Method and device for determining yaw rate of vehicle, terminal equipment and storage medium

Abstract

The application is suitable for the technical field of intelligent automobile, and provides a yaw rate determination method and device of a vehicle, a terminal equipment and a storage medium. The method comprises the following steps: acquiring vehicle parameters, wherein the vehicle parameters comprise a road adhesion coefficient, a longitudinal vehicle speed of the vehicle, an actual longitudinal acceleration of the vehicle, an average front wheel steering angle of the vehicle and an actual lateral acceleration of the vehicle; calculating a first candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual longitudinal acceleration, the average front wheel steering angle and the road adhesion coefficient; determining a second candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual lateral acceleration and the first candidate yaw rate; and determining a target yaw rate of the vehicle based on the first candidate yaw rate and the second candidate yaw rate. The application considers the yaw rate that the vehicle should exist when different emphases are considered, the considered scene is more comprehensive, and the obtained target yaw rate is more accurate.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of intelligent vehicles, and particularly relates to a yaw rate determination method and device for a vehicle, a terminal device, and a storage medium. BACKGROUND

[0002] With the development of vehicles, people have higher and higher requirements for the stability of vehicles. It is found that there are multiple factors affecting the stability of vehicles, and the target yaw rate of a vehicle is one of the factors. Torque distribution is performed based on the target yaw rate of the vehicle, so that the actual yaw rate of the vehicle approaches the target yaw rate, thereby improving the stability of the vehicle. Therefore, how to accurately determine the target yaw rate of the vehicle is a problem to be solved at present. SUMMARY

[0003] The application embodiment provides a yaw rate determination method and device for a vehicle, a terminal device, and a storage medium, and can solve the problem of inaccurate target yaw rate.

[0004] In a first aspect, the application embodiment provides a yaw rate determination method for a vehicle, comprising:

[0005] obtaining vehicle parameters, wherein the vehicle parameters include a road adhesion coefficient, a longitudinal vehicle speed of the vehicle, an actual longitudinal acceleration of the vehicle, an average steering angle of front wheels of the vehicle, and an actual lateral acceleration of the vehicle;

[0006] calculating a first candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual longitudinal acceleration, the average steering angle of the front wheels, and the road adhesion coefficient, wherein the first candidate yaw rate represents a required yaw rate when the controllability of the vehicle is the primary performance to be concerned;

[0007] determining a second candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual lateral acceleration, and the first candidate yaw rate, wherein the second candidate yaw rate represents a required yaw rate when the stability of the vehicle is the primary performance to be concerned;

[0008] determining a target yaw rate of the vehicle based on the first candidate yaw rate and the second candidate yaw rate.

[0009] In a second aspect, the application embodiment provides a yaw rate determination device for a vehicle, comprising:

[0010] a parameter obtaining module configured to obtain vehicle parameters, wherein the vehicle parameters include a road adhesion coefficient, a longitudinal vehicle speed of the vehicle, an actual longitudinal acceleration of the vehicle, an average steering angle of front wheels of the vehicle, and an actual lateral acceleration of the vehicle;

[0011] a first calculation module, configured to calculate a first candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual longitudinal acceleration, the average front wheel steering angle and the road adhesion coefficient, wherein the first candidate yaw rate represents a yaw rate required when vehicle handling is a primary concern;

[0012] a second calculation module, configured to determine a second candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual lateral acceleration and the first candidate yaw rate, wherein the second candidate yaw rate represents a yaw rate required when vehicle stability is a primary concern;

[0013] a yaw rate determination module, configured to determine a target yaw rate of the vehicle based on the first candidate yaw rate and the second candidate yaw rate.

[0014] In a third aspect, an embodiment of the present application provides a terminal device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, and the processor implements the method for determining the yaw rate of the vehicle according to any one of the first aspect when executing the computer program.

[0015] In a fourth aspect, an embodiment of the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the method for determining the yaw rate of the vehicle according to any one of the first aspect.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program product, which, when running on a terminal device, enables the terminal device to execute the method for determining the yaw rate of the vehicle according to any one of the first aspect.

[0017] The first aspect embodiment of the present application has the beneficial effects compared with the prior art: the present application first acquires vehicle parameters, wherein the vehicle parameters include a road adhesion coefficient, a longitudinal vehicle speed of the vehicle, an actual longitudinal acceleration of the vehicle, an average front wheel steering angle of the vehicle and an actual lateral acceleration of the vehicle; a first candidate yaw rate of the vehicle is calculated based on the longitudinal vehicle speed, the actual longitudinal acceleration, the average front wheel steering angle and the road adhesion coefficient; a second candidate yaw rate of the vehicle is determined based on the longitudinal vehicle speed, the actual lateral acceleration and the first candidate yaw rate; and a target yaw rate of the vehicle is determined based on the first candidate yaw rate and the second candidate yaw rate.

[0018] The present application determines the final target yaw rate according to the first candidate yaw rate of the vehicle when focusing on vehicle handling and the second candidate yaw rate of the vehicle when focusing on vehicle stability, considers the yaw rate that the vehicle should have under different emphases, considers more comprehensive scenarios, and obtains a target yaw rate that is more in line with the current state of the vehicle, thereby making the determined target yaw rate more accurate.

[0019] It can be understood that the beneficial effects of the second aspect to the fifth aspect described above can be referred to the description of the first aspect, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0021] Figure 1 is a flowchart of a yaw rate determination method of a vehicle provided by an embodiment of the present application;

[0022] Figure 2 is a flowchart of a yaw rate determination method of a vehicle provided by an embodiment of the present application;

[0023] Figure 3 is a flowchart of a yaw rate determination method of a vehicle provided by an embodiment of the present application;

[0024] Figure 4 is a flowchart of a yaw rate determination method of a vehicle provided by an embodiment of the present application;

[0025] Figure 5 is a structural schematic diagram of a yaw rate determination device of a vehicle provided by an embodiment of the present application;

[0026] Figure 6 is a structural schematic diagram of a terminal device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0027] It should be understood that when used in the specification and the appended claims of the present application, the term "comprising" indicates the presence of the described features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0028] It should also be understood that the term "and / or" used in the specification and the appended claims of the present application means any combination of one or more of the associated listed items and all possible combinations, and includes these combinations.

[0029] In addition, in the description of the specification and the appended claims of the present application, the terms "first", "second", "third" and the like are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0030] Reference within the specification of this application to "one embodiment" or "some embodiments" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application. The appearances of the phrase "in one embodiment" or "in some embodiments" in various places within specifications are not necessarily all referring to the same embodiment, however, are meant to signify that "one or more, but not all embodiments" of the application so described are contemplated to develop the application.

[0031] In order to ensure the stability of the vehicle, during the driving of the vehicle, the target yaw rate of the vehicle, that is, the expected yaw rate of the vehicle, needs to be determined, so as to determine the control strategy of the vehicle, and make the actual yaw rate of the vehicle close to the target yaw rate, so as to ensure the stability of the vehicle. As known from the above, the accurate determination of the target yaw rate is the key. The yaw rate can also be the yaw rate, which refers to the deflection of the vehicle around the vertical axis, and the size of the deflection represents the stability of the vehicle.

[0032] Figure 1 The schematic flowchart of the method for determining the yaw rate of the vehicle provided by the application is shown, and the method is described in detail as follows. Figure 1 The method is described in detail as follows:

[0033] S101, acquiring vehicle parameters, wherein the vehicle parameters include a road adhesion coefficient, a longitudinal vehicle speed of the vehicle, an actual longitudinal acceleration of the vehicle, an average steering angle of a front wheel of the vehicle, and an actual lateral acceleration of the vehicle.

[0034] In the embodiment, the road adhesion coefficient can be roughly recorded as the static friction coefficient between the tire and the road, wherein the larger the road adhesion coefficient is, the larger the available adhesion force is, and the vehicle is less likely to slip. The longitudinal vehicle speed of the vehicle is the vehicle speed in the forward direction of the vehicle. The actual longitudinal acceleration of the vehicle is the actual acceleration in the forward direction of the vehicle. The actual lateral acceleration of the vehicle is the actual acceleration of the vehicle in the direction perpendicular to the forward direction. The longitudinal vehicle speed, the actual longitudinal acceleration, and the actual lateral acceleration of the vehicle can be measured by using various sensors installed on the vehicle. The average steering angle of the front wheel of the vehicle can be the average value of the steering angle of the front wheel of the vehicle in a preset time period, wherein the steering angle of the front wheel can be measured by using a steering angle sensor.

[0035] S102, calculating a first candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual longitudinal acceleration, the average steering angle of the front wheel, and the road adhesion coefficient.

[0036] The first candidate yaw rate represents the yaw rate required when the vehicle maneuverability is the primary performance concerned.

[0037] In this embodiment, the vehicle handling performance is also referred to as the vehicle maneuverability. The vehicle handling performance refers to the difference between the result achieved by the operation on the direction, brake, throttle, and various technical and conditional configurations of the vehicle and the purpose and requirement degree of the driver's pre-judgment when the vehicle itself or external factors appear in the vehicle driving.

[0038] In this embodiment, the longitudinal vehicle speed, the actual longitudinal acceleration, the average steering angle of the front wheels, and the road adhesion coefficient are input into the trained first neural network model to obtain the first candidate yaw rate.

[0039] The first candidate yaw rate is obtained based on the longitudinal vehicle speed, the actual longitudinal acceleration, the average steering angle of the front wheels, and the road adhesion coefficient.

[0040] S103, based on the longitudinal vehicle speed, the actual lateral acceleration, and the first candidate yaw rate, a second candidate yaw rate of the vehicle is determined.

[0041] The second candidate yaw rate represents the yaw rate required when the vehicle stability is the primary performance concerned.

[0042] In this embodiment, the vehicle stability refers to the ability of the vehicle to quickly restore the original driving state and direction after being disturbed by external interference during driving, without causing phenomena such as loss of control, side slip (whipping), and overturning.

[0043] In this embodiment, the longitudinal vehicle speed, the actual lateral acceleration, and the first candidate yaw rate are input into the trained second neural network model to obtain the second candidate yaw rate.

[0044] The second candidate yaw rate is obtained based on the longitudinal vehicle speed, the actual lateral acceleration, and the first candidate yaw rate.

[0045] S104, based on the first candidate yaw rate and the second candidate yaw rate, a target yaw rate of the vehicle is determined.

[0046] In this embodiment, the average value of the first candidate yaw rate and the second candidate yaw rate is calculated, and the average value is taken as the target yaw rate.

[0047] Alternatively, a first preset weight corresponding to the first candidate yaw rate and a second preset weight corresponding to the second candidate yaw rate are obtained; a product of the first candidate yaw rate and the first preset weight is calculated to obtain a first product value; a product of the second candidate yaw rate and the second preset weight is calculated to obtain a second product value; and a sum of the first product value and the second product value is calculated to obtain the target yaw rate. After obtaining the target yaw rate, the vehicle control is performed based on the target yaw rate.

[0048] In an embodiment of the present application, a final target yaw rate is determined based on a first candidate yaw rate of the vehicle when focusing on vehicle maneuverability and a second candidate yaw rate of the vehicle when focusing on vehicle stability. The present application considers the yaw rates that the vehicle should have when focusing on different emphases, considers more comprehensive scenarios, and the obtained target yaw rate is more consistent with the current state of the vehicle, thereby making the determined target yaw rate more accurate.

[0049] like Figure 2 As shown, in a possible implementation, the implementation process of step S102 may include:

[0050] S1021: Look up a table based on the longitudinal vehicle speed and the road adhesion coefficient to obtain an understeer gradient of the vehicle.

[0051] In this embodiment, the interval of the road adhesion coefficient is determined, and the level corresponding to the interval of the road adhesion coefficient is determined as the adhesion level of the current road surface, wherein the road adhesion level includes high, medium and low.

[0052] The understeer gradient table corresponding to the current road surface adhesion level is determined as the target gradient table. The understeer gradient corresponding to the longitudinal vehicle speed is searched in the target gradient table. Understeer gradient tables corresponding to different road surface adhesion levels and understeer gradients corresponding to different longitudinal vehicle speeds are pre-set. The understeer gradient indicates the degree of vehicle understeer. Understeer is an important metric for measuring vehicle handling balance, manifesting as the vehicle requiring more steering wheel angle to maintain its desired trajectory.

[0053] In one embodiment, the understeer gradient may also be determined by looking up a table based on the longitudinal vehicle speed, the road adhesion coefficient, and the distances from the front and rear axles to the center of mass.

[0054] S1022: Based on the longitudinal vehicle speed, the actual longitudinal acceleration, and the road adhesion coefficient, a table is looked up to determine a first maximum lateral acceleration when the vehicle is in a steady state and a second maximum lateral acceleration when the vehicle is in a non-steady state.

[0055] In this embodiment, the adhesion level of the current road surface is determined based on the road surface adhesion coefficient. The steady-state accelerometer and unsteady-state accelerometer required at the current moment are determined based on the current road surface adhesion level. Different adhesion levels correspond to different steady-state accelerometers and unsteady-state accelerometers. For example, if the current road surface adhesion level is high, the steady-state accelerometer corresponding to the high adhesion level is A, and the unsteady-state accelerometer corresponding to the high adhesion level is B. If the current road surface adhesion level is low, the steady-state accelerometer corresponding to the low adhesion level is C, and the unsteady-state accelerometer corresponding to the low adhesion level is D. When the vehicle is in an unsteady state, it indicates that the vehicle is slipping, etc.

[0056] The first maximum lateral acceleration corresponding to the longitudinal vehicle speed and the actual longitudinal acceleration at the current moment is searched in a steady-state acceleration table required at the current moment. The second maximum lateral acceleration corresponding to the longitudinal vehicle speed and the actual longitudinal acceleration at the current moment is searched in a non-steady-state acceleration table required at the current moment.

[0057] S1023, determining the expected lateral acceleration of the vehicle based on the understeering gradient, the first maximum lateral acceleration, the second maximum lateral acceleration, and the average front wheel steering angle.

[0058] In an embodiment, a weight set corresponding to the understeering gradient is searched, the weight set including a first weight and a second weight. An acceleration correction value corresponding to the average front wheel steering angle is searched.

[0059] A third product value is obtained by multiplying the first maximum lateral acceleration by the first weight, and a fourth product value is obtained by multiplying the second maximum lateral acceleration by the second weight. The expected lateral acceleration is obtained by adding the third product value, the fourth product value, and the acceleration correction value.

[0060] In an embodiment, the expected lateral acceleration is calculated by the formula The lateral acceleration estimation value corresponding to the average front wheel steering angle is calculated by the formula, where a is the lateral acceleration estimation value, v is the vehicle speed, L is a preset wheelbase, θ is the steering wheel steering angle, and k is the ratio of the steering wheel steering angle to the average front wheel steering angle.

[0061] A preset acceleration correction parameter corresponding to the understeering gradient is searched. The average acceleration is obtained by calculating the mean value of the first maximum lateral acceleration, the second maximum lateral acceleration, and the lateral acceleration estimation value. The expected lateral acceleration of the vehicle is obtained by adding the average acceleration and the acceleration correction parameter.

[0062] S1024, obtaining the first candidate yaw rate of the vehicle when the vehicle maneuverability is emphasized based on the expected lateral acceleration and the longitudinal vehicle speed.

[0063] In an embodiment, the first candidate yaw rate of the vehicle when the vehicle maneuverability is emphasized is obtained by calculating the ratio of the expected lateral acceleration to the longitudinal vehicle speed.

[0064] In an embodiment, the first candidate yaw rate corresponding to the expected lateral acceleration and the longitudinal vehicle speed is determined by table lookup.

[0065] In the embodiments of the present application, the first candidate yaw rate is determined based on multiple parameters including the longitudinal vehicle speed, the actual longitudinal acceleration, the average front wheel steering angle, and the road adhesion coefficient, so that the obtained first candidate yaw rate is more accurate and more consistent with the current state of the vehicle.

[0066] As Figure 3As shown, in one possible implementation, the implementation process of step S103 can include:

[0067] S1031, determining an expected maximum yaw rate of the vehicle based on the longitudinal vehicle speed and the actual lateral acceleration.

[0068] In this embodiment, the actual lateral acceleration can be a filtered lateral acceleration, or an unfiltered lateral acceleration. If the actual lateral acceleration is a filtered lateral acceleration, the filtering method of the actual lateral acceleration includes: searching for a filtering time corresponding to the road adhesion coefficient. The initial lateral acceleration and the filtering time are input into a low-pass filtering module for filtering to obtain the actual lateral acceleration.

[0069] In one embodiment, the yaw rate corresponding to the longitudinal vehicle speed and the actual lateral acceleration is searched for, and the yaw rate corresponding to the longitudinal vehicle speed and the actual lateral acceleration is taken as the expected maximum yaw rate of the vehicle.

[0070] In one embodiment, the expected maximum yaw rate is obtained by dividing the actual lateral acceleration by the longitudinal vehicle speed.

[0071] S1032, if the absolute value of the first candidate yaw rate is less than the absolute value of the expected maximum yaw rate, determining that the first candidate yaw rate is the second candidate yaw rate.

[0072] S1033, if the absolute value of the first candidate yaw rate is greater than or equal to the absolute value of the expected maximum yaw rate, determining that the absolute value of the expected maximum yaw rate is the second candidate yaw rate, wherein the positive and negative of the second candidate yaw rate are the same as those of the first candidate yaw rate.

[0073] In this embodiment, since the larger the yaw rate is, the more unstable the vehicle is, the yaw rate of the vehicle should be small. Specifically, the expected maximum yaw rate is obtained by dividing the actual lateral acceleration by the longitudinal vehicle speed. wherein r s is the second candidate yaw rate, r h is the first candidate yaw rate, r sat is the expected maximum yaw rate, and sign(r h ) represents the sign of r h . When r h is positive, sign(r h ) is positive, and when r h is negative, sign(r h ) is negative. |r h |≥|r sat | means that the first candidate yaw rate is too large for the current adhesion condition, so |r sat |sign(r h ) is taken as the second candidate yaw rate.

[0074] In the embodiment, the second candidate yaw rate is limited by the expected maximum yaw rate, so that the second candidate yaw rate is more consistent with the adhesion condition of the current road surface.

[0075] As shown in a possible implementation, the implementation process of step S104 can include: Figure 4

[0076] S1041, obtaining a yaw rate distribution coefficient of the vehicle.

[0077] In the embodiment, the yaw rate distribution coefficient is used to determine the proportion of the first candidate yaw rate and the second candidate yaw rate in the target yaw rate.

[0078] In the embodiment, the implementation process of step S1041 includes:

[0079] obtaining a correction parameter, wherein the correction parameter is a mass center side slip angle and / or a lateral acceleration error of the vehicle; searching for a yaw rate distribution coefficient corresponding to the correction parameter, and determining the yaw rate distribution coefficient corresponding to the correction parameter as the yaw rate distribution coefficient of the vehicle.

[0080] Specifically, the lateral acceleration error is the absolute value of the difference between the actual lateral acceleration and the expected lateral acceleration.

[0081] Specifically, when the correction parameter includes the mass center side slip angle, the yaw rate distribution coefficient is determined according to the mass center side slip angle. If the mass center side slip angle is within a first preset range, a preset distribution coefficient corresponding to the mass center side slip angle is searched for and determined as the yaw rate distribution coefficient. Alternatively, if the mass center side slip angle is within the first preset range, the maximum value of the first preset range, the minimum value of the first preset range and the mass center side slip angle are input into a first preset formula to calculate the yaw rate distribution coefficient. When the mass center side slip angle is within the first preset range, the mass center side slip angle is a value greater than 0 and less than 1. If the mass center side slip angle is less than the minimum value of the first preset range, the yaw rate distribution coefficient is 0, and the target yaw rate is the first candidate yaw rate. If the mass center side slip angle is greater than the maximum value of the first preset range, the yaw rate distribution coefficient is 1, and the target yaw rate is the second candidate yaw rate.

[0082] ​Specifically, when the correction parameter comprises the lateral acceleration error, the yaw rate distribution coefficient is determined according to the lateral acceleration error. If the lateral acceleration error is within a second preset range, a preset distribution coefficient corresponding to the lateral acceleration error is searched, and the preset distribution coefficient corresponding to the lateral acceleration error is determined as the yaw rate distribution coefficient. Alternatively, if the lateral acceleration error is within the second preset range, the maximum value of the second preset range, the minimum value of the second preset range and the lateral acceleration error are input into a second preset formula to calculate the yaw rate distribution coefficient. When the lateral acceleration error is within the second preset range, the lateral acceleration error is a value greater than 0 and less than 1. If the lateral acceleration error is less than the minimum value of the second preset range, the yaw rate distribution coefficient is 0, and the target yaw rate is the first candidate yaw rate. If the lateral acceleration error is greater than the maximum value of the second preset range, the yaw rate distribution coefficient is 1, and the target yaw rate is the second candidate yaw rate.

[0083] If the correction parameter comprises the center of mass side slip angle and the lateral acceleration error, a yaw rate distribution coefficient corresponding to the center of mass side slip angle and the lateral acceleration error is searched, and the searched yaw rate distribution coefficient is taken as the yaw rate distribution coefficient of the vehicle.

[0084] In the embodiment, the determination of the correction parameter comprises: judging whether the center of mass side slip angle is within a preset range, and if the center of mass side slip angle is within the preset range, the correction parameter can comprise the center of mass side slip angle. Judging whether the lateral acceleration error is within a preset range, and if the lateral acceleration error is within the preset range, the correction parameter can comprise the lateral acceleration.

[0085] In S1042, the first candidate yaw rate and the second candidate yaw rate are proportionally distributed based on the yaw rate distribution coefficient to obtain the target yaw rate of the vehicle.

[0086] In the embodiment, the target yaw rate of the vehicle is obtained based on a yaw rate determination model, wherein the yaw rate determination model is r z = F x r s + (1-F) x r h , r z is the target yaw rate, F is the yaw rate distribution coefficient, r s is the second candidate yaw rate, and r h is the first candidate yaw rate.

[0087] In the embodiment, the first candidate yaw rate and the second candidate yaw rate are distributed according to the yaw rate distribution coefficient to obtain the target yaw rate, so that the obtained target yaw rate is more accurate.

[0088] It should be understood that the size of the serial number of each step in the above embodiments does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0089] A method for determining a yaw rate of a vehicle corresponding to the above embodiments, Figure 5 A structure block diagram of a device for determining a yaw rate of a vehicle is shown, and only parts related to the embodiments of the present application are shown for ease of description.

[0090] Referring to Figure 5 The device 200 can include a parameter acquisition module 210, a first calculation module 220, a second calculation module 230, and a yaw rate determination module 240.

[0091] The parameter acquisition module 210 is configured to acquire vehicle parameters, wherein the vehicle parameters include a road adhesion coefficient, a longitudinal vehicle speed of the vehicle, an actual longitudinal acceleration of the vehicle, an average front wheel steering angle of the vehicle, and an actual lateral acceleration of the vehicle.

[0092] The first calculation module 220 is configured to calculate a first candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual longitudinal acceleration, the average front wheel steering angle, and the road adhesion coefficient, wherein the first candidate yaw rate represents a required yaw rate when vehicle handling is the primary performance of concern.

[0093] The second calculation module 230 is configured to determine a second candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual lateral acceleration, and the first candidate yaw rate, wherein the second candidate yaw rate represents a required yaw rate when vehicle stability is the primary performance of concern.

[0094] The yaw rate determination module 240 is configured to determine a target yaw rate of the vehicle based on the first candidate yaw rate and the second candidate yaw rate.

[0095] In a possible implementation, the first calculation module 220 can be specifically configured to:

[0096] perform table lookup based on the longitudinal vehicle speed and the road adhesion coefficient to obtain an understeer gradient of the vehicle;

[0097] perform table lookup based on the longitudinal vehicle speed, the actual longitudinal acceleration, and the road adhesion coefficient to determine a first maximum lateral acceleration when the vehicle is in a steady state and a second maximum lateral acceleration when the vehicle is in a non-steady state;

[0098] determine an expected lateral acceleration of the vehicle based on the understeering gradient, the first maximum lateral acceleration, the second maximum lateral acceleration, and the average front wheel steering angle;

[0099] obtain a first candidate yaw rate of the vehicle based on the expected lateral acceleration and the longitudinal vehicle speed.

[0100] In a possible implementation, the first calculation module 220 can be specifically configured to:

[0101] obtain a first candidate yaw rate of the vehicle by calculating a ratio of the expected lateral acceleration to the longitudinal vehicle speed.

[0102] In a possible implementation, the second calculation module 230 can be specifically configured to:

[0103] determine an expected maximum yaw rate of the vehicle based on the longitudinal vehicle speed and the actual lateral acceleration;

[0104] if an absolute value of the first candidate yaw rate is less than an absolute value of the expected maximum yaw rate, determine the first candidate yaw rate as the second candidate yaw rate;

[0105] if the absolute value of the first candidate yaw rate is greater than or equal to the absolute value of the expected maximum yaw rate, determine the absolute value of the expected maximum yaw rate as the second candidate yaw rate, wherein a positive or negative of the second candidate yaw rate is the same as that of the first candidate yaw rate.

[0106] In a possible implementation, the yaw rate determination module 240 can be specifically configured to:

[0107] obtain a yaw rate distribution coefficient of the vehicle;

[0108] perform proportional distribution on the first candidate yaw rate and the second candidate yaw rate based on the yaw rate distribution coefficient to obtain a target yaw rate of the vehicle.

[0109] In a possible implementation, the yaw rate determination module 240 can be specifically configured to:

[0110] obtain a correction parameter, wherein the correction parameter is a mass side slip angle and / or lateral acceleration error of the vehicle;

[0111] find a yaw rate distribution coefficient corresponding to the correction parameter, and determine the yaw rate distribution coefficient corresponding to the correction parameter as the yaw rate distribution coefficient of the vehicle.

[0112] In a possible implementation, the yaw rate determination module 240 can be specifically configured to:

[0113] determine a target yaw rate of the vehicle based on a yaw rate determination model, wherein the yaw rate determination model is r z =Fxr s +(1-F)xr h , r z is the target yaw rate, F is the yaw rate distribution coefficient, r s is the second candidate yaw rate, r h is the first candidate yaw rate.

[0114] It should be noted that the information interaction, execution process and the like between the above apparatuses / units are based on the same concept as the method embodiments of the present application, and specific functions and brought technical effects can be referred to the method embodiments part, which will not be repeated here.

[0115] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of each functional unit and module is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. The above integrated unit can be realized in the form of hardware or software. In addition, the specific names of each functional unit and module are only for easy distinction, and do not limit the protection scope of the present application. The specific working process of the unit and module in the above system can refer to the corresponding process in the foregoing method embodiments, which will not be repeated here.

[0116] The present application also provides a terminal device, which refers to Figure 6 The terminal device 400 can include at least one processor 410, a memory 420, and a computer program stored in the memory 420 and executable on the at least one processor 410, wherein the processor 410 implements the steps in any of the above method embodiments when executing the computer program, for example Figure 1 Steps S101 to S104 in the embodiment shown. Alternatively, the processor 410 implements the functions of each module / unit in the above apparatus embodiments when executing the computer program, for example Figure 5 The functions of the parameter acquisition module 210 to the yaw rate determination module 240 shown.

[0117] For example, the computer program can be divided into one or more modules / units, one or more modules / units are stored in the memory 420 and executed by the processor 410 to complete the present application. The one or more modules / units can be a series of computer program segments capable of completing a specific function, which are used to describe the execution process of the computer program in the terminal device 400.

[0118] Those skilled in the art can understand that, Figure 6 The terminal device is only an example and does not constitute a limitation on the terminal device, and can include more or fewer components than shown, or combine certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0119] The processor 410 can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor.

[0120] The memory 420 can be an internal storage unit of the terminal device, or an external storage device of the terminal device, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. The memory 420 is used to store the computer program and other programs and data required by the terminal device. The memory 420 can also be used to temporarily store data that has been output or will be output.

[0121] The bus can be an industry standard architecture (ISA) bus, a peripheral component (PCI) bus, or an extended industry standard architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application does not limit to only one bus or one type of bus.

[0122] The method for determining the yaw rate of a vehicle provided in the embodiment of the present application can be applied to terminal devices such as computers, tablet computers, laptop computers, netbooks, and personal digital assistants (PDAs). The embodiment of the present application does not impose any restrictions on the specific type of terminal device.

[0123] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0124] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0125] In the embodiments provided in this application, it should be understood that the disclosed terminal devices, apparatuses, and methods can be implemented in other ways. For example, the terminal device embodiments described above are merely illustrative. For example, the division of the modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0126] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0127] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0128] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, all or part of the processes in the above-mentioned embodiment methods can also be implemented by a computer program instructing related hardware, and the computer program can be stored in a computer readable storage medium. The computer program, when executed by one or more processors, can implement the steps of the above-mentioned various method embodiments.

[0129] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, all or part of the processes in the above-mentioned embodiment methods can also be implemented by a computer program instructing related hardware, and the computer program can be stored in a computer readable storage medium. The computer program, when executed by one or more processors, can implement the steps of the above-mentioned various method embodiments.

[0130] Similarly, as a computer program product, when the computer program product runs on the terminal device, it enables the terminal device to implement the steps in the above-mentioned various method embodiments.

[0131] The computer program includes computer program code, which can be in the form of source code, object code, executable files, or some intermediate forms. The computer readable medium can include any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the contents included in the computer readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction, for example, in some jurisdictions, according to legislation and patent practice, the computer readable medium does not include electrical carrier signals and telecommunication signals.

[0132] The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements to some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A method of determining a yaw rate of a vehicle, characterized in that The method comprises: obtaining vehicle parameters, wherein the vehicle parameters comprise a road adhesion coefficient, a longitudinal vehicle speed of the vehicle, an actual longitudinal acceleration of the vehicle, an average front wheel steering angle of the vehicle, and an actual lateral acceleration of the vehicle; calculating a first candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual longitudinal acceleration, the average front wheel steering angle, and the road adhesion coefficient, wherein the first candidate yaw rate represents a required yaw rate when vehicle handling is a performance of primary concern; determining a second candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual lateral acceleration, and the first candidate yaw rate, wherein the second candidate yaw rate represents a required yaw rate when vehicle stability is a performance of primary concern; determining a target yaw rate of the vehicle based on the first candidate yaw rate and the second candidate yaw rate.

2. The method of determining a yaw rate of a vehicle according to claim 1, characterized in that The calculating a first candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual longitudinal acceleration, the average front wheel steering angle, and the road adhesion coefficient comprises: looking up a table based on the longitudinal vehicle speed and the road adhesion coefficient to obtain an understeer gradient of the vehicle; looking up a table based on the longitudinal vehicle speed, the actual longitudinal acceleration, and the road adhesion coefficient to determine a first maximum lateral acceleration when the vehicle is in a steady state and a second maximum lateral acceleration when the vehicle is in a non-steady state; determining an expected lateral acceleration of the vehicle based on the understeer gradient, the first maximum lateral acceleration, the second maximum lateral acceleration, and the average front wheel steering angle; obtaining a first candidate yaw rate of the vehicle based on the expected lateral acceleration and the longitudinal vehicle speed.

3. The method of determining a yaw rate of a vehicle according to claim 2, characterized in that The obtaining a first candidate yaw rate of the vehicle based on the expected lateral acceleration and the longitudinal vehicle speed comprises: calculating a ratio of the expected lateral acceleration to the longitudinal vehicle speed to obtain a first candidate yaw rate of the vehicle.

4. The method of determining a yaw rate of a vehicle according to claim 1, characterized in that, The determining a second candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual lateral acceleration, and the first candidate yaw rate comprises: determining an expected maximum yaw rate of the vehicle based on the longitudinal vehicle speed and the actual lateral acceleration; if an absolute value of the first candidate yaw rate is less than an absolute value of the expected maximum yaw rate, determining the first candidate yaw rate as the second candidate yaw rate; if the absolute value of the first candidate yaw rate is greater than or equal to the absolute value of the expected maximum yaw rate, determining the absolute value of the expected maximum yaw rate as the second candidate yaw rate, wherein a positive or negative of the second candidate yaw rate is the same as that of the first candidate yaw rate.

5. The method of determining a yaw rate of a vehicle according to any one of claims 1 to 4, characterized in that The determining a target yaw rate of the vehicle based on the first candidate yaw rate and the second candidate yaw rate comprises: obtaining a yaw rate distribution coefficient of the vehicle; proportionally distributing the first candidate yaw rate and the second candidate yaw rate based on the yaw rate distribution coefficient to obtain a target yaw rate of the vehicle.

6. The method of determining a yaw rate of a vehicle according to claim 5, characterized in that The obtaining a yaw rate distribution coefficient of the vehicle comprises: obtaining a correction parameter, wherein the correction parameter is a mass center side slip angle and / or a lateral acceleration error of the vehicle; The yaw rate distribution coefficient corresponding to the correction parameter is searched, and the yaw rate distribution coefficient corresponding to the correction parameter is determined as the yaw rate distribution coefficient of the vehicle.

7. The method of determining the yaw rate of a vehicle according to claim 5, characterized in that, The first candidate yaw rate and the second candidate yaw rate are proportionally distributed based on the yaw rate distribution coefficient to obtain a target yaw rate of the vehicle, and the target yaw rate of the vehicle is determined based on the first candidate yaw rate and the second candidate yaw rate. determine a target yaw rate of the vehicle based on a yaw rate determination model, wherein the yaw rate determination model is r z = F x r s + (1 - F) x r h , r z is the target yaw rate, F is a yaw rate distribution coefficient, r s is the second candidate yaw rate, and r h is the first candidate yaw rate.

8. A yaw rate determination device for a vehicle, characterized by The method comprises the steps of: The parameter acquisition module is configured to acquire vehicle parameters, wherein the vehicle parameters comprise a road adhesion coefficient, a longitudinal vehicle speed of the vehicle, an actual longitudinal acceleration of the vehicle, an average front wheel steering angle of the vehicle, and an actual lateral acceleration of the vehicle. The first calculation module is configured to calculate a first candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual longitudinal acceleration, the average front wheel steering angle, and the road adhesion coefficient, wherein the first candidate yaw rate represents a required yaw rate when vehicle handling performance is the primary concern. The second calculation module is configured to determine a second candidate yaw rate of the vehicle based on the longitudinal vehicle speed, the actual lateral acceleration, and the first candidate yaw rate, wherein the second candidate yaw rate represents a required yaw rate when vehicle stability performance is the primary concern. The yaw rate determination module is configured to determine a target yaw rate of the vehicle based on the first candidate yaw rate and the second candidate yaw rate.

9. A terminal device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the method for determining the yaw rate of the vehicle according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, the computer program comprising instructions that, when executed by a computer, cause the computer to perform the method of any one of claims 1 to 9. The computer program is executed by the processor to implement the method for determining the yaw rate of the vehicle according to any one of claims 1 to 7.

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