CRJ-700 Captain reported while in cruise flight they received an engine oil pressure warning and uncommanded yaw issue resulting in engine shut down and flight landing safely at their destination.

Narrative

Operating flight to ZZZ airport while in cruise at FL250 we received a R OIL PRESS warning; almost immediately we felt the aircraft yaw both left and right. The FO was pilot flying and I was pilot monitoring. Feeling the yaw I suspected to see an engine rolling back. After several seconds I called for the FO to disconnect the autopilot while he was making inputs to get the aircraft coordinated. Looking at the ED1 (Electronic Display) we did not see anything abnormal. There were no fluctuations in thrust; both oil pressure and temperatures in both engines were in the green and where we would expect them to be. Oil pressure in the left engine was around 69 right engine was around 64 and holding steady; oil temps for the left engine were between 100-105 right engine was 105-110. We did not make any immediate changes to thrust until we had the yaw under control. After being sure the aircraft was under control I told the FO he had the aircraft and I had the radios and QRH. He had his hands full getting the aircraft trimmed out and I did not want to over load him since he was hand flying at this time. As I was beginning to run the QRH we had another yaw to the left and right that I believe was uncommanded. I know there may have been some small movement by the FO while making adjustments to power to get back on heading and altitude; but this movement seemed to surprise the FO and seemed more than what a little movement would have caused. At this point with no other messages showing I felt the need to go ahead and [request priority handling] with ATC fearing that we have a flight control issue. I sent a quick ACARS to dispatch to let them know what was going on. While running the QRH for R OIL PRESS we reduced power to idle on the right side and the message cleared momentarily then returned. Because we still had the R OIL PRESS message the QRH directed us to the following page to shutdown the affected engine. After getting the engine secured we got were able to respond to ACARS sent by dispatch and relay information to ATC as they requested. Also; at this point I was able to call back to the flight attendants and brief them on the situation and to expect a normal landing in ZZZ airport and would update them as we got closer. I also made an announcement to the passengers and told them we had a maintenance issue and had to shut one engine down; but we were continuing to ZZZ and should be there in roughly 28 minutes.ATC gave us instructions to maintain 260 kts at FL250. We were unable to maintain that speed at that altitude and asked for lower. They gave us FL240 and we decended to 240. At FL240 were still slowly loosing airspeed and while discussing with ATC we determined ZZZZZ at 14;000 would allow us to keep a decent going and our airspeed where we needed it. We were in constant communication with ATC relaying information with the controllers and clarifying the different controllers on what happened. There seemed to be some confusion on ATC's part if we lost an engine or shut it down and at one point they thought we didn't have an FMS. All of this was cleared up and we were asked which runway we wanted. We requested XXL thinking about location of ARF (Airport Rescue and Firefighting) and somewhere that we could clear the runway and come to a stop for a few minutes without being in the way; also less runways to cross while single engine. We were told we could have either runways XZ or XYR but not XXL. We felt XYR was the better choice. We resent for numbers and rebriefed the runway change and referred to the QRH for the changes in landing configuration and distance. Dispatch also sent an ACARS with the new landing distance. We briefed the single engine go around procedure. During this whole time I would check with the FO to make sure he was doing ok and see if he needed a break and asked him if he was comfortable doing the landing. His response was yes; and I told him if he changed his mind to let me know and we could swap roles. As we descended out of 10;000 feet I called the flight attendants and told them we were expecting a normal landing in ZZZ only a little faster than usual and we had control of the aircraft and we didn't expect a need for evacuation. We were vectored for a long final approach to XYR. We did have a few deviations while trying to join the localizer. Most of that was a mix of power changes; crosswind and being pretty far out from the airport in green needles so the PF could keep both hands on the controls while having to make adjustments while landing. Honestly I didn't expect to be vectored that far out. After an uneventful touchdown we cleared the runway at taxiway 1 and made a right on taxiway 2. ARF was there waiting and did a quick look to be sure we didn't have any signs of problems. As soon as we came to a stop I made an announcement over the PA to the passengers that there were going to be emergency vehicles with flashing lights taking a quick look to make sure we were ok to taxi into the gate to keep them updated on what was happening. After a quick check by ARF they saw no signs of fire or leaking fluids; our brake temps were at a 4 at the highest. After ARF gave us the all OK we contacted tower to taxi to the gate. They gave us clearance to cross XYL at taxiway 3; 4 to the gate. Ramp cleared us into the gate upon contact. After parking at the gate we ran the shutdown checklist and I stood in the jetbridge and the FO stood in the flight deck doorway to say goodbye as passengers deplaned. I would say around half the passengers asked what happened as they were getting off. Our response was we had an oil pressure message and out of caution had to shutdown the affected engine. Cause: I am not sure what caused the R Oil Press warning. The oil pressure on both engines were normal. Also; I am not sure what caused the left and right yaw. Initially I thought one of the engines was rolling back and maybe the autopilot was able to see this before we could and tried to make a correction. Maybe it happened so quick we didn't see any indications of it. However we continued to get what seemed like uncommanded yaw with the autopilot off and not making any inputs to the rudder.Suggestions: As I am sitting here reading through the QRH; I see where I missed something. On the third line down it reads are any two of the following displayed. In the aircraft I read are any of the following... I read this wrong. Had I read this correctly it would not have led to me to shut down the engine. I can only assume the physical QRH in the aircraft reads the same. As there was a lot going on I felt I took my time to read each line carefully. I can see now it appears I made a mistake. I questioned the reasoning behind the engine shutdown at what appeared to be an indication problem. I do remember reading that at least twice. I will admit the yawing we experienced had me a little distracted in the back of my mind. I think the stress of the situation either had me going faster than I felt I was going; or it could have been an interruption while dealing with ATC and answering questions while trying to complete the QRH.