control torque and the second control torque, in response to the active state of the sideslip control of the first rear wheel and / or the second rear wheel, and the first control torque being less than the second control torque, the first control torque is determined as the target control torque. Optionally, based on determining the first control torque and the second control torque, this embodiment performs state identification on the sideslip control state of the first rear wheel and / or the second rear wheel, and compares the first control torque and the second control torque. If the sideslip control state of the first rear wheel and / or the second rear wheel is identified as active, and the comparison shows that the first control torque is less than the second control torque, then 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 active state of the sideslip control of the first rear wheel and / or the second rear wheel, 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 determining the first control torque and the second control torque, this embodiment performs state identification on the sideslip control state of the first rear wheel and / or the second rear wheel, and compares the first control torque and the second control torque. If the sideslip control state of the first rear wheel and / or 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, then 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 demand torque of the vehicle's rear axle being less than the target control torque under the first target coefficient, the first quotient between the demand torque and the speed ratio of the rear axle reducer is determined as the target torque. Optionally, based on determining the target control torque, this embodiment compares the demand torque of the vehicle's rear axle with the target control torque under the first target coefficient. If the comparison shows that the demand torque of the vehicle's rear axle is less than the target control torque under the first target coefficient, the quotient between the demand torque and the speed ratio of the rear axle reducer is calculated to obtain the first quotient between the demand torque and the speed ratio of the rear axle reducer, and this first quotient is determined as the target torque. This achieves the goal of obtaining the target torque for the motor deployed between the rear wheels, 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 determining the target control torque, this embodiment compares the demand torque of the vehicle's rear axle with the target control torque under the first target coefficient. If the comparison shows that the demand torque of the vehicle's rear axle is greater than or equal to the target control torque under the first target coefficient, then the quotient between the target control torque under the first target coefficient and the speed ratio of the rear axle reducer is calculated to obtain the second quotient between the target control torque under the first target coefficient and the speed ratio of the rear axle reducer. This second quotient is then determined as the target torque, thereby achieving the goal of deploying the target torque of the motor between the rear wheels and realizing the technical effect of improving the accuracy of the drive motor.

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

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

[0141] The method for determining the target torque described in this embodiment will be further explained below.

[0142] As an optional embodiment, the method further includes: in response to the sideslip control state of the first rear wheel and the sideslip 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 inactive lateral slip control states of the first and second rear wheels, the first quotient is determined as the target torque. Optionally, based on the determination of the first and second control torques, this embodiment performs state identification on the lateral slip control states of the first and second rear wheels. If the lateral slip control states of the first and second rear wheels are identified as inactive, the quotient between the required torque of the rear axle and the speed ratio of the rear axle reducer is calculated. This yields the first quotient between the required torque of the rear axle and the speed ratio of the rear axle reducer, which is then determined as the target torque. This achieves the goal of providing the target torque for the motor deployed between the rear wheels, thus improving the accuracy of the drive motor.

[0144] Optionally, by calculating the quotient between the required torque of the vehicle's rear axle and the speed ratio of the rear axle reducer, a first quotient between the required torque of the vehicle's rear axle and the speed ratio of the rear axle reducer can be obtained. This first quotient between the required torque of the vehicle's rear axle and the speed ratio of the rear axle reducer 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 reducer of the rear axle (3).

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

[0147] As an optional embodiment, the method further includes: searching a second target database for preset deviation information that matches the actual lateral slip information, wherein the second target database includes different preset deviation information that matches different actual lateral slip information; determining a fourth deviation information between historical lateral slip information and actual lateral slip information, wherein the historical lateral slip information is used to represent the historical lateral slip angle of the centroid, and the fourth deviation information is used to represent the angle difference between the historical lateral slip angle and the actual lateral slip 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 the lateral slip control state of the first rear wheel to be activated; 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 the lateral slip control state of the second rear wheel to be activated.

[0148] In this embodiment, the aforementioned historical lateral information can be used to represent the historical lateral angle of the centroid.

[0149] In this embodiment, the aforementioned fourth deviation information can be used to represent the angle difference between the historical sideslip angle and the actual sideslip angle. For example, the aforementioned fourth deviation information can be the |centroid sideslip angle change rate|.

[0150] In this embodiment, the second target database may include different preset deviation information that matches different actual lateral deviation information. For example, the second target database may be, but is not limited to, a data table, data graph, and data document that includes at least preset deviation information. The preset deviation information may be a preset value of the centroid lateral deviation angle change rate. This is only an example and is not specifically limited.

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

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

[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 said that |the rate of change of the centroid side slip angle| > |the preset value of the rate of change of the centroid side slip angle|.

[0154] In this embodiment, after determining the fourth deviation information between historical lateral slip information and actual lateral slip information, 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 lateral slip control state of the second rear wheel is determined to be active. Optionally, this embodiment, based on determining the fourth deviation information, compares the determined fourth deviation information with the preset deviation information, and compares the actual degree 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 corresponding to the second actual slip information is greater than the target slip degree, then the lateral slip control state of the second rear wheel is determined to be active. This achieves the purpose of determining the lateral slip control state of the second rear wheel, realizing the technical effect of improving the accuracy of determining the lateral slip control state of the rear wheel.

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

[0156] As an optional embodiment, the method further includes: in response to a first historical control torque of the first rear wheel at a historical time being greater than or equal to the required torque of the rear axle of the vehicle under a second target coefficient, or the 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 sideslip control state of the first rear wheel is inactive; in response to a second historical control torque of the second rear wheel at a historical time being greater than or equal to the required torque of the rear axle under 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 satisfying the preset deviation information, determining that the sideslip control state of the second rear wheel is inactive.

[0157] In this embodiment, 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 vehicle's rear axle under the second target coefficient, or the 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, the sideslip 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 under 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 the 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 under 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, then the sideslip control state of the first rear wheel can be determined to be inactive, thereby achieving the purpose of determining the sideslip control state of the second rear wheel and realizing the technical effect of improving the accuracy of determining the sideslip control state of the second rear wheel.

[0158] In this embodiment, 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 under 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 satisfying the preset deviation information, the sideslip 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 vehicle's rear axle under 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 the 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 vehicle's rear axle under 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, then the sideslip control state of the second rear wheel can be determined to be inactive. This achieves the purpose of determining the sideslip control state of the second rear wheel and realizes the technical effect of improving the accuracy of determining the sideslip control state of the second rear wheel.

[0159] The method for determining the target slip information of a vehicle described above in this embodiment will be further explained below.

[0160] As an optional embodiment, the method further includes: in response to the vehicle being in a stable driving mode / drift mode at the current moment, searching for preset slip information that matches 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 that matches different actual speed information.

[0161] In this embodiment, the aforementioned third target database may include different preset slip information matched with different actual speed information. For example, the aforementioned third target database may be, but is not limited to, data tables, data graphs, and data documents that include at least the preset slip information. This is only an example and is not a specific limitation.

[0162] In this embodiment, in response to the vehicle's current drift driving mode being a stable driving mode / drift initiation mode, preset slip information matching the vehicle's actual speed information is searched from a third target database, and this preset slip information is determined as the target slip information. Optionally, if the vehicle's current drift driving mode is a stable driving mode / drift initiation mode, this embodiment searches for preset slip information matching the vehicle's actual speed information from different preset slip information included in the third target database, and the found preset slip information is determined as the vehicle's target slip information. This achieves the goal of determining the vehicle's target slip information and improves the accuracy of determining the vehicle's target slip information.

[0163] In this embodiment of the invention, when the assisted vehicle is drifting, the actual lateral slip information and the target lateral slip information of the vehicle can be obtained. Based on the obtained actual lateral slip information and the target lateral slip 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 wheel, 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. In this embodiment, based on the actual side slip information and the target side slip information obtained above, the target slip information of at least one rear wheel can be determined. Combined with the actual slip information of the rear wheel, the target degree of side slip of the rear wheel relative to the ground it contacts at a future time can be determined. Based on 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. According to the target torque of the motor, the motor can be driven to control the rear wheels of the vehicle. This achieves 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 vehicle drift control and achieving the technical effect of improving the accuracy of vehicle drift control.

[0164] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

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

[0166] However, this invention proposes a vehicle control method. Based on the acquired actual lateral slip information and target lateral slip information, at least one rear wheel's target slip information can be determined. Combining this with the actual slip information of the rear wheels, the target degree of lateral slip of the rear wheels relative to the ground in the future can be determined. Based on the target degree of lateral slip of the rear wheels relative to the ground and the actual degree of lateral slip of the rear wheels relative to the ground, the target torque of the motor deployed between the rear wheels can be determined. According to the target torque of the motor, the motor can be driven to control the rear wheels of the vehicle. This achieves the purpose of adjusting the degree of lateral slip of the rear wheels relative to the ground, thereby solving the technical problem of low drift control accuracy of the vehicle and achieving the technical effect of improving the drift control accuracy of the vehicle.

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

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

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

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

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

[0172] Figure 3(a) is a schematic diagram of a control architecture for 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. The vehicle control unit 301 may include a drift state control module 3011, a target center of gravity sideslip angle setting module 3012, a target slip ratio calculation module 3013, a slip ratio control activation judgment module 3014, and a slip ratio control module 3015.

[0173] In this embodiment, the central domain controller 302 can receive user button presses related to the drift mode. For example, these presses may include clicking the on button and clicking the 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 center of gravity sideslip angle to the drift state control module 3011, and the torque distribution device 305 can transmit the required torque for the front axle and the required torque for the rear axle to the drift state control module 3011. Furthermore, the drift state control module 3011 can transmit the drift mode state to the torque distribution device 305.

[0175] In this embodiment, the central controller 302 can transmit the target center of gravity sideslip angle setting module 3012, the electronic stability program 304 can transmit the yaw rate to the target center of gravity sideslip angle setting module 3012, the vehicle state estimation device 303 can transmit the reference vehicle speed to the target center of gravity sideslip angle setting module 3012, and the drift state control module 3011 can transmit the drift mode state to the target center of gravity 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 ratio control activation judgment module 3014, the drift state control module 3011 can transmit the state of the drift mode to the slip ratio control activation judgment module 3014, the vehicle state estimation device 303 can transmit the reference vehicle speed and center of gravity sideslip angle to the slip ratio 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 ratio control activation judgment module 3014.

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

[0178] In this embodiment, the electronic stability program 304 can transmit the wheel speeds of the left and right rear wheels 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 can be transmitted to the slip ratio control module 3015 by the target slip ratio calculation module 3013.

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

[0180] In this embodiment, the aforementioned demand signals may include Controller Area Network (CAN) signals sent by the central domain controller 302 and CAN signals sent by the electronic stability program 304. The CAN signals sent by the central domain controller 302 may include: the on / off state of the drift mode and the target center of gravity sideslip angle gear. The CAN signals 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 rate of the vehicle.

[0181] Figure 3(b) is a schematic diagram of the drift state transition process of a vehicle according to an embodiment of the present invention. As shown in Figure 3(b), the drift state may include a drift driving mode off state and a drift driving mode on state. The drift driving mode on state may include: stable driving state, drift initiation state, and stable drift state. For example, when the drift driving mode states are off state / stable driving state / drift initiation state / stable drift state respectively, the state enumeration quantity of the drift driving mode can correspond to 0 / 1 / 2 / 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. Migration Conditions for Vehicle Drifting State

[0184]

[0185]

[0186] Therefore, if the drift mode is in the "on" state, then condition A is true; if the drift mode is in the "off" state, then condition B is true.

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

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

[0189] Condition ②, |centroid sideslip angle| ≥ preset value b;

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

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

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

[0193] Condition ②, |centroid sideslip angle| < preset value e;

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

[0195] Condition ④: The wheel speed of the right rear wheel is less than or equal to the reference speed plus the preset value g.

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

[0197] Condition ①: The rate of change of yaw angular velocity ≤ preset value h;

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

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

[0200] Figure 4(a) is a flowchart of a method for calculating the sideslip angle of a target centroid according to an embodiment of the present invention. As shown in Figure 4(a), the method for calculating the sideslip angle of a target centroid may include the following steps:

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

[0202] In the technical solution provided by step S401 of the present invention, the rotation direction of the vehicle is determined based on the yaw rate when the vehicle rises in drift mode. When the yaw rate is positive, it indicates that the vehicle is rotating counterclockwise, and the target center of gravity sideslip angle should be negative; when the yaw rate is negative, it indicates that the vehicle is rotating clockwise, and the target center of gravity sideslip angle should be positive. That is, the method for determining the sign of the target center of gravity sideslip angle is as follows:

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

[0204] If the enumerated value of the current drift mode state is less than or equal to the enumerated value of the previous drift mode state, then the sign of the target centroid sideslip angle remains the same as the previous sign.

[0205] Step S402: Determine the target centroid sideslip angle.

[0206] In the technical solution provided by step S402 of the present invention, the preset value of the target center of gravity sideslip angle can be obtained by looking up a table based on the reference vehicle speed and the gear of the target center of gravity sideslip angle. The gear of the target center of gravity sideslip angle can 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 on which the above lookup is based is shown in Table 2 below. Then, according to the above formula (1), the sign and the target center of gravity sideslip angle are combined to calculate the target center of gravity sideslip angle.

[0207] Table 2 shows the relationship between reference vehicle speed and target center of gravity sideslip angle based on gear selection.

[0208]

[0209] Figure 4(b) is a flowchart of a method for calculating a target slip ratio according to an embodiment of the present invention. As shown in Figure 4(b), the method for calculating the target slip ratio may include the following steps:

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

[0211] If the drift mode is determined to be either a stable driving state or a drifting state, then proceed to step S412. Based on the reference vehicle speed, the target slip ratio can be determined by looking up the table.

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

[0213] If the drift mode state is determined to be a stable drift state, then proceed to step S413, and use a control algorithm that combines feedforward and feedback to calculate the target slip ratio under the stable drift state in a closed loop.

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

[0215] Figure 4(c) is a schematic diagram of a model for determining the target slip ratio of a vehicle in a stable drift state according to an embodiment of the present invention. As shown in Figure 4(c), a slip ratio calculation model based on a PID algorithm is used. The difference between the target center-of-gravity sideslip angle and the actual center-of-gravity sideslip angle is adjusted in a closed loop to obtain the target slip ratio feedback quantity. For example, the difference between the target center-of-gravity sideslip angle and the actual center-of-gravity sideslip angle is used as the input of the PID controller. After summing the proportional, integral, and derivative terms, the above-mentioned target slip ratio feedback quantity is obtained. In addition, the smaller value between the left rear wheel slip ratio and the right rear wheel slip ratio at the moment of slip ratio control activation is used as the target slip ratio feedforward quantity and input into the slip ratio calculation model based on the PID algorithm. Then, the target slip ratio feedforward quantity and the target slip ratio feedback quantity are summed to obtain the target slip ratio of the vehicle. According to the target slip ratio, the target torque of the motor is sent to the motor, and the motor is controlled to output the above-mentioned target torque. Then, the state of the vehicle is recorded.

[0216] It should be noted that the aforementioned activation time can be used to indicate the moment when the rear wheel sideslip control function is activated, and the aforementioned current time is earlier than the aforementioned activation time, while the aforementioned activation time is earlier than the aforementioned future time. The aforementioned sideslip control function can be used to drive the target motor to control the rear wheels, thereby adjusting the degree of sideslip 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) for the sideslip control function of the left rear wheel can be as follows:

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

[0221] Condition a2: Based on the centroid sideslip angle, the preset value of the centroid sideslip angle change rate can be obtained from the table. |Centroid sideslip angle change rate| > |Centroid sideslip angle change rate preset value|.

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

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

[0224] Condition b2 is not met.

[0225] It should be noted that the activation logic for the right rear wheel's sideslip control function is the same as that for the left rear wheel. If either the left or right rear wheel's sideslip control function is activated, then the rear wheel's sideslip control function is activated; if neither the left nor right rear wheel's sideslip control function is activated, then the rear wheel's sideslip control function is not activated.

[0226] Figure 4(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. As shown in Figure 4(d), a torque calculation model based on a PID algorithm is used to close the loop and adjust the difference between the target slip ratio and the actual slip ratio of the left rear wheel to obtain the slip ratio control torque feedback of the left rear wheel. For example, the difference between the target slip ratio and the actual slip ratio of the left rear wheel is used as the input of the PID controller. After the summation of the proportional, integral, and derivative terms, the slip ratio 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 ratio control activation is used as the slip ratio control torque feedforward of the left rear wheel and input into the torque calculation model based on the PID algorithm. The actual torque of the left rear wheel can be calculated by the following formula (4). Then, the slip ratio control torque feedforward of the left rear wheel and the slip ratio control torque feedback of the left rear wheel are summed to obtain the slip ratio 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 above 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 mechanical efficiency of the rear motor assembly * 0.5 (4).

[0228] It should be noted that the calculation logic for 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 deployed between the front wheels is 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 active, 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 active, 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), the vehicle 430 can upload the calculated target torque to the server 431, and the server 431 can send the vehicle's historical drift information to the vehicle 430. The historical drift information can be used to represent the historical torque of the motor in each drift state during the historical period.

[0232] In this embodiment, based on the obtained actual lateral slip information and target lateral slip information, the target slip information of at least one rear wheel can be determined. Combined with the actual slip information of the rear wheel, the target degree of lateral slip of the rear wheel relative to the ground it contacts can be determined at a future moment. Based on the target degree of lateral slip of the rear wheel relative to the ground it contacts, and the actual degree of lateral 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. According to the target torque of the motor, the motor can be driven to control the rear wheels of the vehicle. This achieves the purpose of adjusting the degree of lateral slip of the rear wheel relative to the ground, thereby solving the technical problem of low drift control accuracy of the vehicle and achieving the technical effect of improving the drift control accuracy of the vehicle.

[0233] According to another aspect of the present invention, corresponding to the embodiments of the vehicle control method described above, this specification also provides a vehicle control device. Figure 5 This is a structural block diagram of a vehicle control device according to an embodiment of the present invention, such as... 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 drive unit 508.

[0234] The acquisition unit 502 is used to acquire the actual lateral slip information and the target lateral slip information of the vehicle in response to the vehicle being in drift driving mode at the current moment. The actual lateral slip information is used to represent the actual lateral slip angle of the vehicle's center of gravity, and the target lateral slip information is used to represent the target lateral slip angle of the center of gravity.

[0235] The first determining unit 504 is used to determine the 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 is used to indicate the target degree of slippage of the rear wheel relative to the ground it is in contact with at a future time, and the current time is earlier than the future time.

[0236] The second determining unit 506 is used 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 represent the 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 vehicle's actual yaw information, the actual lateral shift information of the center of gravity, and the vehicle's actual speed information, wherein the actual yaw information is used to represent the actual speed at which the vehicle rotates around its vertical axis, and the actual lateral shift information is used to represent the actual degree to which the center of gravity shifts laterally relative to the vehicle's direction of travel; and a first determination module, used to determine the target lateral shift information based on the actual yaw information, the actual lateral shift information, and the actual speed information.

[0239] Optionally, the first determining module may include: a first determining submodule, used to determine the symbol of the target yaw 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 in is higher than the level of the drift driving mode to which the vehicle is in a historical time, the preset yaw information is used to represent the preset speed of the vehicle's rotation around the vertical axis, the historical time is earlier than the current time, and the symbol is used to represent the direction of the target yaw angle; a searching submodule, used to search for preset yaw information that matches the actual yaw gear information and the actual speed information from a first target database, wherein the first target database includes different preset yaw information that matches different actual yaw gear information and different actual speed information; and a combining submodule, used to combine the symbol and the preset yaw information to obtain the target yaw information.

[0240] Optionally, the preset yaw information includes first preset yaw information and second preset yaw information. The symbol of the first preset yaw information is different from the symbol of the second preset yaw information. The first determining submodule can determine the symbol of the target yaw information based on the actual yaw information and the preset yaw information by performing 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, the symbol is determined to be the first symbol; 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 symbol is determined to be the second symbol, wherein the first symbol is different from the second symbol.

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

[0242] Optionally, the third determining module may include: a processing submodule, configured to adjust the first deviation information and determine the first actual slip information and the second actual slip information from the actual slip information, wherein the first actual slip information represents the actual degree of sideslip of the first rear wheel relative to the ground, and the second actual slip information represents the actual degree of sideslip of the second rear wheel relative to the ground, with the direction of the first rear wheel being opposite to that of the second rear wheel; a second determining submodule, configured to determine 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 determining submodule, configured to determine 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 determining unit 506 may include: a fourth determining module, used to determine a second deviation information between the target slip information and the first actual slip information; a first adjusting module, used to adjust the second deviation information; a fifth determining module, used to determine 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 determining module, used to determine a third deviation information between the target slip information and the second actual slip information; a second adjusting module, used to adjust the third deviation information; a seventh determining module, used to determine 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 determining module, used to determine the target torque based on the first control torque and the second control torque.

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

[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 vehicle control device 500 may further include: a first search unit, configured to search for preset deviation information matching the actual lateral slip information from a second target database, wherein the second target database includes different preset deviation information matching different actual lateral slip information; a third determination unit, configured to determine fourth deviation information between historical lateral slip information and actual lateral slip information, wherein the historical lateral slip information is used to represent the historical lateral slip angle of the center of mass, and the fourth deviation information is used to represent the angle difference between the historical lateral slip angle and the actual lateral slip angle; a fourth determination unit, configured to determine the lateral slip control state of the first rear wheel as active 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; and a fifth determination unit, configured to determine the lateral slip control state of the second rear wheel as active 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 vehicle control device 500 may further include: a sixth determining unit, configured to determine that the sideslip control state of the first rear wheel is inactive in response to a first historical control torque of the first rear wheel at a historical time being greater than or equal to the required torque of the rear axle of the vehicle under a second target coefficient, or the 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; and a seventh determining unit, configured to determine that the sideslip control state of the second rear wheel is inactive in response to a second historical control torque of the second rear wheel at a historical time being greater than or equal to the required torque of the rear axle under 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 satisfying the preset deviation information.

[0248] Optionally, the vehicle control device 500 may further include: a second search unit, configured to, in response to the vehicle being in a stable driving mode / drift mode at the current moment, search a third target database for preset slip information that matches the vehicle's actual speed information, and determine the preset slip information as target slip information, wherein the third target database includes different preset slip information that matches different actual speed information.

[0249] In this embodiment, the vehicle control device includes the following units: an acquisition unit, configured to acquire actual lateral slip information and target lateral slip information of the vehicle in response to the vehicle being in drift driving mode at the current moment, wherein the actual lateral slip information represents the actual lateral slip angle of the vehicle's center of gravity, and the target lateral slip information represents the target lateral slip angle of the center of gravity; a first determination unit, configured to determine target slip information of at least one rear wheel of the vehicle based on the actual lateral slip information and the target lateral slip information, wherein the target slip information represents the target degree of lateral slip of the rear wheel relative to the contacted ground 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 represents the actual degree of lateral slip of the rear wheels relative to the ground; and a drive 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 lateral slip of the rear wheels relative to the ground, thus solving the technical problem of low accuracy in vehicle drift control, and thereby achieving the technical effect of improving the accuracy of vehicle drift control.

[0250] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, the device where the storage medium is located executes any of the methods described above.

[0251] According to another aspect of the present invention, a computer program product is also provided, the computer program product comprising a computer program, wherein the computer program, when executed by a processor, implements the method of any one of the above.

[0252] According to another aspect of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program, when running, performs the method described above.

[0253] Figure 6 This is a structural block diagram of a vehicle according to an embodiment of the present invention, such as... 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] Vehicle 600 may also include access device 640, which enables vehicle 600 to communicate via one or more networks 660. Examples of these networks include Public Switched Telephone Network (PSTN), Local Area Network (LAN), Wide Area Network (WAN), Personal Area Network (PAN), or combinations of communication networks such as the Internet. Access device 640 may include one or more of any type of wired or wireless network interface (e.g., network interface controller (NIC)), 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 so on.

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

[0256] It should be noted that the sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0257] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

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

[0259] The units described as separate components may or may not be physically separate. The 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 can be selected to achieve the purpose of this embodiment according to actual needs.

[0260] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0261] If the integrated unit is implemented as 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, in essence, 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. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0262] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for controlling a vehicle, characterized in that, include: In response to the vehicle being in drift driving mode at the current moment, the actual lateral slip information and target lateral slip information of the vehicle are obtained, wherein the actual lateral slip information is used to represent the actual lateral slip angle of the vehicle's center of gravity, and the target lateral slip information is used to represent the target lateral slip angle of the center of gravity. Based on the actual lateral slip information and the target lateral slip information, target slip information of at least one rear wheel of the vehicle is determined, wherein the target slip information is used to indicate the target degree of lateral slip of the rear wheel relative to the ground it is in contact with at a future time, and the current time is earlier than the future time; 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, wherein the actual slip information is used to represent the actual degree of sideslip of the rear wheels relative to the ground; Drive the motor to control the rear wheels according to the target torque; 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 includes: in response to the vehicle being in a stable drift mode at the current moment, determining a first deviation information between the target lateral slip information and the actual lateral slip information; and determining the target slip information based on the first deviation information and the actual slip information. The first deviation information is adjusted, and a first actual slip information and a second actual slip information are determined from the actual slip information. 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. The direction of the first rear wheel is opposite to the direction of the second rear wheel. A second deviation is determined between the target slip information and the first actual slip information; the second deviation is adjusted; the sum of the adjusted second deviation information and the first actual torque information is determined as the first control torque of the first rear wheel, wherein the first actual torque information represents the actual torque of the first rear wheel at the current moment; a third deviation is determined between the target slip information and the second actual slip information; the third deviation is adjusted; the sum of the adjusted third deviation information and the second actual torque information is determined as the second control torque of the second rear wheel, wherein the second actual torque information represents the actual torque of the second rear wheel at the current moment; In response to the sideslip control state of the first rear wheel and / or the sideslip 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; or, in response to the sideslip control state of the first rear wheel and / or the sideslip 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; in response to the demand torque of the rear axle of the vehicle being less than the target control torque under a first target coefficient, a first quotient between the demand torque and the speed ratio of the rear axle reducer is determined as the target torque; or, in response to the demand 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.

2. The method according to claim 1, characterized in that, Obtaining the target lateral deviation information of the vehicle includes: The actual yaw information of the vehicle, the actual lateral shift information of the center of gravity, and the actual speed information of the vehicle are obtained. The actual yaw information is used to represent the actual speed at which the vehicle rotates around its vertical axis, and the actual lateral shift information is used to represent the actual degree to which the center of gravity shifts laterally relative to the direction of travel of the vehicle. The target lateral deviation information is determined based on the actual yaw information, the actual lateral gear information, and the actual speed information.

3. The method according to claim 2, characterized in that, Based on the actual yaw information, the actual lateral shift information, and the actual speed information, the target lateral shift information is determined, including: Based on the actual yaw information and the preset yaw information, the sign of the target yaw information is determined, wherein the level of the drift driving mode to which the vehicle is in the current moment is higher than the level of the drift driving mode to which the vehicle is in the historical moment, the preset yaw information is used to represent the preset speed at which the vehicle rotates around the vertical axis, the historical moment is earlier than the current moment, and the sign is used to represent the direction of the target yaw angle; From the first target database, search for preset lateral deflection information that matches the actual lateral deflection gear information and the actual speed information, wherein the first target database includes different preset lateral deflection information that matches different actual lateral deflection gear information and different actual speed information; The target lateral deviation information is obtained by combining the symbol with the preset lateral deviation information.

4. The method according to claim 3, characterized in that, The preset yaw information includes first preset yaw information and second preset yaw information, and the symbol of the first preset yaw information is different from the symbol of the second preset yaw information. Determining the symbol of the target lateral deviation information based on the actual yaw information and the preset yaw information includes: 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, the symbol is determined to be the first symbol; In response to the actual speed corresponding to the actual sway information being less than the preset speed corresponding to the second preset sway information, the symbol is determined to be the second symbol, wherein the first symbol is different from the second symbol.

5. The method according to claim 1, characterized in that, Based on the first deviation information and the actual slip information, the target slip information is determined, including: In response to the fact that the actual degree corresponding to the first actual slip information is less than the actual degree corresponding to the second actual slip information, the sum between 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 between the adjusted first deviation information and the second actual slip information is determined as the target slip information.

6. The method according to claim 1, characterized in that, The method further includes: In response to the fact that the sideslip control state of the first rear wheel and the sideslip control state of the second rear wheel are inactive, the first quotient is determined as the target torque.

7. The method according to claim 1, characterized in that, The method further includes: From the second target database, search 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; A fourth deviation information is determined 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 centroid, 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, the sideslip control state of the first rear wheel is determined to be the active 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 sideslip control state of the second rear wheel is determined to be the active state.

8. The method according to claim 7, characterized in that, The method further 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 under the second target coefficient, or the 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, the sideslip control state of the first rear wheel is determined to be inactive. 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 under 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 satisfying the preset deviation information, the sideslip control state of the second rear wheel is determined to be the inactive state.

9. The method according to any one of claims 1 to 8, characterized in that, The method further includes: In response to the vehicle being in a stable driving mode / drift mode at the current moment, a 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. The third target database includes different preset slip information matching different actual speed information.

10. A vehicle control device, characterized in that, include: The acquisition unit is configured to acquire the actual lateral slip information and the target lateral slip information of the vehicle in response to the vehicle being in drift driving mode at the current moment, wherein the actual lateral slip information is used to represent the actual lateral slip angle of the vehicle's center of gravity, and the target lateral slip information is used to represent the target lateral slip angle of the center of gravity. The first determining unit is configured to determine target slip information of at least one rear wheel of the vehicle based on the actual lateral slip information and the target lateral slip information, wherein the target slip information is used to indicate the target degree of lateral slip of the rear wheel relative to the ground it is in contact with at a future time, and the current time is earlier than the future time; The second determining unit is used 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 represent the 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; The second determining unit is further configured to, in response to the vehicle being in a stable drift mode at the current moment, determine a first deviation information between the target lateral slip information and the actual lateral slip information; determine the target slip information based on the first deviation information and the actual slip information; adjust the first deviation information, and determine a first actual slip information and a second actual slip information from the actual slip information, wherein the first actual slip information represents the actual degree of lateral slip of the first rear wheel relative to the ground, and the second actual slip information represents the actual degree of lateral slip of the second rear wheel relative to the ground, the direction of the first rear wheel being opposite to the direction of the second rear wheel; determine a second deviation information between the target slip information and the first actual slip information; adjust the second deviation information; determine the sum of the adjusted second deviation information and the first actual torque information as a first control torque of the first rear wheel, wherein the first actual torque information represents the actual torque of the first rear wheel at the current moment; and determine a first deviation information between the target slip information and the second actual slip information. The system employs three deviation information methods; it adjusts the third deviation information; and determines 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 represents the actual torque of the second rear wheel at the current moment. In response to the active state of the sideslip control of the first rear wheel and / or the second rear wheel, and the first control torque being less than the second control torque, the first control torque is determined as the target control torque. Alternatively, in response to the active state of the sideslip control of the first rear wheel and / or the second rear wheel, 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 demand torque of the rear axle of the vehicle being less than the target control torque under a first target coefficient, the first quotient between the demand torque and the speed ratio of the rear axle reducer is determined as the target torque. Alternatively, 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.

11. A processor, characterized in that, The processor is used 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 9.

12. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, executes the vehicle control method according to any one of claims 1 to 9.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the vehicle control method of any one of claims 1 to 9.

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