Vehicle drifting control method and apparatus, and vehicle

Abstract

A vehicle drifting control method, comprising: determining a drifting stage of a current vehicle, wherein drifting stages of the vehicle comprise a drifting-start stage and a stable drifting stage; acquiring the current vehicle state parameter; and on the basis of the drifting stage of the current vehicle and the current vehicle state parameter, generating a vehicle control strategy, wherein the drifting-start stage and the stable drifting stage respectively correspond to different vehicle control strategies. In the vehicle drifting control method, by means of fully taking into consideration the different emphases on vehicle control in a drifting-start stage and a stable drifting stage, vehicle control strategies are configured for each stage. Further provided are a vehicle drifting control apparatus, and a vehicle having the vehicle drifting control apparatus.

Description

Vehicle drift control methods, devices and vehicles

[0001] This application claims priority to Chinese patent application No. 202410580015.3, filed on May 10, 2024, the entire contents of which are incorporated herein by reference. Technical Field

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

[0003] With the advancement of intelligent driving technology, in addition to meeting users' basic driving needs, vehicles can also be designed to provide users with a richer driving experience, such as allowing users to drift. Summary of the Invention

[0004] This disclosure aims to at least address one of the technical problems existing in the related art. To this end, this disclosure proposes a vehicle drift control method, apparatus, and vehicle, as well as a computer-readable storage medium and computer program product, which can solve the technical problem that a complete vehicle automatic drift control scheme has not yet been provided in the related art.

[0005] In a first aspect, some embodiments of this disclosure provide a vehicle drift control method, including: determining the current drift stage of a vehicle, the vehicle drift stage including a drift initiation stage and a stable drift stage; acquiring current vehicle state parameters; generating a vehicle control strategy based on the current vehicle drift stage and the current vehicle state parameters, wherein the drift initiation stage and the stable drift stage correspond to different vehicle control strategies.

[0006] In some embodiments, obtaining the current vehicle state parameters includes obtaining at least one of the current vehicle trajectory offset parameters or the current vehicle drift state parameters.

[0007] In some embodiments, obtaining the current vehicle trajectory offset parameters includes: determining the vehicle's drift planning path, which is determined based on the automatic drift mode selected by the user; and determining the current vehicle trajectory offset parameters based on the vehicle's current position information and the vehicle's drift planning path.

[0008] In some embodiments, the aforementioned current vehicle trajectory offset parameter is a pre-aiming error, which is determined based on the deviation between the vehicle's center of gravity and the vehicle's drift planning path.

[0009] In some embodiments, the current location information of the vehicle is provided by a positioning system, or calculated based on the vehicle's lateral speed, longitudinal speed, and yaw angle.

[0010] In some embodiments, generating a vehicle control strategy based on the current vehicle's drift phase and current vehicle state parameters includes: generating at least one of the vehicle's steering control data or torque control data based on the current vehicle's drift phase and current vehicle state parameters.

[0011] In some embodiments, if the current vehicle's drift phase is the initial drift phase, the above-mentioned generation of vehicle steering control data based on the current vehicle's drift phase and current vehicle state parameters includes: determining the vehicle's first steering control data according to the current vehicle drift state parameters and a preset steering wheel counter-steering threshold, wherein the first steering control data is used to control the implementation of steering wheel counter-steering.

[0012] In some embodiments, generating vehicle steering control data based on the current vehicle drift stage and current vehicle state parameters further includes: generating second vehicle steering control data according to the current vehicle drift state parameters, wherein the second steering control data is used to adjust the vehicle drift state parameters to a first preset range.

[0013] In some embodiments, if the current vehicle's drift phase is a stable drift phase, the vehicle's steering control data is generated based on the current vehicle's drift phase and current vehicle state parameters, including: determining the vehicle's control weighting coefficients according to the current vehicle trajectory offset parameters and current vehicle drift state parameters, wherein the control weighting coefficients are used to determine whether the vehicle's steering control data focuses on adjusting the vehicle trajectory offset parameters to a second preset range, or on adjusting the vehicle drift state parameters to a third preset range; and generating the vehicle's steering control data based on the vehicle's control weighting coefficients.

[0014] In some embodiments, determining the control weighting coefficient of the vehicle based on the current vehicle trajectory offset parameter and the current vehicle drift state parameter includes: determining third steering control data of the vehicle based on the current vehicle trajectory offset parameter; determining fourth steering control data of the vehicle based on the current vehicle drift state parameter; generating the control weighting coefficient of the vehicle based on the third steering control data and the fourth control data; or, generating steering control data of the vehicle based on the control weighting coefficient of the vehicle includes: generating fifth steering control data based on the control weighting coefficient of the vehicle, the third steering control data, and the fourth steering control data.

[0015] In some embodiments, the torque control data includes at least one of front axle torque control data and rear axle torque control data, and the method further includes: sending vehicle steering control data to a steering control system; or sending at least one of front axle torque control data and rear axle torque control data to a torque vector controller.

[0016] In some embodiments, before determining the current vehicle's drift phase, the method further includes: determining that the current vehicle's motion information meets preset automatic drift initiation conditions.

[0017] In some embodiments, determining that the current vehicle motion information meets the preset automatic drift start conditions includes at least one of the following: determining that the current vehicle speed information reaches the automatic drift speed threshold; or determining that the current vehicle steering wheel angle reaches the automatic drift steering wheel angle threshold.

[0018] In some embodiments, the aforementioned automatic drift speed threshold and the automatic drift steering wheel angle threshold are determined based on the automatic drift mode selected by the user.

[0019] In some embodiments, before determining that the current vehicle motion information meets the preset automatic drift initiation conditions, the method further includes: determining that the current drifting site meets the site conditions required for automatic drifting.

[0020] In some embodiments, determining that the current drifting site meets the site conditions required for automatic drifting includes at least one of the following: determining that the size of the current drifting site meets the site size required for automatic drifting; or, determining that the adhesion coefficient of the current drifting site meets the adhesion coefficient conditions required for automatic drifting.

[0021] In some embodiments, before determining that the current drifting site meets the site conditions required for automatic drifting, the method further includes: receiving an automatic drifting mode selected by the user, wherein the site conditions required for automatic drifting are set in correspondence with the automatic drifting mode.

[0022] In some embodiments, the method further includes: disengaging the vehicle from automatic drift when it is detected that the automatic drift exit condition is met.

[0023] In some embodiments, the above-mentioned detection of meeting the automatic drift exit condition includes at least one of the following: detecting the user's intention to exit the automatic drift; or detecting that the surrounding environment of the vehicle is not suitable for performing automatic drifting.

[0024] Secondly, this disclosure provides a vehicle drift control device, including: a drift stage determination module, a parameter acquisition module, and a strategy generation module. The drift stage determination module is used to determine the current drift stage of the vehicle, which includes a drift initiation stage and a stable drift stage. The parameter acquisition module is used to acquire current vehicle state parameters. The strategy generation module is used to generate a vehicle control strategy based on the current vehicle drift stage and the current vehicle state parameters, with different vehicle control strategies corresponding to the drift initiation stage and the stable drift stage.

[0025] Thirdly, this disclosure provides a vehicle comprising: a processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the vehicle drift control method according to any one of the first aspects; or, comprising the vehicle drift control device described above.

[0026] Fourthly, this disclosure provides a computer-readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of the vehicle drift control method according to any one of the first aspects.

[0027] Fifthly, this disclosure provides a computer program product that, when executed by a processor of a vehicle or a cloud server, implements the steps of the vehicle drift control method according to any one of the first aspects.

[0028] This disclosure discloses several embodiments that generate vehicle control strategies based on the current vehicle's drift stage and current vehicle state parameters. Different vehicle control strategies are assigned to the drift initiation stage and the stable drift stage, fully considering the different focuses of vehicle control in the two stages. By matching corresponding vehicle control strategies to each stage, precise control of each stage during the drift process is achieved, providing a practical and complete technical solution for automatic vehicle drifting.

[0029] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0030] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0031] Figure 1 is a flowchart illustrating a vehicle drift control method according to some embodiments;

[0032] Figure 2 is a schematic diagram of aiming error according to some embodiments;

[0033] Figure 3 is a schematic flowchart of generating vehicle steering control data according to some embodiments;

[0034] Figure 4 is a flowchart illustrating another vehicle drift control method according to some embodiments;

[0035] Figure 5 is a flowchart illustrating another vehicle drift control method according to some embodiments;

[0036] Figure 6 is a flowchart illustrating another vehicle drift control method according to some embodiments;

[0037] Figure 7 is a flowchart illustrating another vehicle drift control method according to some embodiments;

[0038] Figure 8 is a structural schematic diagram of a vehicle drift control device according to some embodiments;

[0039] Figure 9 is a block diagram of a vehicle according to some embodiments;

[0040] Figure 10 is a block diagram of another vehicle according to some embodiments. Detailed Implementation

[0041] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0042] It should be understood that the steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect.

[0043] The term "comprising" and its variations as used herein are open-ended inclusions, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Definitions of other terms will be given in the description below.

[0044] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are used only to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependencies.

[0045] It should be noted that the terms "one" and "more" used in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that, unless explicitly stated in the context, they should be interpreted as "one or more". When a user autonomously drives a vehicle to drift, the difficulty of completing a drift is significant due to the user's driving ability and control over the vehicle, and dangerous situations such as loss of vehicle control are also prone to occur.

[0046] While related technologies have proposed providing users with automatic vehicle drifting functionality based on intelligent driving technology, they have not offered a comprehensive vehicle drifting control solution. In the process of developing this disclosure, the inventors discovered that the vehicle drifting process is a continuous vehicle control process over time, potentially comprising multiple stages, each with a different focus in drift control. However, the solutions provided by related technologies generally do not consider this difference in drift control focus across stages. Therefore, it is difficult to provide users with a truly feasible automatic vehicle drifting technology solution, and thus, it is difficult to meet users' needs for automatic vehicle drifting functionality.

[0047] The technical solutions provided by some embodiments of this disclosure are intended to overcome the problems in the aforementioned related technologies by dividing the vehicle drifting stage into multiple stages on the time axis to achieve phased control of the drifting process and providing corresponding vehicle control strategies for different stages. This makes the vehicle control strategies for each stage more in line with the actual control requirements of that stage, thereby providing a practical technical solution for vehicle drifting.

[0048] The technical solutions of this disclosure are described below with reference to several embodiments.

[0049] Figure 1 is a schematic flowchart of a vehicle drift control method according to some embodiments. As shown in Figure 1, the method of some embodiments of this disclosure can be executed on a vehicle, and the method includes the following steps.

[0050] Step 101: Determine the current drift phase of the vehicle. The drift phase of the vehicle includes the initial drift phase and the stable drift phase.

[0051] In some embodiments of this disclosure, to achieve precise control of the vehicle's automatic drifting process, the automatic drifting process is divided, for example, the drifting stage is divided into a drift initiation stage and a stable drifting stage. Here, the stable drifting stage is the stage where the vehicle is in a stable drifting state, which means that the vehicle is in a stable drifting state without abrupt changes. The drift initiation stage is the intermediate stage between the vehicle's stable driving state and its stable drifting state. Some embodiments of this disclosure divide the vehicle into the above two stages, and different vehicle control strategies can be subsequently formulated for the drift initiation stage and the stable drifting stage respectively.

[0052] Step 102: Obtain the current vehicle status parameters.

[0053] The vehicle status parameters in this step refer to the real-time parameters of the vehicle during the drifting process, which reflect the actual situation of the vehicle during drifting. Vehicle status parameters can be collected by sensors installed on the vehicle, or obtained through further calculations based on the data collected by the sensors. In some embodiments, obtaining the current vehicle status parameters in this step may include obtaining at least one of the current vehicle trajectory offset parameters or the current vehicle drift status parameters; that is, the current vehicle status parameters may include at least one of the current vehicle trajectory offset parameters or the current vehicle drift status parameters.

[0054] In some embodiments, the current vehicle trajectory offset parameter can represent the vehicle's drift planning path. The current vehicle trajectory offset parameter can be determined based on the vehicle's current position information and the vehicle's drift planning path; for example, the difference between the vehicle's current position information and the vehicle's drift planning path can be determined as the current vehicle trajectory offset parameter.

[0055] At this point, during the process of obtaining the current vehicle trajectory offset parameters, the vehicle's drift planning path can be determined first. This path can display the vehicle's expected position. Typically, the vehicle's drift planning path can be determined based on its automatic drift mode; for example, each automatic drift mode has a corresponding drift planning path. In some embodiments of this disclosure, when the user can freely select the automatic drift mode, the vehicle's drift planning path can be determined based on the user-selected automatic drift mode.

[0056] In addition, the vehicle's current position information can include not only geographical location information, but also attitude information such as yaw angle. The current position information of the vehicle can be obtained in the following ways: when a high-precision positioning system is installed on the vehicle, the current position information is provided in real time by the positioning system; or at the initial drift start time, the current position of the vehicle is set as the drift start point in the drift planning path, and the current yaw angle of the vehicle is set to 0. Based on this, the lateral speed, longitudinal speed and yaw angle of the vehicle are calculated in real time during the drift, and the vehicle's position information is calculated in real time based on this.

[0057] In some embodiments, the aforementioned current vehicle trajectory offset parameter can be the aiming error, which can be determined based on the deviation between the vehicle's center of mass and the vehicle's drift planning path. As shown in Figure 2, taking the automatic drift mode of vehicle 21 in a fixed circle as an example, the center of mass O of vehicle 21 can be determined based on the vehicle's current position information, and the aiming error is determined by the deviation between the center of mass O and the vehicle's drift planning path L. The aforementioned deviation can be understood as the shortest distance M between the center of mass and the circular drift planning path.

[0058] In addition, vehicle drift state parameters can describe the vehicle body state during the drift process, and may include, but are not limited to, at least one of the following: rear axle slip ratio, yaw rate, yaw acceleration, or center of gravity sideslip angle.

[0059] Furthermore, in the above embodiments of this disclosure, the execution order of steps 101 and 102 is not limited. The execution order can be either step 101 executed first and then step 102 executed, or step 102 executed first and then step 101 executed. All of these are feasible.

[0060] Step 103: Generate a vehicle control strategy based on the current vehicle's drift stage and current vehicle state parameters, with different vehicle control strategies corresponding to the drift initiation stage and the stable drift stage.

[0061] The vehicle control strategy generated in this step is mainly for controlling the vehicle to perform automatic drift. Considering that the focus of drift control is different in each stage, since the initial drift stage is the intermediate stage between the vehicle's stable driving state and the stable drift state, the goal of this stage is for the vehicle to quickly enter the stable drift state. Therefore, the focus of control can be on maintaining the vehicle's drift state parameters within a reasonable range so that the vehicle can transition to stable drift as quickly as possible. It is not necessary to pay too much attention to the deviation of the vehicle from the drift planning path. These requirements can be reflected in the vehicle control strategy for the initial drift stage. However, the stable drift stage needs to consider both the vehicle's drift state and the vehicle's trajectory deviation. Therefore, the vehicle control strategy formulated for the stable drift stage needs to take into account the requirements of both aspects.

[0062] In some embodiments of this disclosure, by providing corresponding vehicle control strategies for the drift initiation stage and the stable drift stage respectively, the vehicle control strategies for each stage are more in line with the actual control requirements of that stage, thereby providing a practical technical solution for automatic vehicle drifting.

[0063] In the embodiments of this disclosure, the vehicle control strategy generated in step 103 may include at least one of vehicle steering control data or torque control data. Therefore, step 103 may also generate at least one of vehicle steering control data or torque control data based on the current vehicle drift stage and current vehicle state parameters, and use at least one of the above two types of data to reflect the different vehicle control strategies at different drift stages.

[0064] The following sections will introduce the two stages of drift initiation and drift stabilization, explaining how vehicle steering control and torque control data are generated in each stage.

[0065] In some embodiments, if the current vehicle's drift phase is the initial drift phase, the aforementioned generation of vehicle steering control data based on the current vehicle's drift phase and current vehicle state parameters can include two aspects:

[0066] The first aspect involves the vehicle's drift initiation phase. If the vehicle reaches a drift state and requires counter-steering, for example, by controlling the steering wheel's rotation direction to be opposite to the current direction, a pre-set steering counter-steering threshold can be established based on the vehicle's drift state parameters. Then, based on the current drift state parameters and the pre-set counter-steering threshold, the vehicle's first steering control data is determined. This first steering control data is used to control and implement the counter-steering. For example, the vehicle drift state parameters can consider two parameters: the rear axle slip ratio and the yaw rate, with corresponding thresholds set for each: a first threshold and a second threshold. Here, the first threshold corresponds to the rear axle slip ratio, and the second threshold corresponds to the yaw rate. When the rear axle slip ratio reaches the first threshold and the yaw rate reaches the second threshold, the first steering control data is determined. This first steering control data can be a first pre-set steering angle to which the steering wheel is counter-steering.

[0067] The first aspect can be seen as the vehicle's demand for steering wheel angle during the counter-steering process in the drift initiation phase. The second aspect can be seen as the vehicle's demand for steering wheel angle during the drift planning process after the steering wheel has been counter-steering.

[0068] Secondly, since the focus during the initial drift phase is more on whether the vehicle's drift state can quickly transition to a steady drift, rather than solely on the vehicle's deviation from the planned drift path, second steering control data can be generated based on the current vehicle drift state parameters. This second steering control data is used to adjust the vehicle's drift state parameters to a first preset range. The current vehicle drift state parameters may include the vehicle's sideslip angle and yaw rate, etc. The generated second steering control data can be the steering wheel angle. This steering wheel angle is used to adjust the subsequent vehicle drift state parameters to the first preset range, which is an ideal range acceptable for the vehicle's drift state, ensuring that the vehicle quickly enters a stable drift state. This control scheme conforms to the Proportional-Integral-Differential (PID) control scheme in automatic control theory, and the process can be implemented using a PID controller.

[0069] In the above embodiments of this disclosure, first steering control data and second steering control data are generated. These two steering control data can be the steering wheel angle. The two vehicle steering control data can be sent to the steering control system, such as an Electric Power Steering (EPS) system, via a Controller Area Network (CAN) bus, so that the steering control system can control the steering wheel angle. Furthermore, in some embodiments, a steering angle request control signal needs to be sent simultaneously to obtain authorization to control the steering wheel angle. In other embodiments, if a larger steering wheel angle is required, slope control is considered. That is, based on the limit of the maximum steering wheel angle per unit time, the larger angle is sent to the steering control system multiple times, so that the steering wheel can perform multiple angle adjustments, but the final sum of the steering wheel angles equals the required steering wheel angle.

[0070] The above is an introduction to the technical solution for acquiring vehicle steering control data and performing steering control during the drift initiation phase. In addition to steering control, torque control can also be performed. The torque control data here can include front axle torque control data and rear axle torque control data. Based on the aforementioned front axle torque control data and rear axle torque control data, front axle torque control and rear axle torque control are performed separately. This torque control process can include:

[0071] A. After the vehicle starts drifting, first keep the front axle torque constant, and the rear axle torque can be increased rapidly, so that the rear axle slip ratio can be quickly increased to any value within the preset range, for example, to any value in [10%, 20%].

[0072] B. If the rear axle slip ratio is too high (e.g., greater than 20%) during the above process, the rear axle slip ratio can be restored to the reasonable range by reducing the rear axle torque.

[0073] C. During vehicle drift, drift parameters such as yaw rate and center of gravity sideslip angle can be identified in real time. If the yaw acceleration or yaw rate is too large, the rear axle torque can be adjusted based on the current control to reduce the rear axle slip ratio.

[0074] D. If the vehicle speed drops sharply or falls below the theoretical value, closed-loop adjustment can be performed by controlling the front axle torque to ensure that the front axle wheels are not allowed to slip at any point during the entire journey.

[0075] For the aforementioned front axle torque control data and rear axle torque control data, control of the front axle torque and rear axle torque can be achieved by sending at least one of the front axle torque control data or rear axle torque control data to the torque vector controller. When the vehicle's automatic drift is in a stable drift phase, the vehicle's steering control data and torque control data are primarily used to ensure the drift process is stable and non-abrupt. For the vehicle's steering control data, the steering control system can control the steering wheel angle. The vehicle's steering control data needs to be determined based on the current vehicle trajectory deviation parameters and the current vehicle drift state parameters. Furthermore, steering control needs to consider both vehicle trajectory deviation and vehicle drift state. When the vehicle trajectory deviation exceeds a preset threshold, the goal of controlling the vehicle's steering focuses on adjusting the vehicle trajectory deviation parameters to an ideal range; when the vehicle drift state parameters exceed a preset threshold, the goal of controlling the vehicle's steering focuses on adjusting the vehicle drift state parameters to an ideal range. During execution, the above steering control results can be obtained by setting control weighting coefficients.

[0076] Figure 3 is a flowchart illustrating the generation of vehicle steering control data according to some embodiments. As shown in Figure 3, the method may further include the following steps.

[0077] Step 301: Determine the control weighting coefficient of the vehicle based on the current vehicle trajectory offset parameter and the current vehicle drift state parameter. The control weighting coefficient is used to determine the vehicle's steering control data, which focuses on adjusting the vehicle trajectory offset parameter to a second preset range, or on adjusting the vehicle drift state parameter to a third preset range.

[0078] Here, the second preset range is an acceptable ideal range for the vehicle trajectory offset parameters, and the third preset range is an acceptable ideal range for the vehicle drift state parameters.

[0079] In some embodiments, this step can first determine the vehicle's third steering control data based on the current vehicle trajectory deviation parameters. This third steering control data can be considered as the steering data required to solve the vehicle trajectory deviation problem. If the third steering control data is used as the final vehicle steering control data, the vehicle trajectory deviation problem can be solved effectively. The magnitude of the third steering control data value can reflect the urgency of solving the above problem through steering. Then, the vehicle's fourth steering control data is determined based on the current vehicle drift state parameters. This fourth steering data can be considered as the steering data required to solve the vehicle drift state problem. If the fourth steering control data is used as the final vehicle steering control data, the vehicle drift state can be solved effectively. The magnitude of the fourth steering control data value can reflect the urgency of solving the above problem through steering.

[0080] In some embodiments of this disclosure, a control weighting coefficient for the vehicle can be generated based on the third steering control data and the fourth steering control data, so that the control weighting coefficient can reflect the priority in solving the vehicle drift state problem or the priority in solving the vehicle trajectory deviation problem.

[0081] Step 302: Generate vehicle steering control data based on the above vehicle control weighting coefficients.

[0082] After obtaining the control weighting coefficients as described above, vehicle steering control data can be generated based on the control weighting coefficients. In some embodiments, fifth steering control data can be generated based on the vehicle's control weighting coefficients. The fifth steering control data can be used as the final vehicle steering control data, and during the generation process, priority can be given to solving vehicle drift problems or vehicle trajectory deviation problems, which will ultimately be reflected in the fifth steering control data.

[0083] The technical solutions described above in some embodiments of this disclosure ultimately obtain vehicle steering control data, namely the fifth steering control data, which can determine the priority of controlling vehicle trajectory deviation or vehicle drift state according to actual needs, thereby realizing the balance of determining the main focus according to actual needs.

[0084] During the stable drift phase, the process of torque control using a torque vector controller based on torque control data primarily focuses on controlling the vehicle's drift stability during steady-state drift. When the vehicle drifts excessively, the rear axle slip ratio can be reduced; for example, this can be achieved through closed-loop control of a PID controller, which lowers the output rear axle torque control data. When the drift speed is less than or greater than the theoretical drift speed, the front axle torque is controlled through closed-loop control of the PID controller, outputting corresponding front axle torque control data to stabilize the vehicle speed within a reasonable range.

[0085] In some embodiments of this disclosure, the process of using vehicle steering control data and torque control data during the stable drift phase, and controlling the vehicle based on the steering control system and torque vector controller, can be referred to the relevant description in the embodiments of the drift initiation phase described above.

[0086] In some embodiments of this disclosure, the vehicle drifting process is viewed as a continuous control process on a timeline, and corresponding control strategies are set for different stages of this process. Besides the embodiments described above, this can also be seen in the pre-drift stage before the drifting stage shown in Figure 1. In some embodiments, a pre-drift control module can be set up to determine whether the current vehicle motion information meets preset automatic drift initiation conditions. If the preset automatic drift initiation conditions are met, an automatic drift flag can be sent to the vehicle drift control module to execute the technical solution of the vehicle drifting stage in the above embodiments. For example, the automatic drift flag can be sent via a CAN bus, and the vehicle drift control module described above can implement a portion of the functions of a vehicle control unit (VCU).

[0087] As shown in Figure 4, this control method, based on the embodiment shown in Figure 1, further includes the following steps:

[0088] Step 104: Determine if the current vehicle motion information meets the preset automatic drift start conditions.

[0089] In some embodiments of this disclosure, some preset controls are executed before the automatic drifting stage is performed. For example, it is necessary to determine whether the current vehicle motion information meets the preset automatic drifting start conditions. If yes, the relevant steps in Figure 1 are executed; if no, the determination continues.

[0090] If the current vehicle motion information meets the preset automatic drift activation conditions, then the automatic drift in the above embodiments is initiated. In some embodiments of this disclosure, determining the preset automatic drift activation conditions for the current vehicle motion information may include at least one of the following aspects:

[0091] Firstly, determine if the current vehicle speed has reached the automatic drift speed threshold.

[0092] For example, in some embodiments of this disclosure, closed-loop control of vehicle speed before automatic drifting can be performed through a drift-pre-speed control module. An automatic drift speed threshold range is preset. If the current vehicle speed does not meet the requirements (e.g., outside the automatic drift speed threshold range), it is adjusted through closed-loop control of the front axle torque until the vehicle speed meets the requirements (e.g., within the automatic drift speed threshold range). If the current vehicle speed meets the requirements, it continues to maintain the current speed, and a flag indicating that the speed meets the requirements can be issued.

[0093] The automatic drift speed threshold range in some embodiments of this disclosure can be determined based on the automatic drift mode selected by the user, provided that the user freely selects the automatic drift mode.

[0094] Secondly, it determines that the current steering wheel angle of the vehicle has reached the automatic drift steering wheel angle threshold.

[0095] For example, in some embodiments of this disclosure, the vehicle trajectory radius control before automatic drift initiation can be performed through a pre-drift vehicle state control module. The vehicle's trajectory radius before drift initiation is determined, and an automatic drift steering wheel angle threshold is determined based on this radius. The threshold is then adjusted according to a certain steering wheel angle speed, for example, the steering wheel angle speed adjustment threshold can be any value within [150° / s, 500° / s], adjusting the steering wheel angle until it reaches the automatic drift steering wheel angle threshold. During this steering wheel angle adjustment process, the angle adjustment signal can be transmitted to the steering control system via a CAN bus. For example, this steering control system can be an Electronic Power Steering (EPS) system, executed by the EPS system; alternatively, when the current vehicle's steering wheel angle reaches the automatic drift steering wheel angle threshold, a flag indicating that the steering wheel angle requirement is met can be issued.

[0096] The automatic drift steering wheel angle threshold in some embodiments of this disclosure can be determined based on the automatic drift mode selected by the user, provided that the user freely selects the automatic drift mode.

[0097] In some embodiments of this disclosure, if at least one of the following conditions is met: the first aspect is met, or the second aspect is met, responsive flag information can be sent, an automatic drift identifier can be generated based on the flag information, and sent to the VCU via the CAN bus to initiate automatic drift and send notification information to the vehicle drift control module.

[0098] On the timeline of automatic drift, before performing the drift pre-operation in step 104 above, as shown in Figure 5, the control method may further include:

[0099] Step 105: Determine if the current drifting site meets the site conditions required for automatic drifting.

[0100] Before determining whether the current drifting site meets the site conditions required for automatic drifting, it is also possible to determine whether the current drifting site meets the site conditions required for automatic drifting. If yes, then continue to execute step 104; if no, then continue to make the determination.

[0101] In some embodiments of this disclosure, considering that automatic drifting of a vehicle requires certain conditions such as the area of ​​the drifting area and the coefficient of adhesion, these conditions can be considered in advance to determine whether they are met. In addition to these conditions, other conditions can be set, such as determining whether there are moving people or vehicles around the drifting area, and whether the drifting area is a public road. In some embodiments of this disclosure, determining that the current drifting area meets the conditions required for automatic drifting can be done through a road surface recognition system. For example, an Advanced Driving Assistance System (ADAS) can be used, which may include at least one of radar or cameras, to identify the surrounding environment and determine whether the drifting conditions are met. These conditions may include at least one of the following aspects:

[0102] Firstly, determine whether the current drifting area is large enough to meet the requirements for automatic drifting.

[0103] Considering that vehicles usually require a large space when drifting, for example, when the user freely selects the automatic drift mode, the required space size can be determined based on the user's selection of the automatic drift mode, such as determining the space radius. In some cases, a safety radius can also be preset. The maximum safe usable radius of the surrounding space can be identified by the road surface recognition system mentioned above, and a sufficient preset safety radius (e.g., 5m) can be ensured to determine whether the space size meets the requirements.

[0104] Secondly, it is determined that the adhesion coefficient of the current drifting surface meets the adhesion coefficient conditions required for automatic drifting. In some embodiments of this disclosure, it is determined whether the adhesion of the drifting surface meets the requirements by using the road surface adhesion coefficient identified by the road surface recognition system. The adhesion coefficient conditions required for automatic drifting can be preset with a maximum value and a minimum value of the adhesion coefficient; or in some cases, a threshold value can be preset for the difference between the maximum and minimum values ​​of the adhesion coefficient, for example, the threshold value for the difference between the maximum and minimum values ​​is less than a preset threshold (e.g., 0.2). This method can avoid excessive differences in the adhesion coefficient of the surface, which could cause changes in the field adhesion coefficient during automatic drifting to affect the vehicle's drifting state parameters.

[0105] In some embodiments, if the site size and site adhesion coefficient identified by the road surface recognition system meet both of the above requirements, the drift request control signal can be activated and transmitted to the VCU via the CAN bus to execute step 104.

[0106] In the embodiments of this disclosure, the embodiment shown in Figure 5 illustrates the process of performing automatic drifting on a vehicle. A site determination module can determine whether the site meets the requirements. If the requirements are met, a drift request control signal is activated and sent to a drift pre-control module. This module determines whether the current vehicle motion information meets preset automatic drift initiation conditions. After confirmation, an automatic drift identifier is sent to the vehicle drift control module, which then executes the steps of the embodiment shown in Figure 1, i.e., performing braking drift on the vehicle. Some embodiments of this disclosure provide the technical solution that allows users to freely choose drift modes. The user-selected automatic drift mode can be received through a human-machine interface on the vehicle. The implementation of this human-machine interface is not limited; for example, it can be any of button interaction, touchscreen interaction, voice interaction, or gesture interaction. Alternatively, before the user selects a mode, the system can recommend available automatic drift modes to the user via touchscreen or voice, and then receive the user's selection.

[0107] In some embodiments, as shown in FIG6, before performing step 105, the control method further includes step 106, receiving the user-selected automatic drift mode.

[0108] It is understandable that the site conditions required for automatic drifting in step 105 are set in accordance with the automatic drifting mode selected by the user.

[0109] In some embodiments of this disclosure, the automatic drift mode selected by the user may include any one of circular drift, slalom drift, or figure-eight drift. Other drift modes may also be selected in some embodiments of this disclosure, and this disclosure does not limit this. When the user selects different automatic drift modes, firstly, the site conditions required for the subsequent vehicle may be different; secondly, the drift planning path may also be different; and thirdly, the automatic drift initiation conditions may also be different. These can be referred to the relevant descriptions in the above embodiments.

[0110] In some embodiments of this disclosure, after the vehicle's human-machine interface module receives the user-selected automatic drift mode, it can send a drift mode signal and a drift request control signal to the ADAS via the CAN bus. The ADAS can execute step 105 according to the automatic drift mode carried by the drift mode signal to determine whether the site meets the site conditions. If the site meets the site conditions, the drift request control signal is activated and sent to the VCU. At this time, the drift mode signal can continue to be forwarded. Alternatively, the human-machine interface module can send the drift mode signal and the drift request control signal to the VCU simultaneously. The VCU can execute the steps in the embodiments shown in Figures 1-5 to achieve the corresponding functions.

[0111] In the above embodiments of this disclosure, a technical solution for automatic drifting on a vehicle is implemented. However, in some cases, a scheme for exiting automatic drifting can be set to enable exiting automatic drifting according to actual needs. In some embodiments, as shown in FIG7, based on the embodiment shown in FIG1, the following steps may be further included:

[0112] Step 107: When the automatic drift exit condition is detected, exit the vehicle's automatic drift.

[0113] In this step, by setting automatic drift exit conditions, the system detects whether the vehicle meets these conditions during automatic drifting. If the conditions are met, the vehicle is controlled to exit automatic drifting. For example, the automatic drift exit conditions can be considered from two aspects: first, the user intends to exit automatic drifting; second, changes in the terrain environment render the current conditions unsuitable for automatic drifting. Therefore, in some embodiments of this disclosure, detecting that the automatic drift exit conditions are met includes at least one of the following aspects:

[0114] Firstly, the system detected the user's intention to automatically drift away and exit.

[0115] The intention to exit can be demonstrated by the user through actions, or any of the human-machine interactions such as voice, touch, or gestures. Actions include, but are not limited to, the user using the brake pedal; for example, if the brake pedal signal exceeds a preset threshold (e.g., 20%), the vehicle can be controlled to exit autonomous driving. Human-machine interactions can involve the user issuing an exit command, at which point the vehicle can exit automatic drifting. After receiving the relevant information, the brake signal detection module or human-machine interaction module in this step can send it to the VCU via the CAN bus. The VCU then controls the vehicle to exit the automatic drifting function and deactivates the automatic drift flag.

[0116] Secondly, it was detected that the surrounding environment of the vehicle was not suitable for performing automatic vehicle drifting.

[0117] The detection of the surrounding environment in this step can also be done through the aforementioned road recognition system (such as ADAS), which uses radar or cameras to detect the surrounding environment. When the road recognition system detects a situation that is not suitable for the vehicle to drift automatically, such as the presence of pedestrians, vehicles or other unsafe factors, it can send the situation information to the VCU via the CAN bus. Then, the VCU controls the vehicle to exit the automatic drift function. For example, the drift request control signal mentioned above can be activated, and the VCU can deactivate the automatic drift flag.

[0118] After the VCU deactivates the automatic drift indicator, it can send the corresponding deactivation automatic drift indicator to the steering control system or torque vector controller. At this time, the steering control system, such as EPS, will deactivate the steering angle request control signal, and the torque vector controller will restore the output torque to the vehicle's throttle torque to restore the vehicle to its normal driving state.

[0119] The embodiments shown in Figures 1-7 of this disclosure provide a vehicle drift control scheme. Users can freely select an automatic drift mode. Based on this mode, the system determines whether the terrain meets the requirements and analyzes vehicle operation information during the pre-drift control phase to determine if the conditions for entering the drift phase are met. If met, the vehicle is controlled to enter the drift initiation phase. Furthermore, based on the vehicle control strategy set during the drift initiation phase, the vehicle quickly transitions to the stable drift phase. During the stable drift phase, the corresponding vehicle control strategy maintains the vehicle's drift state and trajectory deviation within acceptable limits, thus completing the drifting action corresponding to the user-selected automatic drift mode. Automatic drift is terminated promptly when the vehicle meets the automatic drift exit conditions, restoring normal driving. In the above embodiments, corresponding control schemes are set according to the automatic drift timeline to address potential problems at each stage of automatic drifting, thereby providing a complete and feasible technical solution.

[0120] The technical solutions provided in some embodiments of this disclosure can improve the driving experience of the vehicle and reduce the requirements of vehicle drifting on the user's driving skills. They can be implemented automatically on the vehicle and have low hardware requirements. In some embodiments, it is not necessary to improve the vehicle's hardware in the related art; only a functional upgrade of the software system is needed to implement the technical solutions provided in some embodiments of this disclosure. To better experience the above-mentioned automatic drifting scheme, the vehicle can be equipped with independent drive systems for front and rear motors to drive the front and rear axles respectively, and can be equipped with an electronic power steering control system (e.g., EPS). When controlling the vehicle's drift trajectory, a pre-aiming-based trajectory tracking technology can be used to achieve pre-drift control and trajectory tracking during the drift phase. The front and rear axle torque vector control system can control the vehicle's drift initiation and stable drift phases; these two are coupled together.

[0121] This disclosure provides some embodiments of an apparatus corresponding to the vehicle drift control method provided in Figures 1-7 above. Figure 8 is a block diagram of a vehicle drift control apparatus according to some embodiments. As shown in Figure 8, the apparatus of some embodiments of this disclosure includes: a drift stage determination module 11, a parameter acquisition module 12, and a strategy generation module 13. The drift stage determination module 11 is used to determine the current drift stage of the vehicle, which includes a drift initiation stage and a stable drift stage; the parameter acquisition module 12 is used to acquire current vehicle state parameters; the strategy generation module 13 is used to generate a vehicle control strategy based on the current vehicle drift stage and the current vehicle state parameters, with different vehicle control strategies corresponding to the drift initiation stage and the stable drift stage.

[0122] In some embodiments, the parameter acquisition module 12 is used to acquire at least one of the current vehicle trajectory offset parameter or the current vehicle drift state parameter.

[0123] In some embodiments, the parameter acquisition module 12 may acquire the current vehicle trajectory offset parameters, including:

[0124] The vehicle's drift planning path is determined based on the automatic drift mode selected by the user.

[0125] The current vehicle trajectory offset parameters are determined based on the vehicle's current location information and the vehicle's drift planning path.

[0126] In some embodiments, the aforementioned current vehicle trajectory offset parameter is a pre-aiming error, which is determined based on the deviation between the vehicle's center of gravity and the vehicle's drift planning path.

[0127] In some embodiments, the current location information of the vehicle is provided by a positioning system, or calculated based on the vehicle's lateral speed, longitudinal speed, and yaw angle.

[0128] In some embodiments, the strategy generation module 13 is used to generate at least one of the vehicle's steering control data or torque control data based on the current vehicle's drift stage and current vehicle state parameters.

[0129] In some embodiments, if the current vehicle's drift phase is the initial drift phase, the strategy generation module 13 generates steering control data for the vehicle based on the current vehicle's drift phase and current vehicle state parameters, which may include:

[0130] Based on the current vehicle drift state parameters and the preset steering wheel counter-steering threshold, the first steering control data of the vehicle is determined, and the first steering control data is used to control the steering wheel counter-steering.

[0131] In some embodiments, the strategy generation module 13 generates vehicle steering control data based on the current vehicle's drift stage and current vehicle state parameters, including:

[0132] Based on the current vehicle drift state parameters, second steering control data for the vehicle is generated. The second steering control data is used to adjust the vehicle drift state parameters to a first preset range.

[0133] In some embodiments, if the current vehicle's drift phase is a stable drift phase, the strategy generation module 13 generates vehicle steering control data based on the current vehicle's drift phase and current vehicle state parameters, including:

[0134] The control weighting coefficient of the vehicle is determined based on the current vehicle trajectory offset parameter and the current vehicle drift state parameter. The control weighting coefficient is used to determine whether the vehicle's steering control data focuses on adjusting the vehicle trajectory offset parameter to a second preset range, or on adjusting the vehicle drift state parameter to a third preset range.

[0135] Based on the vehicle's control weighting coefficients, the vehicle's steering control data is generated.

[0136] In some embodiments, determining the control weighting coefficient of the vehicle based on the current vehicle trajectory offset parameter and the current vehicle drift state parameter includes:

[0137] The third steering control data of the vehicle is determined based on the current vehicle trajectory offset parameters;

[0138] The fourth steering control data of the vehicle is determined based on the current vehicle drift state parameters;

[0139] The control weighting coefficients of the vehicle are generated based on the third steering control data and the fourth control data;

[0140] The process of generating vehicle steering control data based on the vehicle's control weighting coefficients includes:

[0141] The fifth steering control data is generated based on the vehicle's control weighting coefficients.

[0142] In some embodiments, the torque control data includes at least one of front axle torque control data or rear axle torque control data, and further includes a data transmission module for performing:

[0143] Send the vehicle's steering control data to the steering control system;

[0144] Send at least one of the front axle torque control data or the rear axle torque control data to the torque vector controller.

[0145] In some embodiments, the system further includes a start-up condition determination module, which determines that the current vehicle motion information meets preset automatic drift start-up conditions before determining the current vehicle's drift phase.

[0146] In some embodiments, the above-mentioned start-up condition determination module determines that the current vehicle motion information meets the preset automatic offset start-up conditions, including at least one of the following:

[0147] Determine if the current vehicle speed has reached the automatic drift speed threshold; or

[0148] Determine if the current vehicle's steering wheel angle reaches the automatic drift steering wheel angle threshold.

[0149] In some embodiments, the aforementioned automatic drift speed threshold and the automatic drift steering wheel angle threshold are determined based on the automatic drift mode selected by the user.

[0150] In some embodiments, a site condition determination module is further included, which is used to determine the site conditions required for automatic drifting before determining that the current drifting site meets the preset automatic drifting start conditions.

[0151] In some embodiments, the above-mentioned site condition determination module determines that the current drift site meets the site conditions required for automatic drifting, including at least one of the following:

[0152] Determine if the current drift area size meets the requirements for automatic drifting; or

[0153] Determine if the adhesion coefficient of the current drifting site meets the adhesion coefficient conditions required for automatic drifting.

[0154] In some embodiments, a mode selection receiving module is further included, which is used to receive an automatic drift mode selected by the user before determining that the current drifting site meets the site conditions required for automatic drifting, wherein the site conditions required for automatic drifting are set in correspondence with the automatic drift mode.

[0155] In some embodiments, an exit module is also included for exiting automatic drifting when an automatic drift exit condition is detected.

[0156] In some embodiments, the detection of meeting the automatic drift exit condition includes at least one of the following:

[0157] The user's intention to automatically drift away was detected; or

[0158] The surrounding environment of the vehicle was detected to be unsuitable for performing automatic vehicle drift.

[0159] The vehicle drift control device provided in some embodiments of this disclosure can be used to execute the technical solutions of the above-described method embodiments. Its implementation principle and technical effect are similar, and will not be repeated here.

[0160] This disclosure also provides a vehicle, as shown in FIG9, which includes a processor and a memory. The memory stores programs or instructions that can run on the processor, and when executed by the processor, the programs or instructions implement the steps of the vehicle drift control method embodiments described above. The drift control scheme provided by some embodiments of this disclosure can be stored in memory by dedicated control software and executed on the processor. The processor can cooperate with other components on the vehicle to control the vehicle to achieve the function of automatic drifting.

[0161] Alternatively, as shown in Figure 10, the vehicle 20 includes the aforementioned vehicle drift control device, which implements the drift control scheme. The vehicle may also include other devices, such as a drive unit.

[0162] Some embodiments of this disclosure also provide a computer-readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the vehicle drift control embodiments described above.

[0163] Some embodiments of this disclosure also provide a computer program product that, when executed by a vehicle's processor, implements the steps of the vehicle drift control embodiments described above.

[0164] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this disclosure is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0165] From the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of computer software products plus necessary general-purpose hardware platforms, and of course, they can also be implemented by hardware. The computer software product is stored in a storage medium (such as read-only memory (ROM), random access memory (RAM), magnetic disk, optical disk, etc.) and includes several instructions to cause the terminal or network-side device to execute the methods described in the various embodiments of this disclosure.

[0166] The embodiments of this disclosure have been described above with reference to the accompanying drawings. However, this disclosure is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other implementations under the guidance of this disclosure without departing from the spirit and scope of the claims. All of these implementations are within the protection scope of this disclosure.

Claims

1. A vehicle drift control method, comprising: Determine the current drift phase of the vehicle, which includes the initial drift phase and the stable drift phase. Obtain the current vehicle status parameters; A vehicle control strategy is generated based on the current vehicle's drift phase and current vehicle state parameters, with different vehicle control strategies corresponding to the drift initiation phase and the stable drift phase.

2. The method according to claim 1, wherein, The process of obtaining the current vehicle status parameters includes: Obtain at least one of the current vehicle trajectory offset parameters or the current vehicle drift state parameters.

3. The method according to claim 2, wherein, The process of obtaining the current vehicle trajectory offset parameters includes: The vehicle's drift planning path is determined based on the automatic drift mode selected by the user. The current vehicle trajectory offset parameters are determined based on the vehicle's current location information and the vehicle's drift planning path.

4. The method according to claim 3, wherein, The current vehicle trajectory offset parameter is the aiming error, which is determined based on the deviation between the vehicle's center of gravity and the vehicle's drift planning path.

5. The method according to claim 3 or 4, wherein, The vehicle's current location information is provided by a positioning system, or calculated based on the vehicle's lateral speed, longitudinal speed, and yaw angle.

6. The method according to claim 2, wherein, The vehicle control strategy generated based on the current vehicle's drift phase and current vehicle state parameters includes: Based on the current vehicle's drift phase and current vehicle state parameters, generate at least one of the vehicle's steering control data or torque control data.

7. The method according to claim 6, wherein, If the current vehicle's drift phase is the initial drift phase, the step of generating vehicle steering control data based on the current vehicle's drift phase and current vehicle state parameters includes: Based on the current vehicle drift state parameters and the preset steering wheel counter-steering threshold, the first steering control data of the vehicle is determined, and the first steering control data is used to control the steering wheel counter-steering.

8. The method according to claim 6, wherein, The process of generating vehicle steering control data based on the current vehicle's drift phase and current vehicle state parameters includes: Based on the current vehicle drift state parameters, second steering control data for the vehicle is generated. The second steering control data is used to adjust the vehicle drift state parameters to a first preset range.

9. The method according to claim 6, wherein, If the current vehicle's drift phase is a stable drift phase, based on the current vehicle's drift phase and current vehicle state parameters, vehicle steering control data is generated, including: The control weighting coefficient of the vehicle is determined based on the current vehicle trajectory offset parameter and the current vehicle drift state parameter. The control weighting coefficient is used to determine whether the vehicle's steering control data focuses on adjusting the vehicle trajectory offset parameter to a second preset range, or on adjusting the vehicle drift state parameter to a third preset range. The vehicle's steering control data is generated based on the vehicle's control weighting coefficients.

10. The method according to claim 9, wherein, The step of determining the control weighting coefficient of the vehicle based on the current vehicle trajectory offset parameter and the current vehicle drift state parameter includes: The third steering control data of the vehicle is determined based on the current vehicle trajectory offset parameters; The fourth steering control data of the vehicle is determined based on the current vehicle drift state parameters; The control weighting coefficients of the vehicle are generated based on the third steering control data and the fourth steering control data; The process of generating vehicle steering control data based on the vehicle's control weighting coefficients includes: The fifth steering control data is generated based on the vehicle's control weighting coefficients.

11. The method according to claim 6, wherein, The torque control data includes at least one of front axle torque control data or rear axle torque control data, and the method further includes: Send the vehicle's steering control data to the steering control system; Send at least one of the front axle torque control data or the rear axle torque control data to the torque vector controller.

12. The method according to any one of claims 1 to 11, wherein, Before determining the current vehicle's drift phase, the method further includes: Determine if the current vehicle motion information meets the preset automatic drift start conditions.

13. The method according to claim 12, wherein, The determination that the current vehicle motion information meets the preset automatic offset start conditions includes at least one of the following: Determine if the current vehicle speed has reached the automatic drift speed threshold; or Determine if the current vehicle's steering wheel angle reaches the automatic drift steering wheel angle threshold.

14. The method according to claim 13, wherein, The automatic drift speed threshold and the automatic drift steering wheel angle threshold are determined according to the automatic drift mode selected by the user.

15. The method according to claim 12, wherein, Before determining that the current vehicle motion information meets the preset automatic drift initiation conditions, the method further includes: Determine if the current drifting site meets the site conditions required for automatic drifting.

16. The method according to claim 15, wherein, The determination that the current drifting site meets the site conditions required for automatic drifting includes at least one of the following: Determine if the current drift area size meets the requirements for automatic drifting; or Determine if the adhesion coefficient of the current drifting site meets the adhesion coefficient conditions required for automatic drifting.

17. The method according to claim 15, wherein, Before determining that the current drifting site meets the site conditions required for automatic drifting, the process also includes: The system receives the user's selected automatic drift mode, and the site conditions required for the automatic drift are set accordingly to the automatic drift mode.

18. The method according to any one of claims 1 to 11, further comprising: When the automatic drift exit condition is detected, the vehicle exits the automatic drift.

19. The method according to claim 18, wherein, The detection that the automatic drift exit condition is met includes at least one of the following: The user's intention to automatically drift away was detected; or The surrounding environment of the vehicle was detected to be unsuitable for performing automatic vehicle drift.

20. A vehicle drift control device, comprising: The drift phase determination module is configured to determine the current drift phase of the vehicle, which includes a drift initiation phase and a stable drift phase. The parameter acquisition module is configured to acquire the current vehicle status parameters; as well as The strategy generation module is configured to generate a vehicle control strategy based on the current vehicle's drift phase and the current vehicle's state parameters, with the drift initiation phase and the stable drift phase corresponding to different vehicle control strategies.

21. A vehicle comprising: A processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the vehicle drift control method according to any one of claims 1 to 19; or, the vehicle includes a vehicle drift control device according to claim 20.

22. A computer-readable storage medium, wherein, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the vehicle drift control method according to any one of claims 1 to 19.

23. A computer program product, wherein, When the program product is executed by the vehicle's processor, it implements the steps of the vehicle drift control method according to any one of claims 1 to 19.

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