CN115610401A

CN115610401A - Vehicle and drift auxiliary system thereof

Info

Publication number: CN115610401A
Application number: CN202211599043.7A
Authority: CN
Inventors: 杨苏; 胡隽秀; 姚红立
Original assignee: Bosch Automotive Products Suzhou Co Ltd
Current assignee: Bosch Automotive Products Suzhou Co Ltd
Priority date: 2022-12-14
Filing date: 2022-12-14
Publication date: 2023-01-17
Anticipated expiration: 2042-12-14
Also published as: DE102023212349A1; CN115610401B

Abstract

The invention provides a vehicle and a drift auxiliary system thereof. The drift assist system includes: a human-machine interface configured to present a custom graphical user interface for a driver to customize a drift style, comprising: a power module that receives driver input to adjust front and rear axle power distribution, a suspension module that receives driver input to adjust suspension height, and an intervention module that receives driver input to adjust a degree of intervention in a vehicle lateral stability control; and a drift controller in communication with the human-computer interface, the drift controller configured to limit driver settings of the power module, the suspension module, and the intervention module by controlling the power module, the suspension module, and the intervention module to ensure drift stability.

Description

Vehicle and drifting auxiliary system thereof

Technical Field

The invention relates to the technical field of vehicle drifting functions, in particular to a vehicle drifting auxiliary system for assisting a driver in achieving vehicle drifting, and a vehicle comprising the vehicle drifting auxiliary system.

Background

Drift is considered a gorgeous vehicle maneuver. Drift is often experienced in rallies or stunts in automobiles and can be achieved by professional racers or experienced drivers. Currently, more and more automobile enthusiasts prefer to attempt drifting operation to gain driving pleasure. Therefore, it is a trend to equip automobiles with drift assist systems for assisting drivers in performing drift functions. However, there is no drift assistance system in the prior art that performs well in both driver experience and vehicle safety.

Disclosure of Invention

On this background, the present invention is directed to provide a vehicle drifting auxiliary system, which can improve the driver's drifting manipulation experience while ensuring the safety of the vehicle implementing the drifting function.

According to one aspect of the present invention, there is provided a drift assistance system for a vehicle, comprising: a human-computer interface configured to present a custom graphical user interface for a driver to customize a drift style, comprising: a power module that receives driver input to adjust front and rear axle power distribution, a suspension module that receives driver input to adjust suspension height, and an intervention module that receives driver input to adjust a degree of intervention in a vehicle lateral stability control; and a drift controller communicatively connected to the human-machine interface, the drift controller configured to limit the driver's setting of the power module, the suspension module, and the intervention module by controlling the power module, the suspension module, and the intervention module to ensure drift stability, wherein the limiting of the driver's setting of the power module, the suspension module, and the intervention module by controlling the power module, the suspension module, and the intervention module includes: controlling the suspension module such that the driver cannot perform a setting to increase the suspension height on the suspension module if the power module receives a driver input to increase the rear axle power and decrease the front axle power; controlling the suspension module to automatically adjust the suspension height to a middle value of the suspension height adjustable range if the suspension module receives a driver input to increase the suspension height and then the power module receives a driver input to increase the rear axle power and decrease the front axle power; and if the suspension module receives a driver input to increase the suspension height, controlling the intervention module such that the driver is unable to execute a setting on the intervention module that reduces the extent of intervention of the vehicle lateral stability control.

In one embodiment, the intervention module comprises a first intervention mode button and a second intervention mode button, and if the first intervention mode button receives a driver input, the drift controller is configured to: allowing intervention of the vehicle lateral stability control only in a case where the driver's operation indicates that the driver's operation intention is to exit the vehicle drift; and if the second intervention mode button receives a driver input, the drift controller is configured to: intervention of the vehicle lateral stability control is always allowed.

In one embodiment, the drift controller is further configured to: controlling the intervention module such that the driver is unable to execute a setting on the intervention module that reduces the extent of intervention of the vehicle lateral stability control if the driver input is received by the first intervention mode button; and automatically adjusting the degree of intervention of the lateral stability control to the middle of its adjustable range if the second intervention mode button receives a driver input, then the driver's setting of the intervention module decreases the degree of intervention of the lateral stability control of the vehicle, then the driver's setting of the suspension module increases the suspension height.

In one embodiment, the custom graphical user interface further comprises: and a steering wheel module for receiving the input of the driver to adjust the softness and hardness of the steering wheel.

In one embodiment, the drift assist system further comprises a sensor device configured to acquire driver operation information indicative of a driver operation and vehicle state information indicative of a vehicle state; wherein the drift controller is further configured to control the vehicle to enter a state of the drift assistance system corresponding to the current driver operation and the current vehicle state based on the driver operation information and the vehicle state information, wherein the state of the drift assistance system includes a pre-standby state, a standby state, an active state, and an off state.

In one embodiment, the human-computer interface further comprises a graphical user interface for the driver to select a drift style, comprising: a standard drift style icon that presents a standard drift style graphical user interface on a human-computer interaction interface upon receiving a driver input; an advanced drift style icon that presents an advanced drift style graphical user interface on a human-computer interaction interface upon receiving a driver input; and a custom drift style icon that presents the custom graphical user interface on a human-machine interaction interface upon receiving a driver input.

In one embodiment, the drift controller is further configured to score the driver's performance of the vehicle to complete the drift to derive a drift score, and present the drift score on the human-machine interface, based on:

-a drifting attitude of the vehicle;

-stability of the lateral movement of the vehicle;

-effort value of driver to adjust drift attitude;

-average vehicle speed of the drift process;

-driver selected drift style; and

-a ratio between a length of time that the vehicle maintains an effective drifting attitude and a length of time that the drifting assistance system is active, wherein the effective drifting attitude is a drifting attitude with a wheel slip angle within a predetermined range of upper and lower limits of the wheel slip angle.

In one embodiment, the drift controller is further configured to: limiting driver selection of a drift style based on a temperature of a braking device of the vehicle, wherein the braking device includes a brake caliper and a brake disc of the vehicle; and wherein the temperature is measured by an onboard temperature sensor or calculated by a vehicle system model based on vehicle state parameters.

In one embodiment, the drift controller stores a first condition-an eighth condition, and determines which of the first-eighth conditions is satisfied by the current driver operation and the current vehicle state to control the drift assist system to enter the respective states:

-a first condition for entering a standby state from a pre-standby state;

-a second condition for entering a pre-armed state from the armed state;

-a third condition for entering an active state from a standby state;

-a fourth condition for entering a standby state from an active state;

-a fifth condition for entering an off state from an active state;

-a sixth condition for entering a pre-armed state from a closed state;

-a seventh condition for entering a closed state from the pre-standby state; and

-an eighth condition for entering a pre-armed state from an active state.

According to another aspect of the invention, a vehicle is provided, comprising a drift assistance system as described above.

Drawings

The technical solution of the present invention will be more apparent from the following detailed description taken in conjunction with the accompanying drawings. It is to be understood that these drawings are for illustration purposes only and are not intended as a definition of the limits of the invention.

FIG. 1 is a schematic diagram of a vehicle drift assistance system according to one embodiment of the present invention.

FIG. 2 is a schematic diagram of a state machine of a drift assistance system according to one embodiment of the present invention.

Fig. 3-8 are some graphical driver interfaces of a drift assist system according to one embodiment of the present invention.

Detailed Description

Embodiments of the present invention relate to a solution for assisting a driver in completing a drift maneuver of a vehicle by means of a human-machine interface (HMI). According to the embodiment of the invention, the safety of vehicle drifting can be ensured, and a drifting style customized by a driver can be realized. According to the embodiment of the invention, the driver can be guided to carry out the drift control through the human-computer interaction interface, so that the driver is helped to improve the drift control skill. According to the embodiment of the invention, the drifting operation of the driver can be scored and the drifting score can be displayed on the human-computer interaction interface, so that the driver can feel fun as a drifting player.

In addition, according to the embodiment of the invention, drift stability based on the personalized preference of the driver is realized, which has positive significance for dynamic research of extending the stability boundary of the vehicle.

The following description of the embodiments of the present invention is provided with reference to the accompanying drawings.

Fig. 1 schematically illustrates a vehicle drift assistance system 100 (hereinafter simply referred to as "drift assistance system 100") according to an embodiment of the present invention. As shown in fig. 1, the drift assist system 100 is provided on a vehicle V, and includes: a sensor device 10, a drift controller 20, and a Human Machine Interface (HMI) 30.

The sensor device 10 is used to collect driver operation information representing the operation of the driver and vehicle state information representing the state of the vehicle. Some examples of the driver operation information and the vehicle state information are described below.

Driver operation information

The driver operation information may include:

seat belt status (e.g. whether the occupant of the vehicle V is wearing a seat belt);

driver input received on the HMI 30 (e.g. the driver presses a button on the HMI 30 for selecting a certain drift style);

an accelerator pedal signal (e.g. accelerator pedal depth based on driver force, duration of driver depression of accelerator pedal);

a brake pedal signal (e.g. whether the driver is pressing the brake pedal and the duration of the brake pedal pressing);

a steering wheel signal (e.g. steering wheel steering angle based on driver force); and

parking signal (e.g. driver pressed EPB button or driver pulled handbrake).

Vehicle state information

The vehicle state information may include:

vehicle status (e.g., whether the vehicle is on fire, whether the vehicle is powered on);

-gear state (e.g. current gear);

door status (e.g., the doors are fully closed, or a certain door is open);

vehicle self-test results (e.g., self-test failed, or self-test passed);

remaining range (e.g., a numerical value or percentage of remaining range);

vehicle speed (e.g., lateral and longitudinal vehicle speed of the vehicle);

acceleration (e.g., lateral or longitudinal acceleration of the vehicle);

drift attitude signals (e.g. the angle between the heading and the direction of motion of the body);

-vehicle linear motion signal (e.g. duration of vehicle linear motion);

a gear signal (e.g. the vehicle driving direction does not coincide with the direction in which the vehicle should travel in the current gear, e.g. the vehicle is driving forward and reverse is engaged);

a system failure signal (e.g., a powertrain failure, a brake system failure, or a steering system failure); and

battery state of charge (e.g., SOC signal).

It is to be understood that the sensor device 10 may include various sensors, such as a vehicle speed sensor, an acceleration sensor, a displacement sensor, a torque sensor, and the like, so as to be able to directly or indirectly obtain the above-described driver operation information and vehicle state information. The present invention does not limit the kind of the sensor and how the sensor detects the driver's operation and the vehicle state.

The drift controller 20 is communicatively connected to the sensor device 10 to obtain driver operation information and vehicle state information from the sensor device 10. The drift controller 20 has a state machine 21 stored therein. The state machine 21 includes a plurality of states of the drift assist system 100 of the vehicle V and conditions for switching between the plurality of states. One implementation of the state machine 21 is described below.

State machine

Fig. 2 shows one implementation of the state machine 21. As shown in fig. 2, the plurality of states includes: PRE-STANDBY state (PRE-STANDBY), STANDBY State (STANDBY), ACTIVE state (ACTIVE), and OFF state (OFF). Conditions for switching between the plurality of states include: a first condition (C1) to enter a standby state from a pre-standby state; a second condition (C2) of entering a pre-standby state from a standby state; a third condition (C3) for entering an active state from a standby state; a fourth condition (C4) to enter a standby state from an active state; a fifth condition (C5) to enter an off state from an active state; a sixth condition (C6) to enter the pre-standby state from the off-state and a seventh condition (C7) to enter the off-state from the pre-standby state; and an eighth condition (C8) to enter the pre-standby state from the active state.

The first condition to the eighth condition correspond to different vehicle states and driver operations, respectively. The drift controller 20 determines which of the first to eighth conditions the current state of the vehicle and the current operation of the driver is in accordance with based on the vehicle state information and the driver operation information, thereby controlling the drift assist system 100 to enter the corresponding state. It should be appreciated that the drift controller 20 may determine the current state of the vehicle and which of the first-eighth conditions the current operation of the driver is in based on the vehicle state information and the driver operation information in a variety of ways. The present invention does not limit how the drift controller 20 makes such a determination. For clarity, the vehicle state and driver operation corresponding to each of the first-eighth conditions will be described below in conjunction with the graphical user interface of the HMI 30.

The HMI 30 is communicatively connected with the drift controller 20. The HMI 30 may be implemented by means of a central control screen or touch screen of the vehicle V. The HMI 30 is operative to present a plurality of graphical user interfaces capable of interacting with a driver, receive driver input via the graphical user interfaces, and present corresponding interface elements based on the driver input. Some examples of graphical user interfaces are described below.

Graphical user interface for selecting a drift style

Fig. 3 shows a graphical user interface 300 for the driver to select the drift style. As shown in fig. 3, the graphic user interface 300 includes: an icon 302 representing a standard drift style, an icon 304 representing a progressive drift style, and an icon 306 representing a custom drift style. When a driver input is received by one of the icons 302-306, for example, the driver presses the icon, it indicates that the driver selected the corresponding drift style for the icon. Next, a graphical user interface of the driver selected drift style is presented on the HMI 30.

Additionally, the drift style may also be implemented to include multiple levels of successively increasing severity of drift, e.g., level 1-level 10. Each level corresponds to an icon on the graphical user interface, and the driver presses an icon indicating that the drift style of the corresponding level is selected.

Standard drift style graphical user interface

Fig. 4 shows a standard drift style graphical user interface 400. The graphical user interface 400 is presented on the HMI 30 when the icon 302 receives driver input. In fig. 4, the center black dot represents the center of gravity of the vehicle, and the two circles represent the deviation of the center of gravity of the vehicle, respectively. During the drifting process of the vehicle, the gravity center can be shifted, such gravity center shifting appears as a black dot on the graphical user interface 400 to dynamically move between two circles, and the driver can determine the timing and the depth of stepping on the accelerator pedal and the timing and the steering angle of steering wheel by observing the shifting condition of the gravity center of the vehicle. The representation of the change in the center of gravity of the vehicle on the graphical user interface 400 can promote the driver to improve the drift operation skill, thereby improving the drift operation pleasure of the driver, and further increasing the recognition and the liking of the driver to the model and the brand of the vehicle.

Progressive drift style graphical user interface

Fig. 5 illustrates a graphical user interface 500 for an advanced drift style. When the icon 304 receives driver input, the graphical user interface 500 is presented on the HMI 30. The graphical user interface 500 is very similar to the graphical user interface 400 described above, except that the center of gravity of the vehicle, as represented by the two circles, is more severely offset. The function and advantages of the GUI 500 are similar to those of the GUI 400 described above, and thus the related descriptions above are also applicable and will not be repeated.

Graphical user interface with custom drift style

Fig. 6 illustrates a graphical user interface 600 for a custom drift style. The graphical user interface 600 is presented on the HMI 30 when the icon 306 receives driver input. As shown in fig. 6, the graphic user interface 600 includes: a power module 602 that receives driver input to adjust vehicle front and rear axle power distribution; a suspension module 604 that receives driver input to adjust vehicle suspension height; a steering wheel module 606 that receives driver inputs to adjust the softness or hardness of the steering wheel; and an intervention module 608 that receives driver input to adjust a degree of intervention of the vehicle lateral stability control.

Referring to FIG. 6, power module 602 includes a first portion 6021 (shown in light gray), a second portion 6022 (shown in dark gray), an intersection 6023 of first portion 6021 and second portion 6022 (i.e., an intermediate position 6023), and a power distribution adjustment slide 6024. The power adjustment slide 6024 is movable over the entire section constituted by the first part 6021 and the second part 6022 under the drag of the driver. Movement of power distribution adjustment slide 6024 in the direction of first portion 6021 means increasing front axle power and decreasing rear axle power. Movement of power distribution adjustment slide 6024 in the direction of second portion 6022 means increasing rear axle power and decreasing front axle power. When power distribution adjustment slide 6024 is in the neutral position 6023, it indicates that the front and rear axle powers are equal.

With continued reference to fig. 6, the suspension module 604 includes a first section 6041 (shown in light gray), a second section 6042 (shown in dark gray), an intersection 6043 of the first and second sections 6041 and 6042 (i.e., a neutral position 6043), and a suspension height adjustment slider 6044. The suspension height adjusting slider 6044 can move over the entire section constituted by the first part 6041 and the second part 6042 under the drag of the driver. Movement of the suspension height adjustment slider 6044 in the direction of the first section 6041 represents an increase in suspension height. Movement of the suspension height adjustment slide 6044 in the direction of the second section 6042 indicates a decrease in suspension height. When the suspension height adjusting block 6044 is in the neutral position 6043, it indicates that the suspension height of the vehicle V is a neutral value, that is, the suspension height is a default value when the vehicle is shipped from the factory.

With continued reference to fig. 6, the steering wheel module 606 includes a first section 6061 (shown in light gray), a second section 6062 (shown in dark gray), an intersection 6063 of the first and second sections 6061, 6062 (i.e., a neutral position 6063), and a steering wheel stiffness adjustment block 6064. The steering wheel rigidity/softness adjustment slider 6064 can move over the entire section constituted by the first part 6041 and the second part 6042 under the drag of the driver. The movement of the steering wheel softness adjusting slider 6064 in the direction of the first part 6061 indicates that the steering wheel is soft (i.e., the damping feeling of the steering wheel is small). Movement of the steering wheel stiffness adjustment slide 6064 in the direction of the second section 6062 indicates that the steering wheel is stiff (i.e., the damping feel of the steering wheel is greater). When the steering wheel hardness adjustment slider 6064 is located at the intermediate position 6063, it indicates that the hardness of the steering wheel is a neutral value, that is, the hardness of the steering wheel is a default value when the vehicle leaves the factory.

With continued reference to fig. 6, the intervention module 608 includes a first portion 6081 (shown in light gray), a second portion 6082 (shown in dark gray), an intersection 6083 of the first portion 6081 and the second portion 6082 (i.e., a neutral position 6083), and an intervention adjustment slide 6084. The tamper-adjustment slide 6084 is movable under the drag of the driver over the entire section made up of the first part 6081 and the second part 6082. The movement of the intervention adjustment slider 6084 in the direction of the first portion 6081 indicates that the degree of intervention of the vehicle lateral stability control becomes stronger. Movement of the tamper adjustment slide 6084 in the direction of the second section 6082 indicates that the degree of tampering with the vehicle lateral stability control is weakened. When the intervention adjustment slider 6084 is in the neutral position 6063, the degree of intervention of the vehicle lateral stability control is indicated as a neutral value, i.e., the default degree of intervention of the vehicle lateral stability control.

With continued reference to FIG. 6, the intervention module 608 further includes a first intervention mode button 608A and a second intervention mode button 608B. The first intervention mode button 608A and the second intervention mode button 608B correspond to different situations of intervention of the lateral stability control of the vehicle V, respectively.

If the first intervention mode button 608A receives a driver input, for example, the driver presses the button 608A, then the drift controller 20 controls the lateral stability control intervention function of the vehicle to be enabled only if the driver action indicates that the driver's operational intent is to exit the vehicle drift. Here, "the driver's operation means that the driver's operation intention is to exit the vehicle drift" may be a case where: the driver depresses the brake pedal; or the driver releases the accelerator pedal for more than a predetermined period of time. The predetermined period of time is predetermined and stored in the drift controller. The driver's operation of depressing the brake pedal or releasing the accelerator pedal to cause the vehicle to exit the drift mode may be because the driver observes an obstacle in the environment that causes a risk of collision or the driver feels that the magnitude of the drift of the vehicle is too large to be out of control. The driver making the operation of depressing the brake pedal or releasing the accelerator pedal to cause the vehicle to exit the drift mode may also be due to seeing a prompt presented on the HMI 30 suggesting the driver exit the vehicle drift. For example, the vehicle's sensing system senses the presence of an obstacle ahead, and the vehicle system decides that the obstacle will threaten vehicle safety, and at this time, a prompt message "obstacle ahead, please exit drift mode" is presented on the HMI 30. It will be appreciated that the prompt presented on the HMI 30 may also be provided to the driver in the vehicle in the form of a voice announcement.

If the second intervention mode button 608B receives a driver input, e.g., the driver presses the button 608, the drift controller 20 always allows intervention of the vehicle lateral stability control function. In other words, in the event that the driver presses the second intervention mode button 608B, the drift controller 20 does not inhibit intervention of the vehicle lateral stability control function.

According to the embodiment of the present invention, on one hand, the driver can implement his/her preferred drift style by performing the custom setting of the drift style for one or more of the above-mentioned modules 602-608. On the other hand, the drift controller 20 constrains the manner in which the driver sets the modules 602-608 because the safety of the vehicle drift process is fully considered, while constraining some settings that may lead to safety concerns.

Constraints for driver-defined settings

The constraints on the driver settings modules 602-608 by the drift controller 20 may include: constraining the driver's settings of the suspension module 604 based on the driver's settings of the power module 602; automatically adjusting vehicle suspension height based on driver settings for the suspension module 604 and power module 602; and constrain the driver's settings of the intervention module 608 based on the driver's settings of the suspension module 604.

In one embodiment, constraining the driver's settings of the suspension module 604 based on the driver's settings of the power module 602 includes: if the driver's setting for the power module increases vehicle rear axle power and decreases vehicle front axle power (i.e., the driver drags the power distribution adjustment slider 6024 in a direction that increases vehicle rear axle power), the driver's setting for the suspension module 604 to increase suspension height is prohibited (i.e., the suspension adjustment slider 6044 can only adjust in a direction that decreases suspension height at this time).

In one embodiment, automatically adjusting the vehicle suspension height based on the driver's settings for the suspension module 604 and the power module 602 includes: if the driver's setting for the suspension module 604 increases the suspension height and then the setting for the power module 602 increases the rear axle power and decreases the front axle power, the suspension height is automatically adjusted to a neutral value, i.e., the middle of the adjustable range of the suspension height. At this time, the suspension height adjustment block 6044 automatically returns to the neutral position 6043 and the driver is allowed to set the suspension module 604 only in the direction to lower the suspension height, i.e., the suspension height adjustment block 6044 can only slide in the direction to lower the suspension height. For example, the driver first pulls the suspension height adjustment slider 6044 to increase suspension height, and then pulls the power distribution adjustment slider 6024 to increase rear axle power, at which point the drift controller 20 will control the suspension height to the middle of its adjustable range. In this case, the suspension module 604 can be set only by the driver to lower the suspension height, that is, the suspension height adjustment slider 6044 can slide only in the direction of lowering the suspension height. Then, only when the driver drags the power distribution adjustment slider 6024 toward increasing the front axle power is the restriction on the setting of the suspension module 604 released.

In one embodiment, constraining the driver's settings for the intervention module 608 based on the driver's settings for the suspension module 604 includes: if the driver's setting of the suspension module 604 increases the suspension height, the driver's setting of the intervention module 608 to reduce the degree of intervention of the vehicle lateral stability control is prohibited, i.e., the degree of intervention of the vehicle lateral stability control cannot be reduced at this time.

According to embodiments of the present invention, the constraints of the drift controller 20 on the driver settings modules 602-608 may further include: if the driver input is received by the first intervention mode button 608A, then the driver input to the intervention module that reduces the level of intervention of the vehicle lateral stability control is disabled. In other words, in the case where the intervention that allows the vehicle lateral stability control only when the driver's operation indicates that the driver's operation is intended to exit the vehicle drift is employed, the degree of intervention of the vehicle lateral stability control cannot be reduced.

According to embodiments of the invention, the constraints of the drift controller 20 on the driver settings modules 602-608 may further include: if the second intervention mode button 608B receives a driver input, then the driver's setting to the intervention module 608 decreases the degree of intervention of the vehicle lateral stability control, then the driver's setting to the suspension module increases the suspension height, then the degree of intervention of the vehicle lateral stability control is automatically changed to the middle of its adjustment range, and at this time the driver's setting to the intervention module 608 can only be to increase the degree of intervention of the vehicle lateral stability control, i.e., the intervention degree adjustment slider 6084 can only slide in the direction of increasing the degree of intervention.

It is understood that the initial state of the human-machine interface 600 for custom setting the drift style may be that each slider is in a middle position.

It can be understood that the setting of the hardness of the steering wheel is not restricted by the invention, and the driver can set the hardness of the steering wheel within the adjustable range according to the preference of the driver.

Graphical user interface for interacting guidance information with a driver

Additionally, the HMI 30 may also include a graphical user interface 700 for interacting with the driver for directions information. Fig. 7 shows an example of the graphical user interface 700. As shown in fig. 7, the graphic user interface 700 includes an interface element 702 for presenting guidance information to the driver and an interface element 704 for the driver to input interactive information. Such prompt information may be presented in interface element 702: "the vehicle will enter drift mode, please confirm that the seat belt is fastened", "please confirm whether to restart drift mode", etc. The interface element 704 may be implemented as a text box for the driver to manually edit the text information. The interface element 704 may also be implemented as a voice interface element, i.e., a vehicle V equipped with an intelligent voice system, and after the intelligent voice system receives the voice information of the driver, text information corresponding to the voice information of the driver is presented in the interface element 704. For example, if the driver is to manually shift gears, while the voice inputs "open drift mode", the text message "open drift mode" is presented in the interface element 704, and then the graphical user interface 300 described above is presented on the HMI 30 for the driver to select the drift style.

First Condition (C1) -eighth Condition (C7)

Next, each of the first to eighth conditions will be described in conjunction with the above-described driver operation information, vehicle state information, and graphical user interface.

The first condition (C1) is satisfied when each of the following is satisfied:

-the vehicle is stationary and the current gear is P;

-an icon on the graphical user interface representing turning on the drift function has received the driver input;

-the driver input is received by an icon on the graphical user interface representing turning off the body stability control function; and

the driver input is received by an icon on the graphical user interface representing a drift style (e.g., the driver input is received by one of the icons 302-306 described above).

The second condition (C2) is satisfied when at least one of the following is satisfied:

-door or front and rear trunk lid open; and

the safety belt is not fastened.

The third condition (C3) is satisfied when each of the following is satisfied:

-the current gear is a forward gear

-vehicle speed is greater than a vehicle speed threshold;

-the accelerator pedal depth is greater than an accelerator pedal depth threshold;

-the lateral acceleration of the vehicle is greater than a lateral acceleration threshold; and

-the steering angle of the vehicle is greater than a steering angle threshold.

The fourth condition (C4) is satisfied when at least one of the following is satisfied:

the severity of the drift attitude of the vehicle is greater than a predetermined threshold (e.g. the angular value represented by the drift attitude signal is greater than a predetermined threshold);

-the driver releases the accelerator pedal for a period greater than a first threshold period;

-the driver depresses the brake pedal for a period greater than a second period threshold;

-the length of time that the vehicle has been travelling straight is greater than a third length of time threshold;

the driver pulls up the handbrake;

-the vehicle direction of travel does not coincide with the current gear; and

-the rear wheel speed is greater than the wheel speed threshold.

The fifth condition (C5) is satisfied when at least one of:

-the driver input is received by an icon on the human-machine interface representing the closing of the drift function;

-a power system failure of the vehicle;

-failure of the braking system of the vehicle;

-failure of the steering system of the vehicle; and

-vehicle key-off.

The sixth condition (C6) is satisfied when:

-vehicle ignition/energisation;

-the vehicle is stationary and in P gear;

-vehicle self-check pass;

-the remaining energy of the vehicle exceeds or the remaining range exceeds a respective threshold; and

the icon ON the HMI 30 representing the ON-DRIFT MODE receives the driver input (e.g. the driver presses the "DRIFT ON" icon ON the HMI 30, then the prompt message "whether to determine to turn ON DRIFT MODE" is presented ON the HMI 30, then the driver presses the "determine" icon.

The case where the seventh condition (C7) is satisfied is identical to the case where the fifth condition (C5) is satisfied, and thus the above description about the fifth condition is also applicable thereto, and is not repeated.

The case where the eighth condition (C8) is satisfied is identical to the case where the second condition (C2) is satisfied, and thus the above description about the second condition is also applicable thereto, and is not repeated.

It is to be understood that each of the threshold values in the first to eighth conditions described above is predetermined and may be adjusted according to a specific application scenario, for example, a vehicle type, a vehicle body weight, and a configuration of a vehicle power system, on the basis of ensuring vehicle safety.

Temperature-based drift style setting constraints

According to an embodiment of the present invention, the drift controller 20 constrains the driver's settings for the drift style based on the temperature of the brake device (e.g., the temperature of the brake caliper, the temperature of the brake disc). In general, the higher the temperature of the brake device, the more constraints are placed on the driver setting the drift style. For example, when the temperature of the brake device is above a first temperature threshold, the driver is prohibited from selecting the step drift style and the custom drift style, and the driver can only select the standard drift style. When the temperature of the brake device is above the second temperature threshold, the driver is prohibited from selecting the custom drift style, i.e. the driver may select the standard drift style or the advanced drift style. The first temperature threshold is greater than the second temperature threshold.

Here, the temperature of the brake device may be measured by an in-vehicle temperature sensor or calculated by a vehicle system model based on a vehicle state parameter. The first temperature threshold and the second temperature threshold are predetermined and may be adjusted according to a specific application scenario, such as a current ambient temperature or a current road surface condition.

Drift scoring

According to an embodiment of the present invention, the drift controller 20 incorporates a drift scoring strategy, i.e., the drift controller 20 scores the driver's handling of the vehicle to complete the drift based on:

-a drifting attitude of the vehicle;

-stability of the vehicle lateral movement;

-effort value of driver to adjust drift attitude;

-average vehicle speed of the drift process;

-driver selected drift style; and

-a ratio of a length of time that the vehicle maintains an effective drifting attitude to a length of time that the drifting assistance system is active, wherein the effective drifting attitude is a drifting attitude in which the wheel slip angle is within a predetermined range of upper and lower limits of the wheel slip angle.

In one embodiment, the scoring is based on the following formula:

S=s(1)+[f(1)+f(2)]*[s(2)+s(3)]*w

wherein S represents the drift score and the full score is 100. s (1), s (2) and s (3) are three scores for drift manipulation from three dimensions, with the highest scores being 60, 20 and 20, respectively. f (1) and f (2) are the difficulty factors for the drift manipulation. w is a weight coefficient based on the effective drift attitude hold duration. Here, the effective drifting posture means a drifting posture in which the wheel slip angle is within a predetermined range of upper and lower limits of the wheel slip angle. The drift score S is comprehensively evaluated based on the scores of S (1), S (2), and S (3), the difficulty coefficients f (1) and f (2), and the weight coefficient w.

s (1) represents the drift attitude score, which can be considered the base score for drift maneuver. The score for s (1) is determined by: the wheel slip angle is monitored during the ACTIVE state (ACTIVE) of the drift assist system, and the score of s (1) gives the highest score, i.e., 60, if the vehicle slip angle is always within a predetermined range of upper and lower limits of the wheel slip angle during the entire ACTIVE state, i.e., the drift attitude of the vehicle is always the effective drift attitude during the ACTIVE state of the drift assist system. Also, the score for the term is decreased accordingly based on the magnitude and duration of the wheel slip angle exceeding the predetermined upper and lower limits of the wheel slip angle. For example, the greater the magnitude of the overrun and the longer the overrun time, the lower the score for the term.

s (2) represents a score based on the stability of the lateral motion of the vehicle. The score for s (2) is determined by: the yaw rate and yaw acceleration of the vehicle are monitored during the ACTIVE state (ACTIVE) of the drift assist system, and the score of s (2) gives the highest score, i.e., 20, if the yaw rate is always within the predetermined upper and lower limits of the yaw rate, and the yaw acceleration is always less than the predetermined yaw acceleration threshold. Here, the predetermined yaw acceleration threshold value should be a small value because the stability of the lateral movement of the vehicle is high when the yaw rate of the vehicle is maintained within a predetermined range (i.e., within the predetermined upper and lower limits of the yaw rate) and the rate of change of the yaw rate is not large (i.e., the yaw acceleration approaches 0). The score of the term is reduced accordingly based on the magnitude and duration of the yaw rate exceeding the predetermined yaw rate upper and lower limits, and the magnitude and duration of the yaw acceleration exceeding the predetermined yaw acceleration threshold. For example, the greater the magnitude and longer the time the yaw rate exceeds the predetermined upper and lower yaw rate limits, and the greater the magnitude and longer the time the yaw acceleration exceeds the predetermined yaw acceleration threshold, the lower the term score.

s (3) represents the driver's effort to adjust the drifting attitude, and may be considered as a skill score for the driver's drifting of the vehicle. The score for s (3) is determined by: the body slip angle and steering wheel steering are monitored during the ACTIVE state (ACTIVE) of the drift assist system, with a larger body slip angle and a larger steering wheel angle indicating a higher drift maneuver requiring a higher level of drift maneuver skill by the driver, and a higher s (3) score. Conversely, the smaller the vehicle body slip angle and the smaller the steering angle of the steering wheel, the lower the score of s (3). When the body slip angle is greater than a predetermined slip angle threshold and the steering wheel steering angle is greater than a steering angle threshold, the term score gives the highest score, i.e., 20.

f (1) is one of the difficulty coefficients of the drift manipulation, and the value of the difficulty coefficient is between 0 and 0.5, and the value of f (1) is determined based on the average vehicle speed of the drift process. The higher the average vehicle speed, the more difficult the drift maneuver is, which means that the driver needs to have a high drift skill to maintain and control the vehicle drift, in which case the coefficient value is larger. The coefficient f (1) is the maximum value of its adjustment range, i.e., 0.5, when the average vehicle speed is greater than a predetermined vehicle speed threshold.

f (2) is one of the difficulty coefficients of the drift maneuver, and has a value between 0 and 0.5, and the value of f (2) is determined based on the driver-selected drift style. The difficulty for the driver to maintain and control vehicle drift is increased in the three drift styles, standard, advanced, and custom. Accordingly, the value of the coefficient f (2) increases in order for the three drift styles, standard, advanced, and custom. For example, the reservation determines: the value of f (2) corresponding to the standard drift style is 0.2; the value of f (2) corresponding to the advanced drift style is 0.4; the value of f (2) corresponding to the custom drift style is 0.5.

Considering that the drift assist system is active, the drift attitude of the vehicle may be either an active drift attitude (i.e., the wheel slip angle is within the predetermined upper and lower limits of the wheel slip angle, as described above) or an inactive drift attitude (i.e., the wheel slip angle is within the predetermined upper and lower limits of the wheel slip angle). A high-score drift maneuver should be such that the drift attitude of the vehicle is as effective as possible. Therefore, a weight coefficient w based on the effective drift attitude maintaining duration is designed to reflect the influence of the effective drift attitude maintaining duration on the drift score.

The value of w is between 0.5 and 1. The value of w may be determined based on the ratio of the length of time that the vehicle maintains a valid drift attitude to the length of time that the drift assistance system is active. For example, the larger the ratio, the more the proportion of time that the effective drift attitude is maintained during the active state of the drift assistance system, that is, the more the effective drift proportion, the larger the value of the weighting factor w. Conversely, the smaller the ratio, the less the fraction of time that the effective drift attitude is maintained during the active state of the drift assistance system, i.e., the less the effective drift fraction, the smaller the value of the weighting factor w.

It will be appreciated that the above description of the score relates to a plurality of thresholds and upper and lower limits, which are predetermined.

Additionally, after the drift score is given, the score may also be divided into several levels and presented on the HMI 30 along with the drift score according to embodiments of the invention. For example, a rating of 90-100 is given as A, a rating of 70-90 is given as B, a rating of 60-70 is given as C, and a rating of D is given below 60.

Graphical user interface for presenting drift scores

FIG. 8 illustrates a graphical user interface 800 for presenting a drift score according to one embodiment of the present invention. As shown in fig. 8, the graphic user interface 800 includes: an interface element 802 for presenting a drift score, an interface element 804 for presenting a driver handling the current drift, an interface element 806 for presenting a rating based on the drift score, and an interface element 808 for presenting a date of the current drift.

In addition, according to the embodiment of the present invention, the drifting auxiliary system 100 further includes a communication unit (not shown) for sending out information on the graphical user interface 800, so that the driver can show his drifting battle as a drifting player on his social media, thereby further enhancing the driver's drifting operation pleasure.

In addition, according to an embodiment of the present invention, such prompt information is presented on the graphic user interface 700: please complete the drift control of the standard drift style before entering the advanced drift style. Such a prompt is given to ensure the safety of the driver in handling the vehicle to effect the drift. The driver should break-in and become familiar with the drift maneuver starting with the standard drift style drift maneuver and then complete the more difficult drift maneuver.

It will be appreciated that according to embodiments of the present invention, the interface elements on the graphical user interface and their presentation may be arranged individually and may be flexibly adjusted, e.g. hidden, added, deleted or changed in position, color, size.

The graphical user interface may also be adjusted based on driver demand or actual application scenarios. Such adjustments may be made by the driver through interaction with a graphical user interface, or may be made through customized settings in the background based on driver needs.

The present invention also provides a vehicle including the drift assist system 100 described above. Therefore, the vehicle has the functions and advantages of the drifting auxiliary system 100, which will not be described in detail.

It is understood that the drift controller 20 may be implemented in hardware or software or a combination of software and hardware. For hardware implementation, the portions may be implemented in one or more Application Specific Integrated Circuits (ASICs), digital Signal Processors (DSPs), programmable Logic Devices (PLDs), field Programmable Gate Arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, electronic units designed to perform their functions, or a combination thereof. For the part implemented in software, it may be implemented by means of microcode, program code or code segments, which may also be stored in a machine-readable storage medium such as a storage component.

In one embodiment, the drift controller 20 is implemented to include a memory and a processor. The memory contains instructions that, when executed by the processor, cause the processor to perform a drift control strategy (e.g., the constraints described above and system state determinations) in accordance with an embodiment of the present invention.

In one embodiment, the drift controller 20 is implemented as software, provided in an electronic control unit of the vehicle or in a domain controller.

It is understood that the drift controller 20 may include one or more processors. These processors may be implemented using electronic hardware, computer software, or any combination thereof. Whether such processors are implemented as hardware or software depends upon the particular application and the overall design constraints imposed on the system. By way of example, a processor, any portion of a processor, or any combination of processors presented in this disclosure may be implemented as a microprocessor, a microcontroller, a Digital Signal Processor (DSP), a Field Programmable Gate Array (FPGA), a Programmable Logic Device (PLD), a state machine, gated logic, discrete hardware circuitry, and other suitable processing components configured to perform the various functions described in this disclosure. The functionality of a processor, any portion of a processor, or any combination of processors presented herein may be implemented as software executed by a microprocessor, microcontroller, DSP, or other suitable platform.

It should be understood that software can be broadly considered to mean instructions, instruction sets, code segments, program code, programs, subroutines, software modules, applications, software packages, routines, subroutines, objects, threads of execution, procedures, functions, and the like. The software may reside in a computer readable medium. The computer-readable medium may include, for example, memory, which may be, for example, a magnetic storage device (e.g., hard disk, floppy disk, magnetic strip), an optical disk, a smart card, a flash memory device, random Access Memory (RAM), read Only Memory (ROM), programmable ROM (PROM), erasable PROM (EPROM), electrically Erasable PROM (EEPROM), a register, or a removable disk. Although the memory is shown as being separate from the processor in various aspects of the invention, the memory may be located internal to the processor (e.g., in a cache or register).

The above description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects. Thus, the claims are not intended to be limited to the aspects shown herein. All structural and functional equivalents to the elements of the various aspects described herein that are known or later come to be known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the claims.

Claims

1. A drift assist system for a vehicle, comprising:

a human-machine interface configured to present a custom graphical user interface for a driver to customize a drift style, comprising: a power module that receives driver input to adjust front and rear axle power distribution, a suspension module that receives driver input to adjust suspension height, and an intervention module that receives driver input to adjust an intervention level of a vehicle lateral stability control; and

a drift controller communicatively coupled to the human-machine interface, the drift controller configured to limit driver settings of the power module, the suspension module, and the intervention module by controlling the power module, the suspension module, and the intervention module to ensure drift stability,

wherein limiting the driver's settings of the power module, the suspension module and the intervention module by controlling the power module, the suspension module and the intervention module comprises:

controlling the suspension module such that the driver cannot perform a setting to increase the suspension height on the suspension module if the power module receives a driver input to increase the rear axle power and decrease the front axle power;

controlling the suspension module to automatically adjust the suspension height to a middle value of the suspension height adjustable range if the suspension module receives a driver input to increase the suspension height and then the power module receives a driver input to increase the rear axle power and decrease the front axle power; and

if the suspension module receives a driver input to increase the suspension height, the intervention module is controlled such that the driver is unable to execute a setting on the intervention module that reduces the extent of intervention of the vehicle lateral stability control.

2. The drift assistance system of claim 1, wherein the intervention module comprises a first intervention mode button and a second intervention mode button, and wherein the intervention module comprises a first intervention mode button and a second intervention mode button

If the first intervention mode button receives a driver input, the drift controller is configured to: allowing intervention of the vehicle lateral stability control only in the case where the driver's operation indicates that the driver's operation intention is to exit the vehicle drift; and

if the second intervention mode button receives a driver input, the drift controller is configured to: intervention of the vehicle lateral stability control is always allowed.

3. The drift assistance system of claim 2, wherein the drift controller is further configured to:

controlling the intervention module such that the driver is unable to execute a setting on the intervention module that reduces the extent of intervention of the vehicle lateral stability control if the driver input is received by the first intervention mode button; and

if the second intervention mode button receives a driver input, then the driver's setting of the intervention module decreases the degree of intervention of the vehicle's lateral stability control, then the driver's setting of the suspension module increases the suspension height, then the degree of intervention of the lateral stability control is automatically adjusted to the middle of its adjustable range.

4. The drift assistance system of claim 1, wherein said custom graphical user interface further comprises: and a steering wheel module for receiving the input of the driver to adjust the softness and hardness of the steering wheel.

5. The drift assistance system of claim 1, further comprising a sensor device configured to collect driver operation information indicative of driver operation and vehicle state information indicative of a vehicle state;

wherein the drift controller is further configured to control the vehicle to enter a state of the drift assistance system corresponding to the current driver operation and the current vehicle state based on the driver operation information and the vehicle state information, wherein the state of the drift assistance system includes a pre-standby state, a standby state, an active state, and an off state.

6. The drift assistance system of claim 1, wherein the human-machine interface further comprises a graphical user interface for a driver to select a drift style, comprising:

a standard drift style icon that presents a standard drift style graphical user interface on the human-computer interface upon receiving a driver input;

an advanced drift style icon that presents an advanced drift style graphical user interface on a human-computer interaction interface upon receiving a driver input; and

a custom drift style icon that presents the custom graphical user interface on a human-machine interface upon receiving a driver input.

7. The drift assistance system of claim 6, wherein the drift controller is further configured to score a driver's handling of the vehicle to complete the drift to derive a drift score based on:

-a drift attitude of the vehicle;

-stability of the vehicle lateral movement;

-effort value of driver to adjust drift attitude;

-average vehicle speed of the drift process;

-driver selected drift style; and

8. The drift-assist system of claim 6, wherein the drift controller is further configured to:

the driver's choice of the drift style is limited based on the temperature of the braking device of the vehicle,

the braking device comprises a brake caliper and a brake disc of the vehicle;

wherein the temperature is measured by an onboard temperature sensor or calculated by a vehicle system model based on vehicle state parameters.

9. The drift assist system of claim 1, wherein the drift controller stores a first condition-an eighth condition, and determines which of the first-eighth conditions is satisfied by the current driver operation and the current vehicle state to control the drift assist system to enter the respective states:

-a first condition for entering a standby state from a pre-standby state;

-a second condition for entering a pre-armed state from the armed state;

-a third condition for entering an active state from a standby state;

-a fourth condition for entering a standby state from an active state;

-a fifth condition for entering an off state from an active state;

-a sixth condition for entering a pre-armed state from a closed state;

-an eighth condition for entering a pre-armed state from an active state.

10. A vehicle, wherein the vehicle comprises a drift assistance system according to any one of claims 1-9.