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, specifically, to vehicle drift control methods and systems, and vehicles.

Background Art

[0003] In the prior art, based on vehicle state detection signals, the current driving intention of the driver is determined. When the determined current driving intention is 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 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 determined 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 purpose of this disclosure is to provide a vehicle drift control method and system, as well as a vehicle. In order to further diversify the results of the front axle torque distribution obtained, vehicle state parameters are acquired, and the vehicle's front axle torque ratio is determined based on a first vehicle speed, a first yaw rate, and a first center of mass sideslip angle, thereby making the torque distribution between the front and rear axles more appropriate, and consequently increasing the drift duration and improving the safety of the drift. [Means for solving the problem]

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

[0006] Optionally, the determination of the front axle torque ratio based on state parameters includes the following: The original front axle torque ratio is determined based on the first vehicle speed. A first front axle torque ratio correction coefficient is determined based on a 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, a first front axle torque ratio correction coefficient, and a 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 determining the front axle torque ratio based on the original front axle torque ratio, a first front axle torque ratio correction factor, and a second front axle torque ratio correction factor: A third front axle torque ratio correction coefficient is determined based on the first accelerator pedal depth, and / or the front axle torque ratio correction value is determined based on the first brake pedal depth.

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

[0010] Optionally, the methods further include: The control strength is determined based on state parameters, which are negatively correlated with the difficulty with which the electronic stability control system enters vehicle stability control. The state parameters include the second yaw rate and the second center of mass sideslip angle.

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

[0012] Optionally, the state parameters may further include at least one of the following: second vehicle speed, second accelerator pedal depth, and second brake pedal depth.

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

[0014] The determination of the control intensity based on a first control intensity coefficient and a second control intensity coefficient includes the following: The control intensity is determined based on at least one of the following: 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 a user's drift command, the method further includes: When a drift operation command is received, a self-check control command is generated, which controls multiple target control systems involved in drift mode control to perform a self-check, and obtains feedback information from the self-check of each target control system. The vehicle is controlled to enter drift mode if the self-check feedback information for each of the target control systems matches the pre-set information.

[0016] If, optionally, the feedback information for each self-check of the target control system is pre-configured matching information, the method further includes: A pre-adjustment control command is generated. To ensure that the pre-adjustment control system satisfies the requirements of the drift mode, at least one of the multiple target control systems executes a pre-adjustment control command.

[0017] Optionally, the pre-adjustment control system includes the vehicle-wide thermal management system. At least one pre-adjustment control system among a plurality of target control systems executing a pre-adjustment control command 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 command 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 obtained, 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 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 controls the temperature of the rear axle motor to a second preset temperature range, and the current motor torque load / reduction ratio of the rear motor controller is adjusted to a target load / reduction ratio, where the current motor torque load / reduction ratio is the preset conventional load / reduction ratio and the target load / reduction ratio is greater than the current motor torque load / reduction ratio.

[0021] Optionally, the pre-adjustment control system includes a throttle torque control system. The execution of a pre-adjustment control instruction by at least one of multiple target control systems includes the following: The throttle torque control system switches the current throttle response curve to a pre-set power performance response curve.

[0022] After the vehicle is optionally controlled to enter drift mode, the method further includes the following: The vehicle is controlled to enter rear-wheel drive control mode, which preferentially distributes the required total vehicle torque to the rear axle motor. When the vehicle speed reaches a preset threshold, the vehicle is controlled to enter 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 rear axle torque, respectively.

[0023] Optionally, the methods further include: When a drift termination command is received, the drift mode ends, and the torque of the front axle motor and the rear axle motor are controlled by the torque management system and the electronic stability control system to reduce them until the vehicle is observed to be in a stable state.

[0024] According to a second embodiment 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 respond to the user's drift command by acquiring the vehicle's, required overall torque and state parameters, which include a first vehicle speed, a first yaw rate, and a first center of mass sideslip angle.

[0026] The torque management system is Based on the state parameters, the front axle torque ratio is determined, Based on the front axle torque ratio and the required overall vehicle torque, the required front axle torque and 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 rear axle torque, respectively. It is configured to do so.

[0027] Optionally, the torque management system determines the original front axle torque ratio based on the first vehicle speed, Based on the first yaw rate, the first front axle torque ratio correction coefficient is determined, Based on the first center of mass sideslip angle, the second front axle torque ratio correction coefficient is determined, 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. It is configured to do so.

[0028] 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 is The third front axle torque ratio correction coefficient is determined based on the first accelerator pedal depth, and / or the front axle torque ratio correction value is determined based on the first brake pedal depth, The front axle torque ratio is determined based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, the second front axle torque ratio correction coefficient, and at least one of the third front axle torque ratio correction coefficient and the front axle torque ratio correction value. It 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 strength based on state parameters, which are negatively correlated with the difficulty with which the electronic stability control system enters vehicle stability control. The state parameters include a second yaw rate and a second center of mass sideslip angle.

[0030] Optionally, the electronic stability control system is: Based on the second yaw rate, the first control intensity coefficient is determined, Based on the second center of mass sideslip angle, the second control intensity coefficient is determined, The control intensity is determined based on the first and second control intensity coefficients. It is configured to do so.

[0031] Optionally, the state parameter further includes at least one of the following: second vehicle speed, second accelerator pedal depth, and second brake pedal depth. The electronic stability control system is A third control intensity coefficient is determined based on a second vehicle speed, and / or a fourth control intensity coefficient is determined based on a second accelerator pedal depth, and / or a fifth control intensity coefficient is determined based on a second brake pedal depth, The control strength is determined 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. It is further configured to do so.

[0032] Optionally, the vehicle drift control system further includes multiple target control systems, and after responding to the user's drift command, the overall vehicle controller: When a drift operation command is received, a self-check control command is generated, and a self-check is performed by controlling multiple target control systems related to drift mode control, and feedback information of the self-check of each target control system is obtained. If the self-test feedback information for each of the target control systems matches the pre-set information, the system controls the vehicle to enter drift mode. It is further configured to do so.

[0033] Optionally, the target control system includes a pre-adjustment control system. If the self-check feedback information for each of the target control systems is pre-configured and matches, the vehicle-wide controller is further configured to generate pre-adjusted control commands. The pre-adjustment control system is configured to execute pre-adjustment control commands and to cause the pre-adjustment control system to meet the requirements of drift mode.

[0034] Optionally, the pre-adjustment control system includes the vehicle-wide thermal management system. The vehicle's overall thermal management system is configured to control the temperature of each subsystem within its corresponding pre-set drift temperature range.

[0035] Optionally, the pre-adjustment control system further includes a battery management system. The battery management system is Adjust the battery's discharge power to the target discharge power. It is configured in this way.

[0036] Optionally, the battery management system is: 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 which the battery module achieves maximum power discharge efficiency. This involves acquiring the current discharge power and controlling the battery management system to adjust it to a target discharge power, where the current discharge power is a preset conventional discharge power corresponding to the actual SOC, and the target discharge power is greater than the current discharge power. It is configured to do so.

[0037] Optionally, the pre-adjusted 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 to adjust the current motor torque load / reduction rate to a target load / reduction rate. The front motor controller is configured to adjust the temperature of the rear axle motor to a second preset temperature range and to adjust the current motor torque load / reduction ratio to a target load / reduction ratio, where the current motor torque load / reduction ratio is the preset conventional load / reduction ratio and the target load / reduction ratio is greater than the current motor torque load / reduction ratio.

[0038] 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 pre-set power performance response curve.

[0039] After the vehicle is optionally controlled to enter drift mode, the overall vehicle controller will: This involves controlling the vehicle to enter a rear-wheel drive control mode, which is a control system that preferentially distributes the necessary total vehicle torque to the rear axle motor. When it is detected 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 rear axle torque, respectively. It is further configured to do so.

[0040] Optionally, the vehicle's overall controller can be further configured to exit drift mode when a drift termination command is received. The torque management system is configured to control the torque of the front axle motor and the rear axle motor so that they are reduced until the electronic stability control system observes that the vehicle is in a stable state. The electronic stability control system is configured to enter stability control mode until the vehicle is observed to be in a stable state.

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

[0042] The above technical solution allows the vehicle to acquire the required overall torque and state parameters in response to the user's drift command. The state parameters include a first vehicle speed, a first yaw rate, and a first center of mass sideslip angle, and the front axle torque ratio is determined based on the state parameters. Then, based on the front axle torque ratio and the required overall torque, the required front axle torque and the required rear axle torque are determined, and 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. In this manner, the vehicle's required overall torque and state parameters can be acquired in real time throughout the entire process of the driver driving and drifting the vehicle. 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. In other words, various front axle torque ratios can be obtained under various operating conditions, and therefore the obtained front axle torque ratios become more accurate and diverse, which in turn adapts to a wider range of operating conditions, improves the torque distribution between the front and rear axles, increases the drift duration, and enhances drift safety.

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

[0044] The accompanying drawings are intended to provide a further understanding of this disclosure and constitute part of this specification. The accompanying drawings are intended to illustrate this disclosure together with the following specific embodiments and do not constitute any limitation of this disclosure. [Brief explanation of the drawing]

[0045] [Figure 1] This is a schematic diagram of a vehicle drift control system according to an exemplary embodiment. [Figure 2] This is a flowchart illustrating a vehicle drift control method according to an exemplary embodiment. [Figure 3] This is a flowchart illustrating a method for adjusting a target control system according to an exemplary embodiment. [Figure 4] This is a schematic diagram illustrating the correspondence between the first vehicle speed and the original front axle torque ratio according to an exemplary embodiment. [Figure 5] This is a schematic diagram illustrating the correspondence between the first yaw rate and the first front axle torque ratio correction coefficient according to an exemplary embodiment. [Figure 6] This is a schematic diagram showing the correspondence between the first center of mass lateral slip angle and the second front axle torque ratio correction coefficient according to an exemplary embodiment. [Figure 7] This is a schematic diagram illustrating the correspondence between the first accelerator pedal depth and the third front axle torque ratio correction coefficient according to an exemplary embodiment. [Figure 8] This is a schematic diagram illustrating the correspondence between the first brake pedal depth and the front axle torque ratio correction value according to an exemplary embodiment. [Figure 9] This is a schematic diagram showing the correspondence between the second yaw rate and the first control intensity coefficient according to an exemplary embodiment. [Figure 10] This 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. [Figure 11] This is a schematic diagram illustrating the correspondence between the second vehicle speed and the third control intensity coefficient according to an exemplary embodiment. [Figure 12] This is a schematic diagram illustrating the correspondence between the second accelerator pedal depth and the fourth control intensity coefficient according to an exemplary embodiment. [Figure 13] This is a schematic diagram illustrating the correspondence between the second brake pedal depth and the fifth control intensity coefficient according to an exemplary embodiment. [Modes for carrying out the invention]

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

[0047] In conventional technology, the driver's current steering intention is determined based on a vehicle state detection signal. If the determined current steering intention indicates that the current wheel turning operation will enhance the current vehicle steering tendency, an adjustment method is performed that reduces the front axle torque distribution ratio and increases the rear axle torque distribution ratio. Alternatively, if the determined current steering intention indicates that the current wheel turning operation will contradict the current vehicle steering tendency, an adjustment method is performed that increases the front axle torque distribution ratio and decreases the rear axle torque distribution ratio. In this method, the corresponding torque distribution ratio is determined solely based on whether the driver's current steering intention enhances or contradicts the current vehicle steering tendency, and since there are only two cases (enhancing or contradicting), there are only two corresponding torque distribution ratio adjustment methods. As a result, it is impossible to obtain a wider variety of torque distribution methods based on various operating conditions, which leads to a situation where the torque distribution method is not sufficiently appropriate, and good drift action and drift safety cannot be achieved.

[0048] Embodiments of this disclosure provide a vehicle drift control method that addresses the above-mentioned problems by acquiring the necessary overall vehicle torque and vehicle state parameters in real time throughout the entire process of the driver driving and drifting the vehicle. 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 acquired under various operating conditions, and therefore the acquired front axle torque ratios become more accurate and diverse, and consequently, they can be adapted to a wider range of operating conditions, making the torque distribution between the front and rear axles more appropriate, increasing the drift duration, and improving drift safety.

[0049] Figure 1 is a schematic diagram of a vehicle drift control system according to an exemplary embodiment. As shown in Figure 1, the vehicle drift control system according to an embodiment of the present disclosure will first be described below. The PAD in Figure 1 is a vehicle display screen, which includes an electronic stability program (ESP), an antilock brake system (ABS), a traction control system (TCS), and a vehicle dynamics control (VDC) system. The vehicle drift control system includes a whole-vehicle controller and a plurality of target control systems connected to the whole-vehicle controller. The target control systems may include a tire pressure detection unit, a drive system, a brake system, a steering system, a whole-vehicle thermal management system, 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 enable switch in the switch display system. After receiving a drift operation command, the whole-vehicle controller can forward the command to the plurality of target control systems connected to the whole-vehicle controller. Multiple target control systems perform self-checks in response to drift operation commands and return feedback information from the self-checks to the vehicle-wide controller and corresponding switch display systems. The vehicle-wide controller can determine whether to enable drift mode based on the self-check feedback information, and the switch display systems can display the self-check feedback information to the user through corresponding display devices.

[0050] Figure 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. The method includes the following steps, as shown in Figure 2.

[0051] In step S201, in response to the user's drift command, the vehicle's required overall torque and state parameters are obtained, the state parameters including a first vehicle speed, a first yaw rate, and a first center of mass sideslip angle.

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

[0053] The vehicle's center of mass sideslip angle can be estimated based on vehicle speed, yaw rate, steering angle, and a 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] State parameters can change continuously throughout the entire drift drive process. Since 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 obtained, which in turn allows for the determination of various front axle torque ratios. In other words, various front axle torque ratios can be obtained under various operating conditions.

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

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

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

[0059] In step S204, 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 rear axle torque, respectively.

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

[0061] In this embodiment, the vehicle's required overall torque and vehicle state parameters can be acquired in real time throughout the entire process of the driver driving and drifting the vehicle. 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 acquired under various operating conditions, and therefore the acquired front axle torque ratios become more accurate and diverse, thus fitting a wider range of operating conditions, making the torque distribution between the front and rear axles more appropriate, increasing the drift duration, and improving drift safety.

[0062] In feasible embodiments, the drift mode needs to be further enabled after responding to a user's drift command. The method for enabling the drift mode can be as follows: When a drift operation command is received, a self-check control command is generated, which controls multiple target control systems involved in drift mode control to perform a self-check, and obtains feedback information from the self-check of each target control system. The vehicle is controlled to enter drift mode if the self-check feedback information for each of the target control systems matches the pre-set information.

[0063] In this embodiment, there are multiple ways to generate a drift operation command. For example, the user can select a drift mode using a physical button in the switch display system, a multimedia switch, a PAD switch, etc., generate a drift operation command, and send the command to the vehicle-wide controller. After receiving the drift operation command, the vehicle-wide controller can generate a self-check control command. The self-check control command can then be sent to several target control systems connected to the vehicle-wide controller, which are related to drift mode control. Target control systems may include a tire pressure detection unit, a drive system, a brake system, a steering system, a vehicle-wide thermal management system, 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 system performs a self-check in response to the self-check control command and returns self-check feedback information to the vehicle-wide controller and the corresponding switch display system. The vehicle-wide controller can determine whether to enable the drift mode based on the self-check feedback information, and the switch display system can display the self-check feedback information to the user through the corresponding display device.

[0064] Self-inspection feedback information can include detection results for each target control system, and the self-inspection feedback information for each target control system can include normal and abnormal information, and can be displayed through the corresponding display device. For example, self-inspection feedback information for the tire pressure monitoring unit can be displayed through the tire pressure display device, self-inspection feedback information for the drive system can be displayed through the drive system display device, self-inspection feedback information for the brake system can be displayed through the brake system display device, self-inspection feedback information for the steering system can be displayed through the steering system display device, and self-inspection feedback information for 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 will be clearly displayed to the user, thereby prompting the user to intentionally perform maintenance. If each of the self-inspection feedback pieces is normal, the self-inspection feedback piece is determined to be pre-configured matching information.

[0065] The vehicle can be controlled to enter drift mode if the self-check feedback information for each of the target control systems matches the pre-set information.

[0066] In this embodiment, when a user's drift command is received, each target control system of the vehicle is detected first. If the self-check feedback information of each target control system matches the pre-configured information, a drift mode can be enabled to enhance drift safety.

[0067] Figure 3 is a flowchart illustrating a method for tuning a target control system according to an exemplary embodiment. As shown in Figure 3, in a feasible embodiment, after the drift mode is activated and before the user performs a drift maneuver, i.e., during the drift preparation phase, the overall vehicle controller and target control systems can be further tuned so that each target control system can be more adaptable to the drift mode in order to achieve a more appropriate drift action. The method may include, for example, the following steps:

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

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

[0070] In step S302, at least one of the multiple target control systems executes a pre-adjustment control command in order to ensure that the pre-adjustment control system satisfies the requirements of the drift mode.

[0071] At least one pre-adjustment control system among the target control systems can execute pre-adjustment control commands. Each pre-adjustment control system can be specifically adjusted in accordance with the adjustment policy of the pre-adjustment control system. For example, some parameters of the pre-adjustment control system may be optimally adjusted, while other parts of the pre-adjustment control system may remain in their 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 unless there is a malfunction. The pre-adjustment control system thus satisfies the requirements of the drift mode. The requirements herein include performance requirements and power requirements, where performance requirements may include vehicle stability and power requirements may include vehicle power performance.

[0072] The pre-adjustment control system, in possible embodiments, includes a vehicle-wide thermal management system. The execution of a pre-adjustment control instruction by at least one of multiple target control systems can include the following methods: The temperature of each subsystem in the vehicle's overall thermal management system is controlled to stay within its corresponding preset drift temperature range.

[0073] In this embodiment, the vehicle-wide thermal management system includes multiple subsystems, which may include an air conditioning system, an oil pump system, a cooling system, and the like. Each subsystem has a corresponding preset drift temperature range, which is a temperature range set to adapt to a drift mode in order to enhance the vehicle's drift performance.

[0074] The pre-adjustment control system, in possible embodiments, includes a battery management system. The execution of a pre-adjustment control instruction by at least one of multiple target control systems may include the following steps: The battery management system controls the battery's discharge power to adjust it to a target discharge power.

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

[0076] The battery management system can, for example, adjust the temperature of the battery module to a first preset temperature range, which is the temperature range of the battery module at maximum power discharge efficiency, calculate the required time, notify the user via instrument display or voice message to give the user sufficient preparation time, and obtain the current discharge power. The battery management system can then adjust the current discharge power to a target discharge power. The current discharge power is a preset conventional discharge power corresponding to the actual SOC, and the target discharge power is greater than the current discharge power. The discharge power is increased appropriately to meet the driver's demand for greater power.

[0077] Since various battery modules accommodate various optimal power discharge temperature ranges, a first preset temperature range at maximum power discharge efficiency corresponding to the current battery module is obtained, and the battery module temperature is adjusted to the first preset temperature range. As a result, the discharge power of the current battery module can be improved to a target discharge power to achieve more appropriate power output or braking capability to enhance the vehicle's drift performance.

[0078] In feasible embodiments, the pre-adjustment control system further includes a front motor controller and a rear motor controller. The execution of a pre-adjustment control instruction by at least one of multiple target control systems includes the following: The front motor controller controls the temperature of the front axle motor to adjust to a second preset temperature range, and the current motor torque load / reduction rate of the front motor controller is adjusted to a target load / reduction rate. The rear motor controller controls the temperature of the rear axle motor to a second preset temperature range, and the current motor torque load / reduction ratio of the rear motor controller is adjusted to a target load / reduction ratio, where the current motor torque load / reduction ratio is the preset conventional load / reduction ratio and the target load / reduction ratio is greater than the current motor torque load / reduction ratio.

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

[0080] The pre-adjustment control system, in possible embodiments, includes a throttle-torque control system. The execution of a pre-adjustment control instruction by at least one of multiple target control systems includes the following: The throttle torque control system switches the current throttle response curve to a pre-set power performance response curve.

[0081] In this embodiment, the throttle response curve can be adjusted to a preset power performance response curve to enable the vehicle to drift more effectively and achieve a more appropriate drift effect. The throttle response curve may include a preset economy curve and a preset power performance curve. To achieve better power performance, at the same throttle opening, the required torque corresponding to the preset power performance curve is greater than the required torque corresponding to the preset economy curve.

[0082] In a feasible embodiment, after the vehicle has been controlled to enter drift mode, the method further includes: The vehicle is controlled to enter rear-wheel drive control mode, which preferentially distributes the required total vehicle torque to the rear axle motor. When the vehicle speed reaches a preset threshold, the vehicle is controlled to enter 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 rear axle torque, respectively.

[0083] In this embodiment, in order to enhance the vehicle's acceleration performance, enable more appropriate drifting, and achieve a more effective drift, the vehicle can be controlled to first enter rear-wheel drive control mode after the drift mode is activated. In 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, required total vehicle torque, the insufficient torque is compensated for by the front axle motor.

[0084] When the vehicle detects that its speed has reached a preset threshold, it can be controlled to enter a four-wheel drive control mode to control the torque of the front axle motor and the rear axle motor based on the required front axle torque and required rear axle torque, respectively. As a result, the required front axle torque and required rear axle torque are obtained based on the acquired front axle torque ratio. This ensures vehicle stability, increases drift time, and enhances vehicle safety.

[0085] The pre-set vehicle speed threshold is the speed at which the vehicle can drift. Different road surfaces correspond to different pre-set vehicle speed thresholds. The pre-set vehicle speed threshold can be calibrated by the manufacturer based on tests, or it can be set by the user based on actual conditions so that the pre-set vehicle speed threshold is determined based on the current road surface.

[0086] In feasible embodiments, control of the drift preparation phase and the drift phase can be performed simultaneously based on the user's drift operation. Determining the front axle torque ratio based on state parameters may include the following steps: The original front axle torque ratio is determined based on the first vehicle speed. A first front axle torque ratio correction coefficient is determined based on a 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, a first front axle torque ratio correction coefficient, and a 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 not less than the threshold value I1 but not more 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 not less than the threshold value k5 but not more 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 the 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 not less than the threshold value k7 but not more 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 in order to determine the front axle torque ratio that can enhance the drift stability of the vehicle, it is combined with the first front axle torque ratio correction coefficient and the second front axle torque ratio correction coefficient determined by the first yaw rate and the first center of mass sideslip angle that represent the stability of the vehicle.

[0092] In a realizable embodiment, the state parameter can further include at least one of a first accelerator pedal depth and a first brake pedal depth.

[0093] The third front axle torque ratio correction coefficient can be determined based on the correspondence 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 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 not less than the threshold value k1 but not more than 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 greater than or equal to the threshold value k3 and less than or equal to 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] Alternatively, 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, a first front axle torque ratio correction coefficient, a second front axle torque ratio correction coefficient, and a third front axle torque ratio correction coefficient.

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

[0100] In feasible embodiments, state parameters can be detected in real time, and the control intensity of the electronic stability control system can then be determined in order to determine the difficulty of improving drift and ensuring vehicle safety by having the electronic stability control system enter into vehicle stability control.

[0101] In feasible embodiments, the state parameters may include a second yaw rate and a 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, Figure 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 Figure 9, thresholds q7 and q8 are preset. If the second yaw rate is less than W3, the first control intensity coefficient is q7. If the second yaw rate is greater than W4, the first control intensity coefficient is q8. If the second yaw rate is between W3 and W4, the second yaw rate is positively correlated 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, Figure 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 Figure 10, thresholds q9 and q10 are set. If the second center of mass sideslip angle is less than B7, the second control intensity coefficient is q9. If the second center of mass sideslip angle is greater than B8, the second control intensity coefficient is q10. If the second yaw rate is between W3 and W4, the second center of mass sideslip angle is positively correlated with the second control intensity coefficient, which is 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 and second control intensity coefficients are obtained, the product of the first and second control intensity coefficients can be determined to be the control intensity.

[0105] In this specification, the electronic stability control system completely exits vehicle stability control, which means 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 exit, 10 indicates normal control, and 20 indicates maximum control, with intervals of 1 between them. The electronic stability control system can adjust its intervention level based on the control intensity. A lower control intensity indicates a lower intervention level, and a lower intervention level indicates a more pronounced degradation response. In other words, a lower intervention level indicates that it is more difficult 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 vehicle's stability, and the control intensity of the electronic stability control system that enters vehicle stability control is determined by the second yaw rate and the second center of mass sideslip angle, which can improve drift and ensure vehicle safety. For example, if vehicle stability is good, the control intensity is low. In this case, the electronic stability control system does not enter vehicle stability control so as not to affect the user's drift operation. If vehicle stability is low, the electronic stability control system enters vehicle stability control to ensure vehicle stability and enhance vehicle safety.

[0107] In feasible embodiments, the state parameters further include at least one of a second vehicle speed, a second accelerator pedal depth, and a second brake pedal depth.

[0108] A third control intensity coefficient can be determined based on the correspondence between a second vehicle speed and a third control intensity coefficient. For example, Figure 11 is a schematic diagram showing the correspondence between a second vehicle speed and a third control intensity coefficient according to an exemplary embodiment. As shown in Figure 11, thresholds q1 and q2 are set. If the second vehicle speed is less than V3, the third control intensity coefficient is q1. If the second vehicle speed is greater than V4, the third control intensity coefficient is q2. If the second vehicle speed is between V3 and V4, the second vehicle speed has a positive correlation 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] A 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, Figure 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 Figure 12, thresholds q3 and q4 are preset. If the second accelerator pedal depth is less than A3, the fourth control intensity coefficient is q4. If the second accelerator pedal depth is greater than A4, the fourth control intensity coefficient is q3. If 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] A 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, Figure 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 Figure 13, thresholds q5 and q6 are preset. If the second brake pedal depth is less than B5, the fifth control intensity coefficient is q5. If the second brake pedal depth is greater than B6, the fifth control intensity coefficient is q6. If 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 strength can be determined based on at least one of the following: a first control strength coefficient, a second control strength coefficient, a third control strength coefficient, a fourth control strength coefficient, and a fifth control strength 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 to be 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] The value obtained by subtracting a 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] The 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] The 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] The 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 improve vehicle drift while ensuring vehicle safety, the calculation of the control strength takes into account a second vehicle speed, a second accelerator pedal depth, a second brake pedal depth, etc., which can improve the accuracy of the control strength.

[0119] In feasible embodiments, the method for exiting drift mode can be as follows: When a drift termination command is received, the drift mode ends, and the torque management system and the electronic stability control system control the torque of the front axle motor and the rear axle motor to be reduced until the electronic stability control system observes that the vehicle is in a stable state.

[0120] In this embodiment, a drift termination command can be generated if the user chooses to disable drift mode, press the brake pedal harder (if the brake pedal depth is greater than a preset brake pedal depth), or if the vehicle becomes significantly unstable (if the control intensity is greater than a preset control intensity threshold), and the overall vehicle controller controls the vehicle to exit drift mode. The torque management system can be controlled to rapidly reduce the overall vehicle torque in response to the drift termination command, and the electronic stability control system can rapidly perform vehicle stability control until the electronic stability control system determines that the vehicle is stable, thereby allowing the vehicle to safely exit drift mode.

[0121] In the case of a vehicle drift control system, optionally, the torque management system determines the original front axle torque ratio based on the first vehicle speed, Based on the first yaw rate, the first front axle torque ratio correction coefficient is determined, Based on the first center of mass sideslip angle, the second front axle torque ratio correction coefficient is determined, 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. 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 is The third front axle torque ratio correction coefficient is determined based on the first accelerator pedal depth, and / or the front axle torque ratio correction value is determined based on the first brake pedal depth, The front axle torque ratio is determined based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, the second front axle torque ratio correction coefficient, and at least one of the third front axle torque ratio correction coefficient and the front axle torque ratio correction value. It is further configured to do so.

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

[0124] Optionally, the electronic stability control system is: Based on the second yaw rate, the first control intensity coefficient is determined, Based on the second center of mass sideslip angle, the second control intensity coefficient is determined, The control intensity is determined based on the first and second control intensity coefficients. It is configured to do so.

[0125] Optionally, the state parameter further includes at least one of the following: second vehicle speed, second accelerator pedal depth, and second brake pedal depth. The electronic stability control system is A third control intensity coefficient is determined based on a second vehicle speed, and / or a fourth control intensity coefficient is determined based on a second accelerator pedal depth, and / or a fifth control intensity coefficient is determined based on a second brake pedal depth, The control strength is determined 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. It is further configured to do so.

[0126] Optionally, the vehicle drift control system further includes multiple target control systems, and after responding to the user's drift command, the overall vehicle controller: When a drift operation command is received, a self-check control command is generated, and a self-check is performed by controlling multiple target control systems related to drift mode control, and feedback information of the self-check of each target control system is obtained. If the self-test feedback information for each of the target control systems matches the pre-set information, the system controls the vehicle to enter drift mode. It is further configured to do so.

[0127] Optionally, the target control system includes a pre-adjustment control system. If the self-check feedback information for each of the target control systems is pre-configured and matches, the vehicle-wide controller is further configured to generate pre-adjusted control commands. The pre-adjustment control system is configured to execute pre-adjustment control commands and to cause the pre-adjustment control system to meet the requirements of drift mode.

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

[0129] Optionally, the pre-adjustment control system further includes a battery management system. The battery management system is Adjust the battery's discharge power to the target discharge power. It is configured in this way.

[0130] Optionally, the battery management system is: 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 which the battery module achieves maximum power discharge efficiency. This involves acquiring the current discharge power and controlling the battery management system to adjust it to a target discharge power, where the current discharge power is a preset conventional discharge power corresponding to the actual SOC, and the target discharge power is greater than the current discharge power. It is configured to do so.

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

[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 pre-set power performance response curve.

[0133] After the vehicle is optionally controlled to enter drift mode, the overall vehicle controller will: This involves controlling the vehicle to enter a rear-wheel drive control mode, which is a control system that preferentially distributes the necessary total vehicle torque to the rear axle motor. When it is detected that the vehicle speed has reached a preset 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. It is further configured to do so.

[0134] Optionally, the vehicle's overall controller can be further configured to exit drift mode when a drift termination command is received. The torque management system is configured to control the torque of the front axle motor and the rear axle motor so that they are reduced until the electronic stability control system observes that the vehicle is in a stable state. The electronic stability control system is configured to enter stability control mode until the vehicle is observed to be in a stable state.

[0135] With respect to the vehicle drift control system, the specific methods by which each subsystem performs its operation have already been described in detail in the embodiments of the method and are not described in detail herein.

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

[0137] While preferred embodiments of the Disclosure have been described in detail above with reference to the accompanying drawings, the Disclosure is not limited to the specific details of the embodiments mentioned above. Within the scope of the technical concepts of the Disclosure, various simple modifications may be made to the technical solutions of the Disclosure, and all such simple modifications are included within the scope of the 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 preferred manner without contradiction. To avoid unnecessary repetition, various possible combinations are no longer described individually in this disclosure.

[0139] In addition, the various embodiments of this disclosure may be combined in any way, as long as they do not deviate from the spirit of this disclosure, and any combination should be considered as being disclosed in this disclosure.

Claims

1. In response to a user's drift command, the system acquires the necessary overall vehicle torque and vehicle state parameters, wherein the state parameters include a first vehicle speed, a first yaw rate, and a first center of mass sideslip angle (S201). Based on the aforementioned state parameters, the front axle torque ratio is determined (S202), Based on the aforementioned front axle torque ratio and the required total vehicle torque, the required front axle torque and the required rear axle torque are determined (S203), 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 (S204). Equipped with, Based on the aforementioned state parameters, the front axle torque ratio can be determined as described above. Based on the first vehicle speed, the original front axle torque ratio before correction to enhance the drift stability of the vehicle is determined, Based on the first yaw rate, a first front axle torque ratio correction coefficient is determined, Based on the first center of mass lateral slip angle, a second front axle torque ratio correction coefficient is determined, 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. A vehicle drift control method comprising the following features.

2. The state parameter further comprises at least one of a first accelerator pedal depth and a first brake pedal depth, Before determining 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, Based on the depth of the first accelerator pedal, a third front axle torque ratio correction coefficient is determined, and / or based on the depth of the first brake pedal, a front axle torque ratio correction value is determined. The system further comprises determining 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 front axle torque ratio is determined based on the original front axle torque ratio, the first front axle torque ratio correction coefficient, the second front axle torque ratio correction coefficient, and at least one of the third front axle torque ratio correction coefficient and the front axle torque ratio correction value. The vehicle drift control method according to claim 1, comprising:

3. Determining the control strength based on the aforementioned state parameters. The vehicle drift control method according to claim 1, further comprising the following: the control strength is negatively correlated with the difficulty of the electronic stability control system entering vehicle stability control; and the state parameters include a second yaw rate different from the first yaw rate and a second center of mass sideslip angle different from the first center of mass sideslip angle.

4. Determining the control strength based on the aforementioned state parameters is Based on the second yaw rate, the first control intensity coefficient is determined, Based on the second center of mass sideslip angle, the second control strength coefficient is determined, The control intensity is determined based on the first control intensity coefficient and the second control intensity coefficient. The vehicle drift control method according to claim 3, comprising:

5. The state parameter further comprises at least one of a second vehicle speed different from the first vehicle speed, a second accelerator pedal depth different from the first accelerator pedal depth, and a second brake pedal depth different from the first brake pedal depth. Before determining the control intensity based on the first control intensity coefficient and the second control intensity coefficient, the method, A third control strength coefficient is determined based on the second vehicle speed, and / or a fourth control strength coefficient is determined based on the second accelerator pedal depth, and / or a fifth control strength coefficient is determined based on the second brake pedal depth. The control intensity is determined based on the first control intensity coefficient and the second control intensity coefficient. The control strength is determined 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. The vehicle drift control method according to claim 4, comprising:

6. After the response to the user's drift operation, the method, Upon receiving the aforementioned drift operation command, a self-check control command is generated, and a self-check is performed by controlling multiple target control systems related to drift mode control, and feedback information of the self-check of each target control system is obtained. If the feedback information for the self-inspection of each of the aforementioned target control systems is pre-set matching information, the vehicle is controlled to enter drift mode. A vehicle drift control method according to any one of claims 1 to 5, further comprising the above.

7. If the feedback information for the self-check of each of the target control systems is pre-set matching information, then the method To generate a pre-adjustment control command (S301), The pre-adjustment control system executes the pre-adjustment control command (S302) in order to ensure that the pre-adjustment control system satisfies the requirements of the drift mode by at least one of the multiple target control systems. The vehicle drift control method according to claim 6, further comprising:

8. The aforementioned pre-adjustment control system includes a thermal management system for the entire vehicle, The execution of the pre-adjustment control command is performed by at least one pre-adjustment control system among the plurality of target control systems. The temperature of each subsystem in the overall thermal management system of the vehicle is controlled to be within the corresponding preset drift temperature range. The vehicle drift control method according to claim 7, comprising:

9. The aforementioned pre-adjustment control system further includes a battery management system, The execution of the pre-adjustment control command is performed by at least one pre-adjustment control system among the plurality of target control systems. The battery management system is controlled to adjust the battery's discharge power to a target discharge power. The vehicle drift control method according to claim 7, comprising:

10. The control of the battery management system to adjust the battery's discharge power to a target discharge power is Controlling the battery management system to adjust the temperature of the battery module to a first preset temperature range, wherein the first preset temperature range is the temperature range at which the battery module operates at maximum power discharge efficiency. The battery management system acquires the current discharge power and controls the current discharge power to adjust it to a target discharge power, wherein the current discharge power is a preset conventional discharge power corresponding to the actual SOC, and the target discharge power is greater than the current discharge power. The vehicle drift control method according to claim 9, comprising:

11. The aforementioned pre-adjustment control system further comprises a front motor controller and a rear motor controller. The execution of the pre-adjustment control command is performed by at least one pre-adjustment control system among the plurality of target control systems. The front motor controller is controlled to adjust the temperature of the front axle motor to a second preset temperature range, and the current motor torque load or reduction rate of the front motor controller is adjusted to a target load or reduction rate. The rear motor controller is controlled to adjust the temperature of the rear axle motor to the second preset temperature range, and the current motor torque load or reduction rate of the rear motor controller is adjusted to the target load or reduction rate. The vehicle drift control method according to claim 7, comprising, wherein the current motor torque load or reduction rate is a preset conventional load or reduction rate, and the target load or reduction rate is greater than the current motor torque load or reduction rate.

12. The pre-adjustment control system comprises a throttle torque control system, The execution of the pre-adjustment control command is performed by at least one pre-adjustment control system among the plurality of target control systems. The throttle torque control system switches the current throttle response curve to a pre-set power performance response curve. The vehicle drift control method according to claim 7, comprising:

13. After controlling the vehicle to enter drift mode, the method Controlling the vehicle to enter a rear-wheel drive control mode, wherein the rear-wheel drive control mode preferentially distributes the necessary total vehicle torque to the rear axle motor. When it is determined that the vehicle speed has reached a preset 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. The vehicle drift control method according to claim 6, further comprising:

14. When a drift termination command is received, the vehicle exits drift mode, and the torque of the front axle motor and the torque of the rear axle motor are controlled by the torque management system and the electronic stability control system to be reduced until the electronic stability control system observes that the vehicle is in a stable state. A vehicle drift control method according to any one of claims 1 to 5, further comprising the above.

15. A vehicle drift control system comprising a vehicle-wide controller and a torque management system connected to the vehicle-wide controller, wherein the vehicle-wide controller cooperates with the torque management system to implement the vehicle drift control method described in any one of claims 1 to 5.

16. A vehicle comprising the vehicle drift control system described in claim 15.

Images