Vehicle drift control method and system and vehicle
By utilizing the maximum front wheel steering angle limit and rear wheel drive force compensation in vehicle drift control, the problems of control failure and mechanical damage caused by excessive front wheel steering angle are solved, achieving higher control accuracy and safety.
Patent Information
- Application Number
- CN202511733075.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-21
- Publication Date
- 2026-04-10
AI Technical Summary
In the existing technology, vehicle drift control methods do not fully consider the structural limitations of the steering system, which may lead to excessive front wheel steering angle, resulting in control failure or mechanical damage.
When the desired front wheel steering angle exceeds the maximum front wheel steering angle, a new rear wheel driving force is determined by setting the maximum front wheel steering angle to control vehicle drift, avoid excessive front wheel steering angle, and use rear wheel driving force to compensate for insufficient front wheel steering angle, thus preventing control failure and steering system damage.
It effectively prevents control failure and steering system damage caused by excessive front wheel steering angle, improves control accuracy and safety, and enhances safety and system durability under extreme conditions.
Smart Images
Figure CN121822479A_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to a vehicle drift control method, system, and vehicle. Background Technology
[0002] In related technologies, a closed-loop switching control method for vehicle steady-state drift based on LQR and PID is provided. This method calculates the set steady-state drift domain and steady-state drift equilibrium point based on a three-degree-of-freedom vehicle model, and decomposes the set drift process into a transition stage approaching the steady-state drift domain and a steady-state stage entering the steady-state drift domain based on the steady-state drift domain. Then, a longitudinal PID controller and a lateral LQR controller are used to control the vehicle to track the steady-state drift equilibrium point in order to achieve closed-loop control of vehicle drift.
[0003] However, this control method is susceptible to control failure and mechanical damage. Summary of the Invention
[0004] This disclosure provides a vehicle drift control method, system, and vehicle to at least partially solve the above-mentioned problems.
[0005] The first aspect of this disclosure provides a vehicle drift control method, comprising:
[0006] Determine the desired front wheel steering angle and desired rear wheel driving force during vehicle drift;
[0007] When the desired front wheel steering angle is greater than the set maximum front wheel steering angle, a new rear wheel driving force is determined based on the set maximum front wheel steering angle;
[0008] The vehicle drifts by controlling the maximum front wheel steering angle and the new rear wheel drive force.
[0009] In some embodiments, when the desired front wheel steering angle is less than or equal to a set maximum front wheel steering angle, the vehicle drift is controlled based on the desired front wheel steering angle and the desired rear wheel driving force.
[0010] In some embodiments,
[0011] The desired rear-wheel drive force is determined based on the steady-state rear-wheel drive force; or
[0012] The desired rear-wheel drive force is determined based on the steady-state rear-wheel drive force and the vehicle's longitudinal speed; or
[0013] The desired rear-wheel drive force is determined based on the steady-state rear-wheel drive force and the vehicle's longitudinal speed error, wherein the longitudinal speed error is the difference between the vehicle's current longitudinal speed and its steady-state longitudinal speed; or
[0014] The desired rear-wheel drive force is determined according to the following formula:
[0015]
[0016] in, To achieve the desired rear-wheel drive power, The steady-state rear-wheel drive force is given by m, where m is the total vehicle mass. For speed coefficient, This is the difference between the vehicle's current longitudinal speed and its steady-state longitudinal speed.
[0017] In some embodiments,
[0018] The desired front wheel steering angle is determined based on the front wheel slip angle; or
[0019] The desired front wheel steering angle is determined based on the front wheel slip angle and the vehicle's current state parameters; or
[0020] The desired front wheel steering angle is determined based on the front wheel slip angle, the vehicle's current center of gravity slip angle, the current yaw rate, and the current longitudinal speed; or
[0021] The desired front wheel steering angle is determined according to the following formula:
[0022]
[0023] in, To achieve the desired front wheel steering angle, The front wheel slip angle, This is the current centroid sideslip angle. This is the distance from the vehicle's center of gravity to the front axle. The current yaw rate, This represents the current longitudinal velocity.
[0024] In some embodiments,
[0025] The front wheel slip angle is determined based on the desired front wheel lateral force; or
[0026] The front wheel slip angle is determined based on the desired front wheel lateral force and the tire model; or
[0027] The front wheel slip angle is determined based on the desired front wheel lateral force and the Fiala tire inverse model.
[0028] In some embodiments,
[0029] The desired front wheel lateral force is determined based on the desired rear wheel lateral force; or
[0030] The desired front wheel lateral force is determined based on the desired rear wheel lateral force, the sideslip angle, and the yaw rate; or
[0031] The desired front wheel lateral force is determined based on the desired rear wheel lateral force, the sideslip angle error, the yaw rate error, and the steady-state yaw rate. The sideslip angle error is the difference between the current sideslip angle and the steady-state sideslip angle, and the yaw rate error is the difference between the current yaw rate and the steady-state yaw rate.
[0032] The desired front wheel lateral force is determined according to the following formula:
[0033]
[0034] in, To achieve the desired lateral force on the front wheels, To achieve the desired rear wheel lateral force, The centroid sideslip angle coefficient, This is the difference between the current centroid sideslip angle and the steady-state centroid sideslip angle. This is the difference between the current yaw rate and the steady-state yaw rate. For steady-state yaw rate, The yaw rate coefficient, As the first coefficient, This is the second coefficient.
[0035] In some embodiments,
[0036] The desired rear wheel lateral force is determined based on the rear wheel slip angle; or
[0037] The desired rear wheel lateral force is determined based on the rear wheel slip angle and the tire model; or
[0038] The desired rear wheel lateral force is determined based on the rear wheel slip angle and the Fiala tire model.
[0039] In some embodiments,
[0040] The rear wheel slip angle is determined based on the vehicle's current state parameters; or
[0041] The rear wheel slip angle is determined based on the vehicle's current center of gravity slip angle, current yaw rate, and current longitudinal speed; or
[0042] The rear wheel slip angle is determined according to the following formula:
[0043]
[0044] in, Rear wheel slip angle, This is the current centroid sideslip angle. This is the distance from the vehicle's center of gravity to the rear axle. The current yaw rate, This represents the current longitudinal velocity.
[0045] In some embodiments, determining the new rear-wheel drive force based on the set maximum front wheel steering angle includes: determining the front wheel slip angle based on the set maximum front wheel steering angle, and determining the new rear-wheel drive force based on the front wheel slip angle.
[0046] In some embodiments, determining the new rear-wheel drive force based on the front wheel slip angle includes: determining the desired front wheel lateral force based on the front wheel slip angle, and determining the new rear-wheel drive force based on the desired front wheel lateral force.
[0047] In some embodiments, determining the new rear-wheel drive force based on the desired front wheel lateral force includes: determining the desired rear wheel lateral force based on the desired front wheel lateral force, and determining the new rear-wheel drive force based on the desired rear wheel lateral force.
[0048] In some embodiments,
[0049] The front wheel slip angle is determined according to the following formula:
[0050]
[0051] in, The front wheel slip angle, The maximum front wheel steering angle is set. This is the current centroid sideslip angle. This is the distance from the vehicle's center of gravity to the front axle. The current yaw rate, For the current longitudinal velocity; and / or
[0052] The desired front wheel lateral force is determined based on the front wheel slip angle and the Fiala tire model; and / or
[0053] The desired rear wheel lateral force is determined according to the following formula:
[0054]
[0055] in, To achieve the desired rear wheel lateral force, To achieve the desired lateral force on the front wheels, The centroid sideslip angle coefficient, This is the difference between the current centroid sideslip angle and the steady-state centroid sideslip angle. This is the difference between the current yaw rate and the steady-state yaw rate. For steady-state yaw rate, The yaw rate coefficient, As the first coefficient, For the second coefficient; and / or
[0056] The new rear-wheel drive force is determined according to the following formula:
[0057]
[0058] in, For the new rear-wheel drive, To achieve the desired rear wheel lateral force, The coefficient of friction of the road surface. This is the vertical force on the rear wheel;
[0059] The rear wheel vertical force is detected by a tire load sensor, or the rear wheel vertical force is determined according to the following formula:
[0060]
[0061] in, For the overall vehicle quality, It is the acceleration due to gravity. This is the distance from the vehicle's center of gravity to the front axle. This is the distance from the vehicle's center of gravity to the rear axle.
[0062] In some embodiments,
[0063] Steady-state rear-wheel drive force, steady-state longitudinal velocity, steady-state center-of-gravity sideslip angle, and steady-state yaw rate are all determined based on the set maximum front wheel steering angle, the three-degree-of-freedom vehicle dynamics model, and the Fiala tire model; or
[0064] The steady-state rear wheel driving force, steady-state longitudinal velocity, steady-state center of gravity sideslip angle, and steady-state yaw rate are determined according to the following formulas:
[0065]
[0066] in, The steady-state centroid sideslip angle, The rate of change of the centroid sideslip angle. For the overall vehicle quality, For steady-state longitudinal velocity, The longitudinal velocity change rate, The lateral force is from the front wheel. The lateral force is from the rear wheel. For steady-state yaw rate, The rate of change of yaw rate, For the vehicle's yaw inertia. This is the distance from the vehicle's center of gravity to the front axle. This is the distance from the vehicle's center of gravity to the rear axle. For steady-state rear wheel drive force, This is the maximum front wheel steering angle set.
[0067] The vehicle drift control method provided in this disclosure determines a new rear wheel driving force based on the set maximum front wheel turning angle when the determined desired front wheel turning angle is greater than the set maximum front wheel turning angle; and controls vehicle drift based on the set maximum front wheel turning angle and the new rear wheel driving force, thereby preventing the problem of control failure or damage to the vehicle steering system caused by excessive front wheel turning angle.
[0068] This disclosure also provides a vehicle drift control system, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any of the methods described above.
[0069] This disclosure also provides an electrical device including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any of the methods described above.
[0070] This disclosure also provides a computer-readable storage medium having a computer program / instructions stored thereon, which, when executed by a processor, implement the steps of any of the methods described above.
[0071] This disclosure also provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of any of the methods described above.
[0072] This disclosure also provides a vehicle that includes the vehicle drift control system described in any of the preceding claims.
[0073] The above description is merely an overview of the technical solution disclosed herein. In order to better understand the technical means of this disclosure and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this disclosure more apparent and understandable, specific embodiments of this disclosure are described below. Attached Figure Description
[0074] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are merely some embodiments of this disclosure. Those skilled in the art can obtain other drawings based on these drawings without any creative effort.
[0075] To gain a more complete understanding of this disclosure and its beneficial effects, the following description will be made in conjunction with the accompanying drawings, wherein the same reference numerals denote the same parts in the following description.
[0076] Figure 1 This is a flowchart illustrating a vehicle drift control method according to some embodiments;
[0077] Figure 2 This is a structural schematic diagram of a vehicle according to some embodiments;
[0078] Figure 3 This is a flowchart illustrating a vehicle drift control method according to some other embodiments;
[0079] Figure 4 This is a flowchart illustrating a vehicle drift control method according to some other embodiments. Detailed Implementation
[0080] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this disclosure, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort are within the protection scope of this disclosure.
[0081] In the description of this disclosure, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in the current application, provided that the relative positional relationships shown in the accompanying drawings are satisfied.
[0082] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.
[0083] Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following related objects are in an "or" relationship.
[0084] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "electrical connection," and "communication" should be interpreted broadly. For example, they can refer to fixed electrical connections, detachable electrical connections, or integral electrical connections. Connections can be direct or indirect through an intermediate medium, and can be internal connections between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.
[0085] In embodiments of this disclosure, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in embodiments of this disclosure is not limited. Functions may be performed in the order shown or discussed, or may be performed substantially simultaneously or in reverse order depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.
[0086] In this disclosure, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or illustration. Any embodiment or design described as "exemplary" or "for example" in this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.
[0087] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.
[0088] The closed-loop switching control method for steady-state drift of vehicles provided by related technologies does not fully consider the structural limitations of the vehicle steering system. That is, the steering system has a maximum turning angle limit in mechanical design. If the drift algorithm outputs a steering angle that exceeds this maximum angle, it may lead to control failure, mechanical damage or even safety hazards in practical applications.
[0089] In some embodiments, such as Figure 1-4 As shown, this disclosure provides a vehicle drift control method, including:
[0090] Determine the desired front wheel steering angle and desired rear wheel driving force during vehicle drift;
[0091] When the desired front wheel steering angle is greater than the set maximum front wheel steering angle, a new rear wheel driving force is determined based on the set maximum front wheel steering angle;
[0092] The vehicle drifts by controlling the maximum front wheel steering angle and the new rear wheel drive force.
[0093] The maximum front wheel steering angle is set to be less than or equal to the maximum front wheel steering angle of the vehicle.
[0094] Compared with related technologies, the vehicle drift control method provided in this disclosure determines a new rear wheel driving force based on the set maximum front wheel turning angle when the determined desired front wheel turning angle is greater than the set maximum front wheel turning angle; and controls vehicle drift based on the set maximum front wheel turning angle and the new rear wheel driving force, thereby preventing the problem of control failure or damage to the vehicle steering system caused by excessive front wheel turning angle.
[0095] When the desired front wheel angle is greater than the set maximum front wheel angle, the rear wheel driving force is re-determined based on the set maximum front wheel angle. By controlling the vehicle's drift using the set maximum front wheel angle and the new rear wheel driving force, the front wheel angle can be kept within the vehicle's maximum front wheel angle. This prevents problems such as control failure and damage to the steering system caused by excessive front wheel angle. The solution has higher control accuracy and effectiveness, and can effectively protect vehicle safety.
[0096] In the above embodiments, by embedding the physical limit (maximum steering angle) of the steering system as a hard constraint into the control logic, when the vehicle enters a high sideslip condition, the system no longer attempts to continue increasing the front wheel steering angle to maintain drift. Instead, it actively switches control from the steering system to the drive system. Through dynamic compensation of the rear wheel drive force, it maintains the stability of the yaw rate and the center of gravity sideslip angle, thereby avoiding steering mechanism overload, abnormal tire wear, and stress accumulation in the suspension system, significantly improving safety and system durability under extreme conditions.
[0097] For ease of control, in some embodiments, when the desired front wheel steering angle is less than or equal to the set maximum front wheel steering angle, the vehicle drift is controlled based on the desired front wheel steering angle and the desired rear wheel driving force.
[0098] When the desired front wheel steering angle is less than or equal to the set maximum front wheel steering angle, the vehicle can be drifted directly based on the desired front wheel steering angle and the desired rear wheel driving force, thus controlling the vehicle to drift stably.
[0099] For ease of control, in some embodiments...
[0100] The expected rear-wheel drive force is determined based on the steady-state rear-wheel drive force; or
[0101] The desired rear-wheel drive force is determined based on the steady-state rear-wheel drive force and the vehicle's longitudinal velocity; or
[0102] The desired rear-wheel drive force is determined based on the steady-state rear-wheel drive force and the vehicle's longitudinal speed error, where the longitudinal speed error is the difference between the vehicle's current longitudinal speed and its steady-state longitudinal speed; or
[0103] The desired rear-wheel drive force is determined according to the following formula:
[0104]
[0105] in, To achieve the desired rear-wheel drive power, The steady-state rear-wheel drive force is given by m, where m is the total vehicle mass. For speed coefficient, This is the difference between the vehicle's current longitudinal speed and its steady-state longitudinal speed.
[0106] The desired rear-wheel drive force can be determined using various suitable methods, such as any of the methods mentioned above. By introducing longitudinal speed error feedback, the rear-wheel drive force can dynamically adapt to changes in vehicle kinetic energy, maintaining longitudinal momentum balance during drifting, preventing drift interruption due to excessive speed decay, and preventing sideslip loss due to excessive speed.
[0107] For ease of control, in some embodiments...
[0108] The desired front wheel steering angle is determined based on the front wheel slip angle; or
[0109] The desired front wheel steering angle is determined based on the front wheel slip angle and the vehicle's current state parameters; or
[0110] The desired front wheel steering angle is determined based on the front wheel slip angle, the vehicle's current center of gravity slip angle, the current yaw rate, and the current longitudinal velocity; or
[0111] The desired front wheel steering angle is determined according to the following formula:
[0112]
[0113] in, To achieve the desired front wheel steering angle, The front wheel slip angle, This is the current centroid sideslip angle. This is the distance from the vehicle's center of gravity to the front axle. The current yaw rate, This represents the current longitudinal velocity.
[0114] The desired front wheel steering angle can be determined using various suitable methods, such as any of the methods mentioned above. These methods can directly couple the front wheel steering angle with the center of gravity motion state, allowing the front wheel steering angle to not only respond to user input but also dynamically adapt to the actual lateral motion state of the vehicle, significantly improving the predictability and stability of the drift trajectory.
[0115] For ease of control, in some embodiments...
[0116] The front wheel slip angle is determined based on the desired front wheel lateral force; or
[0117] The front wheel slip angle is determined based on the desired front wheel lateral force and the tire model; or
[0118] The front wheel slip angle is determined based on the expected front wheel lateral force and the Fiala tire inverse model.
[0119] The front wheel slip angle can be determined in various suitable ways, such as any of the methods mentioned above. Determining the front wheel slip angle by inversely using the desired front wheel lateral force and the Fiala tire model ensures that the desired front wheel lateral force can be actually generated by the tire, improving control feasibility.
[0120] For ease of control, in some embodiments...
[0121] The desired front wheel lateral force is determined based on the desired rear wheel lateral force; or
[0122] The desired front wheel lateral force is determined based on the desired rear wheel lateral force, the sideslip angle, and the yaw rate; or
[0123] The desired front wheel lateral force is determined based on the desired rear wheel lateral force, the sideslip angle error, the yaw rate error, and the steady-state yaw rate. The sideslip angle error is the difference between the current sideslip angle and the steady-state sideslip angle, and the yaw rate error is the difference between the current yaw rate and the steady-state yaw rate. Or...
[0124] The expected lateral force of the front wheels is determined according to the following formula:
[0125]
[0126] in, To achieve the desired lateral force on the front wheels, To achieve the desired rear wheel lateral force, The centroid sideslip angle coefficient, This is the difference between the current centroid sideslip angle and the steady-state centroid sideslip angle. This is the difference between the current yaw rate and the steady-state yaw rate. For steady-state yaw rate, The yaw rate coefficient, As the first coefficient, This is the second coefficient.
[0127] The desired front wheel lateral force can be determined in various suitable ways, such as any of the methods mentioned above. These methods make it easy and simple to determine the desired front wheel lateral force.
[0128] For ease of control, in some embodiments...
[0129] The expected rear wheel lateral force is determined based on the rear wheel slip angle; or
[0130] The expected rear wheel lateral force is determined based on the rear wheel slip angle and the tire model; or
[0131] The expected rear wheel lateral force is determined based on the rear wheel slip angle and the Fiala tire model.
[0132] The desired rear wheel lateral force can be determined in various suitable ways, such as any of the methods mentioned above. The desired rear wheel lateral force can also be determined simply and easily based on the rear wheel slip angle and the Fiala tire model.
[0133] For ease of control, in some embodiments...
[0134] The rear wheel slip angle is determined based on the vehicle's current state parameters; or
[0135] The rear wheel slip angle is determined based on the vehicle's current center of gravity slip angle, current yaw rate, and current longitudinal velocity; or
[0136] The rear wheel slip angle is determined according to the following formula:
[0137]
[0138] in, Rear wheel slip angle, This is the current centroid sideslip angle. This is the distance from the vehicle's center of gravity to the rear axle. The current yaw rate, This represents the current longitudinal velocity.
[0139] The rear wheel slip angle can be determined in various suitable ways, such as any of the methods mentioned above. By directly relating the overall motion state of the vehicle to the local motion of the rear wheel, the rear wheel slip angle can be determined, providing a physical basis for the calculation of the rear wheel lateral force.
[0140] For ease of control, in some embodiments, determining the new rear wheel driving force based on the set maximum front wheel steering angle includes: determining the front wheel slip angle based on the set maximum front wheel steering angle, and determining the new rear wheel driving force based on the front wheel slip angle.
[0141] For ease of control, in some embodiments, determining the new rear wheel driving force based on the front wheel slip angle includes: determining the desired front wheel lateral force based on the front wheel slip angle, and determining the new rear wheel driving force based on the desired front wheel lateral force.
[0142] For ease of control, in some embodiments, determining the new rear wheel drive force based on the desired front wheel lateral force includes: determining the desired rear wheel lateral force based on the desired front wheel lateral force, and determining the new rear wheel drive force based on the desired rear wheel lateral force.
[0143] With the above scheme, when the desired front wheel steering angle is greater than the set maximum front wheel steering angle, the desired front wheel steering angle can be set to the set maximum front wheel steering angle. The front wheel slip angle is determined based on the set maximum front wheel steering angle, the desired front wheel lateral force is determined based on the front wheel slip angle, the desired rear wheel lateral force is determined based on the desired front wheel lateral force, and the new rear wheel driving force is determined based on the desired rear wheel lateral force. In this way, the driving force can be used to compensate for the insufficient front wheel steering angle, thereby effectively ensuring the safe operation of drift control.
[0144] For ease of control, in some embodiments...
[0145] The front wheel slip angle is determined according to the following formula:
[0146]
[0147] in, The front wheel slip angle, The maximum front wheel steering angle is set. This is the current centroid sideslip angle. This is the distance from the vehicle's center of gravity to the front axle. The current yaw rate, For the current longitudinal velocity; and / or
[0148] The expected front wheel lateral force is determined based on the front wheel slip angle and the Fiala tire model; and / or
[0149] The expected lateral force of the rear wheel is determined according to the following formula:
[0150]
[0151] in, To achieve the desired rear wheel lateral force, To achieve the desired lateral force on the front wheels, The centroid sideslip angle coefficient, This is the difference between the current centroid sideslip angle and the steady-state centroid sideslip angle. This is the difference between the current yaw rate and the steady-state yaw rate. For steady-state yaw rate, The yaw rate coefficient, As the first coefficient, For the second coefficient; and / or
[0152] The new rear-wheel drive force is determined according to the following formula:
[0153]
[0154] in, For the new rear-wheel drive, To achieve the desired rear wheel lateral force, The coefficient of friction of the road surface. This is the vertical force on the rear wheel;
[0155] The rear wheel vertical force is determined based on the tire load sensor, or it is determined using the following formula:
[0156]
[0157] in, For the overall vehicle quality, It is the acceleration due to gravity. This is the distance from the vehicle's center of gravity to the front axle. This is the distance from the vehicle's center of gravity to the rear axle.
[0158] The above formulas can be used to determine the front wheel slip angle based on the set maximum front wheel steering angle, the desired front wheel lateral force based on the front wheel slip angle, the desired rear wheel lateral force based on the desired front wheel lateral force, and the new rear wheel driving force based on the desired rear wheel lateral force. In this way, the driving force can be used to compensate for the insufficient front wheel steering angle, thereby effectively ensuring the safe operation of drift control.
[0159] For ease of control, in some embodiments...
[0160] Steady-state rear-wheel drive force, steady-state longitudinal velocity, steady-state center-of-gravity sideslip angle, and steady-state yaw rate are all determined based on the set maximum front wheel steering angle, the three-degree-of-freedom vehicle dynamics model, and the Fiala tire model; or
[0161] The steady-state rear wheel driving force, steady-state longitudinal velocity, steady-state center of gravity sideslip angle, and steady-state yaw rate are determined according to the following formulas:
[0162]
[0163] in, The steady-state centroid sideslip angle, The rate of change of the centroid sideslip angle. For the overall vehicle quality, For steady-state longitudinal velocity, The longitudinal velocity change rate, The lateral force is from the front wheel. The lateral force is from the rear wheel. For steady-state yaw rate, The rate of change of yaw rate, For the vehicle's yaw inertia. This is the distance from the vehicle's center of gravity to the front axle. This is the distance from the vehicle's center of gravity to the rear axle. For steady-state rear wheel drive force, This is the maximum front wheel steering angle set.
[0164] When the vehicle is in a drift equilibrium state, the rate of change of the vehicle's center of gravity sideslip angle, the rate of change of the yaw rate, and the rate of change of the longitudinal velocity are all zero. .
[0165] That is, the steady-state rear wheel drive force, steady-state longitudinal speed, steady-state center of gravity sideslip angle, and steady-state yaw rate mentioned above can be determined according to the above scheme. Thus, the front wheel steering angle and rear wheel drive force can be determined based on the steady-state rear wheel drive force, steady-state longitudinal speed, steady-state center of gravity sideslip angle, and steady-state yaw rate to achieve vehicle drift control.
[0166] It should be noted that the current centroid sideslip angle mentioned above can be directly detected by a centroid sideslip angle sensor, or it can be determined using the following formula:
[0167]
[0168] in, This is the current centroid sideslip angle. The current longitudinal velocity, This represents the current lateral velocity.
[0169] , , The coefficients can be determined through simulation experiments and other methods. In some embodiments, The value range can be 3.2-4.2; The value can range from 2.0 to 2.9; The value range can be 0.2-0.7. Those skilled in the art can reasonably select the values of each coefficient to facilitate drift control.
[0170] First coefficient Second coefficient It can be any suitable value; in some embodiments, the first coefficient... Second coefficient The following formulas can be used to determine them respectively:
[0171]
[0172] in, This is the distance from the vehicle's center of gravity to the front axle. This is the distance from the vehicle's center of gravity to the rear axle. For the vehicle's yaw inertia. Here, m is the sideslip angle coefficient, and m is the vehicle mass. This represents the current longitudinal velocity.
[0173] The current longitudinal velocity, current center of gravity sideslip angle, and current yaw rate can be obtained through vehicle speed sensors and inertial measurement units.
[0174] like Figure 2 The vehicle shown includes: sensors (vehicle speed sensor, IMU (Inertial Measurement Unit)), steering motor, drive motor, PAD (Portable Android Device), drive motor controller, steering controller, chassis controller, and CAN bus.
[0175] The PAD, vehicle speed sensor, and IMU are connected to the chassis controller via a CAN (Controller Area Network) bus. The PAD provides a drift function switch and steering angle settings. Users interact with the PAD to generate drift function switch signals for determining whether the function is on or off and for setting the maximum front wheel steering angle. The vehicle speed sensor provides vehicle speed signals, and the IMU provides yaw rate signals, sideslip angle signals, etc. These signals are transmitted to the chassis controller for signal processing. Subsequently, the drift controller in the chassis controller calculates the required target front wheel steering angle and target driving force.
[0176] The steering controller interacts with the chassis controller via a CAN bus. It obtains the target front wheel steering angle from the chassis controller, converts it into steering wheel angle, and then controls the steering wheel to execute steering commands. The drive motor controller also interacts with the chassis controller via a CAN bus. It obtains the target driving force from the chassis controller, converts it into driving torque, and then controls the drive motor to achieve the target driving torque.
[0177] This system coordinates the vehicle's steering and drive systems, and calculates the steering wheel angle and drive torque in real time, enabling the vehicle to perform continuous and stable drifting motion.
[0178] like Figure 3 As shown:
[0179] First, this system uses an in-vehicle PAD as the human-machine interface device, which enables and disables the drift function. When the drift function is activated via the PAD, the PAD sends a drift function activation signal to the chassis controller via the CAN bus to activate the drift function. Simultaneously, the maximum front wheel steering angle for drifting is set via the PAD. .
[0180] To achieve steady-state drift motion, a three-degree-of-freedom vehicle dynamics model and a Fiala tire model were established in the chassis controller to analyze the vehicle's drift steady-state characteristics. When the vehicle is in drift equilibrium, the rate of change of the vehicle's center of gravity sideslip angle, the rate of change of the yaw rate, and the rate of change of the longitudinal velocity are all zero, i.e. Substitute it into formula (1) and combine it with the set steady-state rotation angle value. The steady-state yaw rate of the vehicle during steady-state drift was calculated using the Fiala tire model. , centroid side slip angle Longitudinal velocity and longitudinal force of the rear wheel :
[0181]
[0182] In the formula, The steady-state centroid sideslip angle, The rate of change of the centroid sideslip angle. For the overall vehicle quality, For steady-state longitudinal velocity, The longitudinal velocity change rate, The lateral force is from the front wheel. The lateral force is from the rear wheel. For steady-state yaw rate, The rate of change of yaw rate, For the vehicle's yaw inertia. This is the distance from the vehicle's center of gravity to the front axle. This is the distance from the vehicle's center of gravity to the rear axle. For steady-state rear wheel drive force, This is the maximum front wheel steering angle set.
[0183] Subsequently, the chassis controller obtains the vehicle's current lateral and longitudinal speeds, yaw rate, etc., from the vehicle speed sensor and IMU, and estimates the vehicle's sideslip angle using the Kalman filter method. Specifically, the Kalman filter algorithm is first used to smooth the vehicle's current lateral and longitudinal speeds, and then the vehicle's sideslip angle is calculated using the following formula:
[0184]
[0185] In the formula, - Current centroid sideslip angle -Current longitudinal velocity, - Current lateral velocity.
[0186] This invention discloses a dual-loop control method. The method acquires the processed yaw rate signal and the center of gravity sideslip angle signal from the chassis controller, calculates the error between the current yaw rate and the steady-state yaw rate, and the error between the current center of gravity sideslip angle and the steady-state center of gravity sideslip angle. The inner loop controller uses the yaw rate change error as the control target to precisely regulate the vehicle's yaw motion; the outer loop controller uses the center of gravity sideslip angle error as the control core to ensure stable adjustment of the vehicle's sideslip motion.
[0187] Outer loop control:
[0188] The outer loop control, as shown in formula (3), controls the vehicle's sideslip motion by using the desired yaw rate and the error in the center of gravity sideslip angle. From formula (3), it can be seen that for clockwise drift motion (i.e., negative yaw rate and positive sideslip angle), if... When the value is positive, it indicates that the sideslip angle of the center of mass is greater than the steady-state value, and the yaw rate needs to be increased; conversely, when the value is negative... When the value is negative, it indicates that the sideslip angle of the center of mass is less than the steady-state value, and the yaw rate needs to be reduced.
[0189]
[0190] In the formula, For the desired yaw rate, For steady-state yaw rate, This is the current centroid sideslip angle. The steady-state centroid sideslip angle, This represents the error between the current centroid sideslip angle and the steady-state centroid sideslip angle. for The feedback gain is the weight of the influence of the centroid sideslip angle error on the control output (centroid sideslip angle coefficient).
[0191] Inner loop control:
[0192] As shown in formula (4), the inner loop control achieves the control of the vehicle's yaw motion through the error of the yaw rate of change. A first-order inertial element is used to approximate the differential calculation to avoid the differential explosion problem, i.e. .
[0193]
[0194] In the formula, This represents the error between the current yaw rate and the desired yaw rate. The rate of change of yaw rate error. The current yaw rate, For the desired yaw rate, for The feedback gain is the weight of the yaw rate error in the control output (yaw rate coefficient).
[0195] Formula (3) can be used to derive the following formula (5):
[0196]
[0197] In the formula, For the desired rate of change of yaw rate, The rate of change of the centroid sideslip angle. This represents the rate of change of the centroid side deflection angle error.
[0198] Based on formulas (1), (4), and (5), the following control formula can be obtained:
[0199]
[0200] Simplifying formula (6), we obtain the following formula for calculating lateral force, which is the control law formula:
[0201]
[0202] In the formula, It is a constant.
[0203] By combining the improved Fiala tire inverse model with the calculated desired front wheel lateral force, the desired front wheel steering angle can be obtained. During drifting, the rear wheels are in a slipping state. Based on the calculated desired rear wheel lateral force, the desired rear wheel longitudinal force is obtained, which is then converted into the desired rear wheel drive torque. The combined input of the front wheel steering angle and the rear wheel drive torque allows the vehicle to maintain a steady-state drift.
[0204] When the vehicle enters steering mode, it calculates the longitudinal force required to maintain longitudinal speed and the front wheel angle required to reach drift steady state. If the required front wheel angle does not exceed the maximum front wheel angle, the drive motor controller and steering controller are adjusted according to the desired longitudinal force (rear wheel drive force) and front wheel angle to achieve longitudinal and lateral movement control of the vehicle. If the required front wheel angle exceeds the maximum front wheel angle, the vehicle enters drive mode, using drive force to compensate for the insufficient front wheel angle. At this time, the newly calculated drive force and maximum front wheel angle are output to the drive motor controller and steering controller for control.
[0205] like Figure 4 As shown, after entering steering mode, the drive only needs to maintain a steady-state vehicle speed. First, it obtains the current longitudinal vehicle speed from the chassis controller, calculates the error between the current longitudinal speed and the steady-state longitudinal vehicle speed, and uses minimizing the longitudinal speed error as the control objective to calculate the required longitudinal force.
[0206]
[0207] in, -Desired rear wheel longitudinal force (rear wheel drive force) - Steady-state longitudinal force of the rear wheels (rear wheel drive force). -Steady-state longitudinal velocity, - Overall vehicle weight - The error between the current longitudinal speed and the steady-state longitudinal speed - The feedback gain is the weight (vehicle speed coefficient) of the longitudinal speed error in the control output.
[0208] As shown in formula (9), the slip angle of the rear wheel is first calculated based on the current state of the vehicle. Then, the desired rear wheel lateral force can be obtained from the Fiala tire model. Finally, the desired front wheel lateral force is calculated using the control formula (9).
[0209]
[0210] In the formula, Rear wheel slip angle, For the desired front wheel lateral force, - The distance from the vehicle's center of gravity to the rear axle.
[0211] The expected front wheel lateral force is calculated using the Fiala tire inverse model and formula (9). The front wheel slip angle can be obtained. Then, the desired front wheel steering angle is calculated using the following formula:
[0212]
[0213] in, - Front wheel slip angle -Expected front wheel steering angle, - The distance from the vehicle's center of gravity to the front axle; if the required front wheel steering angle does not exceed the maximum front wheel steering angle ( The calculated rear wheel longitudinal force is directly output to the drive motor controller and steering controller. and front wheel cornering Control longitudinal and lateral movements.
[0214] The vehicle enters drive mode when the front wheels reach their maximum steering limit. Front wheel slip angle :
[0215] In the formula, This represents the maximum value of the front wheel steering angle. - The distance from the vehicle's center of gravity to the front axle.
[0216] The desired front wheel lateral force was obtained from the Fiala tire model. Then, the desired rear wheel lateral force is obtained according to the control law formula. Finally, the desired longitudinal force of the rear wheel is calculated using the saturation force formula. This allows the vehicle to maintain a steady drift state.
[0217]
[0218] in, -Desired rear wheel lateral force, -Desired longitudinal force on the rear wheels -Vertical force on the rear wheel - The road surface friction coefficient and the vertical force of the rear wheel can be obtained through the static load distribution formula (13) or the tire load sensor. The calculated driving force is output to the drive motor controller and the steering controller. and maximum front wheel steering angle To take control.
[0219]
[0220] In the formula, - Overall vehicle weight - Gravitational acceleration, - The distance from the vehicle's center of gravity to the front axle. - The distance from the vehicle's center of gravity to the rear axle.
[0221] When the drift function is disabled via the PAD, the PAD sends a drift function disable signal to the chassis controller via the CAN bus to exit the drift function. At this time, the vehicle's front wheel steering angle and yaw rate are maintained to allow the vehicle to perform steady-state steering motion, reducing the longitudinal speed until the longitudinal speed reaches 0, at which point the vehicle stops.
[0222] This embodiment uses an in-vehicle PAD as a human-machine interface device. The maximum front wheel steering angle is set via the PAD, and the drift function is activated. In this embodiment, the maximum front wheel steering angle is set to 37 degrees. The specific function control logic is as follows:
[0223] S1. The control system receives the driver's drift command, enters drift mode, and disables the vehicle's ESP (Electronic Stability Program) and VDC (Vehicle Dynamics Control) systems. The driver sets the maximum front wheel steering angle via the onboard PAD. ), enter S2;
[0224] S2. The chassis controller receives the PAD drift request, collects the vehicle's longitudinal speed in real time through the vehicle speed sensor, and checks whether the current vehicle speed meets the drift entry conditions (i.e., longitudinal vehicle speed ≥ 30km / h). If it does, it proceeds to S3; otherwise, it prompts that the drift entry conditions have not been met and proceeds to S1.
[0225] S3. The chassis controller uses theoretical formulas derived from the three-degree-of-freedom model of the car and the Fiala tire model to calculate the steady-state values of the vehicle's center of gravity sideslip angle and yaw rate under the drift equilibrium state based on the maximum front wheel steering angle, and then proceeds to S4.
[0226] S4. Real-time data collection of vehicle lateral and longitudinal velocities and steering wheel angles is achieved using vehicle speed, IMU, and steering wheel sensors. An extended Kalman filter algorithm is used to estimate the vehicle's yaw rate and center-of-gravity sideslip angle. The inner-loop controller controls the vehicle's yaw motion based on the difference between the estimated and expected yaw rates and the rate of change of this difference. The outer-loop controller controls the vehicle's sideslip motion based on the difference between the estimated and expected yaw rates and the rate of change of this difference, outputting the target front wheel angle and rear wheel longitudinal force. Two control modes are available: steering mode and drive mode. First, it is determined whether the output target front wheel angle exceeds the set maximum value. If it does not exceed the set value, it is in steering mode, proceeding to S5; if it exceeds the set value, it is in drive mode, proceeding to S6.
[0227] S5. If the target front wheel angle exceeds the set value ( If so, then set the target front wheel steering angle to... Then recalculate the magnitude of the rear wheel longitudinal force required to maintain drift stability when the target front wheel steering angle is set to the maximum value, and proceed to S6;
[0228] S6. Adjust the steering controller according to the target front wheel steering angle and adjust the drive controller according to the target rear wheel longitudinal force. The control system monitors the PAD signal in real time during operation. If a PAD drift function deactivation request signal is received, proceed to S1 to safely exit the drift function; otherwise, proceed to the next cycle S4.
[0229] The vehicle drift control method provided in this disclosure determines a new rear wheel driving force based on the set maximum front wheel turning angle when the determined desired front wheel turning angle is greater than the set maximum front wheel turning angle; and controls vehicle drift based on the set maximum front wheel turning angle and the new rear wheel driving force, thereby preventing the problem of control failure or damage to the vehicle steering system caused by excessive front wheel turning angle.
[0230] This disclosure also provides a vehicle drift control system, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any of the above methods.
[0231] This disclosure also provides an electrical device including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any of the above methods.
[0232] This disclosure also provides a computer-readable storage medium having a computer program / instructions stored thereon, which, when executed by a processor, implement the steps of any of the above methods.
[0233] This disclosure also provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of any of the above methods.
[0234] This disclosure also provides a vehicle that includes the vehicle drift control system described above.
[0235] It should be noted that the aforementioned electrical equipment can be any conventionally power-consuming equipment, such as, but not limited to, controllers, vehicles, skateboard chassis, ships, drones, mobile phones, computers, air conditioners, refrigerators, washing machines, microwave ovens, printers, fax machines, etc.
[0236] The embodiments of this disclosure have been described above with reference to the accompanying drawings. However, this disclosure is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this disclosure without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this disclosure.
Claims
1. A vehicle drift control method, characterized in that, include: Determine the desired front wheel steering angle and desired rear wheel driving force during vehicle drift; When the desired front wheel steering angle is greater than the set maximum front wheel steering angle, a new rear wheel driving force is determined based on the set maximum front wheel steering angle; The vehicle drifts by controlling the maximum front wheel steering angle and the new rear wheel drive force.
2. The vehicle drift control method according to claim 1, characterized in that, When the desired front wheel steering angle is less than or equal to the set maximum front wheel steering angle, the vehicle is controlled to drift based on the desired front wheel steering angle and the desired rear wheel driving force.
3. The vehicle drift control method according to claim 1, characterized in that, The desired rear-wheel drive force is determined based on the steady-state rear-wheel drive force; or The desired rear-wheel drive force is determined based on the steady-state rear-wheel drive force and the vehicle's longitudinal speed; or The desired rear-wheel drive force is determined based on the steady-state rear-wheel drive force and the vehicle's longitudinal speed error, wherein the longitudinal speed error is the difference between the vehicle's current longitudinal speed and its steady-state longitudinal speed; or The desired rear-wheel drive force is determined according to the following formula: ； in, To achieve the desired rear-wheel drive power, The steady-state rear-wheel drive force is given by m, where m is the total vehicle mass. For speed coefficient, This is the difference between the vehicle's current longitudinal speed and its steady-state longitudinal speed.
4. The vehicle drift control method according to claim 1, characterized in that, The desired front wheel steering angle is determined based on the front wheel slip angle; or The desired front wheel steering angle is determined based on the front wheel slip angle and the vehicle's current state parameters; or The desired front wheel steering angle is determined based on the front wheel slip angle, the vehicle's current center of gravity slip angle, the current yaw rate, and the current longitudinal speed; or The desired front wheel steering angle is determined according to the following formula: ； in, To achieve the desired front wheel steering angle, The front wheel slip angle, This is the current centroid sideslip angle. This is the distance from the vehicle's center of gravity to the front axle. The current yaw rate, This represents the current longitudinal velocity.
5. The vehicle drift control method according to claim 4, characterized in that, The front wheel slip angle is determined based on the desired front wheel lateral force; or The front wheel slip angle is determined based on the desired front wheel lateral force and the tire model; or The front wheel slip angle is determined based on the desired front wheel lateral force and the Fiala tire inverse model.
6. The vehicle drift control method according to claim 5, characterized in that, The desired front wheel lateral force is determined based on the desired rear wheel lateral force; or The desired front wheel lateral force is determined based on the desired rear wheel lateral force, the sideslip angle, and the yaw rate; or The desired front wheel lateral force is determined based on the desired rear wheel lateral force, the sideslip angle error, the yaw rate error, and the steady-state yaw rate. The sideslip angle error is the difference between the current sideslip angle and the steady-state sideslip angle, and the yaw rate error is the difference between the current yaw rate and the steady-state yaw rate. The desired front wheel lateral force is determined according to the following formula: ； in, To achieve the desired lateral force on the front wheels, To achieve the desired rear wheel lateral force, The centroid sideslip angle coefficient, This is the difference between the current centroid sideslip angle and the steady-state centroid sideslip angle. This is the difference between the current yaw rate and the steady-state yaw rate. For steady-state yaw rate, The yaw rate coefficient, As the first coefficient, This is the second coefficient.
7. The vehicle drift control method according to claim 6, characterized in that, The desired rear wheel lateral force is determined based on the rear wheel slip angle; or The desired rear wheel lateral force is determined based on the rear wheel slip angle and the tire model; or The desired rear wheel lateral force is determined based on the rear wheel slip angle and the Fiala tire model.
8. The vehicle drift control method according to claim 7, characterized in that, The rear wheel slip angle is determined based on the vehicle's current state parameters; or The rear wheel slip angle is determined based on the vehicle's current center of gravity slip angle, current yaw rate, and current longitudinal speed; or The rear wheel slip angle is determined according to the following formula: ； in, Rear wheel slip angle, This is the current centroid sideslip angle. This is the distance from the vehicle's center of gravity to the rear axle. The current yaw rate, This represents the current longitudinal velocity.
9. The vehicle drift control method according to claim 1, characterized in that, The step of determining the new rear wheel driving force based on the set maximum front wheel steering angle includes: determining the front wheel slip angle based on the set maximum front wheel steering angle, and determining the new rear wheel driving force based on the front wheel slip angle.
10. The vehicle drift control method according to claim 9, characterized in that, The step of determining the new rear wheel driving force based on the front wheel slip angle includes: determining the desired front wheel lateral force based on the front wheel slip angle, and determining the new rear wheel driving force based on the desired front wheel lateral force.
11. The vehicle drift control method according to claim 10, characterized in that, The step of determining the new rear wheel driving force based on the expected front wheel lateral force includes: determining the expected rear wheel lateral force based on the expected front wheel lateral force, and determining the new rear wheel driving force based on the expected rear wheel lateral force.
12. The vehicle drift control method according to claim 11, characterized in that, The front wheel slip angle is determined according to the following formula: ； in, The front wheel slip angle, The maximum front wheel steering angle is set. This is the current centroid sideslip angle. This is the distance from the vehicle's center of gravity to the front axle. The current yaw rate, For the current longitudinal velocity; and / or The desired front wheel lateral force is determined based on the front wheel slip angle and the Fiala tire model; and / or The desired rear wheel lateral force is determined according to the following formula: ； in, To achieve the desired rear wheel lateral force, To achieve the desired lateral force on the front wheels, The centroid sideslip angle coefficient, This is the difference between the current centroid sideslip angle and the steady-state centroid sideslip angle. This is the difference between the current yaw rate and the steady-state yaw rate. For steady-state yaw rate, The yaw rate coefficient, As the first coefficient, For the second coefficient; and / or The new rear-wheel drive force is determined according to the following formula: ； in, For the new rear-wheel drive, To achieve the desired rear wheel lateral force, The coefficient of friction of the road surface. This is the vertical force on the rear wheel; The rear wheel vertical force is detected by a tire load sensor, or the rear wheel vertical force is determined according to the following formula: ； in, For the overall vehicle quality, It is the acceleration due to gravity. This is the distance from the vehicle's center of gravity to the front axle. This is the distance from the vehicle's center of gravity to the rear axle.
13. The vehicle drift control method according to any one of claims 1-12, characterized in that, Steady-state rear-wheel drive force, steady-state longitudinal velocity, steady-state center-of-gravity sideslip angle, and steady-state yaw rate are all determined based on the set maximum front wheel steering angle, the three-degree-of-freedom vehicle dynamics model, and the Fiala tire model; or The steady-state rear wheel driving force, steady-state longitudinal velocity, steady-state center of gravity sideslip angle, and steady-state yaw rate are determined according to the following formulas: ； in, The steady-state centroid sideslip angle, The rate of change of the centroid sideslip angle. For the overall vehicle quality, For steady-state longitudinal velocity, The longitudinal velocity change rate, The lateral force is from the front wheel. The lateral force is from the rear wheel. For steady-state yaw rate, The rate of change of yaw angular velocity, For the vehicle's yaw inertia. This is the distance from the vehicle's center of gravity to the front axle. This is the distance from the vehicle's center of gravity to the rear axle. For steady-state rear wheel drive force, This is the maximum front wheel steering angle set.
14. A vehicle drift control system, comprising a memory, a processor, and a computer program stored in the memory, characterized in that, The processor executes the computer program to implement the steps of the method according to any one of claims 1-13.
15. A vehicle, characterized in that, include: The vehicle drift control system as described in claim 14.