Vehicle Drift Control Method and System, and Vehicle

Abstract

Vehicle drift control method and system, and vehicle. The vehicle drift control method includes obtaining the required torque of the entire vehicle and the state parameters of the vehicle in response to a drift operation command by the user, determining the front axle torque ratio according to the state parameters, determining the required torque ratio of the front axle and the required torque of the entire vehicle according to the front axle torque ratio, and performing torque control on the front axle motor and the rear axle motor respectively according to the required torque of the front axle and the required torque of the rear axle. Thereby, the torque distribution between the front axle and the rear axle becomes more reasonable, and the drift duration and the safety of the drift are enhanced.

Description

Technical Field

[0001] Cross - reference to Related Applications This disclosure claims priority to Chinese Patent Application No. 202210845246.3, filed on July 18, 2022, with the title "VEHICLE DRIFT CONTROL METHOD AND SYSTEM, AND VEHICLE". The entire content of the above - referenced application is incorporated herein by reference.

[0002] This disclosure relates to the field of vehicle control technology, and more particularly, to a vehicle drift control method and system, and a vehicle.

Background Art

[0003] In the prior art, based on vehicle state detection signals, the current driving intention of the driver is judged. When the judged current driving intention is such that the current wheel turning operation strengthens the current vehicle driving tendency, an adjustment method of reducing the front - axle torque distribution ratio and increasing the rear - axle torque distribution ratio is performed, or when the judged current driving intention is such that the current wheel turning operation opposes the current vehicle driving tendency, an adjustment method of increasing the front - axle torque distribution ratio and reducing the rear - axle torque distribution ratio is performed. In this method, the corresponding torque distribution ratio is judged only based on whether the current driving intention of the driver strengthens or opposes the current vehicle driving tendency. As a result, good drift effects and drift safety cannot be achieved.

Summary of the Invention

Problems to be Solved by the Invention

[0004] The object of the present disclosure is to provide a vehicle drift control method and system, as well as a vehicle. In order to diversify the results of the front axle torque distribution obtained, the state parameters of the vehicle are acquired, and the front axle torque ratio of the vehicle is determined based on the first vehicle speed, the first yaw rate, and the first center of mass sideslip angle. As a result, the torque distribution between the front axle and the rear axle becomes more appropriate, thereby increasing the drift duration and enhancing the safety of the drift.

Means for Solving the Problems

[0005] According to a first aspect of an embodiment of the present disclosure, a vehicle drift control method is provided, and the vehicle drift control method includes the following: In response to a user's drift operation command, the required total vehicle torque and state parameters of the vehicle are acquired, and the state parameters include the first vehicle speed, the first yaw rate, and the first center of mass sideslip angle. Based on the state parameters, the front axle torque ratio is determined. Based on the front axle torque ratio and the required total vehicle torque, the required front axle torque and the required rear axle torque are determined. Based on the required front axle torque and the required rear axle torque respectively, the torque of the front axle motor and the torque of the rear axle motor are controlled.

[0006] Optionally, determining the front axle torque ratio based on the state parameters includes the following: The original front axle torque ratio is determined based on the first vehicle speed. The first front axle torque ratio correction coefficient is determined based on the first yaw rate. The second front axle torque ratio correction coefficient is determined based on the first center of mass sideslip angle. The front axle torque ratio is determined based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient.

[0007] Optionally, the state parameter further includes at least one of a first accelerator pedal depth and a first brake pedal depth.

[0008] The method further includes the following before the front axle torque ratio is determined based on an original front axle torque ratio, a first front axle torque ratio correction coefficient, and a second front axle torque ratio correction coefficient: A third front axle torque ratio correction coefficient is determined based on the first accelerator pedal depth, and / or a front axle torque ratio correction value is determined based on the first brake pedal depth.

[0009] The front axle torque ratio being determined based on an original front axle torque ratio, a first front axle torque ratio correction coefficient, and a second front axle torque ratio correction coefficient includes the following: The front axle torque ratio is determined based on at least one of the original front axle torque ratio, the first front axle torque ratio correction coefficient, the second front axle torque ratio correction coefficient, the third front axle torque ratio correction coefficient, and the front axle torque ratio correction value.

[0010] Optionally, the method further includes the following: A control strength is determined based on the state parameter, the control strength is negatively correlated with the difficulty for the electronic stability control system to enter vehicle stability control, and the state parameter includes a second yaw rate and a second center of mass sideslip angle.

[0011] Optionally, the control strength being determined based on the state parameter includes the following: A first control strength coefficient is determined based on the second yaw rate. A second control strength coefficient is determined based on the second center of mass sideslip angle. The control strength is determined based on the first control strength coefficient and the second control strength coefficient.

[0012] Optionally, the state parameter further includes at least one of a second vehicle speed, a second accelerator pedal depth, and a second brake pedal depth.

[0013] Before the control intensity is determined based on the first control intensity coefficient and the second control intensity coefficient, the method further includes the following: A third control intensity coefficient is determined based on the second vehicle speed, and / or a fourth control intensity coefficient is determined based on the second accelerator pedal depth, and / or a fifth control intensity coefficient is determined based on the second brake pedal depth.

[0014] The determination of the control intensity based on the first control intensity coefficient and the second control intensity coefficient includes the following: The control intensity is determined based on at least one of the first control intensity coefficient, the second control intensity coefficient, the third control intensity coefficient, the fourth control intensity coefficient, and the fifth control intensity coefficient.

[0015] Optionally, after responding to the user's drift operation command, the method further includes the following: When a drift operation command is received, a self-check control command is generated, and a plurality of target control systems related to drift mode control are controlled to perform a self-check, and feedback information of the self-check of each target control system is obtained. The vehicle is controlled to enter the drift mode when the feedback information of the self-check of each of the target control systems is the preset matching information.

[0016] Optionally, when the feedback information of the self-check of each of the target control systems is the preset matching information, the method further includes the following: A pre-adjustment control command is generated. At least one pre-adjustment control system of the plurality of target control systems executes the pre-adjustment control command to make the pre-adjustment control system meet the requirements of the drift mode.

[0017] Optionally, the pre-adjustment control system includes a thermal management system for the entire vehicle. At least one pre-adjustment control system among a plurality of target control systems executing a pre-adjustment control instruction includes the following: The temperature of each subsystem of the thermal management system of the entire vehicle is controlled within a corresponding pre-set drift temperature range.

[0018] Optionally, the pre-adjustment control system further includes a battery management system, At least one pre-adjustment control system among a plurality of target control systems executing a pre-adjustment control instruction includes the following: The battery management system is controlled to adjust the discharge power of the battery to a target discharge power.

[0019] Optionally, the battery management system being controlled to adjust the discharge power of the battery to a target discharge power includes the following: The battery management system is controlled to adjust the temperature of the battery module to a first pre-set temperature range, and the first pre-set temperature range is the temperature range at the maximum power discharge efficiency of the battery module. The current discharge power is acquired, and the battery management system is controlled to adjust the current discharge power to a target discharge power, where the current discharge power is a pre-set conventional discharge power corresponding to the actual SOC, and the target discharge power is greater than the current discharge power.

[0020] Optionally, the pre-adjustment control system further includes a front motor controller and a rear motor controller, At least one pre-adjustment control system among a plurality of target control systems executing a pre-adjustment control instruction includes the following: The front motor controller is controlled to adjust the temperature of the front axle motor to a second pre-set temperature range, and the current motor torque load / unloading rate of the front motor controller is adjusted to a target load / unloading rate. The rear motor controller is controlled to adjust the temperature of the rear axle motor to a second preset temperature range, and the current motor torque load / unloading rate of the rear motor controller is adjusted to a target load / unloading rate. The current motor torque load / unloading rate is a preset conventional load / unloading rate, and the target load / unloading rate is greater than the current motor torque load / unloading rate.

[0021] Optionally, the pre-adjustment control system includes a throttle torque control system. When at least one pre-adjustment control system among a plurality of target control systems executes a pre-adjustment control command, it includes the following: The throttle torque control system switches the current throttle response curve to a preset power performance response curve.

[0022] Optionally, after the vehicle is controlled to enter the drift mode, the method further includes the following: The vehicle is controlled to enter a rear-wheel drive control mode, and the rear-wheel drive control mode preferentially distributes the required total vehicle torque to the rear axle motor. When it is known that the vehicle speed has reached a preset vehicle speed threshold, the vehicle is controlled to enter a four-wheel drive control mode. In the four-wheel drive control mode, the torque of the front axle motor and the torque of the rear axle motor are controlled based on the required front axle torque and the required rear axle torque, respectively.

[0023] Optionally, the method further includes the following: When a drift end command is received, the drift mode ends, and the electronic stability control system controls the torque of the front axle motor and the torque of the rear axle motor to be reduced by the torque management system and the electronic stability control system until it is observed that the vehicle is in a stable state.

[0024] According to a second aspect of the embodiments of the present disclosure, a vehicle drift control system is provided, which includes a vehicle-wide controller and a torque management system connected to the vehicle-wide controller.

[0025] The vehicle-wide controller is configured to obtain the required vehicle-wide torque and state parameters of the vehicle in response to a user's drift operation command, and the state parameters include a first vehicle speed, a first yaw rate, and a first center of mass sideslip angle.

[0026] The torque management system is configured to determine a front axle torque ratio based on the state parameters, determine the required front axle torque and the required rear axle torque based on the front axle torque ratio and the required vehicle-wide torque, and control the torque of the front axle motor and the torque of the rear axle motor respectively based on the required front axle torque and the required rear axle torque. to be configured as such.

[0027] Optionally, the torque management system is configured to determine an original front axle torque ratio based on the first vehicle speed, determine a first front axle torque ratio correction coefficient based on the first yaw rate, determine a second front axle torque ratio correction coefficient based on the first center of mass sideslip angle, and determine the front axle torque ratio based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient. to be configured as such.

[0028] Optionally, the state parameters further include at least one of a first accelerator pedal depth and a first brake pedal depth. The torque management system is Determine a third front axle torque ratio correction coefficient based on the first accelerator pedal depth and / or determine a front axle torque ratio correction value based on the first brake pedal depth, and Determine the front axle torque ratio based on at least one of the original front axle torque ratio, the first front axle torque ratio correction coefficient, the second front axle torque ratio correction coefficient, the third front axle torque ratio correction coefficient, and the front axle torque ratio correction value is further configured to do so.

[0029] Optionally, the vehicle drift control system further includes an electronic stability control system, The electronic stability control system is configured to determine the control intensity based on state parameters, and the control intensity is negatively correlated with the difficulty for the electronic stability control system to enter vehicle stability control. The state parameters include the second yaw rate and the second center of mass sideslip angle.

[0030] Optionally, the electronic stability control system Determine a first control intensity coefficient based on the second yaw rate, and Determine a second control intensity coefficient based on the second center of mass sideslip angle, and Determine the control intensity based on the first control intensity coefficient and the second control intensity coefficient is configured to do so.

[0031] Optionally, the state parameters further include at least one of the second vehicle speed, the second accelerator pedal depth, and the second brake pedal depth, The electronic stability control system Determine a third control intensity coefficient based on the second vehicle speed and / or determine a fourth control intensity coefficient based on the second accelerator pedal depth and / or determine a fifth control intensity coefficient based on the second brake pedal depth, and Determining the control intensity based on at least one of the first control intensity coefficient, the second control intensity coefficient, the third control intensity coefficient, the fourth control intensity coefficient, and the fifth control intensity coefficient and is further configured to do so.

[0032] Optionally, the vehicle drift control system further includes a plurality of target control systems. After responding to the user's drift operation command, the vehicle controller when a drift operation command is received, generates a self-check control command, controls a plurality of target control systems related to drift mode control to perform a self-check, and obtains feedback information of the self-check of each target control system when the feedback information of the self-check of each of the target control systems is the preset matching information, controls the vehicle to enter the drift mode and is further configured to do so.

[0033] Optionally, the target control system includes a pre-adjustment control system when the feedback information of the self-check of each of the target control systems is the preset matching information, the vehicle controller is further configured to generate a pre-adjustment control command and the pre-adjustment control system executes the pre-adjustment control command and is configured to satisfy the requirements of the drift mode.

[0034] Optionally, the pre-adjustment control system includes a vehicle-wide thermal management system and the vehicle-wide thermal management system is configured to control the temperature of each subsystem within the corresponding preset drift temperature range.

[0035] Optionally, the pre-adjustment control system further includes a battery management system and the battery management system is configured to adjust the discharge power of the battery to the target discharge power and is configured to do so.

[0036] Optionally, the battery management system controls the battery management system to adjust the temperature of the battery module to a first pre-set temperature range, where the first pre-set temperature range is the temperature range at the maximum power discharge efficiency of the battery module, and obtains the current discharge power and controls the battery management system to adjust the current discharge power to a target discharge power, where the current discharge power is a pre-set conventional discharge power corresponding to the actual SOC, and the target discharge power is greater than the current discharge power, and obtains and controls is configured to do so.

[0037] Optionally, the pre-adjustment control system further includes a front motor controller and a rear motor controller, where the front motor controller is configured to adjust the temperature of the front axle motor to a second pre-set temperature range and adjust the current motor torque load / de-load rate to a target load / de-load rate, where the front motor controller is configured to adjust the temperature of the rear axle motor to a second pre-set temperature range and adjust the current motor torque load / de-load rate to a target load / de-load rate, where the current motor torque load / de-load rate is a pre-set conventional load / de-load rate, and the target load / de-load rate is greater than the current motor torque load / de-load rate.

[0038] Optionally, the pre-adjustment control system includes a throttle torque control system, where the throttle torque control system is configured to switch the current throttle response curve to a pre-set power performance response curve.

[0039] Optionally, after the vehicle is controlled to enter the drift mode, the controller of the entire vehicle Controlling the vehicle to enter a rear-wheel drive control mode, wherein the rear-wheel drive control mode preferentially distributes the required torque of the entire vehicle to the rear axle motor and controls it. When it is determined that the vehicle speed has reached a preset vehicle speed threshold, controlling the vehicle to enter a four-wheel drive control mode, wherein in the four-wheel drive control mode, the torque of the front axle motor and the torque of the rear axle motor are controlled based on the required front axle torque and the required rear axle torque, respectively. It is further configured to perform the above operations.

[0040] Optionally, the overall vehicle controller is further configured to exit the drift mode when a drift end command is received. The torque management system is configured such that the electronic stability control system controls the torque of the front axle motor and the torque of the rear axle motor to be reduced until it observes that the vehicle is in a stable state. The electronic stability control system is configured to enter the stability control of the vehicle until it observes that the vehicle is in a stable state.

[0041] According to a third aspect of the embodiments of the present disclosure, a vehicle is provided, and the vehicle includes a vehicle drift control system according to the second aspect of the present disclosure.

[0042] According to the above technical solution, in response to the user's drift operation instruction, the required overall vehicle torque and state parameters of the vehicle are obtained. The state parameters include the first vehicle speed, the first yaw rate, and the first center of mass sideslip angle. The front axle torque ratio is determined based on the state parameters. Then, based on the front axle torque ratio and the required overall vehicle torque, the required front axle torque and the required rear axle torque are determined. The torque of the front axle motor and the torque of the rear axle motor are controlled based on the required front axle torque and the required rear axle torque, respectively. By the above method, the required overall vehicle torque and the vehicle state parameters of the vehicle can be obtained in real time during the entire process of the driver driving the vehicle to drift. Specifically, various front axle torque ratios can be determined based on various first vehicle speeds, various first yaw rates, and various first center of mass sideslip angles. That is, various front axle torque ratios can be obtained under various operating conditions. Therefore, the obtained front axle torque ratio is more accurate and diverse, and thus can better adapt to more operating conditions, make the torque distribution between the front axle and the rear axle more appropriate, increase the drift duration, and improve the safety of drifting.

[0043] Other features and advantages of the present disclosure will be described in detail in subsequent specific embodiments.

[0044] The accompanying drawings are intended to provide a further understanding of the present disclosure and constitute a part of this specification. The accompanying drawings, together with the following specific embodiments, are intended to explain the present disclosure and do not constitute a limitation to the present disclosure.

Brief Description of the Drawings

[0045]

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Embodiments for Carrying Out the Invention

[0046] Specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely intended to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0047] In the prior art, based on the vehicle state detection signal, the current driving intention of the driver is determined. When the determined current driving intention is such that the current wheel turning operation strengthens the current vehicle driving tendency, an adjustment method of reducing the front axle torque distribution ratio and increasing the rear axle torque distribution ratio is performed. Or when the determined current driving intention is such that the current wheel turning operation is contrary to the current vehicle driving tendency, an adjustment method of increasing the front axle torque distribution ratio and reducing the rear axle torque distribution ratio is performed. In this method, the corresponding torque distribution ratio is determined only based on whether the current driving intention of the driver strengthens or is contrary to the current vehicle driving tendency, and there are only two cases, strengthening and being contrary. Therefore, there are only two corresponding torque distribution ratio adjustment methods. As a result, it is impossible to obtain more diverse torque distribution methods based on various operating conditions, which leads to a state where the torque distribution method is not sufficiently appropriate, and a good drift effect and drift safety cannot be realized.

[0048] Embodiments of the present disclosure provide a vehicle drift control method that, in response to the above problems, acquires in real time the required total vehicle torque and vehicle state parameters of the vehicle throughout the entire process of the driver driving the vehicle to perform a drift. Specifically, various front axle torque ratios can be determined based on various first vehicle speeds, various first yaw rates, and various first center-of-mass sideslip angles. That is, various front axle torque ratios can be obtained under various operating conditions. Therefore, the obtained front axle torque ratio becomes more accurate and diverse, and thus is more adaptable to more operating conditions, making the torque distribution between the front axle and the rear axle more appropriate, increasing the drift duration, and enhancing the safety of the drift.

[0049] FIG. 1 is a schematic diagram of a vehicle drift control system according to an exemplary embodiment. As shown in FIG. 1, the vehicle drift control system according to an embodiment of the present disclosure will be described below. The PAD in FIG. 1 is a vehicle display screen, and an electronic stability program (ESP), an antilock brake system (ABS), a traction control system (TCS), and a vehicle dynamics control (VDC) system are provided. The vehicle drift control system includes a controller for the entire vehicle and a plurality of target control systems connected to the controller for the entire vehicle. The target control systems can include a tire pressure detection unit, a drive system, a brake system, a steering system, a thermal management system for the entire vehicle, a battery management system, a front motor controller, a rear motor controller, an electronic stability control system, a switch display system, and a torque management system. The user can trigger a drift operation command using a drift activation switch in the switch display system. After receiving the drift operation command, the controller for the entire vehicle can transfer the command to a plurality of target control systems connected to the controller for the entire vehicle. The plurality of target control systems execute a self-check in response to the drift operation command and return the feedback information of the self-check to the controller for the entire vehicle and the corresponding switch display system. The controller for the entire vehicle can determine whether to enable the drift mode based on the feedback information of the self-check, and the switch display system can display the feedback information of the self-check to the user through the corresponding display device.

[0050] FIG. 2 is a flowchart of a vehicle drift control method according to an exemplary embodiment. The method can be applied to a vehicle drift control system. As shown in FIG. 2, the method includes the following steps.

[0051] In step S201, in response to the user's drift operation command, the required vehicle - wide torque and state parameters of the vehicle are acquired, and the state parameters include the first vehicle speed, the first yaw rate, and the first center - of - mass sideslip angle.

[0052] In this embodiment, the vehicle drift control system can include a vehicle - wide controller, and the drift operation command is a command to enable the drift mode. There are multiple ways to generate the drift operation command. For example, the user can select the drift mode through a physical button in the switch display system, a multimedia switch, a PAD switch, etc., generate the drift operation command, and send the command to the vehicle - wide controller. The torque management system can acquire the required vehicle - wide torque and state parameters of the vehicle in real time in response to the user's drift operation command. The state parameters of the vehicle can include the first vehicle speed, the first yaw rate, and the first center - of - mass sideslip angle.

[0053] The vehicle center - of - mass sideslip angle can be estimated based on the vehicle speed, the yaw rate, the steering angle, and the two - degree - of - freedom linear dynamic model of the vehicle.

[0054] In step S202, the front - axle torque ratio is determined based on the state parameters.

[0055] The state parameters may change continuously throughout the drift driving process. Since the state parameters are acquired in real time, various first vehicle speeds, various first yaw rates, and various first center - of - mass sideslip angles can be acquired, and thereby various front - axle torque ratios can be determined. That is, various front - axle torque ratios can be acquired under various operating conditions.

[0056] In step S203, based on the front - axle torque ratio and the required vehicle - wide torque, the required front - axle torque and the required rear - axle torque are determined.

[0057] The total torque required for the vehicle can be determined based on the current depth of the vehicle's brake pedal. Specifically, based on the depth of the brake pedal, the current front axle throttle curve, and the rear axle throttle curve, the original required front axle torque and the original required rear axle torque before distribution can be calculated, and based on the original required front axle torque and the original required rear axle torque before distribution, the total torque required for the vehicle can be obtained.

[0058] Next, the required front axle torque can be obtained based on the total torque required for the vehicle and the front axle torque ratio, and the required rear axle torque can be obtained based on the difference between the total torque required for the vehicle and the required front axle torque.

[0059] In step S204, based on the required front axle torque and the required rear axle torque respectively, the torque of the front axle motor and the torque of the rear axle motor are controlled.

[0060] In this embodiment, the torque management system can send the required front axle torque to the front axle motor controller, whereby the front axle motor controller can control the torque of the front axle motor to reach the required front axle torque, and the torque management system can send the required rear axle torque to the rear axle motor controller, whereby the rear axle motor controller can control the torque of the rear axle motor to reach the required rear axle torque. To increase the duration of the drift and improve the safety of the drift, the torque of the front axle motor and the torque of the rear axle motor are continuously adjusted during the user's drift.

[0061] In this embodiment, the required overall torque of the vehicle and the state parameters of the vehicle can be obtained in real time during the entire process in which the driver drives the vehicle to perform drifting. Specifically, various front axle torque ratios can be determined based on various first vehicle speeds, various first yaw rates, and various first center of mass sideslip angles. That is, various front axle torque ratios can be obtained under various operating conditions, and thus the obtained front axle torque ratios are more accurate and diverse. As a result, they are more suitable for more operating conditions, make the torque distribution between the front axle and the rear axle more appropriate, increase the drift duration, and enhance the safety of drifting.

[0062] In a feasible embodiment, after responding to the user's drift operation command, it is necessary to further enable the drift mode. The method of enabling the drift mode can be as follows: When a drift operation command is received, a self-check control command is generated to control a plurality of target control systems related to drift mode control to perform a self-check, and feedback information of the self-check of each target control system is obtained. When the feedback information of the self-check of each of the target control systems is the preset matching information, the vehicle is controlled to enter the drift mode.

[0063] In this embodiment, there are multiple ways to generate a drift operation command. For example, the user can select the drift mode through physical buttons, multimedia switches, PAD switches, etc. within the switch display system, generate a drift operation command, and send the command to the controller of the entire vehicle. After receiving the drift operation command, the controller of the entire vehicle can generate a self-check control command. The self-check control command can then be sent to a plurality of target control systems related to drift mode control and connected to the controller of the entire vehicle. The target control systems can include a tire pressure detection unit, a drive system, a brake system, a steering system, a thermal management system of the entire vehicle, a battery management system, a front motor controller, a rear motor controller, an electronic stability control system, and a torque management system. The target control systems execute self-checks in response to the self-check control command and return the feedback information of the self-checks to the controller of the entire vehicle and the corresponding switch display system. The controller of the entire vehicle can determine whether to enable the drift mode based on the feedback information of the self-checks, and the switch display system can display the feedback information of the self-checks to the user through the corresponding display device.

[0064] The self - inspection feedback information can include the detection results of each target control system. The self - inspection feedback information of each target control system can include normal information and abnormal information, and can be displayed through the corresponding display device. For example, the self - inspection feedback information of the tire pressure monitoring unit can be displayed through the tire pressure display device, the self - inspection feedback information of the drive system can be displayed through the drive system display device, the self - inspection feedback information of the brake system can be displayed through the brake system display device, the self - inspection feedback information of the steering system can be displayed through the steering system display device, and the self - inspection feedback information of the battery management system can be displayed through the battery system display device. Since the self - inspection feedback information is displayed to the user through the corresponding display device, if there is an abnormal system among the target control systems, the specific abnormal system can be clearly displayed to the user, and thus the user can be urged to perform maintenance intentionally. When each of the self - inspection feedback information is normal, the self - inspection feedback information is determined to be the pre - set matching information.

[0065] When the self - inspection feedback information of each of the target control systems is the pre - set matching information, the vehicle can be controlled to enter the drift mode.

[0066] In this embodiment, when a user's drift operation command is received, each target control system of the vehicle is first detected. When the self - inspection feedback information of each of the target control systems is the pre - set matching information, the drift mode can be enabled to enhance the safety of drifting.

[0067] FIG. 3 is a flowchart of a method for adjusting a target control system according to an exemplary embodiment. As shown in FIG. 3, in a realizable embodiment, after the drift mode is enabled and before the user executes a drift operation, that is, in the drift preparation stage, the controller of the entire vehicle and the target control system can be further adjusted, whereby each target control system can be made more adaptable to the drift mode in order to achieve a more appropriate drift effect. The method can include, for example, the following steps.

[0068] In step S301, a pre-adjustment control command is generated.

[0069] In this embodiment, when the feedback information of the self-check of each of the target control systems is the preset matching information, the controller of the entire vehicle can generate a pre-adjustment control command.

[0070] In step S302, at least one pre-adjustment control system among the plurality of target control systems executes the pre-adjustment control command in order to make the pre-adjustment control system meet the requirements of the drift mode.

[0071] At least one pre-adjustment control system among the target control systems can execute the pre-adjustment control command. Each pre-adjustment control system can be specifically adjusted correspondingly based on the adjustment policy of the pre-adjustment control system. For example, some parameters of the pre-adjustment control system may be optimally adjusted, while another part of the pre-adjustment control system may remain in its original state. For example, the drive system, brake system, steering system, vehicle torque management system, electronic stability control system, etc. remain in their original state if there is no abnormality. The pre-adjustment control system thus meets the requirements of the drift mode. The requirements herein include performance requirements and power requirements, where the performance requirements can include the stability of the vehicle and the power requirements can include the power performance of the vehicle.

[0072] In a possible embodiment, the pre-adjustment control system includes a thermal management system for the entire vehicle, Executing a pre-adjustment control command by at least one pre-adjustment control system among a plurality of target control systems can include the following method: The temperature of each subsystem of the thermal management system for the entire vehicle is controlled within a corresponding pre-set drift temperature range.

[0073] In this embodiment, the thermal management system for the entire vehicle includes a plurality of subsystems, and the plurality of subsystems can include an air conditioning system, an oil pump system, a cooling system, etc. Each subsystem has a corresponding pre-set drift temperature range, and the pre-set drift temperature range is a temperature range pre-set to conform to the drift mode so as to improve the drift performance of the vehicle.

[0074] In a possible embodiment, the pre-adjustment control system includes a battery management system, Executing a pre-adjustment control command by at least one pre-adjustment control system among a plurality of target control systems can include the following steps: The battery management system is controlled to adjust the discharge power of the battery to a target discharge power.

[0075] In this embodiment, the battery management system is controlled to adjust the discharge power of the battery to a target discharge power in order to improve the current discharge power of the vehicle, achieve a more optimal power output or braking ability, and enhance the drift performance of the vehicle.

[0076] The battery management system can be controlled to, for example, adjust the temperature of the battery module to a first pre-set temperature range, which is the temperature range of the battery module at the maximum power discharge efficiency, calculate the required time, notify the user in the form of an instrument display or an audible message to give the user sufficient preparation time, and acquire the current discharge power. The battery management system is controlled to adjust the current discharge power to a target discharge power. The current discharge power is a pre-set conventional discharge power corresponding to the actual state of charge (SOC), and the target discharge power is greater than the current discharge power. The discharge power is appropriately increased to meet the driver's demand for greater power.

[0077] Since various battery modules correspond to various optimal power discharge temperature ranges, the first pre-set temperature range at the maximum power discharge efficiency corresponding to the current battery module is acquired, and the temperature of the battery module is adjusted to the first pre-set temperature range. As a result, the discharge power of the current battery module can be improved to the target discharge power to achieve more appropriate power output or braking ability so as to enhance the drift performance of the vehicle.

[0078] In a feasible embodiment, the pre-adjustment control system further includes a front motor controller and a rear motor controller. For at least one pre-adjustment control system among a plurality of target control systems, executing a pre-adjustment control command includes the following: The front motor controller is controlled to adjust the temperature of the front axle motor to a second pre-set temperature range, and the current motor torque load / unloading rate of the front motor controller is adjusted to a target load / unloading rate. The rear motor controller is controlled to adjust the temperature of the rear axle motor to a second preset temperature range, and the current motor torque load / unloading rate of the rear motor controller is adjusted to a target load / unloading rate. The current motor torque load / unloading rate is a preset conventional load / unloading rate, and the target load / unloading rate is greater than the current motor torque load / unloading rate.

[0079] In this embodiment, the second preset temperature range is the preset optimal operating temperature range of the motor. To enhance the drift performance, the front motor controller is controlled to adjust the temperature of the front axle motor to the second preset temperature range, and the rear motor controller is controlled to adjust the temperature of the rear axle motor to the second preset temperature range, so that the output can be ensured. To improve the motor torque response rate and ensure the fastest torque output response, the current motor torque load / unloading rate of the front motor controller is adjusted to the target load / unloading rate, and the current motor torque load / load reduction rate of the rear motor controller is adjusted to the target load / unloading rate.

[0080] The pre-adjustment control system, in a possible embodiment, includes a throttle torque control system. For at least one pre-adjustment control system among a plurality of target control systems, executing a pre-adjustment control command includes the following: The throttle torque control system switches the current throttle response curve to a preset power performance response curve.

[0081] In this embodiment, in order to enable the vehicle to drift more appropriately and achieve a more appropriate drifting effect, the throttle response curve can be adjusted to a pre-set power performance response curve. The throttle response curve can include a pre-set economic curve and a pre-set power performance curve. To achieve more appropriate power performance, at the same throttle opening, the required torque corresponding to the pre-set power performance curve is greater than the required torque corresponding to the pre-set economic curve.

[0082] In a feasible embodiment, after the vehicle is controlled to enter the drift mode, the method further includes the following: The vehicle is controlled to enter a rear-wheel drive control mode, and in the rear-wheel drive control mode, the required total vehicle torque is preferentially distributed to the rear axle motor. When it is determined that the vehicle speed has reached a pre-set vehicle speed threshold, the vehicle is controlled to enter a four-wheel drive control mode, and in the four-wheel drive control mode, the torque of the front axle motor and the torque of the rear axle motor are controlled based on the required front axle torque and the required rear axle torque respectively.

[0083] In this embodiment, in order to improve the acceleration performance of the vehicle, enable more appropriate drifting, and achieve a more appropriate drifting effect, after the drift mode is activated, the vehicle can first be controlled to enter the rear-wheel drive control mode. In the rear-wheel drive control mode, the required total vehicle torque is preferentially supplied from the rear axle motor. If the rear axle motor cannot supply sufficient total vehicle torque as required, the insufficient torque is supplemented by the front axle motor.

[0084] When it is determined that the vehicle speed has reached a pre-set vehicle speed threshold value, the vehicle can be controlled to enter a four-wheel drive control mode in order to control the torque of the front axle motor and the torque of the rear axle motor respectively based on the required front axle torque and the required rear axle torque. As a result, based on the obtained front axle torque ratio, the required front axle torque and the required rear axle torque are obtained. Thereby, the stability of the vehicle is ensured, the drift time is prolonged, and the safety of the vehicle is enhanced.

[0085] The pre-set vehicle speed threshold value is a speed at which the vehicle can drift. Various road surfaces correspond to various pre-set vehicle speed threshold values. The pre-set vehicle speed threshold value can be calibrated by the manufacturer based on tests or set by the user based on the actual situation so as to determine the pre-set vehicle speed threshold value based on the current road surface.

[0086] In a feasible embodiment, the control of the drift stage can also be executed based on the user's drift operation simultaneously with the drift preparation stage. The determination of the front axle torque ratio based on the state parameters can include the following steps: The original front axle torque ratio is determined based on the first vehicle speed. The first front axle torque ratio correction coefficient is determined based on the first yaw rate. The second front axle torque ratio correction coefficient is determined based on the first center of mass sideslip angle. The front axle torque ratio is determined based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient.

[0087] In this embodiment, the original front axle torque ratio can be determined based on the correspondence between the first vehicle speed and the original front axle torque ratio. For example, FIG. 4 is a schematic diagram showing the correspondence between the first vehicle speed and the original front axle torque ratio according to an exemplary embodiment. As shown in FIG. 4, threshold values I1 and I2 (I1 < I2) of the original front axle torque ratio and first vehicle speed threshold values V1 and V2 are preset. For example, I1 may be in the range of 5% to 15%, I2 may be in the range of 30% to 35%, V1 may be in the range of 20 km / h to 50 km / h, and V2 may be in the range of 100 km / h to 120 km / h. The original front axle torque ratio is equal to or greater than the threshold value I1 but equal to or less than the threshold value I2. When the first vehicle speed is less than V1, the original front axle torque ratio is I1. When the first vehicle speed is greater than V2, the original front axle torque ratio is I2. When the first vehicle speed is between V1 and V2, the first vehicle speed has a positive correlation with the original front axle torque ratio. The original front axle torque ratio is obtained by referring to a table.

[0088] The first front axle torque ratio correction coefficient can be determined based on the correspondence between the first yaw rate and the first front axle torque ratio correction coefficient. For example, FIG. 5 is a schematic diagram showing the correspondence between the first yaw rate and the first front axle torque ratio correction coefficient according to an exemplary embodiment. As shown in FIG. 5, threshold values k5 and k6 (k5 < k6) of the first front axle torque ratio correction coefficient and first front axle torques W1 and W2 are preset. K5 may be 1, and k6 may be in the range of 1.5 to 1.8. W1 may be in the range of 25 degrees / second to 35 degrees / second, and W2 may be in the range of 50 degrees / second to 60 degrees / second. The first front axle torque ratio correction coefficient is equal to or greater than the threshold value k5 but equal to or less than the threshold value k6. When the first yaw rate is less than W1, the first front axle torque ratio correction coefficient is k5. When the first yaw rate is greater than W2, the first front axle torque ratio correction coefficient is k6. When the first yaw rate is between W1 and W2, the first yaw rate has a positive correlation with the first front axle torque ratio correction coefficient. The first front axle torque ratio correction coefficient is obtained by referring to a table.

[0089] The second front axle torque ratio correction coefficient can be determined based on the correspondence between the first center of mass sideslip angle and the second front axle torque ratio correction coefficient. For example, FIG. 6 is a schematic diagram showing the correspondence between the first center of mass sideslip angle and the second front axle torque ratio correction coefficient according to an exemplary embodiment. As shown in FIG. 6, threshold values k7 and k8 (k7 < k8) of the second front axle torque ratio correction coefficient and first center of mass sideslip angles B3 and B4 are preset. K7 may be 1, and k8 may be in the range of 1.5 to 1.8. B3 may be in the range of 1° to 1.5°, and B4 may be in the range of 4° to 6°. The second front axle torque ratio correction coefficient is equal to or greater than the threshold value k7 and equal to or less than the threshold value k8. When the first center of mass sideslip angle is less than B3, the second front axle torque ratio correction coefficient is k7. When the first center of mass sideslip angle is greater than B4, the second front axle torque ratio correction coefficient is k8. When the first center of mass sideslip angle is between B3 and B4, the first center of mass sideslip angle has a positive correlation with the second front axle torque ratio correction coefficient. The second front axle torque ratio correction coefficient is obtained by referring to a table.

[0090] After the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient are obtained, the front axle torque ratio can be determined based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient. For example, the product of the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient can be determined as the front axle torque ratio.

[0091] In this embodiment, both the first yaw rate and the first center of mass sideslip angle represent the stability of the vehicle. The original front axle torque ratio is determined by the first vehicle speed and is combined with the first front axle torque ratio correction coefficient and the second front axle torque ratio correction coefficient, which are determined by the first yaw rate and the first center of mass sideslip angle representing the stability of the vehicle, in order to determine the front axle torque ratio that can enhance the drift stability of the vehicle.

[0092] The state parameter can further include at least one of a first accelerator pedal depth and a first brake pedal depth in a feasible embodiment.

[0093] The third front axle torque ratio correction coefficient can be determined based on the correspondence relationship between the first accelerator pedal depth and the third front axle torque ratio correction coefficient. For example, FIG. 7 is a schematic diagram showing the correspondence relationship between the first accelerator pedal depth and the third front axle torque ratio correction coefficient according to an exemplary embodiment. As shown in FIG. 7, threshold values k1 and k2 (k1 < k2) of the third front axle torque ratio correction coefficient and first accelerator pedal depths A1 and A2 are preset. K1 may be in the range of 0.6 to 0.8, and k2 may be 1. A1 may be in the range of 40% to 50%, and A2 may be 100%. The third front axle torque ratio correction coefficient is greater than or equal to the threshold value k1 but less than or equal to the threshold value k2. When the first accelerator pedal depth is less than A1, the third front axle torque ratio correction coefficient is k2. When the first accelerator pedal depth is greater than A2, the third front axle torque ratio correction coefficient is k2. When the first accelerator pedal depth is between A1 and A2, the first accelerator pedal depth has a negative correlation with the third front axle torque ratio correction coefficient. The third front axle torque ratio correction coefficient is obtained by referring to a table.

[0094] The front axle torque ratio correction value can be determined based on the correspondence between the first brake pedal depth and the front axle torque ratio correction value. For example, FIG. 8 is a schematic diagram showing the correspondence between the first brake pedal depth and the front axle torque ratio correction value according to an exemplary embodiment. As shown in FIG. 8, front axle torque ratio correction values k3 and k4 (k3 < k4) and first brake pedal depths B1 and B2 are preset. k3 may be 0, and k4 may be 1. B1 may be from 10% to 20%, and B2 may be 100%. The front axle torque ratio correction value is equal to or greater than the threshold value k3 but equal to or less than the threshold value k4. When the first brake pedal depth is less than B1, the front axle torque ratio correction value is k3. When the first brake pedal depth is greater than B2, the front axle torque ratio correction value is k4. When the first brake pedal depth is between B1 and B2, the first brake pedal depth has a positive correlation with the front axle torque ratio correction value. The front axle torque ratio correction value is obtained by referring to a table.

[0095] The front axle torque ratio can be determined based on at least one of the original front axle torque ratio, the first front axle torque ratio correction coefficient, the second front axle torque ratio correction coefficient, and the third front axle torque ratio correction coefficient and the front axle torque ratio correction value.

[0096] For example, the product of the original front axle torque ratio, the first front axle torque ratio correction coefficient, the second front axle torque ratio correction coefficient, and the third front axle torque ratio correction coefficient can be determined as the front axle torque ratio.

[0097] Alternatively, the front axle torque ratio may be obtained by subtracting the front axle torque ratio correction value from the product of the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient.

[0098] As an alternative method, the front axle torque ratio may be obtained by subtracting a front axle torque ratio correction value from the product of the original front axle torque ratio, the first front axle torque ratio correction coefficient, the second front axle torque ratio correction coefficient, and the third front axle torque ratio correction coefficient.

[0099] In this embodiment, in the process of determining the front axle torque ratio, the depth of the accelerator pedal and the depth of the brake pedal are considered, which can make the obtained front axle torque ratio more accurate, and thus improve the stability of the vehicle and the drift performance of the vehicle.

[0100] In a realizable embodiment, the state parameters can be detected in real time. Then, when the electronic stability control system enters vehicle stability control to determine the difficulty of improving the drift effect and ensuring the safety of the vehicle, the control intensity of the electronic stability control system can be determined.

[0101] In a realizable embodiment, the state parameters can include the second yaw rate and the second center of mass sideslip angle.

[0102] The first control intensity coefficient can be determined based on the correspondence between the second yaw rate and the first control intensity coefficient. For example, FIG. 9 is a schematic diagram showing the correspondence between the second yaw rate and the first control intensity coefficient according to an exemplary embodiment. As shown in FIG. 9, threshold values q7 and q8 are preset. When the second yaw rate is less than W3, the first control intensity coefficient is q7. When the second yaw rate is greater than W4, the first control intensity coefficient is q8. When the second yaw rate is between W3 and W4, the second yaw rate has a positive correlation with the first control intensity coefficient obtained by referring to a table. q7 may be in the range of 1 to 1.5, and q8 may be in the range of 9 to 10. W3 may be in the range of 25 degrees / second to 35 degrees / second, and W4 may be in the range of 50 degrees / second to 60 degrees / second.

[0103] The second control intensity coefficient can be determined based on the correspondence between the second center-of-mass sideslip angle and the second control intensity coefficient. For example, FIG. 10 is a schematic diagram showing the correspondence between the second center-of-mass sideslip angle and the second control intensity coefficient according to an exemplary embodiment. As shown in FIG. 10, threshold values q9 and q10 are preset. When the second center-of-mass sideslip angle is less than B7, the second control intensity coefficient is q9. When the second center-of-mass sideslip angle is greater than B8, the second control intensity coefficient is q10. When the second yaw rate is between W3 and W4, the second center-of-mass sideslip angle has a positive correlation with the second control intensity coefficient obtained by referring to a table. q9 may be in the range of 1 to 1.5, and q10 may be in the range of 9 to 10. B7 may be in the range of 1° to 1.5°, and B8 may be in the range of 4° to 6°.

[0104] After the first control intensity coefficient and the second control intensity coefficient are obtained, the product of the first control intensity coefficient and the second control intensity coefficient can be determined as the control intensity.

[0105] The electronic stability control system completely exits vehicle stability control in this specification, which means that the control intensity drops to 0. The control intensity can then be adjusted in real time based on the vehicle state. For example, 0 indicates complete termination, 10 indicates normal control, 20 indicates the strongest control, and there is an interval of 1 between them. The electronic stability control system can adjust the intervention level based on the control intensity. The smaller the control intensity, the lower the intervention level, and the lower the intervention level, the more significant the degradation response. That is, the lower the intervention level, the more difficult it is for the electronic stability control system to enter vehicle stability control.

[0106] In this embodiment, the second yaw rate and the second center of mass sideslip angle represent the stability of the vehicle. The control intensity of the electronic stability control system that enters the vehicle stability control is determined by the second yaw rate and the second center of mass sideslip angle, which can improve the drifting effect and ensure the safety of the vehicle. For example, when the vehicle stability is good, the control intensity is low. In this case, the electronic stability control system does not enter the vehicle stability control so as not to affect the user's drifting operation. When the vehicle stability is low, the electronic stability control system enters the vehicle stability control to ensure the vehicle stability and enhance the vehicle safety.

[0107] The state parameter further includes at least one of a second vehicle speed, a second accelerator pedal depth, and a second brake pedal depth in a realizable embodiment.

[0108] The third control intensity coefficient can be determined based on the correspondence between the second vehicle speed and the third control intensity coefficient. For example, FIG. 11 is a schematic diagram showing the correspondence between the second vehicle speed and the third control intensity coefficient according to an exemplary embodiment. As shown in FIG. 11, threshold values q1 and q2 are preset. When the second vehicle speed is less than V3, the third control intensity coefficient is q1. When the second vehicle speed is greater than V4, the third control intensity coefficient is q2. When the second vehicle speed is between V3 and V4, the second vehicle speed is positively correlated with the third control intensity coefficient obtained by referring to a table. q1 may be 1, and q2 may be in the range of 18 to 20. V3 may be in the range of 90 km / h to 100 km / h, and V4 may be in the range of 150 km / h to 160 km / h.

[0109] The fourth control intensity coefficient can be determined based on the correspondence between the second accelerator pedal depth and the fourth control intensity coefficient. For example, FIG. 12 is a schematic diagram showing the correspondence between the second accelerator pedal depth and the fourth control intensity coefficient according to an exemplary embodiment. As shown in FIG. 12, threshold values q3 and q4 are preset. When the second accelerator pedal depth is less than A3, the fourth control intensity coefficient is q4. When the second accelerator pedal depth is greater than A4, the fourth control intensity coefficient is q3. When the second accelerator pedal depth is between A3 and A4, the second accelerator pedal depth has a negative correlation with the fourth control intensity coefficient obtained by referring to a table. q3 may be in the range of 0.5 to 0.6, and q4 may be 1. A3 may be in the range of 40% to 50%, and A4 may be 100%.

[0110] The fifth control intensity coefficient can be determined based on the correspondence between the second brake pedal depth and the fifth control intensity coefficient. For example, FIG. 13 is a schematic diagram showing the correspondence between the second brake pedal depth and the fifth control intensity coefficient according to an exemplary embodiment. As shown in FIG. 13, threshold values q5 and q6 are preset. When the second brake pedal depth is less than B5, the fifth control intensity coefficient is q5. When the second brake pedal depth is greater than B6, the fifth control intensity coefficient is q6. When the second brake pedal depth is between B5 and B6, the second brake pedal depth has a positive correlation with the fifth control intensity coefficient obtained by referring to a table. q5 may be in the range of 1 to 1.5, and q6 may be in the range of 9 to 10. B5 may be in the range of 10% to 20%, and B6 may be 100%.

[0111] The control intensity can be determined based on at least one of the first control intensity coefficient, the second control intensity coefficient, and the third control intensity coefficient, the fourth control intensity coefficient, and the fifth control intensity coefficient.

[0112] For example, the product of the first control intensity coefficient, the second control intensity coefficient, and the third control intensity coefficient can be determined as the control intensity.

[0113] The product of the first control intensity coefficient, the second control intensity coefficient, and the fourth control intensity coefficient may be determined as the control intensity.

[0114] A value obtained by subtracting the fifth control intensity coefficient from the product of the first control intensity coefficient and the second control intensity coefficient may be determined as the control intensity.

[0115] A value obtained by subtracting the fifth control intensity coefficient from the product of the first control intensity coefficient, the second control intensity coefficient, and the third control intensity coefficient may be determined as the control intensity.

[0116] A value obtained by subtracting the fifth control intensity coefficient from the product of the first control intensity coefficient, the second control intensity coefficient, and the fourth control intensity coefficient may be determined as the control intensity.

[0117] A value obtained by subtracting the fifth control intensity coefficient from the product of the first control intensity coefficient, the second control intensity coefficient, the third control intensity coefficient, and the fourth control intensity coefficient may be determined as the control intensity.

[0118] In this embodiment, in order to ensure the safety of the vehicle while improving the drift of the vehicle, the second vehicle speed, the second accelerator pedal depth, the second brake pedal depth, etc. are considered in the calculation of the control intensity, which can improve the accuracy of the control intensity.

[0119] In a feasible embodiment, the method of exiting the drift mode can be as follows: When a drift end command is received, the drift mode ends, and the torque of the front axle motor and the torque of the rear axle motor are controlled to be reduced by the torque management system and the electronic stability control system until the vehicle is observed to be in a stable state.

[0120] In this embodiment, when the user selects to disable the drift mode, or to press the brake pedal deeper (when the brake pedal depth is greater than a preset brake pedal depth), or when the vehicle is significantly unstable (when the control strength is greater than a preset control strength threshold), a drift end command can be generated, and the controller of the entire vehicle controls the vehicle to exit the drift mode. The torque management system can control the torque of the entire vehicle to be rapidly reduced in response to the drift end command, and the electronic stability control system can rapidly execute vehicle stability control until the electronic stability control system determines that the vehicle is in a stable state, whereby the vehicle can safely exit the drift mode.

[0121] In the case of a vehicle drift control system, optionally, the torque management system determines an original front axle torque ratio based on a first vehicle speed, determines a first front axle torque ratio correction coefficient based on a first yaw rate, determines a second front axle torque ratio correction coefficient based on a first center of mass sideslip angle, and determines the front axle torque ratio based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient. It is configured to do so.

[0122] Optionally, the state parameter further includes at least one of a first accelerator pedal depth and a first brake pedal depth. The torque management system determines a third front axle torque ratio correction coefficient based on the first accelerator pedal depth and / or determines a front axle torque ratio correction value based on the first brake pedal depth. Determining the front axle torque ratio based on at least one of the original front axle torque ratio, the first front axle torque ratio correction coefficient, the second front axle torque ratio correction coefficient, the third front axle torque ratio correction coefficient, and the front axle torque ratio correction value and further configured to do so.

[0123] Optionally, the vehicle drift control system further includes an electronic stability control system, and the electronic stability control system is configured to determine a control strength based on state parameters, where the control strength is negatively correlated with the difficulty for the electronic stability control system to enter vehicle stability control, and the state parameters include a second yaw rate and a second center of mass sideslip angle.

[0124] Optionally, the electronic stability control system is configured to determine a first control strength coefficient based on the second yaw rate, determine a second control strength coefficient based on the second center of mass sideslip angle, and determine the control strength based on the first control strength coefficient and the second control strength coefficient. and is configured to do so.

[0125] Optionally, the state parameters further include at least one of a second vehicle speed, a second vehicle speed, a second accelerator pedal depth, and a second brake pedal depth, and the electronic stability control system is configured to determine a third control strength coefficient based on the second vehicle speed, and / or determine a fourth control strength coefficient based on the second accelerator pedal depth, and / or determine a fifth control strength coefficient based on the second brake pedal depth, and determine the control strength based on at least one of the first control strength coefficient, the second control strength coefficient, the third control strength coefficient, the fourth control strength coefficient, and the fifth control strength coefficient. and is further configured to do so.

[0126] Optionally, the vehicle drift control system further includes a plurality of target control systems. After responding to the user's drift operation command, the vehicle's overall controller When a drift operation command is received, generate a self-check control command, control a plurality of target control systems related to drift mode control to perform a self-check, and obtain feedback information on the self-check of each target control system If the feedback information on the self-check of each of the target control systems is the pre-set matching information, control the vehicle to enter the drift mode and is further configured to do so.

[0127] Optionally, the target control system includes a pre-adjustment control system. If the feedback information on the self-check of each of the target control systems is the pre-set matching information, the vehicle's overall controller is further configured to generate a pre-adjustment control command. The pre-adjustment control system executes the pre-adjustment control command and is configured to make the pre-adjustment control system meet the requirements of the drift mode.

[0128] Optionally, the pre-adjustment control system includes the vehicle's overall thermal management system. The vehicle's overall thermal management system is configured to control the temperature of each subsystem within the corresponding pre-set drift temperature range.

[0129] Optionally, the pre-adjustment control system further includes a battery management system. The battery management system adjusts the discharge power of the battery to the target discharge power and is configured to do so.

[0130] Optionally, the battery management system Controlling the battery management system to adjust the temperature of the battery module to a first preset temperature range, where the first preset temperature range is the temperature range at the maximum power discharge efficiency of the battery module, and Obtaining the current discharge power and controlling the battery management system to adjust the current discharge power to a target discharge power, where the current discharge power is a preset conventional discharge power corresponding to the actual state of charge (SOC), and the target discharge power is greater than the current discharge power, and obtaining and controlling Is configured to do so.

[0131] Optionally, the pre-adjustment control system further includes a front motor controller and a rear motor controller, The front motor controller is configured to adjust the temperature of the front axle motor to a second preset temperature range and adjust the current motor torque load / unload rate to a target load / unload rate, The front motor controller is configured to adjust the temperature of the rear axle motor to a second preset temperature range and adjust the current motor torque load / unload rate to a target load / unload rate, where the current motor torque load / unload rate is a preset conventional load / unload rate, and the target load / unload rate is greater than the current motor torque load / unload rate.

[0132] Optionally, the pre-adjustment control system includes a throttle torque control system, The throttle torque control system is configured to switch the current throttle response curve to a preset power performance response curve.

[0133] Optionally, after the vehicle is controlled to enter the drift mode, the vehicle controller for the entire vehicle Is to control the vehicle to enter a rear-wheel drive control mode, where the rear-wheel drive control mode preferentially distributes the required total vehicle torque to the rear axle motor, and controlling When it is determined that the vehicle speed has reached a preset vehicle speed threshold, the vehicle is controlled to enter a four-wheel drive control mode, in which the torque of the front axle motor and the torque of the rear axle motor are controlled based on the required front axle torque and the required rear axle torque, respectively, and is further configured to do so.

[0134] Optionally, the vehicle controller is further configured to exit the drift mode when a drift end command is received, The torque management system is configured such that the electronic stability control system controls the torque of the front axle motor and the torque of the rear axle motor to be reduced until it observes that the vehicle is in a stable state. The electronic stability control system is configured to enter the stability control of the vehicle until it is observed that the vehicle is in a stable state.

[0135] Regarding the vehicle drift control system, the specific methods by which each subsystem performs operations have already been described in detail in the embodiments related to the method, and details are not described herein.

[0136] Embodiments of the present disclosure further provide a vehicle including the vehicle drift control system according to the above embodiments.

[0137] Although the preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, the present disclosure is not limited to the specific details of the embodiments mentioned above. Within the scope of the technical concept of the present disclosure, various simple modifications may be added to the technical solution of the present disclosure, and all such simple modifications are included in the protection scope of the present disclosure.

[0138] In addition, it should be noted that the specific technical features described in the specific embodiments mentioned above can be combined in any suitable manner without conflict. To avoid unnecessary repetition, various possible combinations are no longer described individually in the present disclosure.

[0139] In addition, various embodiments of the present disclosure can be arbitrarily combined as long as they do not depart from the spirit of the present disclosure, and any combination should also be regarded as the content disclosed in the present disclosure.

Claims

1. Obtaining the necessary total vehicle torque and vehicle state parameters in response to a user's drift operation command, wherein the state parameters include a first vehicle speed, a first yaw rate, and a first center of mass sideslip angle (S201); Judging a front axle torque ratio based on the state parameters (S202); Judging a required front axle torque and a required rear axle torque based on the front axle torque ratio and the necessary total vehicle torque (S203); Controlling the torque of the front axle motor and the torque of the rear axle motor based on the required front axle torque and the required rear axle torque respectively (S204); A vehicle drift control method comprising the above steps.

2. The judging of the front axle torque ratio based on the state parameters is Judging an original front axle torque ratio based on the first vehicle speed; Judging a first front axle torque ratio correction coefficient based on the first yaw rate; Judging a second front axle torque ratio correction coefficient based on the first center of mass sideslip angle; Judging the front axle torque ratio based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient; The vehicle drift control method according to Claim 1, comprising the above steps.

3. The state parameters further include at least one of a first accelerator pedal depth and a first brake pedal depth. Before the judging of the front axle torque ratio based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient, the method Judges a third front axle torque ratio correction coefficient based on the first accelerator pedal depth and / or judges a front axle torque ratio correction value based on the first brake pedal depth; The judging of the front axle torque ratio based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, and the second front axle torque ratio correction coefficient is Judging the front axle torque ratio based on at least one of the original front axle torque ratio, the first front axle torque ratio correction coefficient, the second front axle torque ratio correction coefficient, the third front axle torque ratio correction coefficient, and the front axle torque ratio correction value. ​ The vehicle drift control method according to claim 2, comprising

4. further comprising determining a control intensity based on the state parameter, wherein the control intensity has a negative correlation with the difficulty for the electronic stability control system to enter vehicle stability control, and the state parameter comprises a second yaw rate and a second center of mass sideslip angle, the vehicle drift control method according to claim 1.

5. wherein determining the control intensity based on the state parameter comprises determining a first control intensity coefficient based on the second yaw rate, determining a second control intensity coefficient based on the second center of mass sideslip angle, and determining the control intensity based on the first control intensity coefficient and the second control intensity coefficient, The vehicle drift control method according to claim 4.

6. wherein the state parameter further comprises at least one of a second vehicle speed, a second vehicle speed, a second accelerator pedal depth, and a second brake pedal depth, and before determining the control intensity based on the first control intensity coefficient and the second control intensity coefficient, the method comprises determining a third control intensity coefficient based on the second vehicle speed and / or determining a fourth control intensity coefficient based on the second accelerator pedal depth and / or determining a fifth control intensity coefficient based on the second brake pedal depth, further comprising determining the control intensity based on the first control intensity coefficient and the second control intensity coefficient comprises determining the control intensity based on at least one of the first control intensity coefficient, the second control intensity coefficient, the third control intensity coefficient, the fourth control intensity coefficient, and the fifth control intensity coefficient, The vehicle drift control method according to claim 5.

7. after the response to the user's drift operation, the method comprises when the drift operation command is received, generating a self-check control command, controlling a plurality of target control systems related to drift mode control to perform a self-check, and obtaining feedback information of the self-check of each target control system, and when the feedback information of the self-check of each of the target control systems is the preset matching information, controlling the vehicle to enter the drift mode. ​ The vehicle drift control method according to any one of claims 1 to 6, further comprising

8. When the feedback information of each of the self-checks of the target control system is pre-set matching information, the method generates a pre-adjustment control command (S301); executes the pre-adjustment control command by at least one pre-adjustment control system among the plurality of target control systems so that the pre-adjustment control system satisfies the requirements of the drift mode (S302) The vehicle drift control method according to claim 7, further comprising

9. The pre-adjustment control system includes a thermal management system for the entire vehicle, Executing the pre-adjustment control command by at least one pre-adjustment control system among the plurality of target control systems is controlling the temperature of each subsystem of the thermal management system for the entire vehicle within a corresponding pre-set drift temperature range The vehicle drift control method according to claim 8, comprising

10. The pre-adjustment control system further includes a battery management system, Executing the pre-adjustment control command by at least one pre-adjustment control system among the plurality of target control systems is controlling the battery management system to adjust the discharge power of the battery to a target discharge power The vehicle drift control method according to claim 8, comprising

11. Controlling the battery management system to adjust the discharge power of the battery to a target discharge power is controlling the battery management system to adjust the temperature of the battery module to a first pre-set temperature range, where the first pre-set temperature range is the temperature range at the maximum power discharge efficiency of the battery module; and acquiring the current discharge power and controlling the battery management system to adjust the current discharge power to the target discharge power, where the current discharge power is a pre-set conventional discharge power corresponding to the actual SOC, and the target discharge power is greater than the current discharge power, and acquiring and controlling The vehicle drift control method according to claim 10, comprising

12. The pre-adjustment control system further includes a front motor controller and a rear motor controller, wherein at least one pre-adjustment control system among the plurality of target control systems executes the pre-adjustment control command, controls the front motor controller to adjust the temperature of the front axle motor to a second preset temperature range, and adjusts the current motor torque load / unloading rate of the front motor controller to a target load / unloading rate, controls the rear motor controller to adjust the temperature of the rear axle motor to the second preset temperature range, and adjusts the current motor torque load / unloading rate of the rear motor controller to a target load / unloading rate The vehicle drift control method according to claim 8, wherein the current motor torque load / unloading rate is a preset conventional load / unloading rate, and the target load / unloading rate is greater than the current motor torque load / unloading rate.

13. The pre-adjustment control system includes a throttle torque control system, wherein at least one pre-adjustment control system among the plurality of target control systems executes the pre-adjustment control command, and the throttle torque control system switches the current throttle response curve to a preset power performance response curve. The vehicle drift control method according to claim 7, comprising:

14. After controlling the vehicle to enter the drift mode, the method further includes: controlling the vehicle to enter a rear-wheel drive control mode, wherein in the rear-wheel drive control mode, the required total vehicle torque is preferentially distributed to the rear axle motor; when it is determined that the vehicle speed has reached a preset vehicle speed threshold, controlling the vehicle to enter a four-wheel drive control mode, wherein in the four-wheel drive control mode, the torque of the front axle motor and the torque of the rear axle motor are controlled based on the required front axle torque and the required rear axle torque, respectively. The vehicle drift control method according to claim 7, further comprising:

15. When a drift end command is received, the drift mode is exited, and the electronic stability control system controls the torque of the front axle motor and the torque of the rear axle motor to be reduced by the torque management system and the electronic stability control system until it observes that the vehicle is in a stable state. The vehicle drift control method according to any one of claims 1 to 6, further comprising the above.

16. A vehicle drift control system comprising a controller for the entire vehicle and a torque management system connected to the controller for the entire vehicle, wherein the controller for the entire vehicle cooperates with the torque management system to implement the vehicle drift control method according to any one of claims 1 to 15.

17. A vehicle comprising the vehicle drift control system according to claim 16.

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