Vehicle control method, device, vehicle and computer-readable storage medium

Abstract

The present application provides a vehicle control method, device, vehicle and computer-readable storage medium, the method is applied to a vehicle with a rear-wheel steering function, the method comprising: when the vehicle is traveling on a separated road surface, obtaining a first yaw velocity and a lateral acceleration of the vehicle; compensating the first yaw velocity according to the lateral acceleration to obtain a second yaw velocity; and steering the rear wheels according to the second yaw velocity. Wherein, when the vehicle is traveling on a separated road surface, the adhesion coefficient of the road surface in contact with the left wheel is different from the adhesion coefficient of the road surface in contact with the right wheel. The present application can offset the yaw of the vehicle caused by steering the rear wheels according to the yaw velocity, thereby reducing the lateral displacement of the vehicle to improve the stability of the vehicle and reduce the risk of accidents.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a vehicle control method, device, vehicle and computer-readable storage medium in the field of vehicle technology. Background Art

[0002] Vehicle stability has a vital impact on driving safety. However, when the left and right wheels of a vehicle are driving on roads with different adhesion coefficients, the different adhesion of the left and right wheels will cause the vehicle to yaw and rotate, resulting in vehicle instability, which in turn increases the risk of accidents.

[0003] Therefore, it is urgent to propose effective solutions to the above problems. Summary of the invention

[0004] The present application provides a vehicle control method, device, vehicle and computer-readable storage medium, and the present application can improve the stability of the vehicle when traveling on a separated road.

[0005] In a first aspect, a vehicle control method is provided, which is applied to a vehicle with a rear-wheel steering function, the method comprising: when the vehicle is traveling on a separated road surface, obtaining a first yaw angular velocity and a lateral acceleration of the vehicle; when the vehicle is traveling on a separated road surface, the adhesion coefficient of the road surface in contact with the left wheel is different from the adhesion coefficient of the road surface in contact with the right wheel; according to the lateral acceleration, the first yaw angular velocity is compensated to obtain a second yaw angular velocity; and the rear wheels are steered according to the second yaw angular velocity.

[0006] Through the above technical solution, when the vehicle is traveling on a separated road surface, the first yaw angular velocity of the vehicle can be compensated according to the lateral acceleration of the vehicle to obtain a second yaw angular velocity, and the rear wheels can be steered according to the second yaw angular velocity, which can offset the yaw of the vehicle caused by steering the rear wheels according to the yaw angular velocity, thereby reducing the lateral displacement of the vehicle, thereby improving the stability of the vehicle and reducing the risk of accidents.

[0007] In combination with the first aspect and the above implementation, in some possible implementations, obtaining the first yaw rate of the vehicle includes: determining whether the vehicle meets the starting condition, and if so, when receiving the collected value of the yaw rate of the vehicle sent by the yaw rate sensor of the vehicle, setting the collected value of the yaw rate to zero to obtain the first yaw rate; the starting condition includes that the traction control function of the vehicle has been activated, and the activation time is less than the first threshold, and the longitudinal speed of the vehicle is less than the second threshold. Based on the above technical solution, by setting the output value of the yaw rate sensor to zero during the vehicle starting stage to eliminate the static error of the yaw rate, unnecessary control actions can be avoided, ensuring the stability of the rear wheel steering control system, thereby improving the stability of the vehicle.

[0008] In combination with the first aspect and the above implementation, in some possible implementations, obtaining the first yaw rate of the vehicle includes: determining whether the vehicle meets the start completion condition, and if so, obtaining the collected value of the yaw rate of the vehicle by the yaw rate sensor, and obtaining the first yaw rate according to the collected value of the yaw rate; the start completion condition includes at least one of the following conditions: the traction control function of the vehicle is not activated; the traction control function is activated and the activation time is greater than or equal to the first threshold; the longitudinal speed of the vehicle is greater than or equal to the second threshold. Based on the above technical solution, whether to use the collected value of the yaw rate sensor is determined by determining whether the vehicle meets the start completion condition. It can ensure that the collected value accurately reflects the actual dynamics of the vehicle, which helps to improve the responsiveness and accuracy of the rear wheel steering control system in the start completion stage and improve the stability of the vehicle.

[0009] In combination with the first aspect and the above implementations, in some possible implementations, obtaining the first yaw angular velocity according to the collected values ​​of the yaw angular velocity includes: filtering the collected values ​​of the yaw angular velocity to obtain the first yaw angular velocity. Based on the above technical solution, by filtering the collected values ​​of the yaw angular velocity to obtain the first yaw angular velocity, the influence of noise can be effectively reduced, the accuracy and stability of the data can be improved, thereby improving the accuracy of the rear wheel steering control and improving the stability of the vehicle.

[0010] In combination with the first aspect and the above implementation, in some possible implementations, the first yaw velocity is compensated according to the lateral acceleration to obtain the second yaw velocity, including: obtaining the first preset acceleration that is the same as the lateral acceleration from the first mapping relationship; determining the first preset angular velocity corresponding to the first preset acceleration that is the same as the lateral acceleration as the first yaw velocity compensation value; wherein the first mapping relationship includes a plurality of first preset accelerations and a plurality of first preset angular velocities corresponding to each of the first preset accelerations; and calculating the sum of the first yaw velocity compensation value and the first yaw velocity to obtain the second yaw velocity. Based on the above technical solution, the first yaw velocity is directly compensated according to the lateral acceleration to obtain the second yaw velocity, which can improve the accuracy of the yaw velocity data, thereby improving the accuracy of the rear wheel steering control, and quickly improving the stability of the vehicle.

[0011] In combination with the first aspect and the above implementation, in some possible implementations, the first yaw velocity is compensated according to the lateral acceleration to obtain the second yaw velocity, including: integrating the lateral acceleration once in the time domain to obtain the lateral velocity of the vehicle; obtaining the first preset velocity that is the same as the lateral velocity from the second mapping relationship; determining the second preset angular velocity corresponding to the first preset velocity that is the same as the lateral velocity as the second yaw velocity compensation value; wherein the second mapping relationship includes a plurality of first preset velocities and a plurality of second preset angular velocities corresponding to each of the first preset velocities; calculating the sum of the second yaw velocity compensation value and the first yaw velocity to obtain the second yaw velocity. Based on the above technical solution, the first yaw velocity is compensated according to the lateral velocity of the vehicle obtained by integrating the lateral acceleration once to obtain the second yaw velocity. Compared with the lateral acceleration, the lateral velocity can more accurately reflect the lateral motion state of the vehicle. Therefore, the yaw velocity compensation value obtained based on the lateral velocity is more accurate, and the second yaw velocity obtained is more accurate, that is, more accurate rear wheel steering control can be performed to improve the stability of the vehicle.

[0012] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the first yaw velocity is compensated according to the lateral acceleration to obtain the second yaw velocity, including: performing a second integration of the lateral acceleration in the time domain to obtain the lateral displacement of the vehicle; obtaining the first preset displacement that is the same as the lateral displacement from the third mapping relationship; determining the third preset angular velocity corresponding to the first preset displacement that is the same as the lateral displacement as the third yaw velocity compensation value; wherein the third mapping relationship includes a plurality of first preset displacements and a third preset angular velocity corresponding to each of the plurality of first preset displacements; calculating the sum of the third yaw velocity compensation value and the first yaw velocity to obtain the second yaw velocity. Based on the above-mentioned technical solution, the first yaw velocity is compensated according to the lateral displacement of the vehicle obtained by performing a second integration of the lateral acceleration to obtain the second yaw velocity. Compared with the lateral velocity, the lateral displacement can more accurately reflect the lateral driving trajectory of the vehicle. Therefore, the yaw rate compensation value obtained based on the lateral displacement is more accurate than the yaw rate compensation value obtained based on the lateral velocity\lateral velocity, and the second yaw rate obtained is more accurate, that is, more accurate rear wheel steering control can be performed to improve the stability of the vehicle.

[0013] In a second aspect, a vehicle control device is provided, which is configured for a vehicle with a rear-wheel steering function, and the device includes: an acquisition module, used to acquire a first yaw angular velocity and a lateral acceleration of the vehicle when the vehicle is traveling on a separated road surface; when the vehicle is traveling on the separated road surface, the adhesion coefficient of the road surface in contact with the left wheel is different from the adhesion coefficient of the road surface in contact with the right wheel; a processing module, used to compensate the first yaw angular velocity according to the lateral acceleration to obtain a second yaw angular velocity; and a control module, used to perform steering control on the rear wheels according to the second yaw angular velocity.

[0014] In combination with the second aspect and the above implementation, in some possible implementations, the acquisition module includes:

[0015] The first judgment unit is used to judge whether the vehicle meets the starting condition. If so, when receiving the collected value of the yaw angular velocity of the vehicle sent by the yaw angular velocity sensor of the vehicle, the collected value of the yaw angular velocity is set to zero to obtain a first yaw angular velocity; the starting condition includes that the traction control function of the vehicle has been activated, and the activation time is less than the first threshold, and the longitudinal speed of the vehicle is less than the second threshold.

[0016] In combination with the second aspect and the above implementation, in some possible implementations, the acquisition module further includes:

[0017] The second judgment unit is used to judge whether the vehicle meets the starting completion condition. If so, the yaw angular velocity value collected by the yaw angular velocity sensor of the vehicle is obtained, and the first yaw angular velocity is obtained according to the collected yaw angular velocity value; the starting completion condition includes at least one of the following conditions: the traction control function of the vehicle is not activated; the traction control function is activated and the activation time is greater than or equal to the first threshold; the longitudinal speed of the vehicle is greater than or equal to the second threshold.

[0018] In combination with the second aspect and the foregoing implementation manner, in some possible implementation manners, the second determination unit includes:

[0019] The processing subunit is used to filter the collected value of the yaw angular velocity to obtain a first yaw angular velocity.

[0020] In combination with the second aspect and the above implementation, in some possible implementations, the above processing module includes:

[0021] The first processing unit is used to obtain a first preset acceleration that is the same as the lateral acceleration from a first mapping relationship; determine a first preset angular velocity corresponding to the first preset acceleration that is the same as the lateral acceleration as a first yaw angular velocity compensation value; wherein the first mapping relationship includes a plurality of first preset accelerations and first preset angular velocities corresponding to each of the plurality of first preset accelerations; and calculate the sum of the first yaw angular velocity compensation value and the first yaw angular velocity to obtain a second yaw angular velocity.

[0022] In combination with the second aspect and the above implementation, in some possible implementations, the processing module further includes:

[0023] The second processing unit is used to integrate the lateral acceleration in the time domain to obtain the lateral velocity of the vehicle; obtain a first preset velocity that is the same as the lateral velocity from a second mapping relationship; determine a second preset angular velocity corresponding to the first preset velocity that is the same as the lateral velocity as a second yaw velocity compensation value; wherein the second mapping relationship includes a plurality of first preset velocities and second preset angular velocities corresponding to each of the plurality of first preset velocities; and calculate the sum of the second yaw velocity compensation value and the first yaw velocity to obtain a second yaw velocity.

[0024] In combination with the second aspect and the above implementation, in some possible implementations, the processing module further includes:

[0025] The third processing unit is used to perform a second integration of the lateral acceleration in the time domain to obtain a lateral displacement of the vehicle; obtain a first preset displacement that is the same as the lateral displacement from a third mapping relationship; determine a third preset angular velocity corresponding to the first preset displacement that is the same as the lateral displacement as a third yaw rate compensation value; wherein the third mapping relationship includes a plurality of first preset displacements and third preset angular velocities corresponding to each of the plurality of first preset displacements; and calculate a sum of the third yaw rate compensation value and the first yaw rate to obtain a second yaw rate.

[0026] In a third aspect, a vehicle is provided, comprising: a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, so that the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0027] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0028] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 A schematic flow chart of a vehicle control method provided in an embodiment of the present application is shown;

[0030] Figure 2 A schematic diagram of a separated road surface provided in an embodiment of the present application is shown;

[0031] Figure 3 A schematic flow chart of another vehicle control method provided by an embodiment of the present application is shown;

[0032] Figure 4 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application is shown;

[0033] Figure 5 A schematic structural diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0034] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0035] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0036] Vehicle stability has a vital impact on driving safety. However, when the left and right wheels of a vehicle are driving on roads with different adhesion coefficients, the different adhesion of the left and right wheels will cause the vehicle to yaw and rotate, resulting in vehicle instability, which in turn increases the risk of accidents.

[0037] At present, the technologies that can improve the stability of vehicles with rear-wheel steering function when driving on separated roads include: by taking the vehicle yaw angular velocity as the control target, controlling the rear wheel steering angle of the vehicle to improve the yaw moment effect of the vehicle to improve the stability of the vehicle. However, the change of the rear wheel steering angle will generate additional lateral force, which may cause the vehicle to generate lateral acceleration and lateral displacement, thereby affecting the lateral driving trajectory of the vehicle and affecting driving safety. Among them, separated roads are roads with different road surfaces on both sides of the road. For example, one side of a road is covered with ice, while the other side is a dry asphalt road.

[0038] Based on the problems existing in the above-mentioned related technologies, the embodiments of the present application provide a vehicle control method, device, vehicle and computer-readable storage medium. In the process of controlling the rear-wheel steering according to the yaw angular velocity, the present application takes into account the influence of the lateral acceleration on the lateral driving trajectory of the vehicle, obtains the yaw angular velocity compensation value according to the lateral acceleration, and compensates the real-time yaw angular velocity of the vehicle, thereby optimizing the rear-wheel steering control strategy, which can improve the stability of the vehicle when driving on a separated road surface, and at the same time avoid excessive lateral displacement of the vehicle caused by the rear-wheel steering control, thereby improving driving safety and reducing the risk of accidents.

[0039] The following is an embodiment of a vehicle control method provided in an embodiment of the present application.

[0040] Figure 1 A schematic flow chart of a vehicle control method provided by an embodiment of the present application is shown, such as Figure 1 As shown, a vehicle control method provided in an embodiment of the present application is applied to a vehicle with a rear-wheel steering function. The above vehicle control method includes the following schemes:

[0041] S110: When the vehicle is traveling on a separated road surface, a first yaw angular velocity and a lateral acceleration of the vehicle are acquired.

[0042] When a vehicle is traveling on a split road, the adhesion coefficient of the road surface in contact with the left wheel is different from the adhesion coefficient of the road surface in contact with the right wheel. Split road means that different parts of the road surface have significantly different physical properties or friction coefficients, resulting in different dynamic behaviors of the vehicle on these different parts of the road surface. For example, Figure 2 A schematic diagram of a separated road surface is shown, see Figure 2 As shown, one side of a road is covered with ice, while the other side is dry asphalt, causing the wheels on both sides of the vehicle to travel on different types of road surfaces, namely, the adhesion coefficient of the road surface contacted by the left wheel is different from the adhesion coefficient of the road surface contacted by the right wheel. Driving on such a separated road surface will affect the handling performance and stability of the vehicle.

[0043] Based on the problem of vehicle instability when the vehicle is traveling on a separated road surface, in the embodiment of the present application, the rear wheels are controlled to steer by yaw angular velocity to improve the stability of the vehicle when traveling on a separated road surface. However, steering the rear wheels according to the yaw angular velocity will cause the vehicle to generate lateral acceleration, affecting the lateral driving trajectory of the vehicle. Therefore, while controlling the rear wheels to steer according to the yaw angular velocity to improve the stability of the vehicle, it is necessary to consider the impact of lateral acceleration on the driving trajectory. That is, when the vehicle is traveling on a separated road surface, it is necessary to obtain the first yaw angular velocity and lateral acceleration of the vehicle to comprehensively consider the factors affecting the handling performance and stability of the vehicle. Among them, the first yaw angular velocity is used to represent the yaw angular velocity measurement value of the vehicle, that is, the real-time yaw angular velocity, and is also the output value of the vehicle yaw angular velocity sensor.

[0044] S120: Compensating the first yaw angular velocity according to the lateral acceleration to obtain a second yaw angular velocity.

[0045] The lateral acceleration can reflect the dynamic characteristics of the vehicle in the lateral direction, and this dynamic characteristic will directly affect the yaw rate of the vehicle, and then affect the reliability of the rear wheel steering control of the vehicle, making the effect of improving the stability of the vehicle through the rear wheel steering control not obvious. Therefore, in order to effectively improve the stability of the vehicle when driving on a separated road, it is necessary to compensate the yaw rate to obtain a more accurate yaw rate as the data basis for the rear wheel steering control of the vehicle. Among them, the compensation of the yaw rate is specifically to compensate the first yaw rate according to the lateral acceleration to obtain the second yaw rate. The role of compensating the first yaw rate according to the lateral acceleration is: it can offset the yaw of the vehicle caused by the steering of the rear wheels according to the yaw rate, thereby reducing the lateral displacement of the vehicle.

[0046] In the embodiment of the present application, the first yaw angular velocity is compensated according to the lateral acceleration to obtain the second yaw angular velocity in three ways:

[0047] Implementation method 1

[0048] According to the lateral acceleration, a first preset yaw angular velocity corresponding to the lateral acceleration is obtained to obtain a first yaw angular velocity compensation value; and a sum of the first yaw angular velocity compensation value and the first yaw angular velocity is calculated to obtain a second yaw angular velocity.

[0049] Exemplarily, according to the lateral acceleration, a first preset acceleration identical to the lateral acceleration is acquired from a first mapping relationship; and a first preset angular velocity corresponding to the first preset acceleration identical to the lateral acceleration is determined as the first yaw angular velocity compensation value.

[0050] In the embodiment of the present application, as shown in Table 1, the first mapping relationship includes a plurality of first preset accelerations and first preset angular velocities corresponding to the plurality of first preset accelerations. For example, when the first preset acceleration is Am / s², the corresponding first preset angular velocity is a rad / s, that is, when the lateral acceleration is Am / s², the corresponding first yaw angular velocity compensation value is a rad / s.

[0051] Table 1

[0052]

[0053] Exemplarily, the first yaw rate compensation value is summed with the first yaw rate to obtain the second yaw rate.

[0054] For example, assuming that the first yaw rate is v rad / s, the first yaw rate compensation value is a rad / s, that is, the second yaw rate is (v+a) rad / s.

[0055] It should be understood that the lateral acceleration, the first yaw angular velocity, the first yaw angular velocity compensation value, the first preset velocity and the first preset angular velocity in the embodiments of the present application are all vectors with positive and negative signs.

[0056] Based on the above technical solution, the first yaw angular velocity is directly compensated according to the lateral acceleration to obtain the second yaw angular velocity, so that the second yaw angular velocity can be quickly obtained, and then the rear wheels can be quickly steered and controlled, thereby quickly improving the stability of the vehicle and reducing the risk of accidents in a short time.

[0057] Implementation method 2

[0058] The lateral acceleration is integrated once in the time domain to obtain a lateral velocity of the vehicle; according to the lateral velocity, a second preset yaw velocity corresponding to the lateral velocity is obtained to obtain a second yaw velocity compensation value; and the sum of the second yaw velocity compensation value and the first yaw velocity is calculated to obtain a second yaw velocity.

[0059] The lateral acceleration is used to indicate the rate of change of the vehicle's velocity in the lateral direction. Integrating the lateral acceleration in the time domain means finding the cumulative effect of the lateral acceleration over time to obtain the lateral velocity.

[0060] Exemplarily, according to the lateral speed, a first preset speed which is the same as the lateral speed is acquired from the second mapping relationship; and a second preset angular speed corresponding to the first preset speed which is the same as the lateral speed is determined as the second yaw angular speed compensation value.

[0061] The second mapping relationship includes a plurality of first preset speeds and second preset angular speeds corresponding to each of the plurality of first preset speeds.

[0062] It should be understood that in the embodiment of the present application, the lateral velocity of the vehicle can also be directly measured by the velocity sensor, and then the lateral acceleration can be integrated to obtain a lateral velocity that is compared with the lateral velocity measured by the velocity sensor to verify the accuracy of the data. That is, if the difference between the lateral velocity obtained by integrating the lateral acceleration and the lateral velocity measured by the velocity sensor is small, it is determined that the obtained lateral velocity is a reliable value, and the yaw rate compensation value can be obtained based on the lateral velocity.

[0063] Based on the above technical solution, the first yaw rate is compensated according to the lateral velocity of the vehicle obtained by integrating the lateral acceleration once to obtain the second yaw rate. Compared with the lateral acceleration, the lateral velocity can more accurately reflect the lateral motion state of the vehicle. Therefore, the yaw rate compensation value obtained according to the lateral velocity is more accurate, and the second yaw rate obtained is more accurate, that is, more accurate rear wheel steering control can be performed to improve the stability of the vehicle.

[0064] Implementation method three

[0065] The lateral acceleration is integrated twice in the time domain to obtain the lateral displacement of the vehicle; according to the lateral displacement, a third preset yaw velocity corresponding to the lateral displacement is obtained to obtain a third yaw velocity compensation value; and the sum of the third yaw velocity compensation value and the first yaw velocity is calculated to obtain a second yaw velocity.

[0066] It should be understood that performing a second integration of the lateral acceleration, that is, integrating the lateral velocity again in the time domain, means obtaining the cumulative effect of the lateral velocity changing with time to obtain the lateral displacement.

[0067] Exemplarily, according to the lateral displacement, a first preset displacement identical to the lateral displacement is acquired from the third mapping relationship; and a third preset angular velocity corresponding to the first preset displacement identical to the lateral displacement is determined as the third yaw angular velocity compensation value.

[0068] The third mapping relationship includes a plurality of first preset displacements and third preset angular velocities corresponding to the plurality of first preset displacements. It should be understood that the content and format of the second mapping relationship and the third mapping relationship are similar to the first mapping relationship, and specific reference is made to Table 1, which will not be repeated in this application.

[0069] It should be understood that in the embodiment of the present application, the lateral displacement of the vehicle can also be directly measured by the displacement sensor, and then the lateral acceleration can be integrated to obtain a lateral displacement, which can be compared with the lateral displacement measured by the displacement sensor to verify the accuracy of the data. That is, if the difference between the lateral displacement obtained by integrating the lateral acceleration and the lateral displacement measured by the displacement sensor is small, then the obtained lateral displacement is determined to be a reliable value, and the yaw rate compensation value can be obtained based on the lateral displacement.

[0070] Based on the above technical solution, the first yaw rate is compensated to obtain the second yaw rate according to the lateral displacement of the vehicle obtained by quadratically integrating the lateral acceleration. Compared with the lateral velocity, the lateral displacement can more accurately reflect the lateral driving trajectory of the vehicle. Therefore, the yaw rate compensation value obtained based on the lateral displacement is more accurate than the yaw rate compensation value obtained based on the lateral velocity\lateral velocity, and the obtained second yaw rate is more accurate, that is, more accurate rear wheel steering control can be performed to improve the stability of the vehicle.

[0071] Through the above technical solution, the first yaw angular velocity is compensated according to the lateral acceleration to obtain a second yaw angular velocity. The second yaw angular velocity is the yaw angular velocity value after compensation, which is closer to the yaw angular velocity that the vehicle should have in an ideal state and can more accurately reflect the actual dynamic characteristics of the vehicle.

[0072] S130: Steering control of the rear wheels is performed according to the second yaw angular velocity.

[0073] It should be understood that the yaw rate of the vehicle can be changed by controlling the steering of the rear wheels according to the second yaw rate, thereby improving the stability of the vehicle. Specifically, the steering angle of the rear wheels is gradually adjusted by a certain steering rate of the rear wheels, and then the actual yaw rate of the vehicle is gradually adjusted, so that the actual yaw rate of the vehicle is close to or equal to the second yaw rate, thereby improving the stability of the vehicle, improving driving safety, and reducing the risk of accidents.

[0074] Through the above technical scheme, in the process of controlling the rear-wheel steering according to the yaw angular velocity, the present application takes into account the influence of the lateral acceleration on the lateral driving trajectory of the vehicle, obtains the yaw angular velocity compensation value according to the lateral acceleration, and compensates the real-time yaw angular velocity of the vehicle, thereby optimizing the rear-wheel steering control strategy, which can offset the yaw of the vehicle caused by controlling the rear wheel steering according to the yaw angular velocity, and then reduce the lateral displacement of the vehicle, thereby improving the stability of the vehicle when driving on a separated road surface and improving driving safety.

[0075] It should be understood that when a vehicle is driving on a separated road, instability will occur in both the starting stage and the normal driving stage after the start is completed. However, the vehicle is in a critical stable state in the starting stage, and the yaw rate may fluctuate. The yaw rate measured by the yaw rate sensor has a static error and cannot be used to calculate the second yaw rate. Therefore, in the embodiment of the present application, the rear wheel steering control method of the vehicle in the starting stage is different from the rear wheel steering control method of the vehicle in the normal driving stage after the start is completed. The two control methods are described separately in conjunction with specific embodiments below.

[0076] Embodiment 1

[0077] In a possible implementation, obtaining the first yaw rate of the vehicle includes: determining whether the vehicle meets the starting condition, and if so, upon receiving the collected value of the yaw rate of the vehicle sent by the yaw rate sensor of the vehicle, setting the collected value of the yaw rate to zero to obtain the first yaw rate; the starting condition includes that the traction control function of the vehicle has been activated, and the activation time is less than the first threshold, and the longitudinal speed of the vehicle is less than the second threshold. The traction control function of the vehicle has been activated to indicate that the vehicle is in the process of starting or accelerating. The activation time is less than the first threshold to indicate that the vehicle encounters a slight slip during the starting or accelerating process. The longitudinal speed of the vehicle is less than the second threshold to indicate that the vehicle is in a low-speed driving state.

[0078] For example, when the traction control function of the vehicle is activated, and the activation time of the traction control function is less than the first threshold, and the longitudinal speed of the vehicle is less than the second threshold, that is, when the vehicle is in the starting stage, the collected value of the yaw rate of the vehicle sent by the yaw rate sensor of the vehicle has a static error, then the sum of the collected value of the yaw rate of the vehicle and the yaw rate compensation value, that is, the second yaw rate, also has a static error. Steering control of the rear wheels according to the second yaw rate will result in inaccurate adjustment of the steering angle of the rear wheels, for example, causing oversteering or understeering of the rear wheels, and failing to improve the stability of the vehicle.

[0079] In order to avoid the influence of the collected value of the yaw rate of the vehicle with static error on the second yaw rate, in the starting stage and when receiving the collected value of the yaw rate of the vehicle sent by the yaw rate sensor of the vehicle, the embodiment of the present application sets the collected value of the yaw rate to zero to obtain the first yaw rate. The first yaw rate is zero, that is, the second yaw rate is equal to the yaw rate compensation value obtained according to the lateral acceleration. Since the vehicle is in the starting stage, it does not accumulate too much yaw angle and lateral displacement. Therefore, the first yaw rate is set to zero, and the rear wheels are steered only by the yaw rate compensation value obtained according to the lateral acceleration, so as to achieve the purpose of improving the stability of the vehicle.

[0080] Based on the above technical solution, by setting the output value of the yaw rate sensor to zero during the vehicle starting phase to eliminate the static error of the yaw rate, unnecessary control actions can be avoided, ensuring the stability of the rear-wheel steering control system, thereby improving the stability of the vehicle.

[0081] Embodiment 2

[0082] In a possible implementation, obtaining the first yaw rate of the vehicle includes: determining whether the vehicle meets the start completion condition, and if so, obtaining the collected value of the yaw rate of the vehicle by the yaw rate sensor, and obtaining the first yaw rate according to the collected value of the yaw rate; the start completion condition includes at least one of the following conditions: the traction control function of the vehicle is not activated; the traction control function is activated and the activation time is greater than or equal to the first threshold; the longitudinal speed of the vehicle is greater than or equal to the second threshold. Among them, the traction control function of the vehicle is not activated to indicate that the wheel slip is not detected. The activation time is greater than or equal to the first threshold to indicate that the vehicle encounters a more serious slip during driving, and the traction control system needs to continue to work to ensure the stability and safety of the vehicle. The longitudinal speed of the vehicle is greater than or equal to the second threshold to indicate that the vehicle is in a high-speed driving state.

[0083] Exemplarily, when the traction control function of the vehicle is not activated; and / or, the traction control function is activated and the activation time is greater than or equal to the first threshold; and / or, the longitudinal speed of the vehicle is greater than or equal to the second threshold, that is, when the vehicle is in a normal driving stage after starting, the yaw rate sensor collects the yaw rate of the vehicle. After starting, the yaw rate sensor collects the yaw rate of the vehicle and tends to be stable. There is no error in the yaw rate of the vehicle. The collected yaw rate can be used as a basis for steering control of the rear wheels.

[0084] Exemplarily, a first yaw velocity is obtained according to the collected value of the yaw velocity. The first yaw velocity is not zero. Specifically, the collected value of the yaw velocity is filtered to obtain the first yaw velocity. The first yaw velocity can accurately reflect the actual state of the vehicle. The second yaw velocity is obtained by calculating the sum of the first yaw velocity and the yaw velocity compensation value obtained by the lateral acceleration. The rear wheels are steered according to the second yaw velocity to improve the stability of the vehicle. Among them, by filtering the collected value of the yaw velocity to obtain the first yaw velocity, the influence of noise can be effectively reduced, the accuracy and stability of the data can be improved, thereby improving the accuracy of the rear wheel steering control and the stability of the vehicle.

[0085] Based on the above technical solution, whether to use the collected value of the yaw rate sensor is determined by judging whether the vehicle meets the start completion condition. This ensures that the collected value accurately reflects the actual dynamics of the vehicle, helps to improve the responsiveness and accuracy of the rear wheel steering control system in the start completion stage, and improves the stability of the vehicle.

[0086] Figure 3 A schematic flow chart of another vehicle control method provided in an embodiment of the present application is shown. A vehicle control method provided in an embodiment of the present application is applied to a scenario where a vehicle is traveling on a separated road, such as Figure 3 As shown, the vehicle control method provided by the embodiment of the present application includes the following steps:

[0087] S301: Determine whether the starting condition and the starting completion condition are met. If the starting condition is met, execute S302; if the starting completion condition is met, execute S303.

[0088] Exemplarily, determining whether the starting condition and the starting completion condition are satisfied includes: (1) determining whether the traction control function of the vehicle has been activated; (2) if the traction control function has been activated, determining whether the activation time of the traction control function is less than a first threshold; and (3) determining whether the longitudinal speed of the vehicle is less than a second threshold. If all three of the above conditions are satisfied, that is, when the traction control function of the vehicle has been activated, the activation time of the traction control function is less than the first threshold, and the longitudinal speed of the vehicle is less than the second threshold, it is determined that the starting condition is satisfied, that is, the vehicle is in the starting stage, and S302 is executed. If any of the above three conditions is not satisfied, that is, when the traction control function of the vehicle is not activated; and\or, the traction control function is activated and the activation time is greater than or equal to the first threshold; and\or, the longitudinal speed of the vehicle is greater than or equal to the second threshold, it is determined that the starting completion condition is satisfied, that is, the vehicle is in the normal driving stage after the starting is completed, and S303 is executed.

[0089] S302: upon receiving a collected value of the yaw angular velocity of the vehicle sent by the yaw angular velocity sensor of the vehicle, setting the collected value of the yaw angular velocity to zero to obtain a first yaw angular velocity.

[0090] Exemplarily, the yaw rate sensor of the vehicle sends a collection value of the yaw rate of the vehicle of 10rad / s. Since there is a static error in the collection value of the yaw rate of the vehicle sent by the yaw rate sensor of the vehicle when the vehicle is in the starting stage, the actual yaw rate of the vehicle at this time may be less than 10rad / s or greater than 10rad / s. If the rear wheels are steered according to the sum of 10rad / s and the yaw rate compensation value, the adjustment of the steering angle of the rear wheels will be inaccurate. For example, if the actual yaw rate of the vehicle is less than 10rad / s, the rear wheels are steered according to the sum of 10rad / s and the yaw rate compensation value, which will cause the rear wheels to oversteer. Or, if the actual yaw rate of the vehicle is greater than 10rad / s, the rear wheels are steered according to the sum of 10rad / s and the yaw rate compensation value, which will cause the rear wheels to understeer. In both of the above cases, the stability of the vehicle cannot be improved. Therefore, in order to avoid performing rear-wheel steering control based on the collected value of the yaw velocity of the vehicle with static error, which may affect the effect of improving the stability of the vehicle, when the embodiment of the present application receives the collected value of the yaw velocity of the vehicle sent by the yaw velocity sensor of the vehicle during the starting phase, the collected value of the yaw velocity is set to zero to obtain a first yaw velocity. The first yaw velocity is zero, so that the second yaw velocity is equal to the yaw velocity compensation value obtained according to the lateral acceleration, that is, the rear-wheel steering control is performed only according to the yaw velocity compensation value to improve the stability of the vehicle.

[0091] S303: Acquire a value collected by a yaw angular velocity sensor on the yaw angular velocity of the vehicle, and obtain a first yaw angular velocity according to the collected value of the yaw angular velocity.

[0092] Exemplarily, after the start is completed, the collected value of the yaw velocity of the vehicle by the yaw velocity sensor tends to be stable, and the collected value of the yaw velocity can accurately reflect the actual state of the vehicle. The collected value of the yaw velocity can be used as a basis for steering control of the rear wheels. For example, if the collected value of the yaw velocity of the vehicle sent by the yaw velocity sensor of the vehicle is 20 rad / s, then the first yaw velocity is 20 rad / s. In other embodiments of the present application, the collected value of the yaw velocity can be filtered to obtain the first yaw velocity, which can effectively reduce the noise in the collected value of the yaw velocity, improve the accuracy and stability of the data, thereby improving the accuracy of the rear wheel steering control and improving the stability of the vehicle.

[0093] S304: Obtain the lateral acceleration of the vehicle.

[0094] When the vehicle starts to travel on the separated road surface, the different adhesion between the left and right wheels will cause the vehicle to yaw and rotate, so the vehicle has an initial lateral acceleration. Controlling the rear wheels to steer according to the yaw angular velocity will cause the vehicle to generate lateral acceleration, that is, the vehicle always has lateral acceleration during the process of traveling on the separated road surface, and because the rear wheel steering control is performed in real time during driving, the lateral acceleration changes in real time. In the embodiment of the present application, the lateral acceleration is measured by a lateral acceleration sensor.

[0095] S305: Obtaining a yaw rate compensation value according to the lateral acceleration.

[0096] S306: Calculate the sum of the yaw rate compensation value and the first yaw rate to obtain a second yaw rate.

[0097] The lateral acceleration can reflect the dynamic characteristics of the vehicle in the lateral direction, and this dynamic characteristic will directly affect the yaw rate of the vehicle, and then affect the reliability of the rear-wheel steering control of the vehicle, making the effect of improving the stability of the vehicle through the rear-wheel steering control not obvious. Therefore, in order to effectively improve the stability of the vehicle when driving on a separated road, it is necessary to compensate for the yaw rate to obtain a more accurate yaw rate as the data basis for the rear-wheel steering control of the vehicle.

[0098] In the embodiment of the present application, the yaw rate compensation value is obtained according to the measured value of the lateral acceleration, and the first yaw rate is compensated to obtain the second yaw rate, which includes the following three methods: (1) According to the collected value of the lateral acceleration, in the preset mapping relationship between multiple preset lateral accelerations and multiple preset yaw rate compensation values, the first yaw rate compensation value corresponding to the collected value of the lateral acceleration is obtained, and the sum of the first yaw rate compensation value and the first yaw rate is calculated to obtain the second yaw rate. For example, the collected value of the lateral acceleration is 0.3 m / s², and the yaw rate compensation value corresponding to 0.3 m / s² in the preset mapping relationship between the lateral acceleration and the yaw rate compensation value is 1 rad / s, then the first yaw rate compensation value corresponding to the collected value of the lateral acceleration is 1 rad / s. If the first yaw rate is the collected value of the yaw rate of the vehicle in step S303, which is 20 rad / s, then the second yaw rate is 1 rad / s+20 rad / s, that is, the second yaw rate is 21 rad / s.

[0099] According to the collected value of the lateral acceleration, the lateral acceleration is integrated once in the time domain to obtain the lateral velocity of the vehicle. In the preset mapping relationship between multiple preset lateral velocities and multiple preset yaw rate compensation values, the second yaw rate compensation value corresponding to the lateral velocity is obtained, and the sum of the second yaw rate compensation value and the first yaw rate is calculated to obtain the second yaw rate. For example, the collected value of the lateral acceleration is Xm / s², and the lateral acceleration is integrated once in the time domain to obtain the lateral velocity of the vehicle as Ym\s. In the preset mapping relationship between the lateral velocity and the yaw rate compensation value, the yaw rate compensation value corresponding to Ym\s is Zrad / s, and the second yaw rate compensation value corresponding to the collected value of the lateral acceleration is Zrad / s. If the first yaw rate is the collected value of the yaw rate of the vehicle in step S303, 20rad / s, the second yaw rate is Zrad / s+20rad / s, that is, the second yaw rate is (Z+20)rad / s. According to the collected value of the lateral acceleration, the lateral acceleration is integrated twice in the time domain to obtain the lateral displacement of the vehicle. In the preset mapping relationship between multiple preset lateral displacements and multiple preset yaw rate compensation values, the third yaw rate compensation value corresponding to the lateral displacement is obtained, and the sum of the third yaw rate compensation value and the first yaw rate is calculated to obtain the second yaw rate. For example, the collected value of the lateral acceleration is Nm / s², and the lateral acceleration is integrated twice in the time domain to obtain the lateral displacement of the vehicle as Mm. In the preset mapping relationship between the lateral displacement and the yaw rate compensation value, the yaw rate compensation value corresponding to Mm is Wrad / s, and the third yaw rate compensation value corresponding to the collected value of the lateral acceleration is Wrad / s. If the first yaw rate is the collected value of the yaw rate of the vehicle in step S303, 20rad / s, the second yaw rate is Wrad / s+20rad / s, that is, the second yaw rate is (W+20)rad / s. S307: Steering control is performed on the rear wheels according to the second yaw angular velocity.

[0100] It should be understood that the steering control of the rear wheels according to the second yaw rate can change the yaw rate of the vehicle, thereby improving the stability of the vehicle. Specifically, the actual yaw rate of the vehicle is adjusted by adjusting the steering angle of the rear wheels to achieve the expected yaw rate, that is, the second yaw rate, so as to improve the stability of the vehicle. For example, the second yaw rate obtained in step S306 is used as the feedback signal input of the rear wheel steering control system, and the actual yaw rate of the vehicle is adjusted by adjusting the steering angle of the rear wheels, so that the actual yaw rate of the vehicle is close to or equal to the second yaw rate, so as to improve the stability of the vehicle.

[0101] Based on the above technical solution, in the process of controlling rear wheel steering according to yaw rate, the influence of lateral acceleration on the lateral driving trajectory of the vehicle can be taken into consideration, and a yaw rate compensation value can be obtained according to the lateral acceleration to compensate the real-time yaw rate of the vehicle, thereby optimizing the rear wheel steering control strategy, and being able to offset the yaw of the vehicle caused by controlling the rear wheel steering according to the yaw rate, thereby reducing the lateral displacement of the vehicle. This improves the stability of the vehicle when driving on a separated road, improves driving safety, and reduces the risk of accidents.

[0102] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0103] Figure 4 FIG. 1 is a schematic diagram showing the structure of a vehicle control device provided in an embodiment of the present application. The vehicle control device is configured on a vehicle with a rear wheel steering function, such as Figure 4 As shown, the vehicle control device 400 includes:

[0104] The acquisition module 410 is used to acquire the first yaw angular velocity and lateral acceleration of the vehicle when the vehicle is traveling on a separated road surface; when the vehicle is traveling on a separated road surface, the adhesion coefficient of the road surface in contact with the left wheel is different from the adhesion coefficient of the road surface in contact with the right wheel.

[0105] The processing module 420 is used to compensate the first yaw angular velocity according to the lateral acceleration to obtain a second yaw angular velocity.

[0106] The control module 430 is configured to perform steering control on the rear wheels according to the second yaw angular velocity.

[0107] In a possible implementation, the acquisition module 410 includes:

[0108] The first judgment unit is used to judge whether the vehicle meets the starting condition. If so, when receiving the collected value of the yaw angular velocity of the vehicle sent by the yaw angular velocity sensor of the vehicle, the collected value of the yaw angular velocity is set to zero to obtain a first yaw angular velocity; the starting condition includes that the traction control function of the vehicle has been activated, and the activation time is less than the first threshold, and the longitudinal speed of the vehicle is less than the second threshold.

[0109] In a possible implementation, the acquisition module 410 further includes:

[0110] The second judgment unit is used to judge whether the vehicle meets the starting completion condition. If so, the yaw angular velocity value collected by the yaw angular velocity sensor of the vehicle is obtained, and the first yaw angular velocity is obtained according to the collected yaw angular velocity value; the starting completion condition includes at least one of the following conditions: the traction control function of the vehicle is not activated; the traction control function is activated and the activation time is greater than or equal to the first threshold; the longitudinal speed of the vehicle is greater than or equal to the second threshold.

[0111] In a possible implementation, the second determination unit includes:

[0112] The processing subunit is used to filter the collected value of the yaw angular velocity to obtain a first yaw angular velocity.

[0113] In a possible implementation, the processing module 420 includes:

[0114] The first processing unit is used to obtain a first preset acceleration that is the same as the lateral acceleration from a first mapping relationship; determine a first preset angular velocity corresponding to the first preset acceleration that is the same as the lateral acceleration as a first yaw angular velocity compensation value; wherein the first mapping relationship includes a plurality of first preset accelerations and first preset angular velocities corresponding to each of the plurality of first preset accelerations; and calculate the sum of the first yaw angular velocity compensation value and the first yaw angular velocity to obtain a second yaw angular velocity.

[0115] In a possible implementation, the processing module 420 further includes:

[0116] The second processing unit is used to integrate the lateral acceleration in the time domain to obtain the lateral velocity of the vehicle; obtain a first preset velocity that is the same as the lateral velocity from a second mapping relationship; determine a second preset angular velocity corresponding to the first preset velocity that is the same as the lateral velocity as a second yaw velocity compensation value; wherein the second mapping relationship includes a plurality of first preset velocities and second preset angular velocities corresponding to each of the plurality of first preset velocities; and calculate the sum of the second yaw velocity compensation value and the first yaw velocity to obtain a second yaw velocity.

[0117] In a possible implementation, the processing module 420 further includes:

[0118] The third processing unit is used to perform a second integration of the lateral acceleration in the time domain to obtain a lateral displacement of the vehicle; obtain a first preset displacement that is the same as the lateral displacement from a third mapping relationship; determine a third preset angular velocity corresponding to the first preset displacement that is the same as the lateral displacement as a third yaw rate compensation value; wherein the third mapping relationship includes a plurality of first preset displacements and third preset angular velocities corresponding to each of the plurality of first preset displacements; and calculate a sum of the third yaw rate compensation value and the first yaw rate to obtain a second yaw rate.

[0119] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0120] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a vehicle control method.

[0121] In this embodiment, the functional modules of the vehicle can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0122] In the case of dividing each functional module according to each function, the vehicle may include: an acquisition module, a processing module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0123] The vehicle provided in this embodiment is used to execute the above-mentioned vehicle control method, so the same effect as the above-mentioned implementation method can be achieved.

[0124] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes and data.

[0125] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0126] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method in the above-mentioned embodiment.

[0127] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method in the above-mentioned embodiment.

[0128] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes a vehicle control method in the above-mentioned embodiments.

[0129] The vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0130] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0131] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, 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 through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0132] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: Applied to a vehicle with rear-wheel steering function, the method comprises: When the vehicle is traveling on a separated road surface, obtaining a first yaw angular velocity and a lateral acceleration of the vehicle; when the vehicle is traveling on the separated road surface, an adhesion coefficient of a road surface in contact with a left wheel is different from an adhesion coefficient of a road surface in contact with a right wheel; Obtaining a yaw angular velocity compensation value corresponding to the lateral acceleration; calculating a sum of the yaw angular velocity compensation value and the first yaw angular velocity to obtain a second yaw angular velocity; performing steering control on the rear wheels according to the second yaw angular velocity to adjust the first yaw angular velocity to the second yaw angular velocity; The obtaining of the yaw angular velocity compensation value corresponding to the lateral acceleration includes: Performing a second integration of the lateral acceleration in the time domain to obtain a lateral displacement of the vehicle; A preset displacement identical to the lateral displacement is obtained from a mapping relationship; a preset angular velocity corresponding to the preset displacement identical to the lateral displacement is determined as the yaw angular velocity compensation value; wherein the mapping relationship includes a plurality of the preset displacements and preset angular velocities corresponding to the plurality of the preset displacements respectively.

2. The method according to claim 1, characterized in that The obtaining of the first yaw angular velocity of the vehicle comprises: Determine whether the vehicle meets the starting condition. If so, upon receiving the collected value of the yaw angular velocity of the vehicle sent by the yaw angular velocity sensor of the vehicle, set the collected value of the yaw angular velocity to zero to obtain the first yaw angular velocity; the starting condition includes that the traction control function of the vehicle has been activated, and the activation duration is less than a first threshold, and the longitudinal speed of the vehicle is less than a second threshold.

3. The method according to claim 1, characterized in that The obtaining of the first yaw angular velocity of the vehicle comprises: determining whether the vehicle satisfies a start completion condition; if so, obtaining a value collected by the yaw angular velocity sensor of the vehicle's yaw angular velocity, and obtaining the first yaw angular velocity according to the collected value of the yaw angular velocity; the start completion condition includes at least one of the following conditions: The traction control feature of said vehicle is not activated; The traction control function has been activated and the activation time is greater than or equal to a first threshold; The longitudinal speed of the vehicle is greater than or equal to a second threshold.

4. The method according to claim 3, characterized in that The obtaining the first yaw angular velocity according to the collected value of the yaw angular velocity comprises: The collected value of the yaw angular velocity is filtered to obtain the first yaw angular velocity.

5. A vehicle control device, characterized in that: Configured on a vehicle with a rear-wheel steering function, the device comprises: an acquisition module, configured to acquire a first yaw angular velocity and a lateral acceleration of the vehicle when the vehicle is traveling on a separated road surface; when the vehicle is traveling on the separated road surface, an adhesion coefficient of a road surface in contact with a left wheel is different from an adhesion coefficient of a road surface in contact with a right wheel; A processing module, configured to obtain a yaw rate compensation value corresponding to the lateral acceleration; and calculate the sum of the yaw rate compensation value and the first yaw rate to obtain a second yaw rate; the obtaining of the yaw rate compensation value corresponding to the lateral acceleration comprises: performing a second integration of the lateral acceleration in the time domain to obtain a lateral displacement of the vehicle; obtaining a preset displacement identical to the lateral displacement from a mapping relationship; and determining a preset angular velocity corresponding to the preset displacement identical to the lateral displacement as the yaw rate compensation value; wherein the mapping relationship comprises a plurality of the preset displacements and preset angular velocities corresponding to the plurality of the preset displacements respectively; A control module is used to control the steering of the rear wheels according to the second yaw angular velocity, so as to adjust the first yaw angular velocity to the second yaw angular velocity.

6. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 4 is implemented.

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