Vehicle yaw stability failure operation control method and device and storage medium

Abstract

The application provides a vehicle yaw stability failure operation control method and device and a storage medium, and relates to the technical field of vehicle chassis control. The method comprises the following steps: different description models are established based on different operation stages of a vehicle failure operation process, and a quantitative performance index of the operation process is determined; the quantitative performance index of each operation stage is solved based on a set constraint condition of the vehicle failure operation process and a preset range of the quantitative performance index as an optimization target; and an optimal operation control scheme is determined based on feedback control gain obtained by the solving and a control law equation of the feedback control gain of each operation stage set in advance. The application achieves performance guarantee of the vehicle in the whole failure operation process by adopting the above scheme.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle chassis control, and particularly relates to a vehicle yaw stability failure operation control method and device and a storage medium. BACKGROUND

[0002] With the improvement of vehicle intelligence and electrification, the requirements for vehicle safe operation capability are higher and higher.

[0003] In the automatic driving requirements of level 4 and above, the vehicle is required to maintain operation after failure. This requires the vehicle to have the ability to maintain all or part of the operation after failure, that is, failure operation. However, the existing failure operation method ignores the key process of diagnosis switching, and therefore cannot guarantee the performance of the vehicle in the whole failure operation process. SUMMARY

[0004] The present application aims to at least solve one of the technical problems in the related art to some extent.

[0005] To this end, a first object of the present application is to provide a vehicle yaw stability failure operation control method, which realizes performance guarantee of the vehicle in the whole failure operation process.

[0006] A second object of the present application is to provide a vehicle yaw stability failure operation control device.

[0007] A third object of the present application is to provide a non-transitory computer readable storage medium.

[0008] To achieve the above object, a vehicle yaw stability failure operation control method according to a first aspect of the present application is provided, which comprises: establishing different description models based on different operation stages of the vehicle failure operation process, and determining quantitative performance indicators of the operation process; based on the set constraint conditions of the vehicle failure operation process, solving with the quantitative performance indicators of different operation stages satisfying a preset range as an optimization target, and determining an optimal operation control scheme based on the feedback control gain obtained by solving and the control law equation of the feedback control gain of different operation stages set.

[0009] The vehicle yaw stability failure operation control method according to the present application divides the vehicle failure operation process into three stages of normal operation, fault operation and fault-tolerant operation, respectively establishes description models including differential equations, observation equations and target equations for the three processes, and proposes indicators for quantifying the failure operation process. Finally, a lateral stability failure operation control method based on system time switching is established, and a failure operation control rate is given, thereby realizing performance constraint control of the vehicle lateral stability failure operation process.

[0010] Optionally, in an embodiment of the present application, the different running stages of the vehicle failure running process include a normal running stage, the normal running stage is a running stage of the vehicle without fault, and the description model corresponding to the normal running stage is a yaw stability control model;

[0011] The different running stages of the vehicle failure running process also include a fault running stage, the fault running stage is a running stage of the vehicle with fault and without fault control, and the description model corresponding to the fault running stage is an abnormal running state model;

[0012] The different running stages of the vehicle failure running process also include a fault-tolerant running stage, the fault-tolerant running stage is a running stage of the vehicle with fault and with fault control, and the description model corresponding to the fault-tolerant running stage is a fault-tolerant running state model;

[0013] The description model of each running stage includes corresponding differential equations, observation equations and target equations.

[0014] Optionally, in an embodiment of the present application, the yaw stability control model is expressed as:

[0015]

[0016] wherein, is a vehicle yaw stability equation, z n (t) is a target equation, y n (t) is an observation equation,

[0017] u n (t) = [δ f ΔM] T , respectively represent a longitudinal speed error and a yaw angular speed error of the vehicle, v y , ω r respectively represent a longitudinal speed and a yaw angular speed of the vehicle, v yd , ω rd respectively represent a target longitudinal speed and a target yaw angular speed of the vehicle, respectively represent a target longitudinal acceleration and a target yaw angular acceleration of the vehicle, δ f represents a front wheel steering angle control input, and ΔM represents a direct yaw moment control input,

[0018] C f , C r are front and rear wheel cornering stiffness, l r , l f are horizontal distances from a mass center to front and rear axles, and m represents a vehicle mass, v xdenotes the longitudinal speed of the vehicle, I z denotes the moment of inertia, I n denotes the identity matrix of dimension n,

[0019]

[0020] Optionally, in an embodiment of the present application, the abnormal operating condition model is represented as:

[0021]

[0022]

[0023] wherein, denotes the steering failure factor,

[0024]

[0025] Optionally, in an embodiment of the present application, the fault-tolerant operating condition model is represented as:

[0026]

[0027] wherein,

[0028] u r (t) = [δ f ΔM] T ;

[0029]

[0030] Optionally, in an embodiment of the present application, the quantification performance indicator is represented as:

[0031]

[0032] wherein γ is the quantification performance indicator, γ is the ratio of the L2-norm of the system output z(t) to the L2-norm of the system disturbance w(t), L2 denotes the set of all energy-bounded signals, The L2-norm is represented as f(t) denotes the measured signal, the symbol sup denotes the maximum value, w(t) denotes the reference input vector of the system.

[0033] Optionally, in one embodiment of this application, the control law equation adopts a healthy control law during the normal operation phase and the fault operation phase, and adopts a fault-tolerant control law during the fault-tolerant operation phase. The constraints of the vehicle failure operation process include a healthy stabilization condition, a healthy-fault switching descent condition, a fault stabilization condition, a fault-tolerance switching descent condition, and a fault-tolerant stabilization condition.

[0034] Optionally, in one embodiment of this application, the control law equations for the normal operation phase, the fault operation phase, and the fault-tolerant operation phase are respectively expressed as:

[0035] u1(t)=G1y(t)

[0036] u3(t)=G3y(t)

[0037] Where u1(t) is the control law equation for the normal operation phase and the fault operation phase, u3(t) is the control law equation for the fault-tolerant operation phase, G1 is the feedback control gain for the normal operation phase and the fault operation phase, G3 is the feedback control gain for the fault-tolerant operation phase, and y(t) is the vehicle tracking error.

[0038] The condition for healthy sedation is: there exists a matrix Q1>0∈R n×n , and Y1∈R p×s This makes the first matrix inequality hold, where the first matrix inequality is expressed as:

[0039]

[0040] in,

[0041]

[0042] The condition for health-failover descent is: the existence of matrix Q. 2,0 >0∈R n×n This makes the second matrix inequality hold, where the second matrix inequality is expressed as:

[0043] Q1≤q 2,0

[0044] The fault stabilization condition is: there exists a matrix q. 2,1 >0∈R n×n This makes the third matrix inequality hold, where the third matrix inequality is expressed as:

[0045]

[0046] Where Y2 = βY1,

[0047]

[0048] The fault-tolerant switching down condition is that there exists a matrix Q3>0∈R n×n such that a fourth matrix inequality is established, where the fourth matrix inequality is represented as:

[0049] Q 2,0 ≤Q3

[0050] Q 2,1 ≤Q3

[0051] The fault-tolerant stabilization condition is that there exists a matrix Q3>0∈R n×n , and Y3∈R p×s such that a fifth matrix inequality is established, where the fifth matrix inequality is represented as:

[0052]

[0053] wherein,

[0054]

[0055] To achieve the above object, the second aspect of the present application provides a vehicle yaw stability failure operation control device, comprising:

[0056] A description model construction module is configured to establish different description models based on different operation stages of a vehicle failure operation process and determine a quantitative performance index of the operation process;

[0057] A scheme generation module is configured to solve, based on a set constraint condition of the vehicle failure operation process and a control law equation about feedback control gain of different operation stages, an optimal operation control scheme based on a feedback control gain obtained by the solving, with the quantitative performance index of different operation stages satisfying a preset range as an optimization target.

[0058] To achieve the above object, the third aspect of the present application provides a non-transitory computer readable storage medium, when instructions in the storage medium are executed by a processor, the vehicle yaw stability failure operation control method described above can be executed.

[0059] Additional aspects and advantages of the application will be made apparent by the following description of embodiments of the application. BRIEF DESCRIPTION OF DRAWINGS

[0060] The above and / or additional aspects and advantages of the application will become apparent and be readily appreciated from the following description of embodiments of the application, taken in conjunction with the accompanying drawings in which:

[0061] Figure 1 A flowchart of a vehicle yaw stability failure operation control method provided by Embodiment One of the present application;

[0062] Figure 2 A stability failure operation control phase diagram of a vehicle according to the present application;

[0063] Figure 3 A structure diagram of a vehicle yaw stability failure operation control device provided by the present application. DETAILED DESCRIPTION

[0064] The embodiments of the present application are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application.

[0065] The vehicle yaw stability failure operation control method and device of the embodiments of the present application are described below with reference to the accompanying drawings.

[0066] Figure 1 A flowchart of a vehicle yaw stability failure operation control method provided by Embodiment One of the present application;

[0067] As shown in Figure 1 , the vehicle yaw stability failure operation control method comprises the following steps:

[0068] Step 101, different description models are established based on different operation phases of the vehicle failure operation process, and a quantitative performance index of the operation process is determined;

[0069] Step 102, based on the set constraint conditions of the vehicle failure operation process, the quantitative performance index of the different operation phases is solved with the optimization target of satisfying the preset range, and the optimal operation control scheme is determined based on the feedback control gain obtained by solving and the control law equation of the feedback control gain of the different operation phases.

[0070] The vehicle yaw stability failure operation control method of the embodiments of the present application divides the vehicle failure operation process into three phases of normal operation, fault operation and fault-tolerant operation, respectively establishes a description model including a differential equation, an observation equation and a target equation for the three processes, and proposes an index for quantifying the failure operation process. Finally, a lateral stability failure operation control method based on system time switching is established, and a failure operation control rate is given, thereby realizing performance constraint control of the whole process of vehicle lateral stability failure operation.

[0071] Optionally, in one embodiment of this application, the vehicle stability failure operation control process corresponds to a system failure. After a certain diagnostic time, the differential braking system achieves fault-tolerant vehicle stability control through active braking. Therefore, as... Figure 2 As shown, vehicle stability failure operation control can be divided into three stages: Stage 1, normal operation stage: Under the action of active steering, the vehicle intervenes to control its own yaw stability. At this time, the vehicle's steering system is healthy and without faults. Stage 2, failure operation stage: Partial or complete failure occurs in the active steering execution system. At this time, the vehicle's steering ability decreases, and the steering system cannot completely execute control commands. However, due to the diagnostic time, the vehicle still does not detect the existence of the fault and does not react. At this time, the vehicle is controlling the vehicle with steering failure under the original control strategy for the healthy state, which is a dangerous failure operation period. Stage 3, fault-tolerant operation stage: The vehicle diagnoses the steering failure and begins to regain control of the vehicle through differential steering, and adopts a failure operation control strategy for differential input to control the vehicle.

[0072] The descriptive models include a yaw stability control model for the normal operation phase, an abnormal operation state model for the fault operation phase, and a fault-tolerant operation state model for the fault-tolerant operation phase. The descriptive model for each operation phase includes the corresponding differential equation, observation equation, and objective equation.

[0073] Optionally, in one embodiment of this application, a yaw stability control model for normal operating conditions is constructed.

[0074] According to Newton's laws of motion, the motion state of a vehicle during operation can be described as follows:

[0075]

[0076] Among them, v y and ω r These represent the vehicle's longitudinal velocity and yaw rate, respectively, in m / s and rad / s. and These represent the vehicle's longitudinal acceleration and yaw rate, respectively, in m / s². 2 and rad / s 2 δ f ΔM represents the front wheel steering angle control input, in rad; ΔM represents the direct yaw moment control input, in Nm. x This represents the longitudinal speed of the vehicle, measured in m / s. F yf ,F yr Let represent the lateral forces of the front and rear wheels, respectively, and calculate them within the linear interval as follows:

[0077] F yf=C f α f ,F yr =C r α r (2)

[0078] where C f ,C r are the front and rear cornering stiffness, respectively, in N / rad. α f ,α r represent the front and rear sideslip angles, respectively, and are calculated as follows:

[0079]

[0080] where l f ,l r are the horizontal distances from the center of mass to the front and rear axles, respectively, in m.

[0081] Considering the reference lateral velocity and the reference yaw rate, the vehicle yaw stability can be described by the following equations according to (1)-(3):

[0082]

[0083] For further derivation, (4) is further abstracted as follows:

[0084]

[0085] where represent the vehicle's longitudinal velocity error and yaw rate error, respectively, in m / s and rad / s; u n (t) = [δ f ΔM] T ; v yd and ω rd represent the vehicle's target longitudinal velocity and target yaw rate, respectively, in m / s and rad / s. The relevant matrix is derived as follows:

[0086]

[0087] Both the yaw rate error and the lateral velocity error are measurable, and the observation equation is constructed as follows:

[0088]

[0089] where The relevant matrix is derived as follows:

[0090]

[0091] The yaw rate error and the lateral velocity error are selected as the target vectors, and a target equation is constructed as follows:

[0092]

[0093] wherein The correlation matrix is derived as follows:

[0094]

[0095] By combining equations (5), (7) and (9), the yaw stability control problem of the vehicle in the normal state can be described by the following model:

[0096]

[0097] wherein the correlation matrix is given by equations (6), (8) and (10).

[0098] Optionally, in an embodiment of the present application, an abnormal operating state model is constructed, comprising:

[0099] After the steering failure occurs, the steering capability of the vehicle is reduced, and the yaw rate error and the lateral velocity error are still measurable. Then, in the abnormal operating stage, the fault of the vehicle is not treated, and therefore the system model of the vehicle at this time is described as follows:

[0100]

[0101] The correlation matrix is derived as follows:

[0102]

[0103] wherein, represents the steering failure factor, and u f (t) = [δ f ΔM] T ;

[0104] Optionally, in an embodiment of the present application, a fault-tolerant operating state model is constructed, comprising:

[0105] In the fault-tolerant control stage, the differential braking starts to intervene as the control input of the vehicle to perform the yaw stability control, and at this time the system model of the vehicle is described as follows:

[0106]

[0107] The correlation matrix is derived as follows:

[0108]

[0109] wherein, u r(t) = [δ f ΔM] T , At this time, the turning input exits, and differential braking is intervened.

[0110] Optionally, in an embodiment of the present application, evaluating the vehicle running process first needs to ensure that the vehicle can run stably, i.e., stability, and secondly, the vehicle can have good ability to resist external interference in the running process, i.e., robustness. Under such requirements, in order to realize performance evaluation of the whole process of chassis failure running, the embodiment proposes a quantitative index for evaluating the whole process performance of chassis failure running based on robust control theory, which is specifically expressed as follows:

[0111]

[0112] wherein γ represents the evaluation index, the value of which is the ratio of the L2 norm of the system output z(t) to the L2 norm of the system disturbance w(t), and the physical meaning can be understood as the square root ratio of the energy of the system output to the energy of the disturbance input, and the symbol sup represents the maximum value.

[0113] γ measures the amplification multiple of the output signal under the initial condition of 0 and the worst disturbance input of the system, therefore, the smaller the gain γ of the system, the better the performance. y(t) represents the tracking error of the vehicle, and w(t) has the same meaning as described above, representing the reference input vector of the system. Assuming that y(t) and w(t) are energy-bounded signals, the set of all energy-bounded signals is denoted as L2, then:

[0114]

[0115] Under the above definition, denoted as the L2 norm of the signal.

[0116] Optionally, in an embodiment of the present application, in the normal running phase and the fault running phase, the control law equation adopts the health control law, and in the fault-tolerant running phase, the control law equation adopts the fault-tolerant control law, and the constraint conditions include the health stabilization condition, the health-fault switching drop condition, the fault stabilization condition, the fault-fault-tolerant switching drop condition and the fault-tolerant stabilization condition.

[0117] Optionally, in an embodiment of the present application, for the chassis failure running system described in equations (11), (12) and (14), in the normal running phase and the fault running phase, the health control law u(t) = G1y(t) is adopted; and in the fault-tolerant running phase s3, the system is adjusted to the fault-tolerant control law u(t) = G3y(t). If it is required that the performance in the normal running phase satisfies γ ≤ γ n , the performance in the fault running phase satisfies γ ≤ γ f , and the performance in the fault-tolerant running phase satisfies γ < γr where γ n , γ f and γ r are the performance requirements for normal operation, faulty operation and fault-tolerant operation respectively, and γ f ≥ γ n , γ r ≥ γ n , then the feedback control gains G1, G3 can be obtained by jointly solving the following linear matrix inequalities:

[0118] The healthy stabilizing condition is that there exist matrices Q1>0∈R n×n , and Y1∈R p×s such that the first matrix inequality holds, where the first matrix inequality is expressed as:

[0119]

[0120] where

[0121]

[0122] The healthy-to-faulty switchover degradation condition is that there exist matrices Q 2,0 >0∈R n×n such that the second matrix inequality holds, where the second matrix inequality is expressed as:

[0123] Q1≤ Q 2,0

[0124] The faulty stabilizing condition is that there exist matrices Q 2,1 >0∈R n×n such that the third matrix inequality holds, where the third matrix inequality is expressed as:

[0125]

[0126] where Y2= βY1,

[0127]

[0128] The faulty-to-fault-tolerant switchover degradation condition is that there exist matrices Q3>0∈R n×n such that the fourth matrix inequality holds, where the fourth matrix inequality condition is expressed as:

[0129] Q 2,0 ≤ Q3

[0130] Q 2,1 ≤ Q3

[0131] The fault-tolerant stabilization condition is that there exists a matrix Q3>0∈R n×n 、 and Y3∈R p×s such that a fifth matrix inequality holds, where the fifth matrix inequality is expressed as:

[0132]

[0133] wherein

[0134]

[0135] To achieve the above-mentioned embodiments, the application further provides a vehicle yaw stability failure operation control device.

[0136] Figure 3 A structural schematic diagram of a vehicle yaw stability failure operation control device provided by the embodiments of the application.

[0137] As shown in Figure 3 , the vehicle yaw stability failure operation control device comprises:

[0138] A description model construction module is configured to establish different description models based on different operation stages of the vehicle failure operation process, and determine a quantitative performance index of the operation process;

[0139] A scheme generation module is configured to solve, based on a set constraint condition of the vehicle failure operation process and a control law equation about feedback control gain of different operation stages, an optimal operation control scheme based on the feedback control gain obtained by the solving, with the quantitative performance index of different operation stages satisfying a preset range as an optimization target.

[0140] It should be noted that the foregoing explanation and description of the vehicle yaw stability failure operation control method embodiments are also applicable to the vehicle yaw stability failure operation control device of this embodiment, which will not be described here again.

[0141] To achieve the above-mentioned embodiments, the application further provides a non-transitory computer readable storage medium having a computer program stored thereon, and the computer program is executed by a processor to implement the method of the above-mentioned embodiments.

[0142] In the description of the application, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example" or "some examples" etc. means that the particular feature, structure, material or characteristic being described is included in at least one embodiment or example of the application. The illustrative appearance of the above terms in various places in the specification are not necessarily referring to the same embodiment or example. Moreover, the particular features, structures, materials or characteristics can be combined in any suitable manner in one or more embodiments or examples. Furthermore, the description of different embodiments or examples of the application described in the specification can be combined and combined with other embodiments or examples of the application described in the specification, without contradiction, by those skilled in the art.

[0143] In addition, the terms "first", "second" are used only for descriptive purposes and should not be construed as indicating or implying relative importance or an indicated number of technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features. In the description of the application, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0144] Any process or method descriptions or descriptions of the flow diagrams in the flow charts described herein, or otherwise described herein, can be understood as representing code modules, segments, or portions of code which include one or more executable instructions for implementing the specified logical functions or processes, and the preferred embodiments of the application include additional or fewer functions, in which the order of the functions can be executed can not be the same as those shown or discussed, including according to the functions involved, in a substantially simultaneous manner or in reverse order, which should be understood by those skilled in the art to which the embodiments of the application belong.

[0145] The logic and / or steps represented in the flowcharts and / or described herein, for example, can be considered as a sequence of executable instructions stored in a computer readable medium, which can be executed by an instruction execution system, apparatus or device, such as a computer-based system, processor- based system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions, or a combination thereof. For the purposes of this specification, a "computer readable medium" can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer readable medium can specifically include the following, which are non-exhaustive list: electrical connection (electrical device having one or more wires), portable computer diskette (magnetic device), random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or Flash memory), optical fiber device, and portable compact disc read-only memory (CDROM). In addition, the computer readable medium can even be paper or other suitable medium upon which the program is printed, as the program can be electronically captured, for example, by optically scanning the paper or other suitable medium, then electronically converted into a form that can be edited, compiled, or interpreted, or otherwise processed in electronic form into an executable form suitable for use in the instruction execution system, apparatus or device.

[0146] It should be understood that parts of the present application can be implemented in hardware, software, firmware or a combination thereof. In the above embodiments, a plurality of steps or methods can be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As such, if implemented in hardware, and in another embodiment, any of the following technologies known in the art or their combination can be used: discrete logic circuitry having logic gates for implementing logic functions on data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), etc.

[0147] Those skilled in the art of the present technology can understand that all or part of the steps carried out by the above-mentioned embodiment methods can be completed by programs instructing relevant hardware, and the programs can be stored in a computer readable storage medium. When the program is executed, it includes one of the steps of the method embodiment or a combination thereof.

[0148] In addition, each of the functional units in the various embodiments of the present application can be integrated in one processing module, or each of the units can be physically present separately, or two or more units can be integrated in one module. The integrated module can be implemented in the form of hardware or in the form of a software functional module. When the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it can also be stored in a computer readable storage medium.

[0149] The storage medium mentioned above can be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are exemplary and should not be construed as limiting the present application, and those skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application.

Claims

1. A method for controlling vehicle yaw stability failure during operation, characterized in that, include: Different descriptive models are established based on different operational stages of the vehicle failure process, and quantitative performance indicators of the operational process are determined. Based on the constraints of the vehicle failure operation process, the optimization objective is to solve the problem by ensuring that the quantitative performance indicators of different operation stages meet the preset range. The optimal operation control scheme is determined based on the feedback control gain obtained from the solution and the control law equations for the feedback control gain of different operation stages. Among them, the different operating stages of the vehicle failure operation process include the normal operation stage, which is the stage in which the vehicle operates without faults, and the descriptive model corresponding to the normal operation stage is the yaw stability control model. The different operating stages of the vehicle failure operation process also include the fault operation stage, which is the operating stage in which the vehicle malfunctions and no fault control is performed. The description model corresponding to the fault operation stage is the abnormal operating state model. The different operating stages of the vehicle failure operation process also include a fault-tolerant operating stage, which is the operating stage when the vehicle fails and fault control is performed. The description model corresponding to the fault-tolerant operating stage is a fault-tolerant operating state model. The descriptive model for each operational phase includes the corresponding differential equation, observation equation, and objective equation. The yaw stability control model is expressed as follows: in, This is the equation for the vehicle's yaw stability. The objective equation is... For the observation equation, , , , , , , These represent the longitudinal velocity error and the yaw rate error of the vehicle, respectively. , These represent the vehicle's longitudinal velocity and yaw rate, respectively. , These represent the target longitudinal velocity and the target yaw rate of the vehicle, respectively. , These represent the target longitudinal acceleration and the target yaw acceleration of the vehicle, respectively. This indicates the front wheel steering angle control input. This indicates the direct yaw moment control input. , , For the lateral stiffness of the front and rear wheels, , The horizontal distance from the center of mass to the front and rear axles. Indicates the overall vehicle weight. Indicates the longitudinal speed of the vehicle. Indicates the moment of inertia. This represents the identity matrix of dimension n. ， ， ， 。 2. The method as described in claim 1, characterized in that, The abnormal operating state model is represented as follows: in, , , , Represents steering failure factor, ， ， ， ， ， ； 。 3. The method as described in claim 2, characterized in that, The fault-tolerant operation state model is represented as follows: in, , ， ， ， ， ， ； 。 4. The method as described in claim 3, characterized in that, The quantitative performance index is expressed as follows: in, To quantify performance metrics, For system output L2 norm and system disturbance The ratio of the L2 norms, where L2 represents the set of all energy-bounded signals. The L2 norm is represented as , This represents the measured signal, with the symbol 'sup' indicating the maximum value.

5. The method as described in claim 4, characterized in that, During the normal operation phase and the fault operation phase, the control law equation adopts the healthy control law. During the fault-tolerant operation phase, the control law equation adopts the fault-tolerant control law. The constraints of the vehicle failure operation process include the healthy stabilization condition, the healthy-fault switching descent condition, the fault stabilization condition, the fault-tolerance switching descent condition, and the fault-tolerant stabilization condition.

6. The method as described in claim 5, characterized in that, The control law equations for the normal operation phase, fault operation phase, and fault-tolerant operation phase are respectively expressed as: in, The control law equations for the normal operation phase and the fault operation phase are as follows: The control law equation for the fault-tolerant operation phase is... The feedback control gain for the normal operation phase and the fault operation phase. This refers to the feedback control gain during the fault-tolerant operation phase. This refers to the vehicle's tracking error. The condition for healthy sedation is: the existence of a matrix. , as well as This makes the first matrix inequality hold, where the first matrix inequality is expressed as: in, , ， ； The health-failure handover descent condition is: the existence of a matrix. This makes the second matrix inequality hold, where the second matrix inequality is expressed as: The fault stabilization condition is: the existence of a matrix. This makes the third matrix inequality hold, where the third matrix inequality is expressed as: in, ; ； ， ， ； The fault-tolerance switching descent condition is: the existence of a matrix. This makes the fourth matrix inequality hold, where the fourth matrix inequality is expressed as: The fault-tolerant stabilization condition is: there exists a matrix , as well as This makes the fifth matrix inequality hold, where the fifth matrix inequality is expressed as: in, , ， 。 7. A vehicle yaw stability failure operation control device, characterized in that, The apparatus implements the method as described in claim 1, the apparatus comprising: The description model building module is used to establish different description models based on different operating stages of the vehicle failure operation process and to determine the quantitative performance indicators of the operation process. The scheme generation module is used to solve the optimal operation control scheme based on the constraints of the vehicle failure operation process and the optimization objective of meeting the quantitative performance indicators of different operation stages within a preset range. Based on the feedback control gain obtained from the solution and the control law equations of the feedback control gain for different operation stages, the optimal operation control scheme is determined.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1-6.

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