CN117622317A - Drift auxiliary control method and device, vehicle and storage medium - Google Patents
Drift auxiliary control method and device, vehicle and storage medium Download PDFInfo
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Abstract
The embodiment of the application provides a drift auxiliary control method, a drift auxiliary control device, a vehicle and a storage medium, and relates to the technical field of intelligent driving. The method comprises the steps of obtaining a working mode of drift assistance and control intervention strength of the drift assistance determined by a driver when a vehicle meets drift assistance control conditions; determining a steering wheel angle target according to the control intervention intensity; according to the working mode and the steering wheel angle target, the vehicle is subjected to drift auxiliary control, so that the vehicle can be ensured to maintain a stable drift state on the premise of meeting the requirements of different drivers on drift driving, and the vehicle can be ensured to successfully realize drift.
Description
Technical Field
The embodiment of the application relates to the technical field of intelligent driving, in particular to a drift auxiliary control method, a drift auxiliary control device, a vehicle and a storage medium.
Background
Drift is a form of vehicle movement. The essence of the drift is that the rear axle cannot provide sufficient lateral force by increasing the driving force of the rear axle to generate a large longitudinal slip rate (slip rate refers to the proportion of the slip component in the movement of the wheel) of the rear wheel, and at this time, the vehicle is in an approximately unstable state, and the centroid slip angle of the vehicle increases sharply. The driver can maintain the vehicle in such an approximately unstable state, and control the centroid slip angle of the vehicle in a large but stable state, thereby making the vehicle approximately traverse a curve.
As shown in fig. 1, drift driving includes three steps of entering drift, maintaining drift, and ending drift. The driver can make the vehicle in the approximately unstable state by means of slapping the steering wheel, slapping the accelerator, pulling an auxiliary brake (commonly called a hand brake) and the like, so that the centroid side deflection angle of the vehicle is rapidly increased. The driver can adjust the throttle to control the driving force of the rear wheel, so that the rear wheel is continuously in a large slip rate driving state, and the steering wheel is reversely driven, so that the front wheel is in a linear region of the lateral force of the tire, the control centroid side deflection angle is not continuously increased, and the vehicle is in a relatively stable state, thereby enabling the vehicle to drift through a curve. And finally, the driver can control the centroid side deflection angle to be reduced by adjusting the accelerator and the steering wheel, so that the vehicle can resume stable straight running, and the drifting is finished at the moment.
Common errors in drift generally include the following two cases: the first situation is that the centroid slip angle of the vehicle increases too fast during the maintenance drift phase and the end drift phase, resulting in the driver not being able to pull the vehicle back to a steady state through steering and throttle, resulting in a tail flick out of control of the vehicle, which is typically due to the fact that the driver is not turning the steering wheel in reverse when the vehicle starts to enter the drift phase. The second case is that in the drift phase, the vehicle has returned to a stable state in which it is traveling approximately straight without having entered the above-described drift state in which it is approximately unstable due to insufficient initial rotation of the steering wheel or insufficient driving force of the rear wheels. It can be seen that there is a certain difficulty in the driver driving the vehicle to successfully complete the drift.
In order to ensure that the vehicle successfully completes drifting, the related art proposes a method that can set a drifting path so that the vehicle autonomously follows the drifting path to perform drifting driving. This approach, while ensuring successful drift of the vehicle, does not allow the driver to participate in the drift driving process, depriving drivers with high drift proficiency (e.g., professional racing riders or excellent drift riders) of the enjoyment of autonomous drift driving.
At present, no scheme capable of simultaneously providing pleasure of participating in vehicle drifting for a driver and ensuring successful completion of drifting exists in the field.
Disclosure of Invention
The embodiment of the application provides a drift auxiliary control method, a drift auxiliary control device, a vehicle and a storage medium, so as to solve the problems.
In a first aspect, an embodiment of the present application provides a drift auxiliary control method. The method comprises the following steps: if the vehicle meets the drift auxiliary control condition, acquiring a working mode of drift auxiliary and control intervention intensity of the drift auxiliary, which are determined by a driver; determining a steering wheel angle target according to the control intervention intensity, wherein the steering wheel angle target is a steering wheel position for enabling the vehicle to maintain a stable drifting state; and carrying out drift auxiliary control on the vehicle according to the working mode and the steering wheel angle target.
In a second aspect, an embodiment of the present application provides a drift assistance control device. The device comprises: the information acquisition module is used for acquiring a working mode of drift assistance and control intervention intensity of the drift assistance determined by a driver if the vehicle meets the drift assistance control condition; the target determining module is used for determining a steering wheel angle target according to the control intervention intensity, wherein the steering wheel angle target is a steering wheel position for enabling the vehicle to maintain a stable drifting state; and the drift control module is used for carrying out drift auxiliary control on the vehicle according to the working mode and the steering wheel corner target.
In a third aspect, embodiments of the present application provide a vehicle. The vehicle includes a memory, one or more processors, and one or more applications. Wherein the one or more application programs are stored in the memory and configured to, when invoked by the one or more processors, cause the one or more processors to perform the methods provided by the embodiments of the present application.
In a fourth aspect, embodiments of the present application provide a computer-readable storage medium. The computer readable storage medium has stored therein program code configured to, when invoked by a processor, cause the processor to perform the methods provided by the embodiments of the present application.
The embodiment of the application provides a drift auxiliary control method, a device, a vehicle and a storage medium.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic illustration of a vehicle drift provided in an exemplary embodiment of the present application;
fig. 2 is a schematic diagram of an application scenario of a drift auxiliary control method according to an exemplary embodiment of the present application;
FIG. 3 is a schematic diagram of a human-machine interface of a human-machine interaction device according to an exemplary embodiment of the present application;
FIG. 4 is a schematic diagram of a human-machine interface of a human-machine interaction device according to another exemplary embodiment of the present application;
FIG. 5 is a flow chart of a drift assistance control method according to an embodiment of the present disclosure;
fig. 6 is a schematic flow chart of a drift auxiliary control method according to another embodiment of the present application;
FIG. 7 is a schematic diagram of a front-wheel steering angle-to-steering-angle mapping table provided in an exemplary embodiment of the present application;
FIG. 8 is a schematic illustration of a vehicle force analysis chart provided in accordance with an exemplary embodiment of the present application;
FIG. 9 is a schematic illustration of a force analysis graph of a vehicle provided in accordance with another exemplary embodiment of the present application;
FIG. 10 is a schematic diagram of a steering torque-to-gain map provided in an exemplary embodiment of the present application;
FIG. 11 is a flow chart of a drift assistance control method according to an exemplary embodiment of the present application;
FIG. 12 is a block diagram of a drift assistance control device according to an embodiment of the present disclosure;
FIG. 13 is a block diagram of a vehicle according to an embodiment of the present application;
fig. 14 is a block diagram of a computer readable storage medium according to an embodiment of the present application.
Detailed Description
In order to enable those skilled in the art to better understand the present application, the following description will make clear and complete descriptions of the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application.
Referring to fig. 2, fig. 2 is a schematic diagram of an application scenario of a drift auxiliary control method according to an exemplary embodiment of the present application. The drift assistance control system 100 includes a positioning device 110, a centroid slip angle estimation module 120, a human-machine interaction device 130, a drift assistance module 140, and a steering system 150. The positioning device 110, the centroid slip angle estimation module 120, the man-machine interaction device 130, the drift assistance module 140, and the steering system 150 may be disposed in the same vehicle and communicatively connected to each other to implement data interaction. The drift assistance control system 100 may be an advanced driving assistance system (Advanced Driver Assistance System, ADAS).
The positioning device 110 may measure longitude and latitude information of the vehicle based on satellite positioning principle and transmit the measured longitude and latitude information to the drift assistance module 140. The positioning device 110 may include a global positioning system (Global Positioning System, GPS) and other vehicle navigation systems, without specific limitation herein. The positioning device 110 may acquire information such as a current yaw rate and a lateral acceleration of the vehicle through a GPS and a vehicle navigation system, and transmit the acquired information such as the yaw rate and the lateral acceleration to the centroid side deviation angle estimation module 120.
The centroid slip angle estimation module 120 may be in communication with a vehicle communication network, which may be, for example, a controller area network (Controller Area Network, CAN). The centroid slip angle estimation module 120 may obtain the current steering wheel angle and the vehicle state such as the vehicle speed through the vehicle communication network. The centroid slip angle estimation module 120 may receive information such as yaw rate and lateral acceleration sent by the positioning device 110.
The centroid slip angle estimation module 120 includes a vehicle dynamics model. The centroid slip angle estimation module 120 may estimate the current actual centroid slip angle, the actual front wheel rotation angle, the actual front axle slip angle, the actual rear axle lateral force, and the like of the vehicle by using a dynamics model according to the vehicle states such as the steering wheel crash angle and the vehicle speed, the yaw rate and the lateral acceleration, and the like.
The centroid offset angle estimation module 120 further includes a kalman filter established according to the vehicle dynamics model and the Dugoff tire model, and inputs the yaw rate and the lateral acceleration to the kalman filter, so that information such as road adhesion coefficients of the front axle and the rear axle, the lateral velocity at the centroid, and the yaw rate can be obtained.
The centroid slip angle estimation module 120 may send information such as the actual centroid slip angle, the actual front wheel corner, the actual front axle slip angle, the actual rear axle lateral force, the road surface attachment coefficients of the front axle and the rear axle, the lateral speed at the centroid, and the yaw rate to the drift assistance module 140.
The human-machine interaction device 130 may provide a human-machine interaction interface. The human-machine interaction interface may display a module for setting a drift assisted operating mode and a module for setting a drift assisted control intervention intensity. The man-machine interface of the man-machine interaction device 130 may also display other information, such as the actual centroid slip angle described above, according to the instructions of the drift assistance module 140.
In some embodiments, the means for setting the drift-assisted operating mode may comprise at least two virtual keys, each virtual key corresponding to one of the operating modes. As an example, referring to fig. 3 and fig. 4, fig. 3 is a schematic diagram of a man-machine interaction interface of a man-machine interaction device according to an exemplary embodiment of the present application, and fig. 4 is a schematic diagram of a man-machine interaction interface of a man-machine interaction device according to another exemplary embodiment of the present application. As shown in fig. 3 and 4, the man-machine interaction interface includes two working modes, namely a mode 1 and a mode 2.
In other embodiments, the means for setting the drift assisted mode of operation may comprise at least two physical keys, each physical key corresponding to one mode of operation.
In some embodiments, the means for setting the drift assistance control intervention intensity may comprise a plurality of virtual keys, wherein each virtual key corresponds to one control intervention intensity. As an example, as shown in fig. 3, the human-machine interface includes four control intervention intensities, 0%, 30%, 50%, and 100%. When the control intervention intensity is 0%, the steering auxiliary function is not started, and the driver manually drives the vehicle to finish drifting. When the control intervention intensity is 100%, the steering auxiliary function is started, the steering system completely takes over the steering control of the vehicle after the driver drives the vehicle to enter a drifting state so as to ensure that the vehicle successfully completes drifting, and the driver does not participate in the process of maintaining drifting. When the control intervention intensity is 30% or 50%, the steering auxiliary function is started, the driver and the steering system together control the vehicle to finish drifting, and the control intensity of the steering system on the vehicle is 30% or 50%.
In other embodiments, the means for setting the drift assistance control intervention intensity may comprise a plurality of physical keys, wherein each physical key corresponds to a control intervention intensity.
It should be noted that, the working mode of the drift assistance and the control access strength may be set according to actual requirements, for example, the working mode of the drift assistance may be "prompt" and "prompt+steering assistance", and the control access strength may be 0%, 30%, 50%, 100%, and so on. The operating mode of the drift assistance and the control intervention intensity may be set by the developer or may also be set by the driver. The driver can change the working mode of the drift assistance and control the intervention intensity through the man-machine interaction interface, and can also change the working mode of the drift assistance and control the intervention intensity through terminal equipment connected with the man-machine interaction device.
In other embodiments, the means for setting the drift-assisted control intervention intensity may also be a slider or a sliding block. The driver can slide a slider or a slider of the human-computer interaction interface to set the control intervention intensity. As an example, as shown in fig. 4, the module for setting the drift assisted control intervention intensity may be a sliding bar, where the driver may flexibly set the control intervention intensity by sliding a grey solid circle in the jump bar, wherein the dashed arrow characterizes the sliding direction.
In some embodiments, as shown in fig. 3 and 4, the module for setting the drift assistance operating mode and the module for setting the drift assistance control intervention intensity may be provided on the same human-machine interaction interface. In other embodiments, the means for setting the drift assistance mode of operation and the means for setting the drift assistance control intervention intensity may be provided in different human-machine interaction interfaces.
The drift assistance module 140 may calculate a steering wheel angle target according to the information output by the centroid slip angle estimation module 120 and the positioning device 110 by using the drift assistance control method provided in the embodiment of the present application, and send the calculated steering wheel angle target to the steering system 150.
The steering system 150 may receive the steering wheel angle target sent by the drift assistance module 140 and control the steering wheel of the vehicle to follow the steering wheel angle target to turn, so as to implement drift assistance control. The steering system 150 may employ an existing electric power steering (Electric Power Steering, EPS) system, or an active front steering (Active Front Steering, AFS) system, or a steer-by-wire system, without specific limitation herein, so that no mechanical modification of the vehicle configuration is required.
Referring to fig. 5, fig. 5 is a flow chart of a drift auxiliary control method according to an embodiment of the disclosure. The drift assistance control method may be applied to the drift assistance module 140 in the drift assistance control system 100 shown in fig. 1 described above, or the drift assistance control apparatus 400 shown in fig. 12 to be mentioned below, or the vehicle 500 shown in fig. 13 to be mentioned below. The drift assistance control method may include the following steps 210 to 230.
Step 210, if the vehicle meets the drift assistance control condition, the working mode of the drift assistance and the control intervention strength of the drift assistance determined by the driver are obtained.
The auxiliary drift control condition is that the vehicle is on a non-public road and the drift auxiliary function is in an activated state.
The working modes refer to different modes of drift auxiliary driving provided by the drift auxiliary module for a driver, the working modes comprise at least two modes, and the specific modes can be set according to the requirements of the driver. For example, the operation modes include "prompt", "prompt + steering assist", wherein "prompt" means that only relevant information about drift-assist driving is prompted to prompt a user to complete drift according to the relevant information, and "prompt + steering assist" means that relevant information about drift-assist driving is prompted, and at the same time, a steering assist function is started, and drift-assist control is performed on the vehicle using the steering system to assist the driver to complete drift. The prompt information may be, for example, an actual centroid slip angle of the vehicle and the steering wheel angle target in step 220.
Wherein, the control intervention intensity refers to the intensity that the driver allows the auxiliary driving module to intervene in the drift control. The value range of the control intervention intensity is more than or equal to 0 and less than or equal to 1.
When the control intervention intensity is 0, the steering wheel turning angle target of the drift assistance is equal to the turning angle of the pure mechanical steering system, which is acted by the tire aligning moment, the steering assistance function is not started, and the driver manually drives the vehicle to finish drift.
When the control intervention intensity is 1, the steering wheel steering angle target of the drift assistance is the steering angle for enabling the vehicle to keep steady drift and overbend, at the moment, a steering assistance function can be started, a driver completely takes over the steering control of the vehicle after driving the vehicle to enter a drift state so as to ensure that the vehicle successfully completes drift, and the driver does not participate in the process of maintaining the drift.
When the control intervention intensity is any value between 0 and 1, the steering wheel angle target of the drift assistance is linearly valued between the two states, and a driver can gradually know the vehicle behaviors corresponding to different assistance degrees.
In some embodiments, the drift auxiliary module may acquire latitude and longitude information of the vehicle output by the positioning device, and determine whether the vehicle is on a public road according to the latitude and longitude information and in combination with an electronic map inside the vehicle. Specifically, whether the longitude and latitude information of the vehicle falls in a public road area marked by the electronic map can be judged. And if the longitude and latitude information of the vehicle falls in the public road area marked by the electronic map, determining that the vehicle is on the public road. And if the longitude and latitude information of the vehicle does not fall in the public road area marked by the electronic map, determining that the vehicle is on a non-public road.
In some embodiments, the human-machine interaction device may output a prompt to the driver whether drift assistance driving is enabled or not, which the driver may choose to enable or not. The human-computer interaction device can send confirmation information representing that the drift auxiliary driving is started or negative information representing that the drift auxiliary driving is not started to the drift auxiliary module according to the selection of a driver. And if the drift auxiliary module receives the confirmation information for representing the start of drift auxiliary driving, activating a drift auxiliary function, wherein the drift auxiliary function is in an activated state.
In some embodiments, when the man-machine interaction device receives the instruction information representing that the driver selects to start the drift assistance driving, the man-machine interaction device may further output a drift assistance working mode and a drift assistance control intervention intensity to the driver, and the man-machine interaction device may send the drift assistance working mode and the drift assistance control intervention intensity selected by the driver to the drift assistance module. The drift assistance module may receive a driver selected drift assistance mode of operation and a drift assistance control intervention strength.
Step 220, determining a steering wheel angle target according to the control intervention intensity, wherein the steering wheel angle target is a steering wheel position for maintaining the vehicle in a stable drifting state.
The drifting auxiliary module can acquire the current information such as the actual centroid slip angle, the actual front wheel corner, the actual front axle slip angle, the actual rear axle lateral force and the like of the vehicle, which are output by the centroid slip angle estimation module, and calculate a steering wheel corner target according to the acquired information and the control intervention intensity.
For a detailed description of step 220, refer to steps 320-330, which are described below.
And 230, performing drift auxiliary control on the vehicle according to the working mode and the steering wheel angle target.
Wherein, step 230 is described in detail with reference to step 340, which will be described below.
According to the drift auxiliary control method, when the vehicle meets the drift auxiliary conditions, drift auxiliary control is carried out on the vehicle according to the drift auxiliary working mode and the control intervention intensity determined by the driver, so that the vehicle can be ensured to maintain a stable drift state on the premise of meeting the requirements of different drivers on drift driving, and the vehicle is ensured to successfully realize drift.
Referring to fig. 6, fig. 6 is a flowchart of a drift assistance control method according to another embodiment of the present disclosure. The drift assistance control method may be applied to the drift assistance module 140 in the drift assistance control system 100 shown in fig. 1 described above, or the drift assistance control apparatus 400 shown in fig. 12 to be mentioned below, or the vehicle 500 shown in fig. 13 to be mentioned below. The drift assistance control method may include the following steps 310 to 340.
Step 310, if the vehicle meets the drift assistance control condition, the working mode of the drift assistance and the control intervention intensity of the drift assistance determined by the driver are obtained.
The detailed description of step 310 is referred to the foregoing step 210, and will not be repeated here.
Step 320, a first steering wheel angle and a second steering wheel angle are obtained.
When the steering wheel is turned at a first steering wheel, the yaw acceleration of the vehicle is zero, and when the steering wheel is turned at a second steering wheel, the front axle side deflection angle of the vehicle is zero.
In some embodiments, the embodiment of obtaining the first steering wheel angle may include the steps of: acquiring the current actual front wheel corner, actual front axle slip angle and front axle slip angle targets of the vehicle; determining a first front wheel steering angle target according to the actual front wheel steering angle, the actual front axle slip angle and the front axle slip angle target; and determining a first steering wheel angle according to the first front wheel angle target and a steering system model, wherein the steering system model comprises a corresponding relation between the front wheel angle and the steering wheel angle.
In some embodiments, the embodiment of obtaining the actual front wheel rotation angle and the actual front axle slip angle may include the steps of: acquiring current first vehicle state information and second vehicle state information of a vehicle; and inputting the acquired first vehicle state information and second vehicle state information into a vehicle dynamics model, so that information such as an actual mass center slip angle, an actual front wheel corner, an actual front axle slip angle, an actual rear axle lateral force and the like can be obtained.
The first vehicle state information comprises information such as the current steering wheel angle and the vehicle speed of the vehicle, which are output by the centroid slip angle estimation module. The second vehicle state information includes information such as the current yaw rate and lateral acceleration of the vehicle output from the positioning device.
In other embodiments, the centroid slip angle estimation module includes a vehicle dynamics model, and the centroid slip angle estimation module may estimate information such as an actual centroid slip angle, an actual front wheel corner, an actual front axle slip angle, and an actual rear axle lateral force using the dynamics model based on the first vehicle state information and the second vehicle state information. The drift auxiliary module can directly acquire information such as an actual centroid slip angle, an actual front wheel corner, an actual front axle slip angle, an actual rear axle lateral force and the like from the centroid slip angle estimation module.
In some embodiments, an embodiment of obtaining the front axle slip angle target may include the steps of: acquiring a road surface adhesion coefficient, a front axle load, front axle tire sidewall deflection rigidity and a front axle lateral force target of a front axle of a vehicle; and determining a front axle side deflection angle target according to the road surface adhesion coefficient of the front axle, the front axle load, the front axle tire side deflection rigidity and the front axle side force target.
The adhesion coefficient in the embodiments of the present application refers to the ratio of adhesion to the normal (direction perpendicular to the road surface) pressure of the wheel. The adhesion coefficient can be seen as the static friction coefficient between the tire and the road surface. The adhesion coefficient is determined by the road surface and the tire, and the greater the adhesion coefficient, the greater the adhesion force available to the vehicle, and the less likely the vehicle will slip.
In some embodiments, the drift assistance module may obtain the yaw rate and the lateral acceleration output by the positioning device, and input the yaw rate and the lateral acceleration into a kalman filter, so as to obtain the road adhesion coefficients of the front axle and the rear axle. Wherein the Kalman filter is constructed based on a vehicle dynamics model and a Dugoff tire model.
In other embodiments, the kalman filter may be disposed in a centroid slip angle estimation module, which may use road surface attachment coefficients of the front and rear axes of the kalman filter trajectory according to the yaw rate and the lateral acceleration output from the positioning device. The drift assistance module may obtain road surface attachment coefficients of the front and rear axles directly from the centroid slip angle estimation module.
The front axle load in the embodiments of the present application refers to the load distribution received by the front axle of the vehicle, i.e. the load received by the front wheels. The front axle load is a fixed parameter set when the vehicle leaves the factory, and can be directly obtained from a parameter table of the vehicle. Wherein the parameter table includes various performance parameters of the vehicle. In some embodiments, if the front axle load does not exist in the parameter table, the front axle load can be calculated according to the center position of the whole vehicle, the number of axles and the gravity center of the axles through a rod principle formula.
The tire cornering stiffness in the embodiment of the present application refers to a ratio of a cornering force of a tire to a cornering angle of the tire, where k is the cornering stiffness, F is the cornering force, and a is the cornering angle, and the tire cornering stiffness may be expressed by an expression k=f/a. The deflection rigidity of the front axle tire side is a fixed parameter set when the vehicle leaves the factory, and can be directly obtained from a parameter table of the vehicle. In some embodiments, if the front axle tire cornering stiffness does not exist in the parameter table, a ratio of the cornering force of the front wheel to the cornering angle of the front wheel may be calculated, and the ratio may be used as the front axle tire cornering stiffness.
In some embodiments, acquiring the front axle side force target may include the steps of: acquiring the actual rear axle lateral force of the vehicle, the distance between the mass center and the rear axle and the distance between the mass center and the front axle; and determining a front axle side force target according to the actual rear axle side force, the distance between the mass center and the rear axle, the distance between the mass center and the front axle and the actual front wheel corner.
The actual front wheel rotation angle and the actual rear axle lateral force are output by the vehicle dynamics model, and the specific process is referred to the relevant parts and is not repeated here.
The distance between the mass center and the rear axle and the distance between the mass center and the front axle are fixed parameters set when the vehicle leaves the factory, and can be directly obtained from a parameter table of the vehicle. In some embodiments, if the distance between the centroid and the rear axle and the distance between the centroid and the front axle do not exist in the parameter table, the distance between the centroid and the rear axle and the distance between the centroid and the front axle of the vehicle may be directly calculated. Wherein, the front axle refers to the support that connects two front wheels, and the rear axle refers to the support that connects two rear axles.
In some embodiments, the front axle lateral force target may be calculated using the following expression:
wherein F is yf，target Characterization of front axle lateral force target, F yr The actual rear axle lateral force is represented, the distance between the centroid and the rear axle is represented, the distance between the centroid and the front axle is represented, and the actual front wheel corner is represented by delta.
In some embodiments, the front axle slip angle target may be calculated using the following expression:
F yf，target ＝-N(λ)C αf tanα f，target ；
wherein alpha is f，target Characterization of the front axle slip angle target, μ f Characterizing road adhesion coefficient of front axle, F zf Characterizing front axle load, C αf Characterization of the front axle tire sidewall deflection stiffness, N (λ) and λ being process variables, of no practical significance, F yf，target Characterizing the front axle lateral force target.
In some embodiments, the first front wheel steering angle target may be calculated using the following expression:
δ 1 ＝δ+α f -α f，target ；
wherein delta 1 Characterizing a first front wheel steering angle target, delta characterizing an actual front wheel steering angle, alpha f Characterizing the actual front axle slip angle, alpha f，target Characterizing the front axle slip angle target.
In some embodiments, determining the first steering wheel angle from the first front wheel steering angle target and the steering system model may include the steps of: and according to the first front wheel steering angle target, searching a first steering wheel angle corresponding to the first front wheel steering angle target in a front wheel steering angle-steering wheel angle mapping table of the steering system model. The front wheel turning angle-steering wheel turning angle mapping table comprises corresponding relations between front wheel turning angles and steering wheel turning angles, and different front wheel turning angles correspond to different steering wheel turning angles. As an example, the front wheel steering angle-steering wheel angle map may be as shown in fig. 7, in which the horizontal axis represents the steering wheel angle and the vertical axis represents the front wheel angle in fig. 7. As shown in fig. 7, the steering wheel angle and the front wheel angle are in positive correlation, i.e., the larger the front wheel angle is, the larger the steering wheel angle is.
In some embodiments, the embodiment of obtaining the second steering wheel angle may include the steps of: determining a second front wheel steering angle target according to the actual front wheel steering angle and the actual front axle slip angle; and determining a second steering wheel angle according to the second front wheel angle target and the steering system model.
In some embodiments, the second front wheel steering angle target may be calculated using the following expression:
δ 2 ＝δ+α f ；
wherein delta 2 Characterizing a second wheel front wheel steering angle target, delta characterizing an actual front wheel steering angle, alpha f Characterizing the actual front axle slip angle.
In some embodiments, determining the second steering wheel angle based on the second wheel front wheel steering angle target and the steering system model may include the steps of: and according to the second wheel front wheel turning angle target, searching a second steering wheel turning angle corresponding to the second wheel front wheel turning angle target in the front wheel turning angle-steering wheel turning angle mapping table.
Step 330, determining a third steering wheel angle according to the first steering wheel angle, the second steering wheel angle and the control intervention intensity, and taking the third steering wheel angle as a steering wheel angle target.
In some embodiments, the third steering wheel angle may be calculated using the following expression:
θ 3 ＝θ 1 *S+θ 2 *(1-S)；
Wherein θ 3 Characterizing the third steering wheel angle, θ 1 Characterizing the first steering wheel angle, θ 2 The second steering wheel angle is represented, the intervention intensity is represented and controlled by S, and the value range of S is between 0 and 1.
As shown in the above expression, the third steering wheel angle is located between the first steering wheel angle and the second steering wheel angle. When the control intervention intensity is 0, the third steering wheel angle is the same as the second steering wheel angle, and when the control intervention intensity is 1, the third steering wheel angle is the same as the first steering wheel angle.
Referring to fig. 8, fig. 8 is an exemplary implementation of the present applicationThe example provides a schematic diagram of a vehicle stress analysis chart. The x-y coordinate system in fig. 8 is the tire coordinate system. Where Vf characterizes the speed direction at the front axis, α f The actual front axle slip angle is characterized, delta represents the actual front wheel angle, and Fyf represents the actual front axle lateral force. V represents the speed direction of the vehicle, vx represents the speed of the vehicle on the x-axis, represents the speed of the vehicle on the y-axis, and beta represents the centroid slip angle of the vehicle. Vr characterizes the speed direction at the rear axle, alpha r The actual rear axle slip angle is characterized and Fyr characterizes the tire lateral force generated by the rear axle.
As shown in fig. 8, the vehicle maintains a drifting state in a right turn, and the driver reverses the steering wheel to the left so that the front wheels are in a left turn region. Since the speed direction Vf at the front axle is on the left side of the front wheel, the front axle generates a tire side force Fyf toward the right, and the rear axle generates a tire side force Fyr toward the right. The tire side force Fyf generated by the front axle and the tire side force Fyr generated by the rear axle are made such that the vehicle generates a lateral acceleration to the right. In addition, the magnitude of the yaw moment generated by the tire side force Fyf of the front axle and the tire side force Fyr of the rear axle relative to the mass center of the vehicle is equal, so that the vehicle is in a moment balance state, the yaw rate is kept unchanged, and the vehicle drifts through bending in a stable state.
Referring to fig. 9, fig. 9 is a schematic diagram of a stress analysis chart of a vehicle according to another exemplary embodiment of the present application. The x-y coordinate system in fig. 9 is a tire coordinate system. Where Vf characterizes the speed direction at the front axis, α f The actual front axle slip angle is characterized, delta represents the actual front wheel angle, and Fyf represents the actual front axle lateral force. V represents the speed direction of the vehicle, vx represents the speed of the vehicle on the x-axis, represents the speed of the vehicle on the y-axis, and beta represents the centroid slip angle of the vehicle.
As shown in fig. 9, after the vehicle enters the drifting state, if the steering wheel is still at the 0 degree position, i.e. the front wheel steering angle is at delta 1 At this location, the front axle slip angle can be large and the tire is in the saturation region of the lateral force, which typically results in vehicle acceleration yaw, with tail flick out of control.
If the front wheel steering angle is delta 2 At the position, the side force of the tire generated by the front axle side deflection angle just meets the moment balance of the whole vehicleThe balance condition can maintain the yaw rate of the vehicle unchanged, the tire works in the linear region of the lateral force at the moment, and the magnitude of the lateral force of the tire can be linearly regulated by increasing or decreasing the rotation angle of the front wheel, so that the yaw rate is increased or decreased, and the turning radius of the vehicle is changed. Thus, delta 2 The vicinity of the position is the desired front wheel steering angle position during the drift.
If the front wheel steering angle is delta 3 At the position, the front wheel side deflection angle is 0 degree, the lateral force of the tire cannot be generated, the yaw rate of the vehicle can be rapidly reduced under the action of the lateral force of the rear axle tire, and the vehicle is enabled to exit from a drifting state and is restored to stable running.
The method provided by the embodiment of the application can ensure that the front wheel steering angle is always delta 2 And delta 3 And at a certain position (depending on the selection of a driver) the vehicle cannot enter a saturation region of lateral force of the tire, so that the driver can be assisted to maintain a stable drifting state, and the vehicle drifting is successfully completed.
And 340, performing drift auxiliary control on the vehicle according to the working mode and the steering wheel angle target.
In some embodiments, if the operating mode characterizes that the vehicle is agreed to perform steering assistance (e.g., the operating mode is "prompt+steering assistance"), an actual centroid slip angle of the vehicle is obtained, and prompt information is sent to the driver; and carrying out drift auxiliary control on the vehicle according to the steering wheel angle target. The prompt information comprises an actual centroid cornering angle and a steering wheel corner target.
The actual centroid slip angle is output from the vehicle dynamics model, and the specific process is referred to the relevant part in the step 220, and will not be described herein.
In some embodiments, drift assistance control of a vehicle based on a steering wheel angle target may include the steps of: acquiring steering torque acted on a steering wheel by a driver, and determining corresponding gain according to the steering torque; determining the moment of the motor according to the steering wheel angle target by adopting a proportional-integral-derivative control method; determining a target motor moment according to the gain and the motor moment; and carrying out drift auxiliary control on the vehicle according to the target motor moment.
The steering moment and the gain of the steering wheel acted by the driver have a corresponding relation, a steering moment-gain mapping table is formed, and different steering moments correspond to different gains. As an example, the steering torque-gain map may be as shown in fig. 10, with the horizontal axis in fig. 10 representing steering torque and the vertical axis representing gain. As shown in fig. 10, the gain ranges from 0 to 1, and the steering torque and the gain are inversely related, that is, the larger the steering torque is, the smaller the gain is.
In some embodiments, the steering torque applied by the driver to the steering wheel may be obtained, and the gain corresponding to the steering torque may be found in the steering torque-gain mapping table according to the steering torque.
In some embodiments, the target motor torque may be calculated using the following expression:
T sac，final ＝T sac *G(T h )；
wherein T is sac，final Representing the moment of a target motor, T sac Characterizing motor torque, G (T) h ) The gain is characterized.
Through setting up gain adjustment, can make the driver at any time near drift assisted steering wheel corner target carry out autonomous adjustment to the steering wheel corner, the steering torque of driver increases promptly, and drift assisted corner control intensity reduces, can not disturb driver's adjustment action. For example, if the driver releases the steering wheel, the drift assistance will fully control the steering wheel angle to the target position to maintain the stable drift of the vehicle, and if the driver wants to take over the drift of the vehicle, the steering wheel angle can be smoothly increased or decreased, so that the user experience can be improved.
In some embodiments, if the operation mode indicates that the vehicle is not authorized to perform steering assistance (e.g., the operation mode is "prompt"), the prompt information is sent to the driver, so that the driver performs drift control on the vehicle according to the prompt information. As previously described, the hints include the actual centroid slip angle and the steering wheel angle target. By sending the prompt information to the driver, the driver can control the steering wheel according to the prompt information so as to assist the driver in drifting, and the success rate of the driver in manually driving the vehicle drifting is improved.
According to the drift auxiliary control method, when the vehicle meets the drift auxiliary conditions, drift auxiliary control is carried out on the vehicle according to the drift auxiliary working mode and the control intervention intensity determined by the driver, the driver can participate in the drift driving process, and the driver can be prompted in real time to maintain the range of the steering wheel which is required to rotate in drift or directly help the driver to rotate the steering wheel to the position required by position drift by means of the corner interface of the steering system according to different requirements of the driver.
Referring to fig. 11, fig. 11 is a flowchart of a drift auxiliary control method according to an exemplary embodiment of the present application. The drift assistance control method may be applied to the drift assistance module 140 in the drift assistance control system 100 shown in fig. 1 described above, or the drift assistance control apparatus 400 shown in fig. 12 to be mentioned below, or the vehicle 500 shown in fig. 13 to be mentioned below.
The positioning device outputs the second vehicle state information to the centroid side deviation angle estimation module. The centroid slip angle estimation module obtains the first vehicle state information from the vehicle communication network. The centroid slip angle estimation module comprises a vehicle dynamics model, and can estimate an actual centroid slip angle, an actual front wheel steering angle delta and an actual front axle slip angle alpha by adopting the dynamics model according to the first vehicle state information and the second vehicle state information f Actual rear axle side force F yr Etc. The positioning device outputs longitude and latitude information of the vehicle to the drift auxiliary module.
The human-computer interaction device outputs a prompt to the driver whether drift-assisted driving is enabled. If the man-machine interaction device receives instruction information representing that the driver selects to start the drift auxiliary driving, sending confirmation information representing that the drift auxiliary driving is started to the drift auxiliary module, and sending a working mode of the drift auxiliary selected by the driver and control intervention intensity S of the drift auxiliary. If the man-machine interaction device receives the indication that the driver selects not to start driftingAnd sending negative information representing that the drift auxiliary driving is not started to the drift auxiliary module according to the instruction information of the auxiliary driving. The man-machine interaction device acquires a steering wheel corner target theta from the drift auxiliary module 3 The actual centroid slip angle is obtained from the centroid slip angle estimation module, and the steering wheel corner target theta is displayed through a human-computer interaction interface 3 And the actual centroid slip angle.
The drift auxiliary module determines whether the vehicle is on a non-public road according to the latitude and longitude information output by the positioning device, and sends instruction information representing whether drift auxiliary driving is started or not to the driver to the human-computer interaction device when the vehicle is determined to be on the non-public road. And if the drift auxiliary module receives the confirmation information for representing the start of drift auxiliary driving, activating a drift auxiliary function, wherein the drift auxiliary function is in an activated state. The drift auxiliary module is used for controlling the drift auxiliary module according to the actual front wheel rotation angle delta and the actual front axle side deflection angle alpha f Road adhesion coefficient mu of front axle f Front axle load F zf Front axle tire sidewall deflection stiffness C αf Actual rear axle lateral force F yr The distance b between the mass center and the rear axle and the distance a between the mass center and the front axle are combined with a steering system model to calculate the first steering wheel angle theta 1 . The drift auxiliary module is used for controlling the drift auxiliary module according to the actual front wheel rotation angle delta and the actual front axle side deflection angle alpha f Calculating a second steering wheel angle θ in combination with a steering system model 2 . The drift auxiliary module is used for controlling the angle theta according to the first steering wheel 1 Second steering wheel angle theta 2 Calculating a third steering wheel angle θ by controlling the intervention intensity S 3 Turning the third steering wheel by an angle theta 3 As steering wheel angle target theta 3 。
The steering system obtains a steering wheel angle target and a driver selected working mode from the drift auxiliary module through a steering angle control interface on the steering system. The steering system controls the steering wheel to rotate to a steering wheel angle target theta according to the working mode selected by the driver 3 At a position to maintain a stable drift state.
The parts of the present exemplary embodiment that are not described in detail refer to the relevant parts of the foregoing embodiments, and are not described in detail herein.
Referring to fig. 12, fig. 12 is a block diagram of a drift auxiliary control device according to an embodiment of the present application. The drift assistance control apparatus 400 may be applied to the drift assistance module 140 in the application scenario 100 shown in fig. 1 described above, or the vehicle 500 shown in fig. 13, which will be mentioned below. The drift assistance control device 400 comprises an information acquisition module 410, a target determination module 420 and a drift control module 430. The information obtaining module 410 is configured to obtain a working mode of the drift assistance and a control intervention strength of the drift assistance determined by the driver if the vehicle meets the drift assistance control condition. The target determining module 420 is configured to determine a steering wheel angle target according to the control intervention intensity, where the steering wheel angle target is a steering wheel position that maintains the vehicle in a stable drifting state. The drift control module 430 is configured to perform drift auxiliary control on the vehicle according to the operation mode and the steering wheel angle target.
In some embodiments, the target determination module 420 is further configured to obtain a first steering wheel angle and a second steering wheel angle, where the yaw acceleration of the vehicle is zero when the steering wheel angle is the first steering wheel angle and the front axle slip angle of the vehicle is zero when the steering wheel angle is the second steering wheel angle; determining a third steering wheel corner according to the first steering wheel corner, the second steering wheel corner and the control intervention intensity, and taking the third steering wheel corner as a steering wheel corner target, wherein the third steering wheel corner is positioned between the first steering wheel corner and the second steering wheel corner.
In some embodiments, the target determination module 420 is further configured to obtain a current actual front wheel corner, an actual front axle slip angle, and a front axle slip angle target for the vehicle; determining a first front wheel steering angle target according to the actual front wheel steering angle, the actual front axle slip angle and the front axle slip angle target; and determining a first steering wheel corner according to the first front wheel corner target and a steering system model, wherein the steering system model comprises a corresponding relation between the front wheel corner and the steering wheel corner.
In some embodiments, the target determination module 420 is further configured to obtain a road adhesion coefficient for a front axle of the vehicle, a front axle load, a front axle tire side bias stiffness, and a front axle side force target; and determining a front axle slip angle target according to the road surface adhesion coefficient of the front axle, the front axle load, the front axle tire slip rigidity and the front axle lateral force target.
In some embodiments, the target determination module 420 is further configured to obtain an actual rear axle lateral force of the vehicle, a distance between the centroid and the rear axle, and a distance between the centroid and the front axle; and determining a front axle side force target according to the actual rear axle side force, the distance between the mass center and the rear axle, the distance between the mass center and the front axle and the actual front wheel corner.
In some embodiments, the target determination module 420 is further configured to determine a second front wheel steering angle target based on the actual front wheel steering angle and the actual front axle slip angle; and determining a second steering wheel angle according to the second front wheel angle target and the steering system model.
In some embodiments, the drift control module 430 is further configured to obtain an actual centroid slip angle of the vehicle and send a prompt message to the driver if the operating mode characterizes that the vehicle is authorized to perform steering assistance, where the prompt message includes the actual centroid slip angle and the steering wheel angle target; and carrying out drift auxiliary control on the vehicle according to the steering wheel angle target.
In some embodiments, the drift control module 430 is further configured to obtain a steering torque applied to the steering wheel by the driver, and determine a corresponding gain according to the steering torque; determining the moment of a motor according to the steering wheel angle target by adopting a proportional-integral-derivative control method; determining a target motor torque according to the gain and the motor torque; and carrying out drift auxiliary control on the vehicle according to the target motor moment.
In some embodiments, the drift control module 430 is further configured to send the prompt information to the driver to enable the driver to perform drift control on the vehicle according to the prompt information if the operating mode indicates that the vehicle is not authorized to perform steering assistance.
Those skilled in the art can clearly understand that the drift auxiliary control device 400 provided in the embodiments of the present application may implement the drift auxiliary control method provided in the embodiments of the present application. The specific working process of the above device and module may refer to a process corresponding to the drift auxiliary control method in the embodiment of the present application, which is not described herein again.
In the embodiments provided herein, the modules shown or discussed are coupled, directly coupled, or communicatively coupled to each other via some interfaces, devices, or modules, which may be electrical, mechanical or otherwise.
In addition, each functional module in the embodiments of the present application may be integrated into one processing module, or each module may exist alone physically, or two or more modules may be integrated into one module. The integrated modules may be implemented in hardware or in a functional module of software, which is not limited herein.
Referring to fig. 13, fig. 13 is a block diagram of a vehicle according to an embodiment of the present application. The vehicle 500 may include one or more of the following components: the system comprises a memory 510, one or more processors 520, and one or more application programs, wherein the one or more application programs may be stored in the memory 510 and configured to, when invoked by the one or more processors 520, cause the one or more processors 520 to perform the above-described drift assistance control methods provided by embodiments of the present application.
The vehicle 500 is equipped with the above-described driving support control system (e.g., ADAS). The driving form of the vehicle 500 may be a rear drive, a four drive, or a front drive, and is not particularly limited herein.
Processor 520 may include one or more processing cores. The processor 520 utilizes various interfaces and lines to connect various portions of the overall vehicle 500 for executing or executing instructions, programs, code sets, or instruction sets stored in the memory 510, and for invoking execution or data stored in the memory 510, performing various functions of the vehicle 500, and processing data. Alternatively, the processor 520 may be implemented in hardware in at least one of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), and editable logic array (Programmable Logic Array, PLA). The processor 520 may integrate one or a combination of several of a central processing unit (Central Processing Unit, CPU), an image processor (Graphics Processing Unit, GPU) and a modem. The CPU mainly processes an operating system, a driver interface, an application program and the like; the GPU is used for being responsible for rendering and drawing of display content; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 520 and may be implemented solely by a single communication chip.
The Memory 510 may include a random access Memory (Random Access Memory, RAM) or a Read-Only Memory (ROM). Memory 510 may be used to store instructions, programs, code, sets of codes, or sets of instructions. The memory 510 may include a stored program area and a stored data area. The storage program area may store instructions for implementing an operating system, instructions for implementing at least one function, instructions for implementing the various method embodiments described above, and the like. The storage data area may store data created by the vehicle 500 in use, etc.
Referring to fig. 14, fig. 14 is a block diagram of a computer readable storage medium according to an embodiment of the present application. The computer readable storage medium 600 has stored therein a program code 610, the program code 610 being configured to, when called by a processor, cause the processor to perform the above-described drift assistance control method provided by the embodiments of the present application.
The computer readable storage medium 600 may be an electronic Memory such as a flash Memory, an Electrically erasable programmable read-Only Memory (EEPROM), an erasable programmable read-Only Memory (Erasable Programmable Read-Only Memory, EPROM), a hard disk, or a ROM. Optionally, the computer readable storage medium 600 comprises a Non-volatile computer readable medium (Non-Transitory Computer-Readable Storage Medium, non-TCRSM). The computer readable storage medium 600 has storage space for program code 610 that performs any of the method steps described above. These program code 610 can be read from or written to one or more computer program products. Program code 610 may be compressed in a suitable form.
In summary, the embodiments of the present application provide a drift auxiliary control method, a device, a vehicle, and a storage medium. The method comprises the steps of obtaining a working mode of drift assistance and control intervention strength of the drift assistance determined by a driver when a vehicle meets drift assistance control conditions; determining a steering wheel angle target according to the control intervention intensity; according to the working mode and the steering wheel angle target, the vehicle is subjected to drift auxiliary control, so that the vehicle can be ensured to maintain a stable drift state on the premise of meeting the requirements of different drivers on drift driving, and the vehicle can be ensured to successfully realize drift.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art will appreciate that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not drive the essence of the corresponding technical solutions to depart from the spirit and scope of the technical solutions of the embodiments of the present application.
Claims (12)
1. A drift assist control method, comprising:
If the vehicle meets the drift auxiliary control condition, acquiring a working mode of drift auxiliary and control intervention intensity of the drift auxiliary, which are determined by a driver;
determining a steering wheel angle target according to the control intervention intensity, wherein the steering wheel angle target is a steering wheel position for enabling the vehicle to maintain a stable drifting state;
and carrying out drift auxiliary control on the vehicle according to the working mode and the steering wheel angle target.
2. The method of claim 1, wherein the step of determining a steering wheel angle target from the control intervention intensity comprises:
acquiring a first steering wheel corner and a second steering wheel corner, wherein when the steering wheel corner is the first steering wheel corner, the yaw acceleration of the vehicle is zero, and when the steering wheel corner is the second steering wheel corner, the front axle side deflection angle of the vehicle is zero;
determining a third steering wheel corner according to the first steering wheel corner, the second steering wheel corner and the control intervention intensity, and taking the third steering wheel corner as a steering wheel corner target, wherein the third steering wheel corner is positioned between the first steering wheel corner and the second steering wheel corner.
3. The method of claim 2, wherein the step of obtaining the first steering wheel angle comprises:
acquiring the current actual front wheel corner, actual front axle side deflection angle and front axle side deflection angle targets of the vehicle;
determining a first front wheel steering angle target according to the actual front wheel steering angle, the actual front axle slip angle and the front axle slip angle target;
and determining a first steering wheel corner according to the first front wheel corner target and a steering system model, wherein the steering system model comprises a corresponding relation between the front wheel corner and the steering wheel corner.
4. A method according to claim 3, wherein the step of obtaining a front axle slip angle target comprises:
acquiring a road surface adhesion coefficient, a front axle load, front axle tire sidewall deflection rigidity and a front axle lateral force target of a front axle of the vehicle;
and determining a front axle slip angle target according to the road surface adhesion coefficient of the front axle, the front axle load, the front axle tire slip rigidity and the front axle lateral force target.
5. The method of claim 4, wherein the step of obtaining a front axle side force target comprises:
acquiring the actual rear axle lateral force of the vehicle, the distance between the mass center and the rear axle and the distance between the mass center and the front axle;
And determining a front axle side force target according to the actual rear axle side force, the distance between the mass center and the rear axle, the distance between the mass center and the front axle and the actual front wheel corner.
6. The method according to any one of claims 3 to 5, wherein the step of obtaining the second steering wheel angle comprises:
determining a second front wheel steering angle target according to the actual front wheel steering angle and the actual front axle slip angle;
and determining a second steering wheel angle according to the second front wheel angle target and the steering system model.
7. The method of claim 1, wherein the step of drift-assist control of the vehicle in accordance with the operating mode and the steering wheel angle target comprises:
if the working mode representation agrees to the vehicle to carry out steering assistance, acquiring an actual centroid side angle of the vehicle, and sending prompt information to the driver, wherein the prompt information comprises the actual centroid side angle and the steering wheel corner target;
and carrying out drift auxiliary control on the vehicle according to the steering wheel angle target.
8. The method of claim 7, wherein the step of drift assistance control of the vehicle in accordance with the steering wheel angle target comprises:
Acquiring steering torque acted on a steering wheel by the driver, and determining corresponding gain according to the steering torque;
determining the moment of a motor according to the steering wheel angle target by adopting a proportional-integral-derivative control method;
determining a target motor torque according to the gain and the motor torque;
and carrying out drift auxiliary control on the vehicle according to the target motor moment.
9. The method according to claim 7 or 8, wherein the step of drift assistance control of the vehicle according to the operation mode and the steering wheel angle target further comprises:
and if the working mode representation does not agree with the vehicle to carry out steering assistance, sending the prompt information to the driver so that the driver carries out drift control on the vehicle according to the prompt information.
10. A drift assistance control device, characterized by comprising:
the information acquisition module is used for acquiring a working mode of drift assistance and control intervention intensity of the drift assistance determined by a driver if the vehicle meets the drift assistance control condition;
the target determining module is used for determining a steering wheel angle target according to the control intervention intensity, wherein the steering wheel angle target is a steering wheel position for enabling the vehicle to maintain a stable drifting state;
And the drift control module is used for carrying out drift auxiliary control on the vehicle according to the working mode and the steering wheel corner target.
11. A vehicle, characterized by comprising:
a memory;
one or more processors;
one or more applications, wherein the one or more applications are stored in the memory and configured to, when invoked by the one or more processors, cause the one or more processors to perform the method of any one of claims 1-9.
12. A computer readable storage medium, characterized in that the computer readable storage medium has stored therein a program code configured to, when called by a processor, cause the processor to perform the method of any of claims 1-9.
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