Vehicle control method, vehicle and computer readable storage medium

Abstract

The embodiment of the invention provides a vehicle control method, a vehicle and a computer readable storage medium. The method comprises the steps of obtaining vehicle state data of a target vehicle; in response to a received preset mode control instruction of a target user for the target vehicle, a first rear axle slip rate and a second rear axle slip rate are determined based on the vehicle state data, the first rear axle slip rate is used for representing a target rear axle slip rate of the target vehicle, and the second rear axle slip rate is used for representing a real rear axle slip rate of the target vehicle; target torque correction data are determined based on the first rear axle slip rate and the second rear axle slip rate, and the target torque correction data are used for torque distribution of a braking system or a driving system of the target vehicle; and controlling the target vehicle by using the target torque correction data. The technical problems that in the prior art, a vehicle drifting auxiliary system is low in control precision, and the safety and stability of the drifting process are insufficient are solved.

Description

Technical Field

[0001] This application relates to the field of vehicle electronic control technology, and more specifically, to a vehicle control method, a vehicle, and a computer-readable storage medium. Background Technology

[0002] Drifting, as an extreme driving technique, has long relied heavily on the driver's intuition and skill, especially in controlling the rear wheel slip ratio. This requires extremely high precision, making it difficult for ordinary drivers to master and prone to safety hazards. In recent years, with the rapid development of automotive electronic control technology, the concept of driver-assisted, controllable drifting has gradually emerged. This involves electronic systems to reduce the difficulty of drifting and improve safety.

[0003] Existing drift assist systems mostly employ crude control strategies, such as increasing engine output torque or applying emergency braking to the inner wheels, to induce the vehicle into a drift state. However, these systems often suffer from technical problems such as low control precision and insufficient safety and stability during the drift process.

[0004] There is currently no good solution to the above problems. Summary of the Invention

[0005] This application provides a vehicle control method, a vehicle, and a computer-readable storage medium to at least solve the technical problems of low control accuracy and insufficient safety and stability of the drifting process in related technologies.

[0006] According to one aspect of the embodiments of this application, a vehicle control method is provided, comprising: acquiring vehicle state data of a target vehicle; in response to receiving a preset mode control command from a target user for the target vehicle, determining a first rear axle slip ratio and a second rear axle slip ratio based on the vehicle state data, wherein the first rear axle slip ratio is used to represent a target rear axle slip ratio of the target vehicle, and the second rear axle slip ratio is used to represent the actual rear axle slip ratio of the target vehicle; determining target torque correction data based on the first rear axle slip ratio and the second rear axle slip ratio, wherein the target torque correction data is used to distribute torque to the braking system or drive system of the target vehicle; and controlling the target vehicle using the target torque correction data.

[0007] Furthermore, the vehicle status data also includes: real-time accelerator pedal opening information. Determining the first rear axle slip ratio based on the vehicle status data includes: obtaining a preset mapping relationship, wherein the preset mapping relationship is used to represent the mapping relationship between the calibrated accelerator pedal opening information and the calibrated rear axle slip ratio; and determining the first rear axle slip ratio using the real-time accelerator pedal opening information and the preset mapping relationship.

[0008] Furthermore, the vehicle status data also includes: front wheel speed information and rear wheel speed information. Determining the second rear axle slip ratio based on the vehicle status data includes: determining a first average speed based on the front wheel speed information and determining a second average speed based on the rear wheel speed information; and using the first average speed and the second average speed to determine the second rear axle slip ratio.

[0009] Furthermore, determining the target torque correction data based on the first rear axle slip ratio and the second rear axle slip ratio includes: obtaining slip ratio deviation data based on the first rear axle slip ratio and the second rear axle slip ratio, wherein the slip ratio deviation data is used to represent the difference between the first rear axle slip ratio and the second rear axle slip ratio; and performing feedback control calculations on the slip ratio deviation data to obtain the target torque correction data.

[0010] Furthermore, feedback control calculations are performed on the slip ratio deviation data to obtain the target torque correction data, including: acquiring preset proportional coefficient, preset integral coefficient, and preset derivative coefficient; determining the proportional control term using the slip ratio deviation data and preset proportional coefficient, determining the integral control term using the slip ratio deviation data and preset integral coefficient, and determining the derivative control term using the slip ratio deviation data and preset derivative coefficient; and summing the proportional control term, integral control term, and derivative control term to obtain the target torque correction data.

[0011] Furthermore, controlling the target vehicle using the target torque correction data includes: comparing the target torque correction data with a preset value to obtain a comparison result, wherein the comparison result is used to determine the torque control object corresponding to the target vehicle; generating a target torque control command based on the comparison result, so as to control the torque control object using the target torque control command.

[0012] Furthermore, generating the target torque control command based on the comparison results includes: responding to the determination that the target torque correction data is greater than a preset value based on the comparison results, identifying the drive system as the torque control object, and generating the drive torque control command using the target torque correction data.

[0013] Furthermore, generating a target torque control command based on the comparison results includes: responding to the determination that the target torque correction data is less than a preset value based on the comparison results, identifying the braking system as the torque control object, and generating a braking torque control command using the target torque correction data.

[0014] According to another aspect of the embodiments of this application, a vehicle control device is also provided, comprising: an acquisition module for acquiring vehicle state data of a target vehicle; a first determination module for determining a first rear axle slip ratio and a second rear axle slip ratio based on the vehicle state data in response to receiving a preset mode control command from a target user for the target vehicle, wherein the first rear axle slip ratio represents a target rear axle slip ratio of the target vehicle, and the second rear axle slip ratio represents the actual rear axle slip ratio of the target vehicle; a second determination module for determining target torque correction data based on the first rear axle slip ratio and the second rear axle slip ratio, wherein the target torque correction data is used to distribute torque to the braking system or drive system of the target vehicle; and a control module for controlling the target vehicle using the target torque correction data.

[0015] Furthermore, the vehicle status data also includes: real-time accelerator pedal opening information. The first determining module is also used to: obtain a preset mapping relationship, wherein the preset mapping relationship is used to represent the mapping relationship between the calibrated accelerator pedal opening information and the calibrated rear axle slip ratio; and determine the first rear axle slip ratio using the real-time accelerator pedal opening information and the preset mapping relationship.

[0016] Furthermore, the vehicle status data also includes: front wheel speed information and rear wheel speed information. The first determining module is also used to: determine a first average speed based on the front wheel speed information and determine a second average speed based on the rear wheel speed information; and determine a second rear axle slip ratio using the first average speed and the second average speed.

[0017] Furthermore, the second determining module is also used to: obtain slip ratio deviation data based on the first rear axle slip ratio and the second rear axle slip ratio, wherein the slip ratio deviation data is used to represent the difference between the first rear axle slip ratio and the second rear axle slip ratio; and perform feedback control calculation on the slip ratio deviation data to obtain target torque correction data.

[0018] Furthermore, the second determining module is also used to: obtain a preset proportional coefficient, a preset integral coefficient, and a preset derivative coefficient; determine a proportional control term using slip ratio deviation data and the preset proportional coefficient, determine an integral control term using slip ratio deviation data and the preset integral coefficient, and determine a derivative control term using slip ratio deviation data and the preset derivative coefficient; and sum the proportional control term, integral control term, and derivative control term to obtain target torque correction data.

[0019] Furthermore, the control module is also used to: compare the target torque correction data with the preset value to obtain the comparison result, wherein the comparison result is used to determine the torque control object corresponding to the target vehicle; and generate a target torque control command based on the comparison result, so as to control the torque control object using the target torque control command.

[0020] Furthermore, the control module is also used to: respond to a determination based on the comparison results that the target torque correction data is greater than a preset value, identify the drive system as the torque control object, and generate drive torque control commands using the target torque correction data.

[0021] Furthermore, the control module is also used to: respond to a determination based on the comparison results that the target torque correction data is less than a preset value, identify the braking system as the torque control object, and generate a braking torque control command using the target torque correction data.

[0022] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0023] According to another aspect of the embodiments of this application, 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, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0024] In this embodiment, by acquiring vehicle state data of the target vehicle and responding to a preset mode control command from the target user for the target vehicle, a first rear axle slip ratio and a second rear axle slip ratio are determined based on the vehicle state data. The first rear axle slip ratio represents the target rear axle slip ratio of the target vehicle, and the second rear axle slip ratio represents the actual rear axle slip ratio of the target vehicle. Then, target torque correction data is determined based on the first and second rear axle slip ratios. This target torque correction data is used to distribute torque to the braking or drive system of the target vehicle. Finally, the target vehicle is controlled using the target torque correction data. This achieves the goal of stable, controllable, and safe vehicle drifting according to the driver's intention, thereby improving drift control accuracy, enhancing driving adaptability, and increasing safety and stability during the drifting process. This solves the technical problems of low control accuracy and insufficient safety and stability during drifting in related technologies. Attached Figure Description

[0025] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0026] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0027] Figure 2 This is a flowchart of another vehicle control method according to an embodiment of this application;

[0028] Figure 3 This is a structural block diagram of a vehicle control device according to an embodiment of this application. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application 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 this application 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 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.

[0031] According to an embodiment of this application, a method embodiment for vehicle control is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0032] This embodiment provides a vehicle control method. Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 1 As shown, the method includes the following steps:

[0033] Step S10: Obtain vehicle status data of the target vehicle;

[0034] Step S11: In response to receiving a preset mode control command from the target user for the target vehicle, determine a first rear axle slip ratio and a second rear axle slip ratio based on vehicle status data, wherein the first rear axle slip ratio is used to represent the target rear axle slip ratio of the target vehicle, and the second rear axle slip ratio is used to represent the actual rear axle slip ratio of the target vehicle.

[0035] Step S12: Determine target torque correction data based on the first rear axle slip ratio and the second rear axle slip ratio, wherein the target torque correction data is used to distribute torque to the braking system or drive system of the target vehicle;

[0036] Step S13: Control the target vehicle using the target torque correction data.

[0037] The aforementioned vehicle status data is collected in real time by a sensor array and transmitted to the Electronic Control Unit (ECU). This sensor array includes wheel speed sensors, steering wheel angle sensors, accelerator pedal position sensors, and yaw rate sensors. Therefore, the vehicle status signals collected in real time by the sensor array include, but are not limited to, wheel speed, steering wheel angle, accelerator pedal position, and yaw rate. This vehicle status data forms the basis for the ECU's drift control decisions, enabling the vehicle system to respond based on the real-time vehicle status.

[0038] In addition, vehicle status data can also be obtained through vehicle network communication. Specifically, modern vehicles widely use in-vehicle networks, such as Controller Area Network (CAN), or CAN bus, which connects various electronic control units (ECUs). Through the in-vehicle network, the drift control system can access data from different vehicle subsystems. For example, the drift control system obtains the current gear information from the transmission ECU, the vehicle's yaw rate from the vehicle stability control system, such as Electronic Stability Control (ESC) or Electronic Stability Program (ESP), and the steering wheel angle from the steering system ECU, etc.

[0039] The target user can be the driver, and the preset mode control command can be a signal sent by the driver to the vehicle system through a specific operation (such as a button, menu selection, etc.) requesting to enter "drift mode". That is, when the vehicle system receives the driver's mode selection command and confirms entry into "drift mode", it activates the subsequent control logic.

[0040] Rear axle slip ratio represents the degree of slippage of a vehicle's rear wheels relative to the ground during driving. This occurs because when a vehicle turns or performs special driving maneuvers (such as drifting), the rear wheels may lose some traction and begin to slip rather than roll relative to the ground. The aforementioned first rear axle slip ratio can be the target rear axle slip ratio for the target vehicle, i.e., the degree of slippage the driver wants the rear wheels to achieve by pressing the accelerator pedal. The aforementioned second rear axle slip ratio can be the actual rear axle slip ratio for the target vehicle, i.e., the actual degree of slippage achieved by the rear wheels during drifting. By comparing the first and second rear axle slip ratios, this application allows the vehicle system to assess drift control deviations and subsequently adjust the control strategy.

[0041] The aforementioned target torque correction data represents the deviation between the target rear axle slip ratio calculated using the first and second rear axle slip ratios and the actual rear axle slip ratio. In other words, it represents the data the vehicle should adjust to achieve the target slip ratio. Therefore, the target torque correction data can be used to guide the torque distribution of the vehicle's braking or drive system, thereby achieving adjustment and control of the drift state. Specifically, this application calculates and determines the target torque correction data using the first and second rear axle slip ratios, and controls the vehicle's braking or drive system based on the target torque correction data to achieve precise control of the vehicle's drift state.

[0042] For example, a neural network model can also be used to calculate the target torque correction data. That is, the complex relationship between the first rear axle slip ratio, the second rear axle slip ratio and the target torque correction data can be learned from a large amount of historical driving data. In order to obtain the target torque correction data based on the real-time first rear axle slip ratio and the second rear axle slip ratio, the target torque control command can be generated to control the vehicle's drift state in real time.

[0043] Furthermore, after obtaining the target torque correction data, specific control commands can be issued to the vehicle's braking or drive system to adjust the drive torque or braking torque, thereby achieving precise control of the vehicle's rear axle slip ratio. By controlling the vehicle using the calculated target torque correction data, closed-loop control of the entire vehicle drifting process is achieved, thus ensuring the real-time performance and accuracy of the control effect.

[0044] Based on steps S10 to S13 above, by collecting vehicle status data in real time and responding to preset mode control commands, the system can determine the first rear axle slip ratio and the second rear axle slip ratio based on the vehicle status data. Furthermore, by determining the target torque correction data using the first and second rear axle slip ratios, the system can precisely adjust the braking or drive system of the target vehicle, enabling the rear axle slip ratio to quickly and stably track the driver's intentions, achieving intuitive and controllable vehicle drifting. Simultaneously, the process of determining the target torque correction data also improves the convenience and safety of drifting operations, providing the driver with a stable and precise drifting experience.

[0045] The vehicle control method in the embodiments of this application will be further described below.

[0046] Optionally, the vehicle status data also includes: real-time accelerator pedal opening information. In step S11, determining the first rear axle slip ratio based on the vehicle status data includes:

[0047] Step S111: Obtain a preset mapping relationship, wherein the preset mapping relationship is used to represent the mapping relationship between the calibrated accelerator pedal opening information and the calibrated rear axle slip ratio;

[0048] Step S112: Determine the first rear axle slip ratio using real-time accelerator pedal opening information and a preset mapping relationship.

[0049] The aforementioned real-time accelerator pedal opening information reflects the degree to which the accelerator pedal is depressed during a drift, collected by the accelerator pedal position sensor. It reflects the driver's current operation of the accelerator pedal. Specifically, when the driver presses the accelerator pedal, the pedal moves downwards. The greater the movement, the greater the accelerator pedal opening, meaning the driver desires a greater degree of rear axle slippage.

[0050] When determining the first rear axle slip ratio based on vehicle state data, a preset mapping relationship is first obtained. This preset mapping relationship represents a positive correlation function between accelerator pedal opening and the target slip ratio; that is, a mathematical relationship between accelerator pedal opening information and the target rear axle slip ratio. For example, the larger the accelerator pedal opening, the higher the set target slip ratio. This preset mapping relationship can be pre-calibrated through the analysis of a large number of experiments. For example, the preset mapping relationship can also be obtained using machine learning and data-driven methods, i.e., by analyzing the vehicle's driving records under various conditions, the optimal correlation between accelerator pedal opening and slip ratio is automatically learned, thereby capturing complex nonlinear relationships and making the system more accurate. Furthermore, the preset mapping relationship can also employ online adaptive calibration, which allows the system to dynamically adjust the mapping relationship during operation and optimize the control strategy based on real-time feedback, thereby improving the driving experience. Additionally, drivers can customize the preset mapping relationship between accelerator pedal depth and the target slip ratio through the in-vehicle menu or a dedicated application, allowing drivers to personalize the control system parameters according to their driving preferences or skill levels. These various preset mapping relationships can increase the flexibility of system control.

[0051] Then, when determining the first rear axle slip ratio λ_target using real-time accelerator pedal opening information and preset mapping relationship, the ECU obtains the driver's current accelerator pedal opening information as input, and directly outputs the first rear axle slip ratio, that is, the target rear axle slip degree of the target vehicle under the current accelerator pedal opening, by querying or calculating the preset mapping relationship.

[0052] Based on the above optional embodiments, by obtaining a preset mapping relationship, and then using the real-time accelerator pedal opening information and the preset mapping relationship to determine the first rear axle slip ratio, the vehicle system can quickly calculate the corresponding calibrated target rear axle slip ratio according to the driver's different accelerator pedal operations, so as to achieve direct control of the drift state.

[0053] Optionally, the vehicle status data also includes: front wheel speed information and rear wheel speed information. In step S11, determining the second rear axle slip ratio based on the vehicle status data includes:

[0054] Step S113: Determine the first average speed based on the front wheel speed information, and determine the second average speed based on the rear wheel speed information;

[0055] Step S114: Determine the second rear axle slip ratio using the first average speed and the second average speed.

[0056] In this embodiment of the application, the vehicle status data also includes front wheel speed information and rear wheel speed information. The front wheel speed information is collected by wheel speed sensors mounted on the front wheels, reflecting the rotational speed of the front wheels at each moment. The rear wheel speed information is collected by wheel speed sensors mounted on the rear wheels, reflecting the rotational speed of the rear wheels at each moment.

[0057] When determining the second rear axle slip ratio based on vehicle state data, a first average speed is first determined based on the front wheel speed information, and a second average speed is determined based on the rear wheel speed information. In determining the first average speed based on the front wheel speed information, two front wheel speed information points are acquired, and the average of these two front wheel speeds is taken as the actual vehicle speed V_vehicle, i.e., the first average speed. Similarly, in determining the second average speed based on the rear wheel speed information, two rear wheel speed information points are acquired, and the average of these two rear wheel speeds V_wheel is calculated and taken as the second average speed.

[0058] When determining the second rear axle slip ratio using the first and second average speeds, the actual rear axle slip ratio λ_actual, i.e., the second rear axle slip ratio, is calculated based on the vehicle's actual speed V_vehicle and the average wheel speed V_wheel of the left and right drive wheels of the rear axle. The specific calculation formula is as follows:

[0059] λ_actual = (V_wheel - V_vehicle) / max(V_vehicle, V_min) 100%

[0060] Where V_min is a small positive number to prevent the denominator from being zero.

[0061] Based on the above optional embodiments, this application calculates a first average speed based on the front wheel speed information, reflecting the overall forward speed trend of the vehicle, and calculates a second average speed based on the rear wheel speed information, reflecting the actual movement of the rear wheels relative to the ground. Then, using the first and second average speeds, the speed difference between the rear axle and the front axle is calculated, thereby deriving a second rear axle slip ratio. This quantifies the degree of deviation of the rear axle from the overall direction of vehicle movement, i.e., the lateral slip state of the vehicle. Simultaneously, it achieves real-time monitoring and accurate calculation of the slip ratio, providing crucial input for subsequent control strategies and ensuring that the system can respond promptly to dynamic changes in the vehicle to adjust to the ideal drift state.

[0062] Optionally, in step S12, determining the target torque correction data based on the first rear axle slip ratio and the second rear axle slip ratio includes:

[0063] Step S121: Obtain slip ratio deviation data based on the first rear axle slip ratio and the second rear axle slip ratio, wherein the slip ratio deviation data is used to represent the difference between the first rear axle slip ratio and the second rear axle slip ratio;

[0064] Step S122: Perform feedback control calculations on the slip ratio deviation data to obtain the target torque correction data.

[0065] The slip ratio deviation data mentioned above represents the difference between the slip ratio of the first rear axle and the slip ratio of the second rear axle. The specific calculation formula is as follows:

[0066] e = λ_target - λ_actual

[0067] Where λ_target represents the first rear axle slip ratio and λ_actual represents the second rear axle slip ratio.

[0068] When calculating the target torque correction data, the target torque correction data T_cmd is obtained by performing feedback control calculation on the slip ratio deviation e, i.e., by performing proportional integral derivative (PID) control algorithm calculation.

[0069] Based on the above optional embodiments, this application achieves active and precise adjustment of the vehicle's drift state by accurately calculating the slip ratio deviation data and using a PID feedback control strategy to generate target torque correction data.

[0070] Optionally, in step S122, feedback control calculations are performed on the slip ratio deviation data to obtain the target torque correction data, including:

[0071] Step S1221: Obtain the preset proportional coefficient, preset integral coefficient, and preset differential coefficient;

[0072] Step S1222: Determine the proportional control term using slip ratio deviation data and preset proportional coefficient; determine the integral control term using slip ratio deviation data and preset integral coefficient; and determine the differential control term using slip ratio deviation data and preset differential coefficient.

[0073] Step S1223: Summation calculation of proportional control term, integral control term and derivative control term to obtain target torque correction data.

[0074] Specifically, when performing feedback control calculations on the slip ratio deviation data to obtain the target torque correction data, the preset proportional coefficient, preset integral coefficient, and preset derivative coefficient are first acquired, namely Kp, Ki, and Kd, respectively. Then, the proportional control term, Kp, is determined using the slip ratio deviation data and the preset proportional coefficient. e represents the proportional control term, while Ki represents the integral control term, determined using slip ratio deviation data and preset integral coefficients. e dt is the integral control term, and the differential control term, Kd, ​​is determined using slip ratio deviation data and preset differential coefficients. de / dt represents the differential control term. Finally, the proportional control term, integral control term, and differential control term are summed to obtain the target torque correction data. The calculation process for the target torque correction data is as follows:

[0075] T_cmd = Kp e + Ki e dt + Kd de / dt

[0076] Based on the above optional embodiments, when performing feedback control calculations in this application, the proportional control term is responsible for immediate response to deviations, the integral control term is used to eliminate the accumulation of deviations, and the derivative control term is used to predict the changing trend of deviations. These three terms work together on the deviation data to generate target torque correction data. The target torque correction data represents the adjustment amount of torque distribution to the target vehicle's drive or braking system, ensuring that the vehicle's rear axle slip ratio can be stabilized near the set target value, thereby achieving precise control of the drift state.

[0077] Optionally, in step S13, controlling the target vehicle using the target torque correction data includes:

[0078] Step S131: Compare the target torque correction data with the preset value to obtain the comparison result, wherein the comparison result is used to determine the torque control object corresponding to the target vehicle.

[0079] Step S132: Generate a target torque control command based on the comparison results, so as to control the torque control object using the target torque control command.

[0080] In this embodiment of the application, when controlling the target vehicle using target torque correction data, the target torque correction data is first compared with a preset value to obtain a comparison result. The preset value can be set to 0, that is, when comparing the target torque correction data with the preset value, the comparison result is determined based on the sign and magnitude of the target torque correction data T_cmd.

[0081] The comparison results are used to determine the torque control object corresponding to the target vehicle. This torque control object is either the drive system or the braking system. For example, if the target torque correction data is positive, it indicates that the drive system needs to be controlled to increase drive torque; conversely, if the target torque correction data is negative, the braking system needs to be controlled to apply braking torque.

[0082] Furthermore, a target torque control command is generated based on the comparison results. This target torque control command is used to control the torque control object. That is, after the torque control object is determined, whether the driving torque is increased or the braking torque is applied, the ECU will generate a corresponding target torque control command based on the direction and magnitude of the comparison results, so as to control the corresponding object to perform the corresponding torque adjustment action.

[0083] For example, if the torque control object is the drive system, the target torque control command may include information on the magnitude of the increase in power output to control the drive system to increase torque output and accelerate the slip of the rear wheels; if the torque control object is the braking system, the target torque control command will reduce the magnitude of the power output to guide the braking system to slow down or prevent the slip of the rear wheels according to the command, thereby achieving a match between the vehicle's rear axle slip ratio and the driver's intention.

[0084] Based on the above optional embodiments, by comparing the target torque correction data with the preset value and generating the target torque control command based on the comparison result, real-time and precise adjustment of the torque control object is realized.

[0085] Optionally, in step S132, generating the target torque control command based on the comparison result includes:

[0086] Step S1321: In response to the determination that the target torque correction data is greater than the preset value based on the comparison result, the drive system is identified as the torque control object, and a drive torque control command is generated using the target torque correction data.

[0087] Step S1322: In response to the determination that the target torque correction data is less than a preset value based on the comparison result, the braking system is identified as the torque control object, and a braking torque control command is generated using the target torque correction data.

[0088] In this embodiment, when generating a target torque control command based on the comparison result, if the comparison result shows that the target torque correction data is greater than a preset value, then the drive system is identified as the torque control object, and a drive torque control command is generated using the target torque correction data. The aforementioned target torque correction data being greater than the preset value, i.e., target torque correction data T_cmd>0, indicates that the actual rear axle slip ratio is insufficient and slip needs to be increased. At this time, the torque control object is the drive system, meaning the system primarily requests the power system to output a positive drive torque, requesting an output drive torque of magnitude T_cmd.

[0089] In this embodiment, when generating a target torque control command based on the comparison results, if the comparison results determine that the target torque correction data is less than a preset value, the braking system is identified as the torque control object, and a braking torque control command is generated using the target torque correction data. The aforementioned target torque correction data being less than the preset value, i.e., the target torque correction amount T_cmd < 0, indicates that the actual rear axle slip ratio is too high and needs to be reduced. At this time, the torque control object is the braking system; that is, the system mainly requests the braking system to apply appropriate braking torque to the inner or both rear wheels to reduce the slip ratio, requesting a braking torque of |T_cmd| to be applied to the rear wheels.

[0090] Based on the above optional embodiments, this application determines the relationship between the target torque correction data and the preset value based on the comparison results, thereby determining the torque control object and generating braking torque control commands, thus realizing effective management of the vehicle's dynamic drift state.

[0091] Figure 2 This is a flowchart of another vehicle control method according to an embodiment of this application, such as... Figure 2 As shown, the process includes the following steps:

[0092] Step S201: Obtain vehicle status data of the target vehicle, including: real-time accelerator pedal opening information, front wheel speed information and rear wheel speed information;

[0093] Step S202: Determine whether a preset mode control command for the target vehicle has been received from the target user;

[0094] Step S203: In response to receiving a preset mode control command from the target user for the target vehicle, determine a first rear axle slip ratio and a second rear axle slip ratio based on vehicle status data, wherein the first rear axle slip ratio is used to represent the target rear axle slip ratio of the target vehicle, and the second rear axle slip ratio is used to represent the actual rear axle slip ratio of the target vehicle.

[0095] Step S204: Obtain slip ratio deviation data based on the first rear axle slip ratio and the second rear axle slip ratio, wherein the slip ratio deviation data is used to represent the difference between the first rear axle slip ratio and the second rear axle slip ratio;

[0096] Step S205: Obtain the preset proportional coefficient, preset integral coefficient, and preset differential coefficient;

[0097] Step S206: Determine the proportional control term using slip ratio deviation data and preset proportional coefficient, determine the integral control term using slip ratio deviation data and preset integral coefficient, and determine the differential control term using slip ratio deviation data and preset differential coefficient.

[0098] Step S207: Summate the proportional control term, integral control term, and derivative control term to obtain the target torque correction data;

[0099] Step S208: The target torque correction data is compared with the preset value to obtain the comparison result, wherein the comparison result is used to determine the torque control object corresponding to the target vehicle.

[0100] Step S209: Determine whether the comparison result is greater than a preset threshold;

[0101] Step S210: In response to the determination that the target torque correction data is greater than the preset value based on the comparison result, the drive system is identified as the torque control object, and a drive torque control command is generated using the target torque correction data;

[0102] Step S211: In response to the determination that the target torque correction data is less than a preset value based on the comparison result, the braking system is identified as the torque control object, and a braking torque control command is generated using the target torque correction data.

[0103] Based on steps S201 to S211 above, by collecting vehicle status data in real time and responding to preset mode control commands, the system can determine the first rear axle slip ratio and the second rear axle slip ratio based on the vehicle status data. Furthermore, by determining the target torque correction data using the first and second rear axle slip ratios, the system can precisely adjust the braking or drive system of the target vehicle, enabling the rear axle slip ratio to quickly and stably track the driver's intentions, achieving intuitive and controllable vehicle drifting. Simultaneously, the process of determining the target torque correction data also improves the convenience and safety of drifting operations, providing the driver with a stable and precise drifting experience.

[0104] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0105] According to an embodiment of this application, a device embodiment for a vehicle control device is provided. It should be noted that the device can be used to execute the above-described vehicle control method.

[0106] Figure 3 This is a structural block diagram of a vehicle control device according to one embodiment of this application, such as... Figure 3 As shown, taking a vehicle control device 300 as an example, the device includes:

[0107] The acquisition module 301 is used to acquire vehicle status data of the target vehicle; the first determination module 302 is used to determine a first rear axle slip ratio and a second rear axle slip ratio based on the vehicle status data in response to receiving a preset mode control command from the target user for the target vehicle, wherein the first rear axle slip ratio is used to represent the target rear axle slip ratio of the target vehicle, and the second rear axle slip ratio is used to represent the actual rear axle slip ratio of the target vehicle; the second determination module 303 is used to determine target torque correction data based on the first rear axle slip ratio and the second rear axle slip ratio, wherein the target torque correction data is used to distribute torque to the braking system or drive system of the target vehicle; and the control module 304 is used to control the target vehicle using the target torque correction data.

[0108] Optionally, the vehicle status data also includes: real-time accelerator pedal opening information, and the first determining module 302 is further used to: obtain a preset mapping relationship, wherein the preset mapping relationship is used to represent the mapping relationship between the calibrated accelerator pedal opening information and the calibrated rear axle slip ratio; and determine the first rear axle slip ratio using the real-time accelerator pedal opening information and the preset mapping relationship.

[0109] Optionally, the vehicle status data also includes: front wheel speed information and rear wheel speed information. The first determining module 302 is further configured to: determine a first average speed based on the front wheel speed information and determine a second average speed based on the rear wheel speed information; and determine a second rear axle slip ratio using the first average speed and the second average speed.

[0110] Optionally, the second determining module 303 is further configured to: obtain slip ratio deviation data based on the first rear axle slip ratio and the second rear axle slip ratio, wherein the slip ratio deviation data is used to represent the difference between the first rear axle slip ratio and the second rear axle slip ratio; and perform feedback control calculation on the slip ratio deviation data to obtain target torque correction data.

[0111] Optionally, the second determining module 303 is further configured to: obtain a preset proportional coefficient, a preset integral coefficient, and a preset differential coefficient; determine a proportional control term using slip ratio deviation data and the preset proportional coefficient, determine an integral control term using slip ratio deviation data and the preset integral coefficient, and determine a differential control term using slip ratio deviation data and the preset differential coefficient; and sum the proportional control term, integral control term, and differential control term to obtain target torque correction data.

[0112] Optionally, the control module 304 is further configured to: compare the target torque correction data with a preset value to obtain a comparison result, wherein the comparison result is used to determine the torque control object corresponding to the target vehicle; and generate a target torque control command based on the comparison result to control the torque control object using the target torque control command.

[0113] Optionally, the control module 304 is further configured to: respond to a determination based on the comparison result that the target torque correction data is greater than a preset value, identify the drive system as the torque control object, and generate a drive torque control command using the target torque correction data.

[0114] Optionally, the control module 304 is further configured to: respond to a determination based on the comparison result that the target torque correction data is less than a preset value, identify the braking system as the torque control object, and generate a braking torque control command using the target torque correction data.

[0115] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0116] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0117] In the above embodiments of this application, 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.

[0118] In the several embodiments provided in this application, 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 may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0119] The units described as separate components may or may not be physically separate. Similarly, 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, depending on actual needs.

[0120] Furthermore, the functional units in the various embodiments of this application 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.

[0121] 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 this application, 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 this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0122] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, include: Obtain vehicle status data for the target vehicle; In response to receiving a preset mode control command from a target user for the target vehicle, a first rear axle slip ratio and a second rear axle slip ratio are determined based on the vehicle status data, wherein the first rear axle slip ratio is used to represent the target rear axle slip ratio of the target vehicle, and the second rear axle slip ratio is used to represent the actual rear axle slip ratio of the target vehicle; Target torque correction data is determined based on the first rear axle slip ratio and the second rear axle slip ratio, wherein the target torque correction data is used to distribute torque to the braking system or drive system of the target vehicle; The target vehicle is controlled using the target torque correction data.

2. The method according to claim 1, characterized in that, The vehicle status data also includes: real-time accelerator pedal opening information. Determining the first rear axle slip ratio based on the vehicle status data includes: Obtain a preset mapping relationship, wherein the preset mapping relationship is used to represent the mapping relationship between the calibrated accelerator pedal opening information and the calibrated rear axle slip ratio; The first rear axle slip ratio is determined using the real-time accelerator pedal opening information and the preset mapping relationship.

3. The method according to claim 1, characterized in that, The vehicle status data also includes: front wheel speed information and rear wheel speed information. Determining the second rear axle slip ratio based on the vehicle status data includes: A first average speed is determined based on the front wheel speed information, and a second average speed is determined based on the rear wheel speed information; The second rear axle slip ratio is determined using the first average speed and the second average speed.

4. The method according to claim 1, characterized in that, Determining the target torque correction data based on the first rear axle slip ratio and the second rear axle slip ratio includes: Based on the first rear axle slip ratio and the second rear axle slip ratio, slip ratio deviation data is obtained, wherein the slip ratio deviation data is used to represent the difference between the first rear axle slip ratio and the second rear axle slip ratio; Feedback control calculations are performed on the slip ratio deviation data to obtain the target torque correction data.

5. The method according to claim 4, characterized in that, Feedback control calculations are performed on the slip ratio deviation data to obtain the target torque correction data, including: Obtain the preset proportional coefficient, preset integral coefficient, and preset derivative coefficient; The proportional control term is determined using the slip ratio deviation data and the preset proportional coefficient; the integral control term is determined using the slip ratio deviation data and the preset integral coefficient; and the differential control term is determined using the slip ratio deviation data and the preset differential coefficient. The target torque correction data is obtained by summing the proportional control term, the integral control term, and the derivative control term.

6. The method according to claim 1, characterized in that, Controlling the target vehicle using the target torque correction data includes: The target torque correction data is compared with a preset value to obtain a comparison result, wherein the comparison result is used to determine the torque control object corresponding to the target vehicle; Based on the comparison results, a target torque control command is generated to control the torque control object.

7. The method according to claim 6, characterized in that, Generating the target torque control command based on the comparison results includes: The response determines that the target torque correction data is greater than the preset value based on the comparison result, identifies the drive system as the torque control object, and generates a drive torque control command using the target torque correction data.

8. The method according to claim 6, characterized in that, Generating the target torque control command based on the comparison results includes: The response determines that the target torque correction data is less than the preset value based on the comparison result, identifies the braking system as the torque control object, and generates a braking torque control command using the target torque correction data.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

10. 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 method according to any one of claims 1 to 8.

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