A Smart Analysis Method for Vehicle Driving Behavior

Abstract

This application provides an intelligent analysis method for vehicle driving behavior, applied to novice drivers using power drift to turn. The method includes the following steps: detecting a curve in the vehicle's driving path and detecting the vehicle decelerating and downshifting, determining that the vehicle has entered a power drift state. Based on the direction of the curve, a steering angle indicator is displayed on the driver's seat. A first driving command to increase throttle pressure and a second driving command to control the steering wheel angle are received to generate a drift angle, driving the vehicle into the curve; the distance between the vehicle and obstacles is monitored, and based on the vehicle's drift angle and the distance between the vehicle and obstacles, it is determined whether to activate reverse dynamic compensation. The vehicle detects that it has completed the curve and records the timing of the curve to a local data terminal. This method improves operability.

Description

Technical Field

[0001] This application relates to the field of intelligent driving behavior, and more particularly to an intelligent analysis method for vehicle driving behavior. Background Technology

[0002] There is a type of rear-wheel-drive car that uses high horsepower and high torque. The driver performs a power drift by swinging the rear of the car out and controlling the steering wheel. However, in current scenarios, novice drivers are prone to not steering in time, causing the car to deviate from its turning angle and resulting in a collision; they may also make steering errors, causing the car to deviate from its driving path and resulting in a collision; or they may apply too much throttle, increasing rear-wheel drive force and causing the car to spin, becoming an obstacle on the road and resulting in a more serious collision.

[0003] Therefore, there is a need for an intelligent analysis method to improve the operability and safety of novice drivers performing power drifts. Summary of the Invention

[0004] In view of this, it is necessary to provide an intelligent analysis method for vehicle driving behavior that improves the operability and safety of novice drivers performing power drift, in order to solve the above problems.

[0005] Embodiments of this application provide an intelligent analysis method for vehicle driving behavior, applied to novice drivers using power drift to turn. The method includes the following steps:

[0006] The system detects curves in the vehicle's driving route and detects that the vehicle is slowing down and downshifting, thus determining that the vehicle has entered a power drift state.

[0007] The driver's seat display shows a steering angle indicator based on the direction of the curve.

[0008] Receives a first driving command to increase throttle pressure and a second driving command to turn the steering wheel to generate a drift angle and drive the vehicle into the curve;

[0009] Monitor the distance between the vehicle and obstacles, and determine whether to activate reverse dynamic compensation based on the vehicle drift angle and the distance between the vehicle and obstacles;

[0010] The vehicle detects that it has completed a turn and records the timing of the turn to the local data terminal.

[0011] In at least one embodiment of this application, the step of "displaying a steering angle indicator on the driver's seat according to the direction of the curve" includes:

[0012] The direction opposite to the curve is recorded as the first steering angle, and the direction in the same direction as the curve is recorded as the second steering angle;

[0013] Before entering a curve, the display in the driver's seat shows a no-turn sign for the first turning angle, or a pass sign for the second turning angle;

[0014] Users can choose whether to lock the vehicle's first steering angle, so that the vehicle only steers at the second steering angle.

[0015] In at least one embodiment of this application, the step of "determining whether to activate dynamic directional compensation based on the vehicle drift angle and the distance between the vehicle and the obstacle" includes:

[0016] The drift angle of the vehicle was determined using an inertial measurement unit.

[0017] And let the drift angle be denoted as A;

[0018] When 45°≤A<60°, the vehicle is determined to be in throttle warning mode.

[0019] The display in the driver's seat shows a throttle warning.

[0020] In at least one embodiment of this application, the step of "measuring the drift angle of the vehicle using an inertial measurement unit" includes:

[0021] When A ≥ 60°, the vehicle is determined to be at its extreme drift angle;

[0022] Enable reverse dynamic compensation and maintain throttle warning prompts.

[0023] In at least one embodiment of this application, the step of "determining whether to activate dynamic directional compensation based on the vehicle drift angle and the distance between the vehicle and the obstacle" includes:

[0024] The sensors are respectively located at the rear and front of the vehicle, and at both ends of the maximum width of the vehicle.

[0025] The sensor detects the collision distance between the vehicle and the obstacle;

[0026] Let L be the collision distance.

[0027] In at least one embodiment of this application, the step of "determining whether to activate dynamic directional compensation based on the vehicle drift angle and the distance between the vehicle and the obstacle" further includes:

[0028] When 0.7m ≥ L > 0.5m, the vehicle is determined to be in throttle warning mode;

[0029] The display in the driver's seat shows a throttle warning.

[0030] In at least one embodiment of this application, the step of "the sensor detecting the collision distance between the vehicle and the obstacle" includes:

[0031] When L≤0.5m, the vehicle is considered to be at the limit collision distance;

[0032] Enable reverse dynamic compensation and maintain throttle warning prompts.

[0033] In at least one embodiment of this application, the step of "determining whether to activate dynamic directional compensation based on the vehicle drift angle and the distance between the vehicle and the obstacle" further includes:

[0034] Reverse dynamic compensation includes the following steps:

[0035] Real-time measured drift angle;

[0036] Release the vehicle's first steering angle lock;

[0037] The steering wheel angle is adjusted by the electronic control system, and a steering torque of the first steering angle is applied to counteract the tendency of the vehicle to rotate excessively.

[0038] In at least one embodiment of this application, the step of "detecting a curve in the vehicle's driving route, detecting that the vehicle is decelerating and downshifting, and determining that the vehicle has entered a power drift state" includes:

[0039] Use a front-facing camera and millimeter-wave radar to identify road curves;

[0040] The system monitors the vehicle's braking system pressure signal and transmission gear position sensor signal. When the braking pressure and lateral acceleration sensor are detected, it determines that the vehicle has entered a power drift preparation state.

[0041] In at least one embodiment of this application, the step of "the vehicle detects that the vehicle body has completed cornering and records the cornering timing to the local data terminal" includes:

[0042] Release the vehicle's first steering angle lock and restore the driver's full steering control;

[0043] Time-series data such as throttle opening, steering angular velocity, and vehicle attitude during cornering are packaged and stored in the vehicle's onboard memory, and then exported via the CAN bus for driving behavior analysis.

[0044] The beneficial effects of the intelligent analysis method for vehicle driving behavior provided above are as follows:

[0045] By monitoring curves and vehicle deceleration and downshifting behavior in real time, the system accurately determines the state of power drift and actively provides steering angle prompts, effectively solving problems such as delayed response and improper throttle control caused by the over-reliance on driver experience in traditional drifting techniques.

[0046] Furthermore, by dynamically triggering a reverse compensation mechanism based on the distance between the vehicle and obstacles and the drift angle, drift safety is significantly improved.

[0047] It also automatically records cornering data, providing a learning foundation for subsequent driving behavior optimization. This method not only lowers the barrier to entry for drifting techniques but also improves the controllability and efficiency of extreme driving through intelligent assistance. Attached Figure Description

[0048] Figure 1 This is a flowchart of the intelligent analysis method for vehicle driving behavior described in this application. Detailed Implementation

[0049] The embodiments of this application will now be described with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0050] It should be noted that when a component is considered to be "connected" to another component, it can be directly connected to the other component or may also have an intervening component. When a component is considered to be "placed" on another component, it can be directly placed on the other component or may also have an intervening component. The terms "top," "bottom," "upper," "lower," "left," "right," "front," "back," and similar expressions used in this article are for illustrative purposes only.

[0051] Embodiments of this application provide an intelligent analysis method for vehicle driving behavior, applied to novice drivers using power drift to turn. The method includes the following steps:

[0052] S10: The system detects a curve in the vehicle's driving route and detects that the vehicle is slowing down and downshifting, thus determining that the vehicle has entered a power drift state.

[0053] S20: The driver's seat display shows a steering angle indicator based on the direction of the curve;

[0054] S30: Receives a first driving command to increase throttle pressure and a second driving command to turn the steering wheel to generate a drift angle and drive the vehicle into a curve;

[0055] S40: Monitor the distance between the vehicle and the obstacle, and determine whether to activate reverse dynamic compensation based on the vehicle drift angle and the distance between the vehicle and the obstacle;

[0056] S50: The vehicle detects that the vehicle body has completed a turn and records the turn timing to the local data terminal.

[0057] By monitoring curves and vehicle deceleration and downshifting behavior in real time, the system accurately determines the state of power drift and actively provides steering angle prompts, effectively solving problems such as delayed response and improper throttle control caused by the over-reliance on driver experience in traditional drifting techniques.

[0058] Furthermore, by dynamically triggering a reverse compensation mechanism based on the distance between the vehicle and obstacles and the drift angle, drift safety is significantly improved.

[0059] It also automatically records cornering data, providing a learning foundation for subsequent driving behavior optimization. This method not only lowers the barrier to entry for drifting techniques but also improves the controllability and efficiency of extreme driving through intelligent assistance.

[0060] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0061] Please see Figure 1 This application provides an intelligent analysis method for vehicle driving behavior, applied to novice drivers using power drift to turn. The method includes the following steps:

[0062] The system detects a curve in the vehicle's path and detects the vehicle decelerating and downshifting, determining that the vehicle has entered a power drift state. Based on the curve's direction, the driver's seat display shows a steering angle indicator. It receives a first driving command to increase throttle pressure and a second driving command to turn the steering wheel to generate a drift angle, propelling the vehicle into the curve. The system monitors the distance between the vehicle and obstacles and, based on the drift angle and the distance, determines whether to activate reverse dynamic compensation. Once the vehicle detects that it has completed the curve, it records the timing of the curve to the local data terminal.

[0063] Specifically, the front-facing camera identifies lane curvature, and millimeter-wave radar detects the distribution of obstacles ahead. Image processing, such as OpenCV edge detection or radar point cloud analysis, calculates the curvature of the curve and the vehicle's relative position to the curve. A brake pressure sensor detects brake pedal pressure, a transmission gear position sensor detects downshifting, and wheel speed sensors monitor vehicle speed changes. When the brake pressure exceeds a preset threshold of 2 MPa, the transmission gear is downshifted to a lower gear (e.g., 2nd gear), or the vehicle speed decrease rate exceeds a critical value of 5 m / s², it is determined that the driver intends to engage in power drifting.

[0064] By fusing multiple sensors to determine the driver's intentions, drift deceleration is avoided from being defined as normal deceleration. This improves the accuracy of dynamic drift state recognition and provides reliable input for subsequent auxiliary control.

[0065] Combining camera and radar data, the system determines whether a curve is a left or right turn. The display in the driver's seat is either a head-up display or an instrument panel, indicating the turning direction with an arrow / light strip (left arrow). If the curve is a left turn, a visual prompt to "Turn the steering wheel to the left" is displayed. The opposite is true for a right turn.

[0066] It helps novice drivers anticipate steering timing and angle, avoiding steering lag or incorrect direction. It reduces steering errors caused by lack of experience and improves control precision in the initial stage of drifting.

[0067] The throttle opening signal is collected from 0% to 100% by an electronic throttle pedal sensor, and the steering wheel angle is monitored at ±720° by a steering angle sensor.

[0068] After receiving the first and second driving commands, the ECU calculates the target yaw rate and controls the rear-wheel power distribution under the combined driving scenario of high throttle and rapid counter-steering, based on the coordinated changes in throttle opening and steering angle. Specifically, throttle pressure increases the vehicle's rear-wheel drive force, causing the rear of the vehicle to drift, and drifting is achieved by controlling the steering wheel.

[0069] Vehicle data is acquired using ultrasonic radar, lidar, and side-view cameras. A real-time model of the vehicle's surroundings is constructed using the SLAM algorithm, calculating the minimum distance between the vehicle and obstacles. The yaw rate is measured by an inertial measurement unit, and the drift angle is calculated through integration. The obstacle is a curved road barrier.

[0070] If either of these conditions is met—a drift angle ≥ 60° or an obstacle distance ≤ 0.5m—compensation is activated. Collision risk is assessed in real-time during drifting, and dynamic intervention control corrects the vehicle's attitude. Multi-parameter collaborative judgment avoids misjudgments from a single sensor, improving the reliability of the compensation mechanism.

[0071] When the steering angle returns to zero and the yaw rate is below the threshold of 5° / s, the vehicle is deemed to have completed cornering. The throttle opening curve, steering angular rate, IMU attitude data, and compensation trigger count are then packaged and stored on the vehicle's SD card or cloud server via the CAN bus.

[0072] It provides a data foundation for subsequent driving behavior analysis and supports personalized drift training optimization. By reviewing historical data, it helps drivers identify operational shortcomings, such as the timing of throttle control.

[0073] In one specific embodiment, the direction opposite to the curve is denoted as the first steering angle, and the direction in the same direction as the curve is denoted as the second steering angle. Before entering the curve, a display in the driver's seat shows a no-entry sign prohibiting turning at the first steering angle, or a passage sign prohibiting turning at the second steering angle. The user can choose whether to lock the vehicle's first steering angle, so that the vehicle only turns at the second steering angle.

[0074] Specifically, the centerline of the curve is extracted through image recognition, and the direction of the curve is calculated based on the vehicle's current position. For example, a left curve is defined as "turning left is the second steering angle, and turning right is the first steering angle".

[0075] If the curve is a left turn, then the "first steering angle" is to turn the steering wheel to the right, and the "second steering angle" is to turn the steering wheel to the left; and vice versa. Establishing standard steering rules for drifting operations prevents beginners from making incorrect maneuvers due to directional confusion. By clearly defining steering directions, the cognitive threshold for drifting is lowered.

[0076] The no-turn sign is a red cross icon covering the first turn angle arrow, such as prohibiting left turns when turning right. The go sign is a green arrow dynamically indicating the second turn angle, such as prompting a right turn when turning right. A HUD projection or instrument panel zonal display ensures the driver's view remains on the road.

[0077] During the drift preparation phase, unnecessary steering is restricted, forcing the driver to operate in the preset direction to avoid premature steering that could cause trajectory deviation. Strong visual cues reduce operational errors caused by nervousness in novice drivers.

[0078] The central control screen provides a "steering angle lock mode" switch, or voice commands such as "activate drift assist". The electric power steering system limits the mechanical steering wheel angle; for example, when turning left in a right turn, the maximum left turn angle is locked at ±10°. Steering angle limit commands are sent to the EPS via the CAN bus, overriding the driver's input signal.

[0079] An inertial measurement unit (IMU) is used to measure the vehicle's drift angle. Sensors are located at the rear and front of the vehicle, at the two ends of the vehicle's maximum width, to detect the collision distance between the vehicle and obstacles. A display is located in the driver's seat to show warning prompts.

[0080] Experimental Groups

[0081] Control group: No compensation system.

[0082] Experimental group: The experimental group that uses a combined estimation of drift angle and collision distance.

[0083] Experimental steps

[0084] Control group experiment:

[0085] Without a compensation system, the collision incidence rate was recorded at different drift angles A and collision distances L. The data were observed and recorded, and the data is shown in the control group data table below for comparison with the experimental group data.

[0086] control group

[0087]

[0088] Experimental group experiment:

[0089] The vehicle's drift angle was measured using an inertial measurement unit. Sensors detected the collision distance between the vehicle and obstacles. A combined threshold of drift angle and collision distance was used to determine whether to trigger a throttle warning or dynamic compensation. Data was observed and recorded; the data is shown in the experimental group data table below.

[0090] experimental group

[0091]

[0092] The above experiments show that, without a compensation system, the collision rate increases significantly with the increase of the drift angle. When the drift angle reaches 60° or above, the collision rate reaches 93% or higher, indicating that without a compensation system, the vehicle is difficult to control its drift state effectively and is prone to collisions.

[0093] Collision distance also has a significant impact on the collision rate. When the collision distance is less than 0.5 meters, the collision rate increases sharply, indicating that it is more difficult for vehicles to avoid collisions at close range.

[0094] In the experimental group where the drift angle and collision distance were used as a combined estimation, the collision rate increased with the increase of the drift angle, but the increase was significantly smaller compared to the control group. When the drift angle reached 60° or higher, the collision rate in the experimental group was much lower than that in the control group.

[0095] Similarly, in terms of collision distance, the collision rate in the experimental group was lower than that in the control group. Especially at close range (L≤0.5 meters), the experimental group significantly reduced the collision rate by activating reverse dynamic compensation.

[0096] In one specific embodiment, reverse dynamic compensation includes the step of: measuring the drift angle in real time.

[0097] Release the vehicle's first steering angle lock. Adjust the steering wheel angle via the electronic control system to apply steering torque at the first steering angle to counteract the vehicle's tendency to over-rotate.

[0098] Specifically, the inertial measurement unit (IMU) collects the vehicle's yaw rate and lateral acceleration in real time. The steering angle sensor monitors the actual steering wheel angle. The real-time drift angle A is calculated by fusing IMU and SWA data using a Kalman filter. When A ≥ 60° and the collision distance L ≤ 0.5m, the system automatically releases the steering angle lock.

[0099] Send an unlock command to the steering motor to restore the full steering range of ±720°. CAN bus communication overrides the steering angle lock flag previously set by the user. In case of EPS communication failure, the backup mechanical clutch forcibly releases the steering column locking mechanism.

[0100] In one specific embodiment, the step of "detecting a curve in the vehicle's driving route, detecting that the vehicle is decelerating and downshifting, and determining that the vehicle has entered a power drift state" includes:

[0101] Use a front-facing camera and millimeter-wave radar to identify road curves;

[0102] The system monitors the vehicle's braking system pressure signal and transmission gear position sensor signal. When the braking pressure and lateral acceleration sensor are detected, it determines that the vehicle has entered a power drift preparation state.

[0103] Specifically, the front-facing camera is a 2-megapixel high dynamic range camera with a frame rate ≥30fps and a field of view of 120°, used to capture lane lines and curve curvature. The millimeter-wave radar is a 77GHz long-range radar with a horizontal scanning angle of ±60° and a vertical angle of ±15°, used to detect obstacle distribution and curve contours. The YOLOv4 model is used to detect lane lines in real time and calculate the curve curvature radius R. Radar point cloud clustering analysis is used to verify whether the distance to obstacles on the outside of the curve is greater than a safety threshold, eliminating false curves caused by temporary construction cones. The DS evidence theory is used to fuse the curve confidence scores from the camera and radar, outputting the final curve determination result.

[0104] The brake pressure sensor monitors the master cylinder pressure. The transmission gear position sensor obtains the current gear.

[0105] Lateral acceleration sensors measure lateral acceleration.

[0106] Active downshifting: The front gear continuously downshifts from a high gear of ≥3 to a low gear of ≤2, and the downshifting time Δt≤1.5s.

[0107] Braking pressure: Master cylinder pressure ≥2MPa and sustained for ≥0.3s indicates that the driver is performing heel-and-toe braking.

[0108] Lateral load: Lateral acceleration ≥0.5g indicates that the vehicle begins to transfer lateral load.

[0109] When the curve radius is ≤50m, and the active downshift, braking pressure and lateral load are simultaneously satisfied, it is determined that the vehicle has entered the power drift preparation state.

[0110] If the braking pressure is greater than 5 MPa or the lateral acceleration is less than 0.3 g, the preparatory state determination will be disabled to avoid false triggering.

[0111] In one specific embodiment, the step of "the vehicle detects that the vehicle body has completed cornering and records the cornering timing to the local data terminal" includes:

[0112] Release the vehicle's first steering angle lock and restore the driver's full steering control;

[0113] Time-series data such as throttle opening, steering angular velocity, and vehicle attitude during cornering are packaged and stored in the vehicle's onboard memory, and then exported via the CAN bus for driving behavior analysis.

[0114] Specifically, when the vehicle's built-in sensors (such as gyroscopes and accelerometers) detect that the vehicle has completed a cornering maneuver—that is, when the vehicle's posture returns to straight-line driving or the steering angle returns to the normal range—the system automatically removes this restriction, allowing the driver to freely adjust the steering angle according to road conditions, ensuring driving flexibility and safety. This ensures safe control of the vehicle during cornering while also responding promptly to changes in road conditions, restoring the driver's full control and enhancing the driving experience.

[0115] By dynamically adjusting steering permissions, safety in cornering is ensured while avoiding unnecessary driving intervention, thus enhancing driving smoothness and autonomy.

[0116] Built-in sensors in the vehicle collect key parameters in real time during cornering, including throttle opening, steering angular velocity, and vehicle attitude. Throttle opening reflects acceleration. Steering angular velocity reflects the sharpness of steering. Vehicle attitude parameters such as roll and pitch angles reflect vehicle stability and balance. This data is timestamped to form time-series data, packaged using efficient data compression algorithms, and stored in the vehicle's high-performance memory. Simultaneously, utilizing the vehicle's Controller Area Network (CLAN) bus technology, this data can be exported in real time to cloud or local analysis systems for subsequent driving behavior analysis.

[0117] By recording and analyzing detailed data during cornering, it is possible to accurately assess the driver's driving skills, habits, and vehicle performance, providing a scientific basis for optimizing driver assistance systems, providing personalized driving advice, and preventing accidents.

[0118] Real-time data collection and analysis not only improves the accuracy and timeliness of driving behavior analysis, but also provides rich data support for the development of intelligent driving assistance systems, helping to build a more intelligent and safer driving environment.

[0119] In practical applications, before a vehicle enters a curve, the system pre-adjusts the vehicle's status, such as appropriately slowing down and adjusting the suspension system, to prepare for cornering. Once the vehicle has completed the corner, the above two steps are immediately initiated: first, the steering angle lock is released, restoring the driver's freedom of control; then, the cornering data is immediately collected and stored.

[0120] Therefore, the beneficial effects of the intelligent analysis method for vehicle driving behavior provided above are as follows:

[0121] By monitoring curves and vehicle deceleration and downshifting behavior in real time, the system accurately determines the state of power drift and actively provides steering angle prompts, effectively solving problems such as delayed response and improper throttle control caused by the over-reliance on driver experience in traditional drifting techniques.

[0122] Furthermore, by dynamically triggering a reverse compensation mechanism based on the distance between the vehicle and obstacles and the drift angle, drift safety is significantly improved.

[0123] It also automatically records cornering data, providing a learning foundation for subsequent driving behavior optimization. This method not only lowers the barrier to entry for drifting techniques but also improves the controllability and efficiency of extreme driving through intelligent assistance.

[0124] The above description is merely an embodiment of this application. It should be noted that those skilled in the art can make improvements without departing from the inventive concept of this application, but these improvements all fall within the protection scope of this application.

Claims

1. An intelligent analysis method for vehicle driving behavior, applied to novice drivers using power drift to turn, characterized in that, The method includes the following steps: S10: The system detects a curve in the vehicle's driving route and detects that the vehicle is slowing down and downshifting, thus determining that the vehicle has entered a power drift state. S20: The driver's seat display shows a steering angle indicator based on the direction of the curve; Step S20 includes: The direction opposite to the curve is recorded as the first steering angle, and the direction in the same direction as the curve is recorded as the second steering angle; Before entering a curve, the display in the driver's seat shows a no-turn sign for the first turning angle, or a pass sign for the second turning angle; The user can choose whether to lock the vehicle's first steering angle, so that the vehicle only turns at the second steering angle; S30: Receives a first driving command to increase throttle pressure and a second driving command to turn the steering wheel to generate a drift angle and drive the vehicle into a curve; Step S40 includes: The drift angle of the vehicle was determined using an inertial measurement unit. And let the drift angle be denoted as A; When 45°≤A<60°, the vehicle is determined to be in throttle warning mode. The display in the driver's seat shows a throttle warning. S40: Monitor the distance between the vehicle and the obstacle, and determine whether to activate reverse dynamic compensation based on the vehicle drift angle and the distance between the vehicle and the obstacle; Step S40 includes: When A ≥ 60°, the vehicle is determined to be at its extreme drift angle; Enable reverse dynamic compensation and maintain throttle warning prompts; S50: The vehicle detects that the vehicle body has completed a turn and records the timing of the turn to the local data terminal.

2. The intelligent analysis method for vehicle driving behavior according to claim 1, characterized in that, Step S40 includes: The sensors are located at the rear and front of the vehicle, respectively, at both ends of the maximum width of the vehicle. Sensors detect the collision distance between the vehicle and an obstacle; Let L be the collision distance.

3. The intelligent analysis method for vehicle driving behavior according to claim 2, characterized in that, The S40 step further includes: When 0.7m ≥ L > 0.5m, the vehicle is determined to be in throttle warning mode; The display in the driver's seat shows a throttle warning.

4. The intelligent analysis method for vehicle driving behavior according to claim 3, characterized in that, Step S40 includes: When L≤0.5m, the vehicle is considered to be at the limit collision distance; Enable reverse dynamic compensation and maintain throttle warning prompts.

5. The intelligent analysis method for vehicle driving behavior according to claim 1, characterized in that, The S40 step further includes: Reverse dynamic compensation includes the following steps: Real-time measured drift angle; Release the vehicle's first steering angle lock; The steering wheel angle is adjusted by the electronic control system, and a steering torque of the first steering angle is applied to counteract the tendency of the vehicle to rotate excessively.

6. The intelligent analysis method for vehicle driving behavior according to claim 1, characterized in that, Step S10 includes: Use a front-facing camera and millimeter-wave radar to identify road curves; The system monitors the vehicle's braking system pressure signal and transmission gear position sensor signal. When the braking pressure and lateral acceleration sensor are detected, it determines that the vehicle has entered a power drift preparation state.

7. The intelligent analysis method for vehicle driving behavior according to claim 1, characterized in that, The S50 step includes: Release the vehicle's first steering angle lock and restore the driver's full steering control; The time-series data of throttle opening, steering angular velocity, and vehicle attitude during cornering are packaged and stored in the vehicle's onboard memory, and then exported via the CAN bus for driving behavior analysis.

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