Vehicle and method, device and storage medium for determining yaw rate thereof

Abstract

The application discloses a vehicle and a lateral angular velocity determination method and device thereof and a storage medium. The method comprises the following steps: acquiring a steering wheel rotation angle and a vehicle speed of the vehicle; determining a target rear wheel rotation angle of the vehicle according to the steering wheel rotation angle and the vehicle speed; and determining a target lateral angular velocity of the vehicle according to the target rear wheel rotation angle, the steering wheel rotation angle and the vehicle speed. Thus, by adding the target rear wheel rotation angle, the target demand and accurate adjustment of the lateral angular velocity under different steering wheel rotation angles and vehicle speeds can be realized, and the response speed and the steering stability of the vehicle are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle and a method, apparatus and storage medium for determining its yaw rate. Background Technology

[0002] In recent years, with the development of vehicle intelligence, there has been an increasing number of chassis electronic control systems, such as rear-wheel steering, active stabilizer bars, and four-wheel drive. Because these chassis electronic control systems influence each other in vehicle control and only consider their own optimal control effect, the vehicle is often not in its optimal motion state. Therefore, integrated chassis control has emerged to resolve conflicts between various chassis electronic control systems and improve vehicle handling stability.

[0003] When using chassis integrated control, a performance target is required as the control target. In related technologies, most use the yaw rate calculated by a linear two-degree-of-freedom vehicle model as the control target. However, this method has the drawback of the target yaw rate being too large at high speeds, resulting in low vehicle stability and failing to meet the stability target at high speeds.

[0004] It should be noted that the information disclosed in this background section is only for understanding the background technology of the present application concept, and therefore may include information that does not constitute prior art. Summary of the Invention

[0005] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, the object of this invention is to provide a vehicle and its yaw rate determination method, apparatus, and storage medium. By incorporating a target rear wheel angle, the target requirements and precise adjustment of the yaw rate at different steering wheel angles and vehicle speeds can be achieved, thereby improving the vehicle's response speed and handling stability.

[0006] To achieve the above objectives, a first aspect of the present invention provides a method for determining the yaw rate of a vehicle, the method comprising: acquiring the steering wheel angle and vehicle speed of the vehicle; determining the target rear wheel angle of the vehicle based on the steering wheel angle and vehicle speed; and determining the target yaw rate of the vehicle based on the target rear wheel angle, steering wheel angle, and vehicle speed.

[0007] According to the vehicle yaw rate determination method of the present invention, the vehicle's steering wheel angle and vehicle speed are acquired, and a target rear wheel angle is determined based on the steering wheel angle and vehicle speed. Furthermore, the target yaw rate is determined based on the target rear wheel angle, steering wheel angle, and vehicle speed. Therefore, by incorporating the target rear wheel angle, the target yaw rate requirement and precise adjustment under different steering wheel angles and vehicle speeds can be achieved, improving the vehicle's response speed and handling stability.

[0008] In some embodiments of the present invention, determining the target rear wheel angle of a vehicle based on the steering wheel angle and vehicle speed includes: determining the proportional relationship between the target rear wheel angle and the steering wheel angle based on the steering wheel angle, vehicle speed, and a preset relationship; wherein the preset relationship includes the proportional relationship between the rear wheel angle and the steering wheel angle corresponding to different steering wheel angles and different vehicle speeds; and determining the target rear wheel angle based on the proportional relationship and the steering wheel angle.

[0009] In some embodiments of the present invention, determining the target yaw rate of a vehicle based on the target rear wheel angle, steering wheel angle, and vehicle speed includes: determining the target front wheel angle based on the steering wheel angle; and inputting the target front wheel angle, target rear wheel angle, and vehicle speed into a pre-determined nonlinear two-degree-of-freedom vehicle dynamics model to obtain the target yaw rate.

[0010] In some embodiments of the present invention, the nonlinear two-degree-of-freedom vehicle dynamics model includes a lateral dynamics model and a yaw dynamics model, and the front axle lateral force and rear axle lateral force in the lateral dynamics model and the yaw dynamics model are determined based on the magic formula tire model.

[0011] In some embodiments of the present invention, the lateral dynamics model is constructed based on the front axle lateral force, rear axle lateral force, vehicle mass, vehicle lateral acceleration, vehicle speed, and target yaw rate.

[0012] In some embodiments of the present invention, the yaw dynamics model is constructed based on the front axle lateral force, the rear axle lateral force, the distance between the vehicle's center of mass and the front axle, the distance between the vehicle's center of mass and the rear axle, the vehicle's moment of inertia about the z-axis, and the target yaw angular acceleration.

[0013] In some embodiments of the present invention, the Magic Formula tire model is constructed using a lateral force function based on lateral force, tire slip angle, tire roll angle, tire vertical load, tire nominal load, lateral force parameters, and road friction coefficient. When the tire slip angle is the front axle slip angle, the lateral force is the front axle lateral force. The front axle slip angle is calculated based on the vehicle's lateral velocity, vehicle speed, the distance between the vehicle's center of gravity and the front axle, the target yaw rate, and the target front wheel rotation angle. When the tire slip angle is the rear axle slip angle, the lateral force is the rear axle lateral force. The rear axle slip angle is calculated based on the vehicle's lateral velocity, vehicle speed, the distance between the vehicle's center of gravity and the rear axle, the target yaw rate, and the target front wheel rotation angle.

[0014] To achieve the above objectives, a second aspect of the present invention provides a computer-readable storage medium having a program stored thereon that, when executed by a processor, implements a method for determining the yaw rate of a vehicle according to any of the above embodiments.

[0015] According to the computer-readable storage medium of the present invention, based on the aforementioned method for determining the yaw rate of a vehicle, by incorporating the target rear wheel angle, the target requirements and precise adjustment of the yaw rate at different steering wheel angles and vehicle speeds can be achieved, thereby improving the vehicle's response speed and handling stability.

[0016] To achieve the above objectives, a third aspect of the present invention provides a vehicle comprising: a memory, a processor, and a program stored in the memory and executable on the processor, wherein when the processor executes the program, it implements the yaw rate determination method of any of the above embodiments.

[0017] According to the vehicle of the present invention, based on the aforementioned method for determining the yaw rate of the vehicle, by incorporating the target rear wheel angle, the target requirements and precise adjustment of the yaw rate at different steering wheel angles and vehicle speeds can be achieved, thereby improving the vehicle's response speed and handling stability.

[0018] To achieve the above objectives, a fourth aspect of the present invention provides a vehicle yaw rate determination device, a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements the yaw rate determination method of any of the above embodiments.

[0019] According to the vehicle yaw rate determination device of the present invention, based on the aforementioned vehicle yaw rate determination method, by incorporating the target rear wheel angle, the target requirements and precise adjustment of yaw rate under different steering wheel angles and vehicle speeds can be achieved, thereby improving the vehicle's response speed and handling stability.

[0020] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1 This is a flowchart illustrating a method for determining the yaw rate of a vehicle according to an embodiment of the present invention.

[0023] Figure 2 This is a graph showing the relationship between the ratio of the rear wheel angle to the steering wheel angle and the vehicle speed, according to an embodiment of the present invention.

[0024] Figure 3 This is a schematic diagram of a nonlinear two-degree-of-freedom vehicle dynamics model according to an embodiment of the present invention.

[0025] Figure 4This is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0026] Figure 5 This is a structural block diagram of a vehicle yaw rate determination device according to an embodiment of the present invention. Detailed Implementation

[0027] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0028] When using chassis integrated control, a performance target is required as the control target. In related technologies, most use the yaw rate calculated by a linear two-degree-of-freedom vehicle model as the control target, as shown in the following formula (1):

[0029]

[0030] Among them, w r δ is the yaw rate of the vehicle, u is the steering wheel angle, L is the vehicle speed, m is the wheelbase, a is the vehicle mass, a is the distance between the vehicle's center of gravity and the front axle, b is the distance between the vehicle's center of gravity and the rear axle, k1 is the linear lateral stiffness of the front axle tires, and k2 is the linear lateral stiffness of the rear axle tires.

[0031] However, using the yaw rate calculated by a linear two-degree-of-freedom vehicle model as the control target will have the following problems:

[0032] (1) During driving, when the driver is in a normal driving state, the vehicle travels according to the steering instructions given by the driver through the steering wheel, and when subjected to external disturbances, the vehicle's ability to resist the disturbances and maintain stable driving can be evaluated through vehicle handling stability. Vehicle handling stability requires a large yaw rate response at low speeds to ensure vehicle handling, and a small yaw rate response at high speeds to ensure vehicle stability. However, since the linear two-degree-of-freedom vehicle model uses linear tire lateral stiffness, when the yaw rate response is large at low speeds, the yaw rate response is also large at high speeds, resulting in low high-speed stability of the vehicle, which is difficult to meet the requirements of high-speed stability in vehicle development.

[0033] (2) The linear two-degree-of-freedom vehicle model uses linear tire lateral stiffness, and there is no maximum limit on the tire lateral force. This results in an excessively large target yaw rate in the tire nonlinear segment. Limiting the tire lateral force solely by setting the maximum yaw rate will cause the transition of the yaw rate from the linear segment to the maximum yaw rate to be rather abrupt. In addition, when the target yaw rate decreases, the target yaw rate is still greater than the actual vehicle yaw rate, causing the vehicle to be unable to respond quickly.

[0034] Based on this, embodiments of the present invention provide a vehicle and a method, apparatus, and storage medium for determining its yaw rate. By incorporating the target rear wheel angle, the target requirements and precise adjustment of the yaw rate under different steering wheel angles and vehicle speeds can be achieved, thereby improving the vehicle's response speed and handling stability. By employing a nonlinear two-degree-of-freedom vehicle model and incorporating a magic formula tire model, reasonable yaw rate boundaries are provided, and a smooth transition between the linear segment and the maximum value of the yaw rate is achieved, further enhancing the vehicle's handling stability.

[0035] The following describes in detail the vehicle and its yaw rate determination method, apparatus and storage medium according to embodiments of the present invention.

[0036] Figure 1 This is a flowchart illustrating a method for determining the yaw rate of a vehicle according to an embodiment of the present invention.

[0037] like Figure 1 As shown, methods for determining the yaw rate of a vehicle may include:

[0038] S11: Obtain the vehicle's steering wheel angle and speed.

[0039] For example, when a driver is driving, the steering wheel angle can be obtained by measuring and calculating the angle of steering wheel rotation using a steering wheel angle sensor when the driver turns the steering wheel; when a driver is not driving, it can be obtained by the steering wheel signal input from the intelligent driving system. Vehicle speed can be obtained by measuring and calculating the tire rotation speed using a vehicle speed sensor.

[0040] S13: Determine the target rear wheel steering angle based on the steering wheel angle and vehicle speed.

[0041] Specifically, when steering a vehicle using front-wheel steering, the turning radius of the front wheels is easily affected by the vehicle's length and width, resulting in poor handling and stability. Therefore, by determining the target rear wheel turning angle based on the steering wheel angle and vehicle speed, the vehicle can be steered using rear-wheel steering. When the rear wheels are steered, the turning radius of the vehicle is reduced, the body angle is decreased, and the vehicle's stability and handling are improved.

[0042] Specifically, when the steering wheel angle and vehicle speed change, the target rear wheel angle will also change to some extent. When the steering wheel angle is the same and the vehicle is turning at low speed, in order to improve the vehicle's maneuverability (i.e., easier to turn), the target rear wheel angle is opposite to the front wheel angle and the angle is larger. When the steering wheel angle is the same and the vehicle is turning at high speed, due to the higher vehicle speed, in order to pursue the vehicle's driving stability, the target rear wheel angle is in the same direction as the front wheel angle and the angle is smaller.

[0043] S15: Determine the target yaw rate of the vehicle based on the target rear wheel angle, steering wheel angle, and vehicle speed.

[0044] Specifically, yaw rate refers to the angular velocity of a vehicle rotating around its vertical axis. The magnitude of this angular velocity represents the vehicle's stability. If the yaw rate reaches a preset threshold, the vehicle is prone to dangerous situations such as skidding or fishtailing. Therefore, by determining the target yaw rate of the vehicle, skidding or fishtailing can be prevented in advance. Specifically, the target yaw rate can be determined based on the target rear wheel angle, steering wheel angle, and vehicle speed. By incorporating the target rear wheel angle, the likelihood of skidding or fishtailing can be reduced, ensuring vehicle stability during driving.

[0045] In the above embodiments, by acquiring the vehicle's steering wheel angle and vehicle speed, the target rear wheel angle is determined based on the steering wheel angle and vehicle speed. Furthermore, the target yaw rate is determined based on the target rear wheel angle, steering wheel angle, and vehicle speed. Therefore, by incorporating the target rear wheel angle, the target yaw rate requirements and precise adjustments at different steering wheel angles and vehicle speeds can be achieved, improving the vehicle's response speed and handling stability.

[0046] In some embodiments, determining the target rear wheel angle of a vehicle based on the steering wheel angle and vehicle speed includes: determining a proportional relationship between the target rear wheel angle and the steering wheel angle based on the steering wheel angle, vehicle speed, and a preset relationship; and determining the target rear wheel angle based on the proportional relationship and the steering wheel angle.

[0047] Specifically, the preset relationships include the proportional relationship between the rear wheel angle and the steering wheel angle corresponding to different steering wheel angles and vehicle speeds. Based on the current steering wheel angle and current vehicle speed input by the driver or intelligent driving system, interpolation is performed on a three-dimensional map of the ratio of rear wheel angle to steering wheel angle versus steering wheel angle and vehicle speed to obtain the proportional relationship between the target rear wheel angle and the steering wheel angle at the current steering wheel angle and vehicle speed. The target rear wheel angle is then calculated based on this proportional relationship and the steering wheel angle.

[0048] The ratio of rear wheel angle to steering wheel angle and the three-dimensional map relationship between steering wheel angle and vehicle speed can be set according to the overall vehicle handling stability target, or it can be calibrated during actual vehicle operation.

[0049] For example, Figure 2 The graph shows the relationship between the ratio of rear wheel steering angle to steering wheel angle and the relationship between steering wheel angle and vehicle speed. Figure 2 As shown, the horizontal axis represents the vehicle speed, and the vertical axis represents the ratio of the rear wheel angle to the steering wheel angle. a, b, and c represent different steering wheel angles. When the steering wheel angle reference curve is 'a', if the vehicle speed is v1, then based on the steering wheel angle curve 'a', the ratio k1 between the current steering wheel angle 'a' and the target rear wheel angle at the current vehicle speed v1 is obtained. Furthermore, the target rear wheel angle is obtained based on this ratio k1 and the current steering wheel angle.

[0050] Thus, by obtaining the target rear wheel angle of the vehicle under different operating conditions based on the steering wheel angle, vehicle speed, and preset relationships, it is helpful to accurately adjust the target yaw rate of subsequent vehicles.

[0051] In some embodiments, determining the target yaw rate of a vehicle based on the target rear wheel angle, steering wheel angle, and vehicle speed includes: determining the target front wheel angle based on the steering wheel angle; and inputting the target front wheel angle, target rear wheel angle, and vehicle speed into a pre-determined nonlinear two-degree-of-freedom vehicle dynamics model to obtain the target yaw rate.

[0052] Specifically, the target front wheel steering angle can be obtained through the steering wheel angle and the preset steering system angular ratio. The preset steering system angular ratio is the ratio of the steering wheel angle to the steering wheel angle on the same side of the steering wheel. This preset steering system angular ratio is usually pre-set by the vehicle manufacturer, and its specific value is not limited here. In a nonlinear two-degree-of-freedom vehicle dynamics model, the two degrees of freedom refer to the vehicle's yaw and lateral motion.

[0053] It is understandable that linear two-degree-of-freedom vehicle dynamics models, due to the use of linear tire lateral stiffness, result in an overly large target yaw rate at high speeds, leading to lower vehicle stability and making it difficult to meet the high-speed stability targets in vehicle development. Therefore, by adding a target rear wheel angle to a nonlinear two-degree-of-freedom vehicle dynamics model and establishing the relationship between the target rear wheel angle and vehicle speed and the target front wheel angle, it is possible to meet different requirements for the target yaw rate at different vehicle speeds and steering wheel angles, thereby improving vehicle stability. At the same time, the adjustable parameters of linear two-degree-of-freedom vehicle dynamics models are relatively small, making it impossible to achieve precise adjustment of the target yaw rate. However, by adding a target rear wheel angle and establishing the relationship between the target rear wheel angle and vehicle speed and the target front wheel angle, it is possible to achieve precise adjustment of the target yaw rate at different vehicle speeds and steering wheel angles, thus improving vehicle stability.

[0054] In some embodiments, the nonlinear two-degree-of-freedom vehicle dynamics model includes a lateral dynamics model and a yaw dynamics model, and the front axle lateral force and rear axle lateral force in the lateral dynamics model and the yaw dynamics model are determined based on the Magic Formula tire model.

[0055] For example, Figure 3 This is a schematic diagram of a nonlinear two-degree-of-freedom vehicle dynamics model, such as... Figure 3 As shown, the two rectangles on the left and right represent the wheel model, y represents the lateral motion direction of the vehicle, and x represents the longitudinal motion direction of the vehicle. By inputting the target front wheel steering angle, target rear wheel steering angle, and vehicle speed obtained in the previous example into this nonlinear two-degree-of-freedom vehicle dynamics model, the target yaw rate that is reasonable and meets the expectations of the driver or intelligent driving system is determined by the lateral dynamics model and the yaw dynamics model, combined with the magic formula tire model, making the process of yaw rate transitioning from the linear segment to the maximum yaw rate smoother.

[0056] In some embodiments, the lateral dynamics model is constructed based on the front axle lateral force, rear axle lateral force, vehicle mass, vehicle lateral acceleration, vehicle speed, and target yaw rate.

[0057] In some embodiments, the yaw dynamics model is constructed based on the front axle lateral force, the rear axle lateral force, the distance between the vehicle's center of mass and the front axle, the distance between the vehicle's center of mass and the rear axle, the vehicle's moment of inertia about the z-axis, and the target yaw angular acceleration.

[0058] In some embodiments, the Magic Formula tire model is constructed using a lateral force function based on lateral force, tire slip angle, tire roll angle, tire vertical load, tire nominal load, lateral force parameters, and road friction coefficient. When the tire slip angle is the front axle slip angle, the lateral force is the front axle lateral force. The front axle slip angle is calculated based on the vehicle's lateral velocity, vehicle speed, the distance between the vehicle's center of gravity and the front axle, the target yaw rate, and the target front wheel rotation angle. When the tire slip angle is the rear axle slip angle, the lateral force is the rear axle lateral force. The rear axle slip angle is calculated based on the vehicle's lateral velocity, vehicle speed, the distance between the vehicle's center of gravity and the rear axle, the target yaw rate, and the target front wheel rotation angle.

[0059] In one example, the front axle lateral force and the rear axle lateral force are determined using the following magic formula tire model (2):

[0060] F y =2×MFtireFy(SlipAngle,Camber,Fz,Fzo,Prm_Fy,m) (2)

[0061] Where MFtireFy is the lateral force function, SlipAngle is the tire slip angle, Camber is the tire roll angle (usually 0), Fz is the tire vertical load, Fzo is the tire nominal load, Prm_Fy is the lateral force parameter, and m is the road friction coefficient. The tire vertical load Fz can be calculated based on parameters such as the vehicle mass, the distance between the vehicle's center of gravity and the front axle, and the distance between the vehicle's center of gravity and the rear axle.

[0062] If SlipAngle is the front axle side slip angle, then F y The front axle lateral force is used to determine the front axle slip angle SlipAngle (i.e., α) using the following formula (3). f Let SlipAngle be the front axle slip angle. Substitute this front axle slip angle SlipAngle and the known parameters Fzo, Prm_Fy, m into the magic formula tire model equation (2) to determine the front axle lateral force F. y .

[0063]

[0064] Where, α f Let be the front axle sideslip angle, v be the vehicle's lateral velocity, u be the vehicle speed, a be the distance between the vehicle's center of gravity and the front axle, and w be the vehicle's speed. r Let δ be the target yaw acceleration. F The target is the front wheel steering angle.

[0065] If SlipAngle is the rear axle sideslip angle, then F y The rear axle lateral force is determined by the following equation (4): SlipAngle (i.e., α). r Let SlipAngle be the rear axle slip angle. Substitute this rear axle slip angle SlipAngle and the known parameters Fzo, Prm_Fy, m into the magic formula tire model equation (2) to determine the rear axle lateral force F. y .

[0066]

[0067] Where, α r Let δ be the rear axle sideslip angle, b be the distance between the vehicle's center of gravity and the rear axle, and δ be the rear axle sideslip angle. R The target is the rear wheel steering angle.

[0068] Furthermore, the front axle lateral force F y Represented as F yf Rear axle lateral force F y Represented as F yr Substituting these values ​​into the following equations (5) for the lateral dynamics model and (6) for the yaw dynamics model, the target yaw angular velocity w is determined. r .

[0069]

[0070]

[0071] Among them, F yf F is the lateral force on the front axle. yr The force is the lateral force on the rear axle, and M is the total vehicle mass. For the lateral acceleration of the vehicle, I zz Let be the moment of inertia of the vehicle about the z-axis. The target yaw acceleration.

[0072] In the above embodiments, by introducing the magic formula tire model into the nonlinear two-degree-of-freedom vehicle dynamics model, a reasonable yaw rate boundary can be obtained, thereby accurately obtaining the target yaw rate that meets the expectations of the driver or intelligent driving system. This makes the process of yaw rate transitioning from the linear segment to the maximum yaw rate smoother and improves the vehicle's handling stability.

[0073] It should be noted that the specific values ​​mentioned above are only for illustrating the implementation of the present invention in detail, and should not be construed as limiting the present invention. In other examples, implementation methods, or embodiments, other values ​​may be selected according to the present invention, and no specific limitations are made here.

[0074] Corresponding to the above embodiments, embodiments of the present invention also propose a computer-readable storage medium storing a program thereon, which, when executed by a processor, implements the method for determining the yaw rate of a vehicle according to any of the above embodiments.

[0075] According to an embodiment of the present invention, a computer-readable storage medium acquires the steering wheel angle and vehicle speed of a vehicle, determines the target rear wheel angle based on the steering wheel angle and vehicle speed, and further determines the target yaw rate of the vehicle based on the target rear wheel angle, steering wheel angle, and vehicle speed. Thus, when the target rear wheel angle, steering wheel angle, and vehicle speed change, the target yaw rate of the vehicle is adjusted promptly and accurately, improving the vehicle's response speed and stability.

[0076] For example, when the program is executed by a processor, the following method for determining the yaw rate of a vehicle is implemented:

[0077] S11: Obtain the vehicle's steering wheel angle and speed.

[0078] S13: Determine the target rear wheel steering angle based on the steering wheel angle and vehicle speed.

[0079] S15: Determine the target yaw rate of the vehicle based on the target rear wheel angle, steering wheel angle, and vehicle speed.

[0080] It should be noted that the above explanation of the embodiments and beneficial effects of the method for determining the yaw rate of a vehicle is also applicable to the computer-readable storage medium of the embodiments of the present invention. To avoid redundancy, it will not be elaborated in detail here.

[0081] Corresponding to the above embodiments, the present invention also proposes a vehicle. Figure 4 This is a structural block diagram of a vehicle according to an embodiment of the present invention. Figure 4 As shown, the vehicle 100 includes a memory 102, a processor 104, and a program 106 stored in the memory 102 and executable on the processor 104. When the processor 104 executes the program 106, it implements the method for determining the yaw rate of the vehicle in any of the above embodiments.

[0082] According to an embodiment of the present invention, the vehicle obtains the steering wheel angle and vehicle speed, determines the target rear wheel angle based on the steering wheel angle and vehicle speed, and further determines the target yaw rate based on the target rear wheel angle, steering wheel angle, and vehicle speed. Thus, when the target rear wheel angle, steering wheel angle, and vehicle speed change, the target yaw rate is adjusted promptly and accurately, improving the vehicle's response speed and stability.

[0083] For example, when program 106 is executed by processor 104, the following method for determining the yaw rate of a vehicle is implemented:

[0084] S11: Obtain the vehicle's steering wheel angle and speed.

[0085] S13: Determine the target rear wheel steering angle based on the steering wheel angle and vehicle speed.

[0086] S15: Determine the target yaw rate of the vehicle based on the target rear wheel angle, steering wheel angle, and vehicle speed.

[0087] It should be noted that the above-described embodiments and explanations of the beneficial effects of the method for determining the yaw rate of a vehicle also apply to the vehicle 100 in this embodiment of the invention. To avoid redundancy, they will not be elaborated in detail here.

[0088] Corresponding to the above embodiments, embodiments of the present invention also propose a device for determining the yaw rate of a vehicle. Figure 5 This is a structural block diagram of a vehicle yaw rate determination device according to an embodiment of the present invention. Figure 5 As shown, the vehicle yaw rate determination device 300 includes: a memory 302, a processor 304, and a program 306 stored in the memory 302 and executable on the processor 304. When the processor 304 executes the program 306, it implements the vehicle yaw rate determination method of any of the above embodiments.

[0089] According to an embodiment of the present invention, a vehicle yaw rate determination device acquires the vehicle's steering wheel angle and vehicle speed, determines the target rear wheel angle based on the steering wheel angle and vehicle speed, and further determines the target yaw rate based on the target rear wheel angle, steering wheel angle, and vehicle speed. Thus, when the target rear wheel angle, steering wheel angle, and vehicle speed change, the target yaw rate of the vehicle is adjusted promptly and accurately, improving the vehicle's response speed and stability.

[0090] For example, when program 306 is executed by processor 304, the following method for determining the yaw rate of a vehicle is implemented:

[0091] S11: Obtain the vehicle's steering wheel angle and speed.

[0092] S13: Determine the target rear wheel steering angle based on the steering wheel angle and vehicle speed.

[0093] S15: Determine the target yaw rate of the vehicle based on the target rear wheel angle, steering wheel angle, and vehicle speed.

[0094] It should be noted that the above explanation of the embodiments and beneficial effects of the method for determining the yaw rate of a vehicle also applies to the vehicle yaw rate determining device 300 of the present invention. To avoid redundancy, it will not be elaborated in detail here.

[0095] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0096] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0097] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0098] Furthermore, the terms "first," "second," etc., used in the embodiments of this invention are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this invention can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this invention, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly specified in the embodiments. Relational terms such as "first" and "second" are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0099] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the embodiments of apparatus, electronic devices, and computer-readable storage media are basically similar to the method embodiments, and therefore the descriptions are relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0100] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for determining the yaw rate of a vehicle, characterized in that, The method includes: Obtain the steering wheel angle and vehicle speed of the vehicle; Determining the target rear wheel steering angle of the vehicle based on the steering wheel angle and the vehicle speed includes: Based on the steering wheel angle, the vehicle speed, and a preset relationship, the proportional relationship between the target rear wheel angle and the steering wheel angle of the vehicle is determined; wherein, the preset relationship includes the proportional relationship between the rear wheel angle and the steering wheel angle corresponding to different steering wheel angles and different vehicle speeds; The target rear wheel angle is determined based on the stated proportional relationship and the stated steering wheel angle. The target yaw rate of the vehicle is determined based on the target rear wheel angle, the steering wheel angle, and the vehicle speed.

2. The method according to claim 1, characterized in that, Determining the target yaw rate of the vehicle based on the target rear wheel angle, the steering wheel angle, and the vehicle speed includes: Determine the target front wheel angle based on the steering wheel angle; The target front wheel steering angle, the target rear wheel steering angle, and the vehicle speed are input into a pre-determined nonlinear two-degree-of-freedom vehicle dynamics model to obtain the target yaw rate.

3. The method according to claim 2, characterized in that, The nonlinear two-degree-of-freedom vehicle dynamics model includes a lateral dynamics model and a yaw dynamics model, and the front axle lateral force and rear axle lateral force in the lateral dynamics model and the yaw dynamics model are determined based on the magic formula tire model.

4. The method according to claim 3, characterized in that, The lateral dynamics model is constructed based on the front axle lateral force, the rear axle lateral force, the vehicle mass, the vehicle's lateral acceleration, the vehicle speed, and the target yaw rate.

5. The method according to claim 4, characterized in that, The yaw dynamics model is constructed based on the lateral force of the front axle, the lateral force of the rear axle, the distance between the vehicle's center of mass and the front axle, the distance between the vehicle's center of mass and the rear axle, the vehicle's moment of inertia about the z-axis, and the target yaw angular acceleration.

6. The method according to claim 5, characterized in that, The magic formula tire model is constructed based on lateral force, tire slip angle, tire roll angle, tire vertical load, tire nominal load, lateral force parameters, and road friction coefficient, using a lateral force function. When the tire slip angle is the front axle slip angle, the lateral force is the front axle lateral force; wherein, the front axle slip angle is calculated based on the vehicle's lateral velocity, the vehicle speed, the distance between the vehicle's center of gravity and the front axle, the target yaw rate, and the target front wheel rotation angle; When the tire slip angle is the rear axle slip angle, the lateral force is the rear axle lateral force; wherein, the rear axle slip angle is calculated based on the vehicle's lateral velocity, the vehicle speed, the distance between the vehicle's center of gravity and the rear axle, the target yaw rate, and the target front wheel rotation angle.

7. A computer-readable storage medium, characterized in that, It stores a program that, when executed by a processor, implements the method for determining the yaw rate of a vehicle according to any one of claims 1-6.

8. A vehicle, characterized in that, include: The memory, the processor, and the program stored in the memory and executable on the processor, wherein when the processor executes the program, it implements the method for determining the yaw rate of a vehicle according to any one of claims 1-6.

9. A device for determining the yaw rate of a vehicle, characterized in that, include: The memory, the processor, and the program stored in the memory and executable on the processor, wherein when the processor executes the program, it implements the method for determining the yaw rate of a vehicle according to any one of claims 1-6.

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