Vehicle Drift Torque Distribution Using Yaw and Sideslip Feedback
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Solution Overview
Problem
Existing vehicle drift control methods fail to achieve a good drift effect and ensure safety due to limited torque distribution schemes based solely on the driver's steering intention, lacking diversity and appropriateness under varying operating conditions.
Innovation Solution
A vehicle drift control method that determines front axle torque ratios based on first vehicle speed, yaw rate, and mass center sideslip angle, allowing for diversified torque distribution adjustments to enhance drift duration and safety.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If torque distribution is determined only based on steering intention (intensify or counter steering trend), then the control scheme is simple, but the drift effect and drift safety cannot be achieved
Solution Approach 1:
The patent changes the parameters used for torque distribution control from simple steering intention (binary: intensify or counter) to multiple vehicle state parameters including steering angle, yaw rate, lateral acceleration, and mass center sideslip angle. This allows the system to adapt torque distribution to different driving conditions and achieve both drift effect and safety
Solution Approach 2:
The patent implements dynamic torque distribution adjustment based on real-time vehicle state parameters. The front and rear axle torque distribution ratios are continuously adjusted according to changing vehicle conditions (yaw rate, lateral acceleration, sideslip angle), making the control system adaptive rather than static
2Ease of manufacture
If torque distribution is determined only based on steering intention, then the control method is simple to implement, but the torque distribution is not appropriate under varying operating conditions
Solution Approach 1:
The system monitors and responds to multiple vehicle state parameters (steering angle, yaw rate, lateral acceleration, mass center sideslip angle) to dynamically adjust torque distribution. This allows the same control system to adapt to various operating conditions without requiring multiple specialized control strategies
Solution Approach 2:
The patent implements a feedback control mechanism where vehicle state parameters are continuously measured and used to adjust the front and rear axle torque distribution ratios. The system feedback loop ensures torque distribution remains appropriate as vehicle conditions change during drift operations
3Device complexity
If only two torque distribution schemes are used (increase front/reduce rear or reduce front/increase rear), then the control system is simple, but drift duration is limited
Solution Approach 1:
The patent implements continuous dynamic adjustment of torque distribution ratios based on real-time vehicle state parameters. Instead of switching between fixed discrete schemes, the system dynamically modulates front and rear axle torque distribution according to changing conditions (yaw rate, lateral acceleration, sideslip angle), enabling extended drift duration
Solution Approach 2:
The system employs periodic monitoring and adjustment of torque distribution based on oscillating vehicle state parameters during drift. The continuous feedback loop allows periodic refinement of torque allocation to maintain optimal drift conditions over extended periods
Data Source
AI summary
A vehicle drift control method includes obtaining a required whole vehicle torque and state parameters of a vehicle in response to a drift operation instruction of a user. The state parameters include a first vehicle speed, a first yaw rate, and a first mass center sideslip angle. The method also includes determining a front axle torque ratio based on the state parameters; determining a required front axle torque and a required rear axle torque based on the front axle torque ratio and the required whole vehicle torque; and controlling torques of a front axle motor and a rear axle motor based on the required front axle torque and the required rear axle torque respectively.