Method and device for determining yaw velocity of vehicle, vehicle and storage medium

Abstract

The invention relates to a method and device for determining the yaw velocity of a vehicle, the vehicle and a storage medium, and the method comprises the steps that the initial yaw velocity of the vehicle is determined according to the wheel speed difference, the wheel track and the wheel rolling radius of the vehicle; and correcting the initial yaw velocity according to a preset correction coefficient to obtain the actual yaw velocity of the vehicle. According to the method, the initial yaw velocity of the wheels is determined on the basis of the wheel speed difference, the wheel track and the wheel rolling radius of the vehicle, then the initial yaw velocity is corrected on the basis of the preset correction coefficient, the actual yaw velocity of the vehicle is obtained, and the correction coefficient not only considers linear deviation brought by a steering system, but also considers linear deviation caused by a steering system. According to the method, the linear deviation between the wheel speed difference and the yaw velocity is considered, the more accurate actual yaw velocity is provided for vehicle control of the vehicle, the vehicle control reliability is further guaranteed, in the actual yaw velocity determination process, excessive measurement periods are not used, and the measurement cost is reduced.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and more specifically, to a method, apparatus, vehicle, and storage medium for determining the yaw rate of a vehicle. Background Technology

[0002] In vehicle control technologies, yaw rate, as a core parameter describing the rotational motion of a vehicle around its vertical axis, is a key indicator of vehicle dynamics control. Its detection accuracy directly determines the effectiveness of vehicle stability control and path tracking, and is also an important basis for assisted driving environment perception and decision-making planning, profoundly affecting driving safety.

[0003] Accurate acquisition of vehicle yaw rate allows the control system to promptly detect changes in vehicle attitude and quickly make corresponding steering and braking adjustments, preventing instability phenomena such as skidding and fishtailing. In assisted driving scenarios, accurate yaw rate data is fundamental to ensuring the vehicle follows the planned path and makes safe decisions in complex road conditions. Therefore, the accuracy of yaw rate detection directly reflects and determines the precision and reliability of the overall vehicle control. Summary of the Invention

[0004] The purpose of this disclosure is to provide a method, apparatus, vehicle, and storage medium for determining the yaw rate of a vehicle, in order to solve the above-mentioned problems.

[0005] To achieve the above objectives, in a first aspect, this disclosure provides a method for determining the yaw rate of a vehicle, the method comprising: The initial yaw rate of the vehicle is determined based on the vehicle's wheel speed difference, wheel track, and wheel rolling radius. The initial yaw rate is corrected according to a preset correction coefficient to obtain the actual yaw rate of the vehicle; wherein... The preset correction coefficient includes a first correction coefficient and / or a second correction coefficient. The first correction coefficient is used to correct the deviation in the linear relationship between the wheel speed difference and the yaw rate of the vehicle caused by steering system clearance. The second correction coefficient is used to correct the deviation in the linear relationship between the wheel speed difference and the yaw rate of the vehicle caused by tire side slip.

[0006] Optionally, the first correction coefficient is a steering wheel angle correction coefficient, and the step of correcting the initial yaw rate according to the preset correction coefficient includes: correcting the initial yaw rate according to the actual steering wheel angle of the vehicle and the steering wheel angle correction coefficient; and / or, The second correction coefficient is the road surface adhesion compensation coefficient. The step of correcting the initial yaw rate according to the preset correction coefficient includes: correcting the initial yaw rate according to the actual adhesion coefficient of the road surface on which the vehicle is traveling and the road surface adhesion compensation coefficient.

[0007] Optionally, correcting the initial yaw rate according to a preset correction coefficient includes: If the vehicle speed is less than or equal to the preset speed, the initial yaw rate is corrected using the first correction coefficient. If the vehicle speed is greater than the preset vehicle speed, the initial yaw rate is corrected using the second correction coefficient.

[0008] Optionally, the wheel rolling radius is determined as follows: Obtain the average wheel speed of the vehicle; The wheel rolling radius is determined based on the vehicle speed and the average wheel speed.

[0009] Optionally, the wheel speed difference is the difference in wheel speed between the left and right wheels of the front axle, and the wheel track is the wheel track of the front axle.

[0010] Optionally, the wheel speed difference is determined in the following way: Obtain the first initial wheel speed of the left wheel of the front axle and the second initial wheel speed of the right wheel of the front axle; The first initial wheel speed and the second initial wheel speed are preprocessed to obtain the first wheel speed and the second wheel speed; The wheel speed difference is determined based on the first wheel speed and the second wheel speed.

[0011] Secondly, this disclosure also provides a device for determining the yaw rate of a vehicle, comprising: The initial information determination module is configured to determine the initial yaw rate of the vehicle based on the vehicle's wheel speed difference, wheel track, and wheel rolling radius. The actual information determination module is configured to correct the initial yaw rate according to a preset correction coefficient to obtain the actual yaw rate of the vehicle; wherein... The preset correction coefficient includes a first correction coefficient and / or a second correction coefficient. The first correction coefficient is used to correct the deviation in the linear relationship between the wheel speed difference and the yaw rate of the vehicle caused by steering system clearance. The second correction coefficient is used to correct the deviation in the linear relationship between the wheel speed difference and the yaw rate of the vehicle caused by tire side slip.

[0012] Optionally, the first correction coefficient is a steering wheel angle correction coefficient, and the actual information determination module is further configured to correct the initial yaw rate based on the actual steering wheel angle of the vehicle and the steering wheel angle correction coefficient; and / or, The second correction coefficient is the road surface adhesion compensation coefficient. The actual information determination module is also configured to correct the initial yaw rate based on the actual adhesion coefficient of the road surface on which the vehicle is traveling and the road surface adhesion compensation coefficient.

[0013] Optionally, the actual information determination module is further configured to correct the initial yaw rate using the first correction coefficient when the vehicle speed is less than or equal to a preset speed. If the vehicle speed is greater than the preset vehicle speed, the initial yaw rate is corrected using the second correction coefficient.

[0014] Optionally, the device for determining the vehicle yaw rate further includes a rolling radius determination module, configured to obtain the average wheel speed of the vehicle; The wheel rolling radius is determined based on the vehicle speed and the average wheel speed.

[0015] Optionally, the wheel speed difference is the difference in wheel speed between the left and right wheels of the front axle, and the wheel track is the wheel track of the front axle.

[0016] Optionally, the vehicle yaw rate determination device further includes a wheel speed difference determination module, configured to acquire a first initial wheel speed of the left wheel of the front axle and a second initial wheel speed of the right wheel of the front axle; The first initial wheel speed and the second initial wheel speed are preprocessed to obtain the first wheel speed and the second wheel speed; The wheel speed difference is determined based on the first wheel speed and the second wheel speed.

[0017] Optionally, the vehicle yaw rate determination device is further configured to acquire the interruption signal duration, wherein the interruption signal duration is the interruption duration for acquiring the wheel speed signal; If the duration of the interruption signal exceeds a preset duration, the actual yaw rate of the vehicle is determined based on the vehicle speed, steering wheel angle, and wheel track.

[0018] Thirdly, this disclosure also provides a vehicle, including: A memory on which computer programs are stored; A processor for executing the computer program in the memory, wherein the processor, when executing, implements the steps of the method of any one of the first aspects.

[0019] Fourthly, this disclosure also provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the method described in any of the first aspects.

[0020] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0021] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a flowchart illustrating a method for determining the yaw rate of a vehicle according to an exemplary embodiment of the present disclosure.

[0022] Figure 2 This is a block diagram of a vehicle yaw rate determination device according to an exemplary embodiment of the present disclosure. Detailed Implementation

[0023] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure.

[0024] Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims. It should be noted that in this disclosure, the terms "S101," "S102," etc., in the specification, claims, and drawings are used to distinguish steps and are not necessarily to be construed as performing method steps in a specific order or sequence.

[0025] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0026] In related technologies, there are two main methods for obtaining the yaw rate of a vehicle: The first method is the direct measurement method, which directly acquires data by installing specialized sensors such as gyroscopes and inertial measurement units (IMUs). While the direct measurement method offers high accuracy, it involves multiple measuring components, making it expensive and hindering widespread adoption. The second method is model estimation, which is based on vehicle dynamics models (such as two-degree-of-freedom models) and estimates parameters such as vehicle speed and steering angle. However, to better implement this method, the model needs to be simplified. Model simplification can easily lead to the accuracy being greatly affected by factors such as road conditions and vehicle load, resulting in large errors under complex conditions such as sharp turns and low-adhesion roads.

[0027] To address the technical problems mentioned in the background section and the aforementioned technical issues, this disclosure provides a method for determining the yaw rate of a vehicle, thereby resolving the problems in the related technologies.

[0028] Figure 1 This is a flowchart illustrating a method for determining the yaw rate of a vehicle according to an exemplary embodiment of the present disclosure, with reference to... Figure 1 The method includes: Step S101: Determine the initial yaw rate of the vehicle based on the wheel speed difference, wheel track, and wheel rolling radius.

[0029] Wheel speed difference refers to the difference in rotational speed between the left and right wheels. This difference can be between the left and right front wheels or the left and right rear wheels. Track width is the vertical distance between the centerlines of the left and right wheels of a vehicle. When the wheel speed difference is the same as the difference between the left and right front wheels, the track width is the front track width; when it is the difference between the left and right rear wheels, the track width is the rear track width. Wheel rolling radius can be the initial rolling radius provided by the manufacturer or a rolling radius updated in real time.

[0030] In this embodiment, the wheel speed difference is preferably the left and right wheel speed difference of the front wheel, and the wheel track is preferably the front wheel track.

[0031] In some implementations, the wheel rolling radius is determined by obtaining the average wheel speed of the vehicle. The wheel rolling radius is then determined based on the vehicle speed and the average wheel speed.

[0032] The average wheel speed is the arithmetic mean of the rotational speeds of the left and right wheels. In this embodiment, the average wheel speed refers to the arithmetic mean of the rotational speeds of the left and right front wheels.

[0033] Furthermore, vehicle speed can be obtained via GPS or CAN bus, or by first acquiring the wheel speed signals of all four wheels and then performing a fusion calculation based on these signals to determine the vehicle speed. This fusion calculation eliminates the impact of individual wheel slippage on vehicle speed. The fusion calculation can be a basic weighted fusion, a filtered optimization fusion, or a multi-dimensional compensation fusion. Basic weighted fusion assigns different weight coefficients to different wheels and determines the vehicle speed based on the wheel speed signal and its weight coefficient. Filtered optimization fusion uses Kalman filtering or particle filtering to dynamically model and suppress noise in the wheel speed signals, then calculates the vehicle speed based on the filtered signals. Multi-dimensional compensation fusion comprehensively considers wheel speed deviation, road surface adhesion coefficient, vehicle load distribution, and yaw dynamic characteristics, performing nonlinear compensation on each wheel speed signal before weighted solving to obtain the vehicle speed. No specific limitations are placed on the fusion calculation method for vehicle speed here.

[0034] In this embodiment, based on kinematic principles, the trajectories of the left and right wheels of the front axle during vehicle turning are concentric circular arcs. The formula for calculating the difference in linear velocity between the left and right wheels of the front axle is as follows: (1) in, The difference in linear velocity between the left and right front wheels. The speed of the right wheel on the front axle. The speed of the left wheel on the front axle. Let r be the average wheel speed, and r be the wheel rolling radius.

[0035] Using formula (1), the wheel rolling radius is determined based on the vehicle speed and wheel speed difference obtained by fusion calculation, so that the obtained wheel rolling radius not only eliminates the influence of individual wheel slippage, but also improves the accuracy of wheel rolling radius determination.

[0036] In some specific implementations, the wheel speed difference is determined as follows: A first initial wheel speed of the left wheel of the front axle and a second initial wheel speed of the right wheel of the front axle are obtained. The first and second initial wheel speeds are preprocessed to obtain a first wheel speed and a second wheel speed. The wheel speed difference is determined based on the first and second wheel speeds.

[0037] The first and second initial wheel speeds can be directly acquired using wheel speed sensors, which can be Hall effect sensors or magnetoelectric sensors. The acquisition frequency can be 50Hz or 100Hz, depending on the real-time requirements of the vehicle control system.

[0038] Furthermore, the preprocessing includes, but is not limited to, filtering and denoising the first and second initial wheel speeds, removing outliers, and correcting for zero drift, in order to eliminate the effects of sensor noise, electromagnetic interference, and installation errors.

[0039] For example, taking preprocessing as filtering, an adaptive Kalman filter algorithm is applied to the first and second initial wheel speeds to eliminate high-frequency noise in the signal (such as wheel speed fluctuations caused by road bumps). The adaptive Kalman filter algorithm dynamically adjusts the process noise covariance matrix according to the wheel's rotational inertia and real-time road conditions to ensure the authenticity and response speed of the filtered wheel speed signal.

[0040] Step S102: Correct the initial yaw rate according to the preset correction coefficient to obtain the actual yaw rate of the vehicle.

[0041] The preset correction coefficients include a first correction coefficient and / or a second correction coefficient. The first correction coefficient corrects for deviations in the linear relationship between wheel speed difference and yaw rate caused by steering system clearance. The second correction coefficient corrects for deviations in the linear relationship between wheel speed difference and yaw rate caused by tire side slip. The first and second correction coefficients can be empirical values ​​obtained through experience. Alternatively, they can be obtained through vehicle calibration tests at different vehicle speeds, steering angles, and road adhesion coefficients, and stored in the vehicle control unit for use in real-time yaw rate estimation.

[0042] In some embodiments, correcting the initial yaw rate according to a preset correction coefficient includes: correcting the initial yaw rate using the first correction coefficient when the vehicle speed is less than or equal to a preset speed; and correcting the initial yaw rate using the second correction coefficient when the vehicle speed is greater than the preset speed.

[0043] In this embodiment, when the vehicle speed is less than or equal to the preset speed, it indicates that the vehicle is in a low-speed condition, where rolling motion is dominant and wheel lateral slip has a relatively small impact. However, the steering system clearance may cause a deviation in the linear relationship between wheel speed difference and yaw rate. In this case, a first correction coefficient is introduced to correct the initial yaw rate. When the vehicle speed is greater than the preset speed, it indicates that the vehicle is in a high-speed condition, where tire lateral slip is significant, and the linear relationship between wheel speed difference and yaw rate weakens. A second correction coefficient is introduced to correct the initial yaw rate.

[0044] Furthermore, the preset vehicle speed can be a pre-set speed or a speed determined based on actual vehicle operating conditions; there is no limitation here. For example, the preset vehicle speed can be 20 km / h or 30 km / h.

[0045] In some specific implementations, the first correction coefficient is a steering wheel angle correction coefficient, and the step of correcting the initial yaw rate according to the preset correction coefficient includes: correcting the initial yaw rate according to the actual steering wheel angle of the vehicle and the steering wheel angle correction coefficient.

[0046] The actual steering wheel angle can be collected by a steering angle sensor and converted into the actual steering wheel angle of the front wheels through the steering system transmission ratio (e.g., 16:1).

[0047] The correction formula for the initial yaw rate is as follows: (2) in, The initial yaw rate, This is the first correction factor. This is the steering wheel angle correction factor. This represents the actual steering wheel angle.

[0048] The corrected yaw rate value can be obtained by formula (2), which is more in line with the dynamic response characteristics of the vehicle during actual steering.

[0049] In some other specific embodiments, the second correction coefficient is a road surface adhesion compensation coefficient, and the step of correcting the initial yaw rate according to the preset correction coefficient includes: correcting the initial yaw rate according to the actual adhesion coefficient of the road surface on which the vehicle is traveling and the road surface adhesion compensation coefficient.

[0050] The actual coefficient of adhesion of a road surface can be estimated based on the deviation between the front wheel speed and the reference vehicle speed. The larger the deviation, the lower the actual coefficient of adhesion. For example, the actual coefficient of adhesion of an icy or snowy road surface is approximately 0.2, while that of a dry asphalt road surface is approximately 0.8.

[0051] The correction formula for the initial yaw rate is as follows: (3) in, This is the second correction factor. This is the road surface adhesion compensation coefficient. This represents the actual adhesion coefficient of the road surface.

[0052] The yaw rate after adhesion compensation can be obtained from formula (3). This correction improves the yaw stability control accuracy of the vehicle on low-adhesion road surfaces. It is understandable that when the road surface is slippery, i.e. For smaller swings, the correction range should be increased to ensure that the estimated value closely matches the actual swing state.

[0053] In other embodiments, the method further includes: acquiring the duration of an interruption signal, the duration of which is the interruption duration for acquiring the wheel speed signal. If the duration of the interruption signal exceeds a preset duration, the actual yaw rate of the vehicle is determined based on the vehicle speed, steering wheel angle, and wheel track.

[0054] The interrupt signal duration can be the duration of the interruption when acquiring the left wheel speed signal, the duration of the interruption when acquiring the right wheel speed signal, or the duration of the interruption when acquiring both left and right wheel speed signals.

[0055] In this embodiment, when the interruption signal duration exceeds the preset duration, the system automatically switches to the yaw rate deduction mechanism based on the kinematic model. This mechanism, based on the Ackermann steering geometry principle, combines real-time vehicle speed and steering wheel angle, and uses the wheel track, wheelbase, and steering trapezoidal relationship to inversely deduce the yaw kinematic response, ensuring that control does not degrade during the signal interruption period.

[0056] The formula for determining the actual yaw rate of a vehicle is as follows: (4) Where L is the wheel track.

[0057] Formula (4) can be used to obtain the estimated value of yaw rate without sensor signal dependence, so as to ensure the continuity and reliability of yaw rate output and avoid the influence of inaccurate control caused by signal acquisition interruption.

[0058] In the specific implementation process, the front axle track is 1.6m, the vehicle wheelbase is 2.7m, the standard tire rolling radius is 0.33m, the speed threshold v is 20km / h, and the steering wheel angle correction coefficient is 0.003 rad. -1 For example, the road surface adhesion compensation coefficient is 0.2.

[0059] During vehicle operation, wheel speed sensors collect the initial wheel speed of the left wheel and the second initial wheel speed of the right wheel on the front axle. After adaptive Kalman filtering, the filtered first and second wheel speeds are obtained. The wheel speed difference between the first and second wheel speeds, as well as the average wheel speed of the left and right wheels on the front axle, are then calculated.

[0060] Based on the vehicle speed and average wheel speed, the actual rolling radius γ of the left and right wheels of the front axle is calculated using formula (1).

[0061] If the measured vehicle speed v is 15 km / h, then the vehicle speed is ≤20 km / h, the vehicle is in a low-speed operating condition, and the steering wheel angle is 20°, approximately 0.349 rad. .

[0062] If the measured vehicle speed v is 60 km / h, then the vehicle speed is >20 km / h, the vehicle is in high-speed operation, and the road surface adhesion coefficient μ = 0.3 (for icy and snowy roads), then... .

[0063] During vehicle operation, the acquisition of wheel speed signals of the left and right front axle wheels will be monitored in real time. When the left front wheel speed signal is interrupted for more than 150ms, the backup model will be activated. If v=40km / h and the front wheel steering angle δ is 5° (about 0.087rad), then γ=(11.1×tan0.087) / 2.7.

[0064] After determining the actual yaw rate, it is sent to the vehicle electronic stability control system (ESC), autonomous driving domain controller and other control components via CAN bus at a preset frequency for vehicle stability control and path correction.

[0065] In the solution provided in this embodiment, the initial yaw rate of the wheel is first determined based on the wheel speed difference, wheel track, and wheel rolling radius. Then, the initial yaw rate is corrected based on a preset correction coefficient to obtain the actual yaw rate of the vehicle. Moreover, the correction coefficient not only considers the linear deviation caused by the steering system, but also the linear deviation between the wheel speed difference and the yaw rate, providing a more accurate actual yaw rate for the overall vehicle control, thereby ensuring the reliability of vehicle control. Furthermore, the determination of the actual yaw rate does not use excessive measurement time, reducing measurement costs.

[0066] Based on the same inventive concept, this disclosure also provides a device for determining the yaw rate of a vehicle, referring to... Figure 2 The vehicle yaw rate determining device 200 includes: The initial information determination module 210 is configured to determine the initial yaw rate of the vehicle based on the vehicle's wheel speed difference, wheel track, and wheel rolling radius. The actual information determination module 220 is configured to correct the initial yaw rate according to a preset correction coefficient to obtain the actual yaw rate of the vehicle; wherein... The preset correction coefficient includes a first correction coefficient and / or a second correction coefficient. The first correction coefficient is used to correct the deviation in the linear relationship between the wheel speed difference and the yaw rate of the vehicle caused by steering system clearance. The second correction coefficient is used to correct the deviation in the linear relationship between the wheel speed difference and the yaw rate of the vehicle caused by tire side slip.

[0067] In one possible implementation, the first correction coefficient is a steering wheel angle correction coefficient, and the actual information determination module 220 is further configured to correct the initial yaw rate based on the actual steering wheel angle of the vehicle and the steering wheel angle correction coefficient; and / or, The second correction coefficient is the road surface adhesion compensation coefficient. The actual information determination module 220 is also configured to correct the initial yaw rate based on the actual adhesion coefficient of the road surface on which the vehicle is traveling and the road surface adhesion compensation coefficient.

[0068] In one possible implementation, the actual information determination module 220 is further configured to correct the initial yaw rate using the first correction coefficient when the vehicle speed is less than or equal to a preset speed. If the vehicle speed is greater than the preset vehicle speed, the initial yaw rate is corrected using the second correction coefficient.

[0069] In one possible implementation, the vehicle yaw rate determination device 200 further includes a rolling radius determination module configured to obtain the average wheel speed of the vehicle. The wheel rolling radius is determined based on the vehicle speed and the average wheel speed.

[0070] In one possible implementation, the wheel speed difference is the difference in wheel speed between the left and right wheels of the front axle, and the wheel track is the wheel track of the front axle.

[0071] In one possible implementation, the vehicle yaw rate determination device further includes a wheel speed difference determination module, configured to acquire a first initial wheel speed of the left wheel of the front axle and a second initial wheel speed of the right wheel of the front axle. The first initial wheel speed and the second initial wheel speed are preprocessed to obtain the first wheel speed and the second wheel speed; The wheel speed difference is determined based on the first wheel speed and the second wheel speed.

[0072] In one possible implementation, the vehicle yaw rate determination device is further configured to acquire the duration of an interruption signal, the duration of which is the duration of an interruption in acquiring the wheel speed signal. If the duration of the interruption signal exceeds a preset duration, the actual yaw rate of the vehicle is determined based on the vehicle speed, steering wheel angle, and wheel track.

[0073] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0074] Based on the same inventive concept, this disclosure also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements any of the above-described methods for determining the vehicle yaw rate.

[0075] Based on the same inventive concept, this disclosure also provides a vehicle and a memory having a computer program stored thereon. A processor for executing the computer program in the memory, which, when executed, implements any of the methods described above for determining the vehicle yaw rate.

[0076] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0077] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0078] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A method for determining the yaw rate of a vehicle, characterized in that, The method includes: The initial yaw rate of the vehicle is determined based on the vehicle's wheel speed difference, wheel track, and wheel rolling radius. The initial yaw rate is corrected according to a preset correction coefficient to obtain the actual yaw rate of the vehicle; wherein... The preset correction coefficient includes a first correction coefficient and / or a second correction coefficient. The first correction coefficient is used to correct the deviation in the linear relationship between the wheel speed difference and the yaw rate of the vehicle caused by steering system clearance. The second correction coefficient is used to correct the deviation in the linear relationship between the wheel speed difference and the yaw rate of the vehicle caused by tire side slip.

2. The method according to claim 1, characterized in that, The first correction factor is a steering wheel angle correction factor. The step of correcting the initial yaw rate according to the preset correction factor includes: correcting the initial yaw rate based on the actual steering wheel angle of the vehicle and the steering wheel angle correction factor; and / or, The second correction coefficient is the road surface adhesion compensation coefficient. The step of correcting the initial yaw rate according to the preset correction coefficient includes: correcting the initial yaw rate according to the actual adhesion coefficient of the road surface on which the vehicle is traveling and the road surface adhesion compensation coefficient.

3. The method according to claim 1, characterized in that, The step of correcting the initial yaw rate according to a preset correction coefficient includes: If the vehicle speed is less than or equal to the preset speed, the initial yaw rate is corrected using the first correction coefficient. If the vehicle speed is greater than the preset vehicle speed, the initial yaw rate is corrected using the second correction coefficient.

4. The method according to any one of claims 1-3, characterized in that, The wheel rolling radius is determined in the following way: Obtain the average wheel speed of the vehicle; The wheel rolling radius is determined based on the vehicle speed and the average wheel speed.

5. The method according to any one of claims 1-3, characterized in that, The wheel speed difference is the difference in wheel speed between the left and right wheels of the front axle, and the wheel track is the wheel track of the front axle.

6. The method according to claim 5, characterized in that, The wheel speed difference is determined in the following way: Obtain the first initial wheel speed of the left wheel of the front axle and the second initial wheel speed of the right wheel of the front axle; The first initial wheel speed and the second initial wheel speed are preprocessed to obtain the first wheel speed and the second wheel speed; The wheel speed difference is determined based on the first wheel speed and the second wheel speed.

7. The method according to claim 1, characterized in that, The method further includes: The interrupt signal duration is obtained, and the interrupt signal duration is the interrupt duration for obtaining the wheel speed signal; If the duration of the interruption signal exceeds a preset duration, the actual yaw rate of the vehicle is determined based on the vehicle speed, steering wheel angle, and wheel track.

8. A device for determining the yaw rate of a vehicle, characterized in that, include: The initial information determination module is configured to determine the initial yaw rate of the vehicle based on the vehicle's wheel speed difference, wheel track, and wheel rolling radius. The actual information determination module is configured to correct the initial yaw rate according to a preset correction coefficient to obtain the actual yaw rate of the vehicle; wherein... The preset correction coefficient includes a first correction coefficient and / or a second correction coefficient. The first correction coefficient is used to correct the deviation in the linear relationship between the wheel speed difference and the yaw rate of the vehicle caused by steering system clearance. The second correction coefficient is used to correct the deviation in the linear relationship between the wheel speed difference and the yaw rate of the vehicle caused by tire side slip.

9. A vehicle, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory, which, when executed, implements the steps of the method for determining the yaw rate of a vehicle according to any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method for determining the yaw rate of a vehicle as described in any one of claims 1-7.

Images