Method, device, electronic equipment and vehicle for determining yaw rate of vehicle

Abstract

The present disclosure relates to the technical field of data processing, and provides a method, device, electronic device and vehicle for determining the yaw rate of a vehicle. The method comprises: determining a target left wheel speed and a target right wheel speed of a driven shaft of the vehicle, determining a wheel speed difference based on the target left wheel speed and the target right wheel speed; determining a lateral acceleration based on the wheel speed difference, and determining an original yaw rate according to the lateral acceleration; and correcting the original yaw rate to obtain a target yaw rate. In this way, when the inertial acceleration sensor signal is invalid, the yaw rate of the vehicle can be determined according to the target left wheel speed and the target right wheel speed of the driven shaft of the vehicle, thereby avoiding the problem that the chassis cannot be controlled based on the yaw rate when the inertial acceleration sensor signal is invalid.

Description

Technical Field

[0001] The present disclosure relates to the field of data processing technology, and in particular to a method and device for determining the yaw rate of a vehicle, an electronic device, and a vehicle. Background Art

[0002] The yaw rate is an important signal reference for chassis control, and the yaw rate is collected by an inertial acceleration sensor. However, when the inertial acceleration sensor signal is invalid, the chassis cannot be controlled based on the yaw rate because the yaw rate of the vehicle cannot be determined.

[0003] In view of this, how to determine the yaw rate of the vehicle when the inertial acceleration sensor signal is invalid becomes a technical problem that needs to be solved urgently. Summary of the invention

[0004] In view of this, the purpose of the present disclosure is to propose a method, device, electronic device and vehicle for determining the yaw rate of a vehicle, so as to solve the problem in the prior art that when the inertial acceleration sensor signal is invalid, the yaw rate of the vehicle cannot be determined, resulting in the inability to control the chassis based on the yaw rate.

[0005] Based on the above purpose, the first aspect of the present disclosure provides a method for determining the yaw rate of a vehicle, the method comprising:

[0006] determining a target left wheel speed and a target right wheel speed of a driven shaft of the vehicle, and determining a wheel speed difference based on the target left wheel speed and the target right wheel speed;

[0007] determining a lateral acceleration based on the wheel speed difference, and determining a raw yaw rate according to the lateral acceleration;

[0008] The original yaw angular velocity is corrected to obtain a target yaw angular velocity.

[0009] Based on the same inventive concept, the second aspect of the present disclosure provides a vehicle yaw rate determination device, comprising:

[0010] a wheel speed difference determination module configured to determine a target left wheel speed and a target right wheel speed of a driven shaft of the vehicle, and determine the wheel speed difference based on the target left wheel speed and the target right wheel speed;

[0011] a raw yaw rate determination module, configured to determine a lateral acceleration based on the wheel speed difference, and determine a raw yaw rate according to the lateral acceleration;

[0012] The target yaw rate determination module is configured to perform correction processing on the original yaw rate to obtain a target yaw rate.

[0013] Based on the same inventive concept, the third aspect of the present disclosure proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0014] Based on the same inventive concept, a fourth aspect of the present disclosure proposes a vehicle, which includes the vehicle yaw rate determination device described in the second aspect or the electronic device described in the third aspect.

[0015] As can be seen from the above, the present disclosure provides a method, device, electronic device and vehicle for determining the yaw rate of a vehicle. The target left wheel speed and the target right wheel speed of the driven shaft of the vehicle are determined, and the wheel speed difference is determined based on the target left wheel speed and the target right wheel speed. The lateral acceleration is determined based on the wheel speed difference, and the original yaw rate is determined based on the lateral acceleration. In this way, when the inertial acceleration sensor signal is invalid, the yaw rate of the vehicle can also be determined based on the target left wheel speed and the target right wheel speed of the driven shaft of the vehicle, thereby avoiding the problem that the chassis cannot be controlled based on the yaw rate when the inertial acceleration sensor signal is invalid. The original yaw rate is corrected to obtain the target yaw rate, so that the corrected target yaw rate is more accurate. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present disclosure or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 A flowchart of a method for determining the yaw rate of a vehicle according to an embodiment of the present disclosure;

[0018] Figure 2 It is a structural schematic diagram of a yaw rate determination device for a vehicle according to an embodiment of the present disclosure;

[0019] Figure 3 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0020] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0021] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present disclosure should be understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0022] As mentioned above, how to determine the vehicle's yaw rate when the inertial acceleration sensor signal is invalid has become an important research issue.

[0023] Based on the above description, if Figure 1 As shown, the method for determining the yaw rate of a vehicle proposed in this embodiment includes:

[0024] Step 101 : determining a target left wheel speed and a target right wheel speed of a driven shaft of a vehicle, and determining a wheel speed difference based on the target left wheel speed and the target right wheel speed.

[0025] In specific implementation, the target left wheel speed is the left wheel speed after excluding the deviation caused by wheel side slip from the original left wheel speed collected by the sensor. The target right wheel speed is the right wheel speed after excluding the deviation caused by wheel side slip from the original right wheel speed collected by the sensor.

[0026] The driving modes of a vehicle mainly include a two-wheel drive mode and a four-wheel drive mode. This embodiment is applied to a vehicle with a two-wheel drive mode, wherein the two-wheel drive mode is divided into a front-wheel drive mode and a rear-wheel drive mode.

[0027] For a front-wheel drive vehicle, the driving shaft is the front axle of the vehicle, and the driven shaft is the rear axle of the vehicle. For a rear-wheel drive vehicle, the driving shaft is the rear axle of the vehicle, and the driven shaft is the front axle of the vehicle.

[0028] When the vehicle is in front-wheel drive mode, the target left wheel speed and the target right wheel speed of the rear axle of the vehicle are determined, and the rear axle wheel speed difference is determined based on the target left wheel speed and the target right wheel speed of the rear axle of the vehicle. When the vehicle is in rear-wheel drive mode, the target left wheel speed and the target right wheel speed of the front axle of the vehicle are determined, and the front axle wheel speed difference is determined based on the target left wheel speed and the target right wheel speed of the front axle of the vehicle.

[0029] Step 102: determining a lateral acceleration based on the wheel speed difference, and determining an original yaw rate according to the lateral acceleration.

[0030] In specific implementation, the vehicle speed and the wheelbase of the vehicle's driven axle are determined, the lateral acceleration is determined based on the wheel speed difference, the vehicle speed and the wheelbase of the vehicle's driven axle, and the original yaw angular velocity is determined based on the lateral acceleration and the vehicle speed.

[0031] When the vehicle is front-wheel drive, determine the wheel width of the rear axle of the vehicle, and determine the lateral acceleration based on the wheel speed difference of the rear axle, the vehicle speed and the wheel width of the rear axle of the vehicle. When the vehicle is rear-wheel drive, determine the wheel width of the front axle of the vehicle, and determine the lateral acceleration based on the wheel speed difference of the front axle, the vehicle speed and the wheel width of the front axle of the vehicle.

[0032] Step 103: Correct the original yaw angular velocity to obtain a target yaw angular velocity.

[0033] In specific implementation, the correction process includes filtering and limiting. Specifically, filtering is performed on the original yaw angular velocity to obtain an updated yaw angular velocity, and limiting is performed on the updated yaw angular velocity to obtain a target yaw angular velocity.

[0034] By filtering the original yaw rate, low-speed burrs in the original yaw rate can be eliminated, thereby ensuring the accuracy of the updated yaw rate after filtering. By limiting the updated yaw rate, the target yaw rate obtained is within a normal range.

[0035] Through the above embodiment, the target left wheel speed and the target right wheel speed of the driven shaft of the vehicle are determined, and the wheel speed difference is determined based on the target left wheel speed and the target right wheel speed. The lateral acceleration is determined based on the wheel speed difference, and the original yaw rate is determined according to the lateral acceleration. In this way, when the inertial acceleration sensor signal is invalid, the yaw rate of the vehicle can also be determined according to the target left wheel speed and the target right wheel speed of the driven shaft of the vehicle, thereby avoiding the problem that the chassis cannot be controlled based on the yaw rate when the inertial acceleration sensor signal is invalid. The original yaw rate is corrected to obtain the target yaw rate, so that the corrected target yaw rate is more accurate.

[0036] In some embodiments, step 101 includes:

[0037] Step 1011, determining the original left wheel speed and the original right wheel speed of the driven shaft of the vehicle, and judging whether the wheels of the driven shaft of the vehicle have side slip.

[0038] During specific implementation, the original left wheel speed is the left wheel speed obtained by using a sensor, and the original right wheel speed is the right wheel speed obtained by using a sensor.

[0039] By judging whether the wheels of the driven shaft of the vehicle have side slip, it is determined whether to perform compensation processing on the original left wheel speed and the original right wheel speed.

[0040] Step 1012: In response to determining that the wheels of the driven shaft of the vehicle have side slip, the original left wheel speed is compensated to obtain a compensated left wheel speed, and the original right wheel speed is compensated to obtain a compensated right wheel speed.

[0041] In specific implementation, when the wheels of the driven shaft of the vehicle have side slip, the original left wheel speed and the original right wheel speed detected by the sensor have deviations due to the side slip of the wheels. By performing compensation processing on the original left wheel speed and the original right wheel speed, the deviation caused by the side slip of the wheels is eliminated.

[0042] The left wheel slip ratio is determined, and the original left wheel speed is compensated based on the left wheel slip ratio to obtain the compensated left wheel speed. The right wheel slip ratio is determined, and the original right wheel speed is compensated based on the right wheel slip ratio to obtain the compensated right wheel speed.

[0043] Step 1013: Filter the compensated left wheel speed to obtain a target left wheel speed, and filter the compensated right wheel speed to obtain a target right wheel speed.

[0044] In specific implementation, the original left wheel speed and the original right wheel speed are compensated, and the obtained compensated left wheel speed and the compensated right wheel speed have burrs. By performing first-order filtering on the compensated left wheel speed and the compensated right wheel speed, the burrs in the compensated left wheel speed and the compensated right wheel speed can be removed, so that the obtained target left wheel speed and the target right wheel speed are more accurate.

[0045] Step 1014: In response to determining that there is no side slip of the wheels of the driven shaft of the vehicle, the original left wheel speed is used as the target left wheel speed, and the original right wheel speed is used as the target right wheel speed.

[0046] In specific implementation, when there is no side slip of the wheels on the driven shaft of the vehicle, there is no deviation caused by side slip between the original left wheel speed and the original right wheel speed detected by the sensor, the original left wheel speed detected by the sensor is directly used as the target left wheel angle, and the original right wheel speed detected by the sensor is directly used as the target right wheel speed.

[0047] Step 1015: performing difference processing on the target left wheel speed and the target right wheel speed to obtain a wheel speed difference.

[0048] In specific implementation, the target left wheel speed and the target right wheel speed are subjected to difference processing to obtain the wheel speed difference.

[0049]

[0050] in, is the wheel speed difference, is the target left wheel speed, is the target right wheel speed.

[0051] Through the above scheme, when the wheels of the driven shaft of the vehicle have side slip, the deviation caused by the side slip of the wheels is eliminated by compensating the original left wheel speed and the original right wheel speed. By performing first-order filtering on the compensated left wheel speed and the compensated right wheel speed, the burrs in the compensated left wheel speed and the compensated right wheel speed can be removed, so that the target left wheel speed and the target right wheel speed obtained are more accurate. By performing difference processing on the target left wheel speed and the target right wheel speed, the wheel speed difference can be accurately obtained.

[0052] In some embodiments, step 1012 includes:

[0053] Step 1012A, determining the left wheel slip ratio, and compensating the original left wheel speed based on the left wheel slip ratio to obtain a compensated left wheel speed.

[0054] In a specific implementation, the left wheel slip ratio is determined, and the original left wheel speed is compensated based on the left wheel slip ratio to obtain the compensated left wheel speed.

[0055]

[0056] in, is the compensated left wheel speed, is the original left wheel speed, is the left wheel slip rate.

[0057] Step 1012B: determine the right wheel slip rate, and compensate the original right wheel speed based on the right wheel slip rate to obtain a compensated right wheel speed.

[0058] In a specific implementation, the right wheel slip rate is determined, and the original right wheel speed is compensated based on the right wheel slip rate to obtain the compensated right wheel speed.

[0059]

[0060] in, is the compensated right wheel speed, is the original right wheel speed, is the right wheel slip rate.

[0061] Through the above scheme, the original left wheel speed is compensated based on the left wheel slip rate, so that the compensated left wheel speed is the left wheel speed after the side slip of the vehicle is eliminated. The original right wheel speed is compensated based on the right wheel slip rate, so that the compensated right wheel speed is the right wheel speed after the side slip of the vehicle is eliminated. In this way, the compensated left wheel speed and the compensated right wheel speed are more accurate.

[0062] In some embodiments, step 103 includes:

[0063] Step 1031 : determine a safety factor, and filter the original yaw angular velocity according to the safety factor to obtain an updated yaw angular velocity.

[0064] In a specific implementation, a safety factor is determined, and the original yaw angular velocity is filtered according to the safety factor to obtain an updated yaw angular velocity.

[0065]

[0066] in, is the updated yaw rate after the current order filtering, is the updated yaw rate after the previous order filtering, is the original yaw angular velocity, is the safety factor.

[0067] Step 1032 : determining a constraint range of the yaw angular velocity, and performing a restriction process on the updated yaw angular velocity according to the constraint range to obtain a target yaw angular velocity.

[0068] During specific implementation, the constraint range refers to a normal range of the yaw angular velocity, wherein the constraint range includes an upper limit value and a lower limit value of the yaw angular velocity.

[0069] Determine whether the updated yaw angular velocity is within the constraint range of the yaw angular velocity; in response to determining that the updated yaw angular velocity is within the constraint range of the yaw angular velocity, use the updated yaw angular velocity as the target yaw angular velocity; in response to determining that the updated yaw angular velocity is not within the constraint range of the yaw angular velocity, determine the yaw angular velocity with the smallest deviation from the updated yaw angular velocity within the constraint range as the target yaw angular velocity.

[0070] For example, when the updated yaw rate is not within the yaw rate constraint range and the updated yaw rate is greater than the upper limit of the yaw rate, the upper limit of the yaw rate is used as the target yaw rate. For another example, when the updated yaw rate is not within the yaw rate constraint range and the updated yaw rate is less than the lower limit of the yaw rate, the lower limit of the yaw rate is used as the target yaw rate.

[0071] Through the above scheme, by filtering the original yaw rate, low-speed burrs in the original yaw rate can be eliminated, thereby ensuring the accuracy of the updated yaw rate after filtering. By limiting the updated yaw rate, the target yaw rate is within a normal range.

[0072] In some embodiments, step 1031 includes:

[0073] Step 1031A, obtaining the current vehicle speed.

[0074] Step 1031B, in response to determining that the current vehicle speed is less than or equal to a preset vehicle speed threshold, determining the safety factor corresponding to the current vehicle speed according to the corresponding relationship between the vehicle speed and the safety factor.

[0075] Step 1031C, in response to determining that the current vehicle speed is greater than a preset vehicle speed threshold, setting the safety factor to a preset value; wherein the safety factor corresponding to the vehicle speed in the corresponding relationship is less than or equal to the preset value.

[0076] In specific implementation, the safety factor is determined according to the current vehicle speed. When the current vehicle speed is less than or equal to the preset vehicle speed threshold, the safety factor corresponding to the current vehicle speed is determined according to the corresponding relationship. When the current vehicle speed is greater than the preset vehicle speed threshold, the safety factor is set to a preset value. Among them, the smaller the vehicle speed in the corresponding relationship, the smaller the safety factor, and the safety factor corresponding to the vehicle speed in the corresponding relationship is less than or equal to the preset value, that is, the value range of the safety factor corresponding to the vehicle speed in the corresponding relationship is 0 to the preset value.

[0077] When the current vehicle speed is less than or equal to the preset speed threshold, the safety factor is between 0 and the preset value, and the smaller the current vehicle speed, the smaller the corresponding safety factor. When the current vehicle speed is greater than the preset speed threshold, the safety factor is the preset value.

[0078] For example, the corresponding relationship includes: the first vehicle speed corresponds to a safety factor of 0, the second vehicle speed corresponds to a safety factor of 0.5, and the third vehicle speed corresponds to a safety factor of 1. The preset value is 1. The magnitude relationship between the vehicle speeds is: the first vehicle speed < the second vehicle speed < the third vehicle speed < the vehicle speed threshold < the fourth vehicle speed. When the current vehicle speed is the second vehicle speed, the safety factor is determined to be 0.5 according to the corresponding relationship; when the current vehicle speed is the fourth vehicle speed, the safety factor is determined to be the preset value 1.

[0079] Through the above scheme, when the current vehicle speed is less than or equal to the preset vehicle speed threshold, the safety factor corresponding to the current vehicle speed can be accurately determined according to the corresponding relationship, and the smaller the current vehicle speed, the smaller the safety factor. When the current vehicle speed is greater than the preset vehicle speed threshold, the safety factor is set to a preset value. In this way, the safety factor can be quickly and accurately determined according to the current vehicle speed, so that the original yaw angular velocity is filtered according to the safety factor to obtain an updated yaw angular velocity.

[0080] In some embodiments, step 1032 includes:

[0081] Step 1032A, obtaining the current steering wheel angle, the current steering wheel angle change rate and the current vehicle speed.

[0082] Step 1032B: Determine a first yaw rate upper limit value corresponding to the current steering wheel angle based on the correspondence between the steering wheel angle and the yaw rate upper limit value.

[0083] Step 1032C: Determine a second yaw rate upper limit value corresponding to the current steering wheel angle change rate based on the corresponding relationship between the steering wheel angle change rate and the yaw rate upper limit value.

[0084] Step 1032D: Determine a third yaw rate upper limit value corresponding to the current vehicle speed based on the corresponding relationship between the vehicle speed and the yaw rate upper limit value.

[0085] Step 1032E: determine a target yaw rate upper limit value according to the first yaw rate upper limit value, the second yaw rate upper limit value, and the third yaw rate upper limit value, and determine a yaw rate constraint range according to the target yaw rate upper limit value.

[0086] During specific implementation, the target yaw rate upper limit is determined according to the current steering wheel angle, the current steering wheel angle change rate and the current vehicle speed.

[0087] Based on the correspondence between the steering wheel angle and the yaw rate upper limit, a first yaw rate upper limit corresponding to the current steering wheel angle is determined, wherein the greater the absolute value of the steering wheel angle in the correspondence, the greater the yaw rate upper limit. Therefore, when the current steering wheel angle is greater, the first yaw rate upper limit determined based on the correspondence is greater.

[0088] Based on the corresponding relationship between the steering wheel angle change rate and the yaw rate upper limit value, a second yaw rate upper limit value corresponding to the current steering wheel angle change rate is determined, wherein the greater the absolute value of the steering wheel angle change rate in the corresponding relationship, the greater the yaw rate upper limit value. Therefore, when the current steering wheel angle change rate is greater, the second yaw rate upper limit value determined based on the corresponding relationship is greater.

[0089] Based on the correspondence between the vehicle speed and the yaw rate upper limit, a third yaw rate upper limit corresponding to the current vehicle speed is determined, wherein in the correspondence, the greater the vehicle speed, the greater the yaw rate upper limit. Therefore, the greater the current vehicle speed, the greater the third yaw rate upper limit determined based on the correspondence.

[0090] The first yaw rate upper limit value, the second yaw rate upper limit value and the third yaw rate upper limit value are averaged to obtain a target yaw rate upper limit value. The target yaw rate lower limit value may be preset. The yaw rate constraint range is determined according to the target yaw rate upper limit value and the preset target yaw rate lower limit value.

[0091] In addition, the target yaw rate upper limit value may be determined according to at least one of the current steering wheel angle, the current steering wheel angle change rate, and the current vehicle speed. For example, when the target yaw rate upper limit value is determined only according to the current steering wheel angle, the first yaw rate upper limit value is directly used as the target yaw rate upper limit value. When the target yaw rate upper limit value is determined according to the current steering wheel angle and the current steering wheel angle change rate, the first yaw rate upper limit value and the second yaw rate upper limit value are averaged to obtain the target yaw rate upper limit value.

[0092] Through the above scheme, the target yaw rate upper limit value can be accurately determined according to the current steering wheel angle, the current steering wheel angle change rate and the current vehicle speed, so as to determine the constraint range of the yaw rate according to the target yaw rate upper limit value, so as to limit the updated yaw rate according to the constraint range to obtain the target yaw rate.

[0093] Through the above embodiment, the target left wheel speed and the target right wheel speed of the driven shaft of the vehicle are determined, and the wheel speed difference is determined based on the target left wheel speed and the target right wheel speed. The lateral acceleration is determined based on the wheel speed difference, and the original yaw rate is determined according to the lateral acceleration. In this way, when the inertial acceleration sensor signal is invalid, the yaw rate of the vehicle can also be determined according to the target left wheel speed and the target right wheel speed of the driven shaft of the vehicle, thereby avoiding the problem that the chassis cannot be controlled based on the yaw rate when the inertial acceleration sensor signal is invalid. The original yaw rate is corrected to obtain the target yaw rate, so that the corrected target yaw rate is more accurate.

[0094] It should be noted that the embodiments of the present disclosure may be further described in the following manner:

[0095] Step 1: According to the driving mode of the vehicle, obtain the original left wheel speed of the driven shaft of the vehicle and the original right wheel speed .

[0096] Step 2: Determine whether the wheels of the current vehicle's driven shaft are sliding. If the wheels of the vehicle's driven shaft are sliding, the original left wheel speed is adjusted. and the original right wheel speed Perform compensation processing to obtain the compensated left wheel speed and compensate right wheel speed .

[0097]

[0098]

[0099] in, is the left wheel slip rate, is the right wheel slip rate.

[0100] Step 3: Compensate the left wheel speed and compensate right wheel speed A first-order filter is performed to remove burrs and obtain the target left wheel speed and the target right wheel speed.

[0101] Step 4, calculate the wheel speed difference between the left and right wheels,

[0102]

[0103] in, is the wheel speed difference.

[0104] Step 5: Perform gradient filtering on the original yaw rate: the lower the vehicle speed, the smaller the safety factor (0-1); if the vehicle speed is higher than the preset vehicle speed threshold, the safety factor is set to 1. The safety factor is ,

[0105]

[0106] in, is the updated yaw rate after the current order filtering, is the updated yaw rate after the previous order filtering.

[0107] Step 6: Update the upper limit of the yaw rate according to the driver's steering wheel angle value, steering wheel speed value, and vehicle speed:

[0108] The larger the absolute value of the steering wheel angle, the larger the upper limit; the larger the absolute value of the steering wheel speed, the larger the upper limit; the larger the vehicle speed, the larger the upper limit.

[0109] Step 7: Output the final estimated target yaw rate after limiting .

[0110] Through the above embodiments, when the inertial acceleration sensor signal is invalid, a redundant calculation method is provided, which can accurately obtain the target yaw rate through calculation, so as to improve the functional safety of the signal when the chassis is controlled according to the target yaw rate.

[0111] It should be noted that the method of the embodiment of the present disclosure can be performed by a single device, such as a computer or a server. The method of the present embodiment can also be applied in a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present disclosure, and the multiple devices will interact with each other to complete the described method.

[0112] It should be noted that the above describes some embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0113] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a device for determining the yaw rate of a vehicle.

[0114] refer to Figure 2 , the yaw rate determination device of the vehicle comprises:

[0115] The wheel speed difference determination module 201 is configured to determine a target left wheel speed and a target right wheel speed of a driven shaft of the vehicle, and determine the wheel speed difference based on the target left wheel speed and the target right wheel speed;

[0116] a raw yaw rate determination module 202, configured to determine a lateral acceleration based on the wheel speed difference, and determine a raw yaw rate according to the lateral acceleration;

[0117] The target yaw rate determination module 203 is configured to perform correction processing on the original yaw rate to obtain a target yaw rate.

[0118] In some embodiments, the wheel speed difference determination module 201 includes:

[0119] a determination unit configured to determine an original left wheel speed and an original right wheel speed of a driven shaft of the vehicle, and determine whether the wheels of the driven shaft of the vehicle have side slip;

[0120] a compensation processing unit configured to, in response to determining that the wheel of the driven shaft of the vehicle has side slip, perform compensation processing on the original left wheel speed to obtain a compensated left wheel speed, and perform compensation processing on the original right wheel speed to obtain a compensated right wheel speed;

[0121] a filtering processing unit configured to filter the compensated left wheel speed to obtain a target left wheel speed, and filter the compensated right wheel speed to obtain a target right wheel speed;

[0122] a target wheel speed determination unit configured to, in response to determining that the wheels of the driven shaft of the vehicle do not have sideslip, use the original left wheel speed as the target left wheel speed and the original right wheel speed as the target right wheel speed;

[0123] The difference processing unit is configured to perform difference processing on the target left wheel speed and the target right wheel speed to obtain a wheel speed difference.

[0124] In some embodiments, the compensation processing unit includes:

[0125] A first compensation processing subunit is configured to determine a left wheel slip ratio, and to perform compensation processing on the original left wheel speed based on the left wheel slip ratio to obtain a compensated left wheel speed;

[0126] The second compensation processing subunit is configured to determine a right wheel slip ratio, and to perform compensation processing on the original right wheel speed based on the right wheel slip ratio to obtain a compensated right wheel speed.

[0127] In some embodiments, the target yaw rate determination module 203 includes:

[0128] a filtering processing unit configured to determine a safety factor, and to filter the original yaw angular velocity according to the safety factor to obtain an updated yaw angular velocity;

[0129] The restriction processing unit is configured to determine a restriction range of the yaw angular velocity, and perform restriction processing on the updated yaw angular velocity according to the restriction range to obtain a target yaw angular velocity.

[0130] In some embodiments, the filtering processing unit includes:

[0131] A current vehicle speed acquisition subunit is configured to acquire a current vehicle speed;

[0132] A first safety factor determination subunit is configured to determine the safety factor corresponding to the current vehicle speed according to a corresponding relationship between the vehicle speed and the safety factor in response to determining that the current vehicle speed is less than or equal to a preset vehicle speed threshold;

[0133] a second safety factor determination subunit, configured to set the safety factor to a preset value in response to determining that the current vehicle speed is greater than a preset vehicle speed threshold;

[0134] Among them, the safety factor corresponding to the vehicle speed in the corresponding relationship is less than or equal to the preset value.

[0135] In some embodiments, the restriction processing unit includes:

[0136] A parameter acquisition subunit is configured to acquire a current steering wheel angle, a current steering wheel angle change rate, and a current vehicle speed;

[0137] A first upper limit value determining subunit is configured to determine a first yaw rate upper limit value corresponding to the current steering wheel angle based on a correspondence between a steering wheel angle and a yaw rate upper limit value;

[0138] A second upper limit value determination subunit is configured to determine a second yaw rate upper limit value corresponding to the current steering wheel angle change rate based on a corresponding relationship between the steering wheel angle change rate and the yaw rate upper limit value;

[0139] A third upper limit value determining subunit is configured to determine a third yaw rate upper limit value corresponding to the current vehicle speed based on a correspondence between the vehicle speed and the yaw rate upper limit value;

[0140] The constraint range determination subunit is configured to determine a target yaw rate upper limit value according to the first yaw rate upper limit value, the second yaw rate upper limit value and the third yaw rate upper limit value, and determine a yaw rate constraint range according to the target yaw rate upper limit value.

[0141] For the convenience of description, the above device is described by dividing it into various modules according to its functions. Of course, when implementing the present disclosure, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0142] The device of the above embodiment is used to implement the corresponding vehicle yaw rate determination method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0143] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method for determining the yaw angular velocity of the vehicle described in any of the above embodiments is implemented.

[0144] Figure 3 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0145] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0146] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0147] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0148] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB (Universal Serial Bus), network cable, etc.) or wireless means (such as mobile network, WIFI (Wireless Fidelity), Bluetooth, etc.).

[0149] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0150] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0151] The electronic device of the above embodiment is used to implement the corresponding vehicle yaw rate determination method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0152] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle yaw angular velocity determination method as described in any of the above embodiments.

[0153] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0154] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the method for determining the yaw rate of the vehicle as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0155] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including a yaw rate determination device, or an electronic device, or a storage medium of the vehicle in the above-mentioned embodiments, and the vehicle equipment implements the yaw rate determination method of the vehicle described in any of the above embodiments.

[0156] The vehicle of the above-mentioned embodiment is used to implement the method for determining the yaw angular velocity of the vehicle described in any of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0157] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure is limited to these examples. Based on the concept of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present disclosure as described above, which are not provided in detail for the sake of simplicity.

[0158] In addition, to simplify the description and discussion, and in order not to obscure the embodiments of the present disclosure, known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, devices may be shown in the form of block diagrams to avoid obscuring the embodiments of the present disclosure, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present disclosure are to be implemented (i.e., these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it is apparent to those skilled in the art that the embodiments of the present disclosure may be implemented without these specific details or with variations in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0159] Although the present disclosure has been described in conjunction with specific embodiments of the present disclosure, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0160] The embodiments of the present disclosure are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present disclosure. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A method for determining the yaw rate of a vehicle, characterized in that: The method comprises: determining a target left wheel speed and a target right wheel speed of a driven shaft of the vehicle, and determining a wheel speed difference based on the target left wheel speed and the target right wheel speed; determining a lateral acceleration based on the wheel speed difference, and determining a raw yaw rate according to the lateral acceleration; Correcting the original yaw angular velocity to obtain a target yaw angular velocity; The correcting the original yaw angular velocity to obtain a target yaw angular velocity includes: determining a safety factor, and filtering the original yaw angular velocity according to the safety factor to obtain an updated yaw angular velocity; A constraint range of the yaw angular velocity is determined, and a limit process is performed on the updated yaw angular velocity according to the constraint range to obtain a target yaw angular velocity.

2. The method according to claim 1, characterized in that The step of determining a target left wheel speed and a target right wheel speed of a driven shaft of the vehicle, and determining a wheel speed difference based on the target left wheel speed and the target right wheel speed, comprises: Determining an original left wheel speed and an original right wheel speed of a driven shaft of the vehicle, and judging whether the wheels of the driven shaft of the vehicle have side slip; In response to determining that the wheel of the driven shaft of the vehicle has side slip, compensating the original left wheel speed to obtain a compensated left wheel speed, and compensating the original right wheel speed to obtain a compensated right wheel speed; Performing filtering processing on the compensated left wheel speed to obtain a target left wheel speed, and performing filtering processing on the compensated right wheel speed to obtain a target right wheel speed; In response to determining that the wheels of the driven shaft of the vehicle do not have side slip, using the original left wheel speed as the target left wheel speed and the original right wheel speed as the target right wheel speed; The target left wheel speed and the target right wheel speed are subjected to difference processing to obtain a wheel speed difference.

3. The method according to claim 2, characterized in that The compensating the original left wheel speed to obtain the compensated left wheel speed, and compensating the original right wheel speed to obtain the compensated right wheel speed, comprises: Determining a left wheel slip ratio, and performing compensation processing on the original left wheel speed based on the left wheel slip ratio to obtain a compensated left wheel speed; The right wheel slip ratio is determined, and the original right wheel speed is compensated based on the right wheel slip ratio to obtain a compensated right wheel speed.

4. The method according to claim 1, characterized in that: The determination of the safety factor comprises: Get the current vehicle speed; In response to determining that the current vehicle speed is less than or equal to a preset vehicle speed threshold, determining a safety factor corresponding to the current vehicle speed according to a corresponding relationship between the vehicle speed and the safety factor; In response to determining that the current vehicle speed is greater than a preset vehicle speed threshold, setting a safety factor to a preset value; Among them, the safety factor corresponding to the vehicle speed in the corresponding relationship is less than or equal to the preset value.

5. The method according to claim 1, characterized in that The determining of the constraint range of the yaw angular velocity comprises: Get the current steering wheel angle, current steering wheel angle change rate and current vehicle speed; Determining a first yaw rate upper limit value corresponding to the current steering wheel angle based on a corresponding relationship between a steering wheel angle and a yaw rate upper limit value; Determining a second yaw rate upper limit value corresponding to the current steering wheel angle change rate based on a corresponding relationship between the steering wheel angle change rate and the yaw rate upper limit value; determining a third yaw rate upper limit value corresponding to the current vehicle speed based on a corresponding relationship between the vehicle speed and the yaw rate upper limit value; A target yaw rate upper limit value is determined according to the first yaw rate upper limit value, the second yaw rate upper limit value, and the third yaw rate upper limit value, and a yaw rate constraint range is determined according to the target yaw rate upper limit value.

6. A device for determining the yaw rate of a vehicle, characterized in that: include: a wheel speed difference determination module configured to determine a target left wheel speed and a target right wheel speed of a driven shaft of the vehicle, and determine the wheel speed difference based on the target left wheel speed and the target right wheel speed; a raw yaw rate determination module, configured to determine a lateral acceleration based on the wheel speed difference, and determine a raw yaw rate according to the lateral acceleration; a target yaw rate determination module, configured to perform correction processing on the original yaw rate to obtain a target yaw rate; The target yaw angular velocity determination module comprises: a filtering processing unit configured to determine a safety factor, and filter the original yaw angular velocity according to the safety factor to obtain an updated yaw angular velocity; The restriction processing unit is configured to determine a restriction range of the yaw angular velocity, and perform restriction processing on the updated yaw angular velocity according to the restriction range to obtain a target yaw angular velocity.

7. An electronic device, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and running on the processor, wherein when the processor executes the program, the method according to any one of claims 1 to 5 is implemented.

8. A vehicle, characterized in that: Includes the vehicle yaw rate determination device according to claim 6 or the electronic device according to claim 7.

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