Vehicle control method, device, electronic device, storage medium and vehicle

Abstract

The present application provides a vehicle control method, device, electronic device, storage medium and vehicle, which belongs to the field of vehicle technology. The vehicle control method includes: in the event of a tire blowout, determining the uncertain parameters of the vehicle, and determining the tire blowout control parameters based on the uncertain parameters, so as to control the vehicle based on the tire blowout control parameters to stabilize the vehicle. The uncertainty in the present application actually represents the uncertainty caused by the tire blowout event to the automatic driving control of the vehicle. Therefore, the present application controls the vehicle through uncertain parameters, so that after the tire blowout occurs, the impact of the tire blowout event on the vehicle can be incorporated into the considerations of the automatic driving control decision, so that the negative impact of the tire blowout on the vehicle stability can be offset in the automatic driving control of the vehicle after the tire blowout, and finally the vehicle is kept on the original driving trajectory, ensuring the stable driving of the vehicle after the tire blowout event.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, device, electronic equipment, storage medium and vehicle. Background Art

[0002] When a vehicle has a tire blowout, the wheel's lateral stiffness, longitudinal slip stiffness, rolling resistance and other characteristics will change dramatically. This change will cause the vehicle to generate an additional unmeasurable yaw moment during autonomous driving.

[0003] In the related art, when a tire blowout occurs, the vehicle does not consider the impact of the tire blowout on the vehicle's driving state when determining the tire blowout control parameters, and still controls the automatic driving according to the original tire blowout control parameters, which reduces the accuracy of vehicle trajectory tracking and creates a huge hidden danger to vehicle driving safety. Summary of the invention

[0004] Based on this, the present application provides a vehicle control method, device, electronic device, storage medium and vehicle to solve the problem of how to ensure the driving safety of the vehicle after a tire blowout occurs.

[0005] In a first aspect of an embodiment of the present application, a vehicle control method is provided, the method comprising:

[0006] In the event of a tire blowout of a vehicle, determining uncertain parameters of the vehicle;

[0007] Based on the uncertain parameters, a tire blowout control parameter is determined so as to control the vehicle based on the tire blowout control parameter to stabilize the vehicle.

[0008] Optionally, determining the uncertain parameters of the vehicle includes:

[0009] determining a target wheel having a tire blowout from among a plurality of wheels of the vehicle;

[0010] The uncertain parameter is determined based on the position of the target wheel and the operating parameters of the vehicle.

[0011] Optionally, determining a tire blowout control parameter based on the uncertain parameter includes:

[0012] Based on the uncertain parameters, determining a tire blowout feedforward control algorithm, wherein the tire blowout feedforward control algorithm is a feedforward control algorithm for the vehicle after a tire blowout occurs;

[0013] The tire blowout control parameter is determined based on the output of the tire blowout feedforward control algorithm.

[0014] Optionally, determining a tire blowout feedforward control algorithm based on the uncertain parameters includes:

[0015] Based on the uncertain parameters, the initial feedforward control algorithm is constrained to obtain the tire blowout feedforward control algorithm, and the initial feedforward control algorithm is the feedforward control algorithm of the vehicle before a tire blowout occurs.

[0016] Optionally, the input of the initial feedforward control algorithm is the nominal state parameter of the vehicle before the tire blowout occurs, and the output of the initial feedforward control algorithm is the nominal control parameter of the vehicle before the tire blowout occurs;

[0017] The input quantity of the tire blowout feedforward control algorithm is the nominal state parameter of the vehicle after the tire blowout occurs, and the output quantity of the initial feedforward control algorithm is the nominal control parameter of the vehicle after the tire blowout occurs.

[0018] Optionally, constraining the initial feedforward control algorithm based on the uncertain parameters to obtain the tire blowout feedforward control algorithm includes:

[0019] Based on the uncertain parameters, determining a first constraint set and a second constraint set respectively, wherein the first constraint set is used to constrain an input quantity of the initial feedforward control algorithm, and the second constraint set is used to constrain an output quantity of the initial feedforward control algorithm;

[0020] Based on the first constraint set and the second constraint set, the initial feedforward control algorithm is constrained to obtain a tire blowout feedforward control algorithm.

[0021] Optionally, the determining the first constraint set and the second constraint set respectively based on the uncertain parameter includes:

[0022] Based on the uncertain parameters, determining a robust invariant set of the initial feedforward control algorithm;

[0023] Based on the robust invariant set, the first constraint set and the second constraint set are determined respectively.

[0024] Optionally, the formula for determining the robust invariant set of the initial feedforward control algorithm based on the uncertain parameters includes:

[0025]

[0026] Among them, Z is the robust invariant set, W is the set of uncertain parameters, s is the process variable, is the deviation control matrix, i is The power index of .

[0027] Optionally, determining a tire blowout control parameter based on the uncertain parameter includes:

[0028] Based on the uncertain parameters, a feedback control algorithm is determined; wherein the input of the feedback control algorithm is the state deviation between the nominal state parameter and the actual state parameter, and the output is the control deviation between the nominal control parameter and the actual control parameter;

[0029] The tire blowout control parameter is determined based on the output of the feedback control algorithm.

[0030] Optionally, determining a feedback control algorithm based on the uncertain parameter includes:

[0031] Based on the uncertain parameters, determining a feedback coefficient of the feedback control algorithm;

[0032] Based on the feedback coefficient, a mapping relationship between the state deviation and the control deviation is determined to obtain the feedback control algorithm.

[0033] Optionally, determining a feedback coefficient of the feedback control algorithm based on the uncertain parameter includes:

[0034] Acquire a first state update equation of the nominal state parameter, the first state update equation including a mapping relationship between the nominal state parameter at a first moment, the nominal state parameter at a second moment, and the nominal control parameter at the second moment, wherein the first moment is adjacent to the second moment and is located after the second moment;

[0035] And, based on the uncertain parameters, determining a mapping relationship between the actual state parameters at the first moment, the actual state parameters at the second moment, and the actual control parameters at the second moment, to obtain a second state update equation for the actual state parameters;

[0036] Based on the first state update equation and the second state update equation, determining a mapping relationship between the state deviation at the first moment, the state deviation at the second moment, and the control deviation at the second moment, to obtain a third state update equation;

[0037] Based on the third state update equation, the feedback coefficient is determined.

[0038] Optionally, the first state update equation specifically includes:

[0039]

[0040] in, is the nominal state parameter at the first moment, is the nominal state parameter at the second moment, is the nominal control parameter at the second moment, is the road curvature at the second moment, is the result after discretization of the state matrix, To control the result after matrix discretization, is the result after the interference matrix is ​​discretized;

[0041] The second state update equation specifically includes:

[0042]

[0043] in, is the actual state parameter at the first moment, is the actual state parameter at the second moment, is the actual control parameter at the second moment, is the road curvature at the second moment, is an uncertain parameter, is the result after discretization of the state matrix, To control the result after matrix discretization, is the result after the interference matrix is ​​discretized;

[0044] The third state update equation specifically includes:

[0045]

[0046] in, is the first deviation at the first moment, is the first deviation at the second moment, is the second deviation at the second moment, is an uncertain parameter.

[0047] Optionally, determining the tire blowout control parameter based on the output of the feedback control algorithm includes:

[0048] Inputting the state deviation of the vehicle after the tire blowout occurs into the feedback control algorithm to obtain the control deviation of the vehicle after the tire blowout occurs;

[0049] Based on the control deviation of the vehicle after the tire blowout occurs, the nominal control parameter of the vehicle after the tire blowout occurs is corrected to obtain the tire blowout control parameter.

[0050] Optionally, determining a tire blowout control parameter based on the uncertain parameter includes:

[0051] Based on the uncertain parameters, a feedback control algorithm and a tire blowout feedforward control algorithm are determined; wherein the tire blowout feedforward control algorithm is a feedforward control algorithm of the vehicle after a tire blowout occurs, and the input of the feedback control algorithm is a state deviation between a nominal state parameter and an actual state parameter; and the output is a control deviation between a nominal control parameter and an actual control parameter;

[0052] The tire blowout control parameter is determined based on the output of the feedback control algorithm and the output of the tire blowout feedforward control algorithm.

[0053] Optionally, the tire blowout control parameter includes a target steering wheel angle and / or a target yaw moment.

[0054] Optionally, the nominal state parameter includes at least one of the nominal coordinates of the vehicle in a preset coordinate system, a nominal heading angle, and a nominal vehicle speed;

[0055] The actual state parameter includes at least one of the actual coordinates of the vehicle in the preset coordinate system, the actual heading angle, and the actual vehicle speed.

[0056] According to a second aspect of the present application, a vehicle control device is provided, the device comprising:

[0057] A determination module, used for determining an uncertain parameter of the vehicle when a tire blowout occurs in the vehicle;

[0058] The execution module is configured to determine a tire blowout control parameter based on the uncertain parameter, so as to control the vehicle based on the tire blowout control parameter to stabilize the vehicle.

[0059] In a third aspect of the embodiment of the present application, an electronic device is provided, on which a computer program is stored, and when the program is executed by a processor, the steps of the vehicle control method described in the second aspect of the present application are implemented. The electronic device includes: a processor, a communication interface, a memory, and a communication bus; wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0060] Memory, used to store computer programs;

[0061] The processor is used to implement the steps in the vehicle control method as described in the first aspect of the embodiment of the present application when executing the program stored in the memory.

[0062] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the program is executed by a processor, the steps in the vehicle control method described in the first aspect of the embodiment of the present application are implemented.

[0063] According to a fifth aspect of an embodiment of the present application, a vehicle is provided, wherein the vehicle includes the vehicle control device proposed in the second aspect of an embodiment of the present application.

[0064] Compared with the prior art, the present invention has the following advantages:

[0065] In the event of a tire blowout, this application determines the tire blowout control parameters of the vehicle through uncertain parameters, thereby allowing the vehicle to drive stably under the control of the tire blowout control parameters. The uncertainty in this application actually represents the uncertainty caused by the tire blowout event on the vehicle's automatic driving control. Therefore, this application controls the vehicle through uncertain parameters, so that after the tire blowout occurs, the impact of the tire blowout event on the vehicle can be incorporated into the considerations of the automatic driving control decision, so that the negative impact of the tire blowout on the vehicle's stability can be offset in the automatic driving control of the vehicle after the tire blowout, and ultimately the vehicle can be kept on the original driving trajectory, ensuring the stable driving of the vehicle after the tire blowout event. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments of the present application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0067] Figure 1 is a step diagram of a vehicle control method provided by an embodiment of the present application;

[0068] Figure 2 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0069] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0070] When a vehicle has a tire blowout, the wheel's lateral stiffness, longitudinal slip stiffness, rolling resistance and other characteristics will change dramatically. This change will cause the vehicle to generate an additional unmeasurable yaw moment during autonomous driving.

[0071] In the related art, when a tire blowout occurs, the vehicle does not consider the impact of the tire blowout on the vehicle's driving state when determining the tire blowout control parameters, and still controls the automatic driving according to the original tire blowout control parameters, which reduces the accuracy of vehicle trajectory tracking and creates a huge hidden danger to vehicle driving safety.

[0072] Based on this, in order to solve the problem of how to ensure the driving safety of the vehicle after a tire blowout occurs, the present application provides a vehicle control method, device, storage medium and vehicle. In the event of a tire blowout, the tire blowout control parameters of the vehicle are determined through uncertain parameters, so that the vehicle can travel stably under the control of the tire blowout control parameters. The uncertainty in the present application actually represents the uncertainty caused by the tire blowout event on the vehicle's automatic driving control. Therefore, the present application controls the vehicle through uncertain parameters, so that after the tire blowout occurs, the impact of the tire blowout event on the vehicle can be incorporated into the considerations of the automatic driving control decision, so that the negative impact of the tire blowout on the vehicle's stability can be offset in the automatic driving control of the vehicle after the tire blowout, and finally the vehicle is kept on the original driving trajectory, ensuring the stable driving of the vehicle after the tire blowout event. The specific method is as follows:

[0073] The first aspect of the present application proposes an embodiment, such as Figure 1 As shown in the step diagram of a vehicle control method, the method is applied to a vehicle, specifically to a vehicle control system of a vehicle, and the main steps include:

[0074] Step S101, when a vehicle has a tire blowout, determining uncertain parameters of the vehicle.

[0075] A tire blowout refers to an event in which the tire pressure of a wheel drops sharply due to tread damage. After a tire blowout, the vehicle will generate an unmeasured yaw moment caused by the tire blowout. This yaw moment caused by the tire blowout will cause control uncertainty in the vehicle during the autonomous driving process. After parameterizing this uncertainty, we can get the uncertain parameters. Therefore, the uncertain parameters represent the uncertainty caused by the tire blowout event to the vehicle's autonomous driving control.

[0076] Step S102: determining a tire blowout control parameter based on the uncertain parameter, so as to control the vehicle based on the tire blowout control parameter to stabilize the vehicle.

[0077] The tire blowout control parameter is a control parameter inputted into the execution system by the vehicle control system after the tire blowout. The control parameter inputted into the execution system may be a steering wheel angle, or a yaw moment, or a steering wheel angle and a yaw moment. The execution system may include the vehicle's steering system, braking system, and drive system.

[0078] In an optional implementation, the vehicle is controlled based on the tire blowout control parameter, which can be specifically implemented in the following manner: the tire blowout control parameter is input into the automatic driving execution system corresponding to the value, so as to control the execution system to complete the automatic driving of the vehicle according to the tire blowout control parameter. For example, if the tire blowout control parameter includes the steering wheel angle of the vehicle after the tire blowout occurs, the steering wheel angle after the tire blowout occurs can be input into the steering system, so that the steering system works under the steering wheel angle after the tire blowout occurs.

[0079] Since the uncertain parameters characterize the uncertainty caused by the tire blowout event to the vehicle's automatic control, the tire blowout control parameters are determined based on the uncertain parameters, so that after the tire blowout occurs, the vehicle can incorporate the impact of the tire blowout event on the vehicle into the consideration factors of the automatic driving control decision, so that the negative impact of the tire blowout on the vehicle stability can be offset in the automatic driving control of the vehicle after the tire blowout, and ultimately the vehicle can be kept on the original driving trajectory, ensuring the stable driving of the vehicle after the tire blowout event.

[0080] In an optional implementation, the tire blowout control parameter may include a target steering wheel angle, or a target yaw moment, or a target steering wheel angle and a target yaw moment.

[0081] Optionally, the step of determining the uncertain parameters of the vehicle in step S101 specifically includes:

[0082] Step S11, determining a target wheel having a tire blowout from among the multiple wheels of the vehicle.

[0083] Step S12, determining the uncertain parameters based on the position of the target wheel and the operating parameters of the vehicle.

[0084] When a tire blowout occurs, the wheel with the blowout will immediately lose its ability to support the vehicle body, causing the vehicle body to tilt toward the side of the wheel with the blowout. Therefore, in an optional implementation, the target wheel with the blowout can be determined by the tilt direction of the vehicle body when the tire blowout occurs. The tilt direction of the vehicle body can be obtained by a vehicle body posture sensor installed on the vehicle body.

[0085] Alternatively, it can also be determined by the tire pressure change rate of each wheel. When the tire pressure change rate of a wheel is greater than a preset rate, the wheel can be determined as the target wheel with a tire blowout.

[0086] The target wheel can be one wheel or multiple wheels. When the left front wheel of a four-wheeled vehicle has a tire blowout, the target wheel is one wheel; when both the left front and right front wheels of a four-wheeled vehicle have tire blowouts, the target wheels are two wheels.

[0087] The position of the target wheel specifically refers to the position of the target wheel relative to the vehicle body. For example, in a four-wheeled vehicle, when the left front wheel of the vehicle has a flat tire, the position of the target wheel can be determined to be the left front side.

[0088] The current operating condition parameters of the vehicle refer to parameters used to describe the current driving condition of the vehicle. Specifically, common operating condition parameters may include driving speed, brake pedal opening, accelerator pedal opening, and vehicle load. In a preferred embodiment, the operating condition parameter may be the driving speed of the vehicle. That is, based on the position of the target wheel and the current driving speed of the vehicle, the tire blowout control parameter is currently adjusted.

[0089] In an optional implementation, when the tire blowout control parameter includes the yaw moment of the vehicle, common yaw moment distribution methods such as average distribution or minimum tire force utilization may be used to achieve vehicle control.

[0090] In this embodiment, the direction of the yaw moment caused by the tire blowout is inferred by the position of the target vehicle, and the magnitude of the yaw moment caused by the tire blowout can be inferred by the operating parameters. Therefore, the yaw moment caused by the tire blowout can be estimated by the position of the target wheel and the operating parameters of the vehicle, thereby obtaining uncertain parameters. In this embodiment, the uncertain parameters are determined by the position of the target wheel and the operating parameters of the vehicle, which simplifies the determination process of the uncertain parameters and improves the reaction rate of the vehicle.

[0091] Optionally, determining the tire blowout control parameter based on the uncertain parameter in step S102 specifically includes the following steps:

[0092] Step S21, determining a tire blowout feedforward control algorithm based on the uncertain parameters.

[0093] The tire blowout feedforward control algorithm is a feedforward control algorithm for the vehicle after a tire blowout occurs.

[0094] Step S22, determining the tire blowout control parameter based on the output of the tire blowout feedforward control algorithm.

[0095] The feedforward control algorithm is a control strategy based on predicting system input and disturbance. Its core idea is to eliminate or reduce the impact of uncontrollable factors on the output by compensating the system in advance.

[0096] In an optional implementation, the input of the feedforward control algorithm described in this embodiment may be a nominal state parameter, and the output may be a nominal control parameter. The nominal control parameter may be a nominal steering wheel angle of the vehicle, or a nominal yaw moment, or a nominal steering wheel angle and a nominal yaw moment; the nominal state parameter may be at least one of the nominal coordinates of the vehicle in the coordinate system, the nominal heading angle, and the nominal vehicle speed.

[0097] Accordingly, in an optional implementation, the input of the tire blowout feedforward control algorithm may be the nominal state parameter of the vehicle after the tire blowout, and the output may be the nominal control parameter of the vehicle after the tire blowout. The nominal state parameter may be determined based on the vehicle's pre-planned driving path.

[0098] The output of the tire blowout feedforward control algorithm is the nominal control amount of the vehicle after the tire blowout. In an optional implementation, the nominal control parameters of the vehicle after the tire blowout can be determined based on the vehicle's pre-planned driving path. Then, the nominal control parameters of the vehicle after the tire blowout are input into the tire blowout feedforward control algorithm. Finally, the nominal control parameters of the vehicle after the tire blowout corresponding to the output of the tire blowout feedforward control algorithm are determined as the tire blowout control parameters.

[0099] This embodiment determines a tire blowout feedforward control algorithm based on uncertain parameters, so that the vehicle can predict the impact of a tire blowout on automatic control through uncertain parameters, thereby reducing the negative impact of a tire blowout on vehicle stable driving through advance compensation and improving the vehicle's reaction rate.

[0100] Optionally, determining the tire blowout feedforward control algorithm based on the uncertain parameters in step S21 can be implemented in the following manner:

[0101] Based on the uncertain parameters, the initial feedforward control algorithm is constrained to obtain the tire blowout feedforward control algorithm.

[0102] The initial feedforward control algorithm is a feedforward control algorithm of the vehicle before a tire blowout occurs.

[0103] Constraining the initial feedforward control algorithm refers to limiting the initial feedforward control algorithm, which may specifically be limiting the input quantity, output quantity, or values ​​of certain parameters and coefficients of the initial feedforward control algorithm.

[0104] In an optional implementation, the input of the feedforward control algorithm described in this embodiment may be a nominal state parameter, and the output may be a nominal control parameter. Accordingly, the input of the initial feedforward control algorithm is the nominal state parameter of the vehicle before the tire blowout occurs, and the output is the nominal control parameter of the vehicle before the tire blowout occurs.

[0105] In an optional implementation, the initial feedforward control algorithm may be as shown in the following equation (1):

[0106]

[0107]

[0108] in, is the nominal control parameter, is the nominal state parameter, T is the transposition operator symbol, H is the transition matrix for constructing the quadratic form, is the transition vector for constructing the quadratic form, Θ is the first transition matrix for solving the optimization problem, Q B is the first transition matrix, R B is the second transition matrix, G is the third transition matrix, is the control sequence, ε is the relaxation factor, Q is the first tuning parameter matrix, and R is the second tuning parameter matrix.

[0109] The initial feedforward control algorithm can be determined by the preset feedforward control algorithm shown in the following equation (2):

[0110] Formula (2)

[0111]

[0112] in, is the derivative of the state quantity, is the state quantity, is the input quantity, is the road curvature, A is the control matrix, B is the input matrix, C is the output matrix, and D is the interference matrix. is the cornering stiffness of the front axle wheel, is the cornering stiffness of the rear axle wheel, m is the curb weight of the vehicle, is the longitudinal velocity of the vehicle, is the distance from the center of mass to the front axle, is the distance from the center of mass to the rear axle, is the vehicle's moment of inertia about the Z axis.

[0113] Then, based on the preset feedforward control algorithm shown in equation (2), the objective function shown in equation (3) is constructed:

[0114] Formula (3)

[0115] Among them, J(k) is the objective function, N p is the prediction time domain, Y(k+i) is the output at time k+i, i is the ordinal number, N c To control the time domain, is the increment of the control amount at time k+i, Q is the first parameter matrix, R is the second parameter matrix, is the tuning coefficient, It is the relaxation factor.

[0116] Afterwards, the objective function shown in equation (3) is transformed into a quadratic optimization problem, and the initial feedforward control algorithm described in equation (1) can be obtained.

[0117] This embodiment constrains the initial feedforward control algorithm through uncertain parameters, which can avoid huge fluctuations in vehicle control after a tire blowout, thereby avoiding psychological panic caused to passengers due to drastic changes in vehicle posture and improving the stability and comfort of the vehicle.

[0118] Optionally, based on the uncertain parameters, the initial feedforward control algorithm is constrained to obtain the tire blowout feedforward control algorithm, which can be specifically implemented in the following manner:

[0119] Step 21 - 1 : Based on the uncertain parameters, determine a first constraint set and a second constraint set respectively.

[0120] The first constraint set is used to constrain the input quantity of the initial feedforward control algorithm, and the second constraint set is used to constrain the output quantity of the initial feedforward control algorithm.

[0121] Step 21-2: constraining the initial feedforward control algorithm based on the first constraint set and the second constraint set to obtain a tire blowout feedforward control algorithm.

[0122] The first constraint set is a set used to constrain the input quantity of the initial feedforward control algorithm, and the first constraint set defines the value range of the input quantity of the initial feedforward control algorithm. The second constraint set is a set used to constrain the output quantity of the initial feedforward control algorithm, and the second constraint set defines the value range of the output quantity of the initial feedforward control algorithm.

[0123] Based on the first constraint set and the second constraint set, the initial feedforward control algorithm is constrained, specifically, based on the first constraint set, the input of the initial feedforward control value algorithm is constrained, and based on the second constraint set, the output of the initial feedforward control algorithm is constrained.

[0124] Taking the initial feedforward control algorithm shown in formula (1) as an example, the initial feedforward control algorithm is constrained based on the first constraint set and the second constraint set, and the tire blowout feedforward control algorithm obtained is shown in the following formula (4):

[0125]

[0126] in, is the nominal control parameter, is the nominal state parameter, T is the transposition operator symbol, H is the transition matrix for constructing the quadratic form, To construct the transition vector of the quadratic form, M is the first constraint set and N is the second constraint set.

[0127] Optionally, in step 21-1, based on the uncertain parameters, respectively determining the first constraint set and the second constraint set may be implemented in the following manner:

[0128] Based on the uncertain parameters, determining a robust invariant set of the initial feedforward control algorithm;

[0129] Based on the robust invariant set, the first constraint set and the second constraint set are determined respectively.

[0130] The robust invariant set refers to the set of all states that the system state can maintain within a certain set under control in the presence of bounded disturbances. Among them, the uncertain parameters actually represent this bounded disturbance. Therefore, the robust invariant set can be determined through the uncertain parameters, and then the first constraint set and the second constraint set can be determined through the robust invariant set to constrain the initial feedforward control algorithm.

[0131] In an optional implementation, the robust invariant set may be determined by referring to the following formula (5):

[0132] Formula (5)

[0133] Among them, Z is the robust invariant set, W is the set of uncertain parameters, s is the process variable, is the deviation control matrix, i is The power index of .

[0134] After the robust invariant set is determined, a first preset set of input quantities for the initial feedforward control value algorithm and a second preset set of output quantities for the initial feedforward control value algorithm can be obtained respectively, and the first constraint set and the second constraint set can be obtained respectively through the operation of the Pontryagint difference. The specific calculation can refer to the following formula (6):

[0135]

[0136] Among them, M is the first constraint set, N is the second constraint set, X is the first preset set, U is the second preset set, Z is the robust invariant set, and K is the feedback coefficient.

[0137] Optionally, determining the tire blowout control parameter based on the uncertain parameter in step S102 may further include the following steps:

[0138] Step S31, determining a feedback control algorithm based on the uncertain parameters.

[0139] The input of the feedback control algorithm is the state deviation between the nominal state parameter and the actual state parameter, and the output is the control deviation between the nominal control parameter and the actual control parameter;

[0140] Step S32, determining the tire blowout control parameter based on the output of the feedback control algorithm.

[0141] The feedback control algorithm is a control algorithm that determines the control deviation between the nominal control parameter and the actual control parameter through the state deviation between the nominal state parameter and the actual state parameter. The output of the feedback control algorithm is the control deviation. The control deviation can be used to know the deviation between the nominal control parameter and the actual control parameter, and then the nominal control parameter is corrected to obtain the actual control parameter. Among them, the actual control parameter is the tire blowout control parameter. Among them, the nominal control parameter can be determined based on the vehicle's pre-planned driving path.

[0142] In an optional embodiment, the nominal state parameter includes at least one of the nominal coordinates of the vehicle in a preset coordinate system, the nominal heading angle, and the nominal vehicle speed, and the actual state parameter includes at least one of the actual coordinates of the vehicle in the preset coordinate system, the actual heading angle, and the actual vehicle speed. Accordingly, the state deviation is at least one of the deviation between the nominal coordinates and the actual coordinates, the deviation between the nominal heading angle and the actual heading angle, and the deviation between the nominal vehicle speed and the actual vehicle speed.

[0143] The nominal control parameter may be the vehicle's nominal steering wheel angle, or nominal yaw moment, or nominal steering wheel angle and nominal yaw moment; the actual control parameter may be the vehicle's actual steering wheel angle, or actual yaw moment, or actual steering wheel angle and actual yaw moment.

[0144] In an optional implementation, determining the tire blowout control parameter based on the output of the feedback control algorithm in step S32 may be implemented in the following manner:

[0145] Inputting the state deviation of the vehicle after the tire blowout occurs into the feedback control algorithm to obtain the control deviation of the vehicle after the tire blowout occurs;

[0146] Based on the control deviation of the vehicle after the tire blowout occurs, the nominal control parameter of the vehicle after the tire blowout occurs is corrected to obtain the tire blowout control parameter.

[0147] This embodiment determines the tire blowout control parameters through a feedback control algorithm, which can improve the response speed and accuracy of the vehicle's automatic driving control and make the vehicle's actual driving path more closely match the expected planned driving path.

[0148] Optionally, determining the feedback control algorithm based on the uncertain parameters in step S31 can be implemented in the following manner:

[0149] Based on the uncertain parameters, determining a feedback coefficient of the feedback control algorithm;

[0150] Based on the feedback coefficient, a mapping relationship between the state deviation and the control deviation is determined to obtain the feedback control algorithm.

[0151] The feedback coefficient can also be called feedback gain, which refers to the ratio between the input and output of the feedback control algorithm.

[0152] Referring to an example of a feedback control algorithm shown in formula (7), the feedback control algorithm described in the present application may be in the following form:

[0153]

[0154] in, To control the deviation, is the state deviation, and K is the feedback coefficient.

[0155] Optionally, the determination of the feedback coefficient of the feedback control algorithm based on the uncertain parameter in the above embodiment may be implemented in the following manner:

[0156] Acquire a first state update equation of the nominal state parameter, the first state update equation including a mapping relationship between the nominal state parameter at a first moment and the nominal state parameter at a second moment and a nominal control parameter at the second moment, wherein the first moment is adjacent to the second moment and is located after the second moment;

[0157] And, based on the uncertain parameters, determining a mapping relationship between the actual state parameter at the first moment, the actual state parameter at the second moment, and the actual control parameter at the second moment, to obtain a second state update equation for the actual state parameter;

[0158] Based on the first state update equation and the second state update equation, determining a mapping relationship between the state deviation at the first moment, the state deviation at the second moment, and the control deviation at the second moment, to obtain a third state update equation;

[0159] Based on the third state update equation, the feedback coefficient is determined.

[0160] For a continuous time system, the first state update equation can be in the form of a first-order differential equation, and for a discrete time system, the first state update equation can be in the form of a difference equation. Similarly, the second state update equation and the third state update equation can also be in the form of a first-order differential equation or a difference equation.

[0161] Taking the first state update equation, the second state update equation and the third state update equation in the form of differential equations as examples, the first state update equation, the second state update equation and the third state update equation are illustrated respectively.

[0162] Refer to the first state update equation shown in equation (8):

[0163]

[0164] in, is the nominal state parameter at the first moment, is the nominal state parameter at the second moment, is the nominal control parameter at the second moment, is the road curvature at the second moment, is the result after discretization of the state matrix, To control the result after matrix discretization, is the result after the interference matrix is ​​discretized;

[0165] The second state update equation shown in reference equation (9) is:

[0166]

[0167] in, is the actual state parameter at the first moment, is the actual state parameter at the second moment, is the actual control parameter at the second moment, is the road curvature at the second moment, is an uncertain parameter, is the result after discretization of the state matrix, To control the result after matrix discretization, is the result after the interference matrix is ​​discretized;

[0168] Referring to the third state update equation shown in equation (10):

[0169]

[0170] in, is the first deviation at the first moment, is the first deviation at the second moment, is the second deviation at the second moment, is an uncertain parameter.

[0171] Subtracting equation (8) from equation (9) yields equation (10).

[0172] After obtaining equation (10), the control matrix of the third state update equation including the feedback parameter is constructed as shown in equation (11):

[0173] Formula (11)

[0174] in, is the control matrix of the third state update equation, is the result after discretization of the state matrix, To control the result after matrix discretization, K is the feedback parameter.

[0175] Then, the control matrix of the third state update equation shown in equation (11) is substituted into equation (10), and each eigenvalue of the configuration matrix of the control matrix of the third state update equation is set to -1, and the feedback parameters can be solved.

[0176] Optionally, determining the tire blowout control parameter based on the uncertain parameter in step S102 may further include the following steps:

[0177] Step S41, determining a feedback control algorithm and a tire blowout feedforward control algorithm based on the uncertain parameters.

[0178] The tire blowout feedforward control algorithm is a feedforward control algorithm for the vehicle after a tire blowout occurs, the input of the feedback control algorithm is a state deviation between a nominal state parameter and an actual state parameter; the output is a control deviation between a nominal control parameter and an actual control parameter;

[0179] Step S42, determining the tire blowout control parameter based on the output of the feedback control algorithm and the output of the tire blowout feedforward control algorithm.

[0180] Step S41 may specifically determine a feedback control algorithm based on the uncertain parameters; and determine a tire blowout feedforward control algorithm based on the uncertain parameters.

[0181] Wherein, based on the uncertain parameters, the feedback control algorithm is determined. Specifically, the feedback coefficient of the feedback control algorithm is determined based on the uncertain parameters, and based on the feedback coefficient, the mapping relationship between the state deviation and the control deviation is determined to obtain the feedback control algorithm.

[0182] Furthermore, based on the uncertain parameters, the feedback coefficient is determined, which may be specifically obtained by obtaining a first state update equation of the nominal state parameter, the first state update equation including a mapping relationship between the nominal state parameter at the first moment and the nominal state parameter at the second moment and the nominal control parameter at the second moment, wherein the first moment is adjacent to the second moment and is located after the second moment; and based on the uncertain parameters, determining a mapping relationship between the actual state parameter at the first moment and the actual state parameter at the second moment and the actual control parameter at the second moment, to obtain a second state update equation of the actual state parameter; based on the first state update equation and the second state update equation, determining a mapping relationship between the state deviation at the first moment and the state deviation at the second moment and the control deviation at the second moment, to obtain a third state update equation; based on the third state update equation, determining the feedback coefficient. Examples of the first state update equation, the second state update equation and the third state update equation may refer to equations (8), (9) and (10) respectively.

[0183] Based on the uncertain parameters, a tire blowout feedforward control algorithm is determined, specifically, a robust invariant set is determined based on the uncertain parameters. Based on the robust invariant set, a first constraint set and a second constraint set are determined respectively, the first constraint set is used to constrain the input of the initial feedforward control algorithm, and the second constraint set is used to constrain the output of the initial feedforward control algorithm. Based on the first constraint set and the second constraint set, the initial feedforward control algorithm is constrained to obtain the tire blowout feedforward control algorithm.

[0184] In step S42, the tire blowout control parameters are determined based on the output of the feedback control algorithm and the output of the tire blowout feedforward control algorithm. Specifically, the nominal state parameters of the vehicle after the tire blowout occur are input into the tire blowout feedforward control algorithm, and the nominal control parameters corresponding to the output of the tire blowout feedforward control algorithm are determined as the nominal control parameters of the vehicle after the tire blowout occurs. At the same time, the state deviation of the vehicle after the tire blowout occurs is input into the feedback control algorithm to obtain the control deviation of the vehicle after the tire blowout occurs. Afterwards, based on the control deviation of the vehicle after the tire blowout occurs, the nominal control parameters of the vehicle after the tire blowout occur are corrected to obtain the tire blowout control parameters.

[0185] Based on the same inventive concept, the present application also provides a vehicle control device, such as Figure 2 As shown in the structural schematic diagram of a vehicle control device, the device includes:

[0186] A determination module, used for determining an uncertain parameter of the vehicle when a tire blowout occurs in the vehicle;

[0187] The execution module is configured to determine a tire blowout control parameter based on the uncertain parameter, so as to control the vehicle based on the tire blowout control parameter to stabilize the vehicle.

[0188] Optionally, the determination module is further used to determine a target wheel having a tire blowout from among the multiple wheels of the vehicle;

[0189] The uncertain parameter is determined based on the position of the target wheel and the operating parameters of the vehicle.

[0190] Optionally, the execution module is further used to determine a tire blowout feedforward control algorithm based on the uncertain parameters, wherein the tire blowout feedforward control algorithm is a feedforward control algorithm for the vehicle after a tire blowout occurs;

[0191] The tire blowout control parameter is determined based on the output of the tire blowout feedforward control algorithm.

[0192] Optionally, the execution module is further used to constrain an initial feedforward control algorithm based on the uncertain parameters to obtain the tire blowout feedforward control algorithm, wherein the initial feedforward control algorithm is a feedforward control algorithm of the vehicle before a tire blowout occurs.

[0193] Optionally, the input of the initial feedforward control algorithm is the nominal state parameter of the vehicle before the tire blowout occurs, and the output of the initial feedforward control algorithm is the nominal control parameter of the vehicle before the tire blowout occurs;

[0194] The input quantity of the tire blowout feedforward control algorithm is the nominal state parameter of the vehicle after the tire blowout occurs, and the output quantity of the initial feedforward control algorithm is the nominal control parameter of the vehicle after the tire blowout occurs.

[0195] Optionally, the execution module is further used to determine a first constraint set and a second constraint set based on the uncertain parameters, respectively, the first constraint set is used to constrain the input of the initial feedforward control algorithm, and the second constraint set is used to constrain the output of the initial feedforward control algorithm;

[0196] Based on the first constraint set and the second constraint set, the initial feedforward control algorithm is constrained to obtain a tire blowout feedforward control algorithm.

[0197] Optionally, the execution module is further used to determine a robust invariant set of the initial feedforward control algorithm based on the uncertain parameters;

[0198] Based on the robust invariant set, the first constraint set and the second constraint set are determined respectively.

[0199] Optionally, the robust invariant set is formulated as:

[0200] Formula (5)

[0201] Among them, Z is the robust invariant set, W is the set of uncertain parameters, s is the process variable, is the deviation control matrix, i is The power index of .

[0202] Optionally, the execution module is further used to determine a feedback control algorithm based on the uncertain parameter; wherein the input of the feedback control algorithm is a state deviation between a nominal state parameter and an actual state parameter, and the output is a control deviation between a nominal control parameter and an actual control parameter;

[0203] The tire blowout control parameter is determined based on the output of the feedback control algorithm.

[0204] Optionally, the execution module is further used to determine a feedback coefficient of the feedback control algorithm based on the uncertain parameter;

[0205] Based on the feedback coefficient, a mapping relationship between the state deviation and the control deviation is determined to obtain the feedback control algorithm.

[0206] Optionally, the execution module is further used to obtain a first state update equation of the nominal state parameter, the first state update equation including a mapping relationship between the nominal state parameter at a first moment and the nominal state parameter at a second moment and a nominal control parameter at the second moment, wherein the first moment is adjacent to the second moment and is located after the second moment;

[0207] And, based on the uncertain parameters, determining a mapping relationship between the actual state parameter at the first moment, the actual state parameter at the second moment, and the actual control parameter at the second moment, to obtain a second state update equation for the actual state parameter;

[0208] Based on the first state update equation and the second state update equation, determining a mapping relationship between the state deviation at the first moment, the state deviation at the second moment, and the control deviation at the second moment, to obtain a third state update equation;

[0209] Based on the third state update equation, the feedback coefficient is determined.

[0210] Optionally, the first state update equation specifically includes:

[0211]

[0212] in, is the nominal state parameter at the first moment, is the nominal state parameter at the second moment, is the nominal control parameter at the second moment, is the road curvature at the second moment, is the result after discretization of the state matrix, To control the result after matrix discretization, is the result after the interference matrix is ​​discretized;

[0213] The second state update equation specifically includes:

[0214]

[0215] in, is the actual state parameter at the first moment, is the actual state parameter at the second moment, is the actual control parameter at the second moment, is the road curvature at the second moment, is an uncertain parameter, is the result after discretization of the state matrix, To control the result after matrix discretization, is the result after the interference matrix is ​​discretized;

[0216] The third state update equation specifically includes:

[0217]

[0218] in, is the first deviation at the first moment, is the first deviation at the second moment, is the second deviation at the second moment, is an uncertain parameter.

[0219] Optionally, the execution module is further used to input the state deviation of the vehicle after the tire blowout occurs into the feedback control algorithm to obtain the control deviation of the vehicle after the tire blowout occurs;

[0220] Based on the control deviation of the vehicle after the tire blowout occurs, the nominal control parameter of the vehicle after the tire blowout occurs is corrected to obtain the tire blowout control parameter.

[0221] Optionally, the execution module is further used to determine a feedback control algorithm and a tire blowout feedforward control algorithm based on the uncertain parameters; wherein the tire blowout feedforward control algorithm is a feedforward control algorithm of the vehicle after a tire blowout occurs, and the input of the feedback control algorithm is a state deviation between a nominal state parameter and an actual state parameter; and the output is a control deviation between a nominal control parameter and an actual control parameter;

[0222] The tire blowout control parameter is determined based on the output of the feedback control algorithm and the output of the tire blowout feedforward control algorithm.

[0223] Optionally, the tire blowout control parameter includes a target steering wheel angle and / or a target yaw moment.

[0224] Optionally, the nominal state parameter includes at least one of the nominal coordinates of the vehicle in a preset coordinate system, a nominal heading angle, and a nominal vehicle speed;

[0225] The actual state parameter includes at least one of the actual coordinates of the vehicle in the preset coordinate system, the actual heading angle, and the actual vehicle speed.

[0226] The embodiment of the present application also provides an electronic device, on which a computer program is stored, and when the program is executed by a processor, the steps of the vehicle control method described in the second aspect of the present application are implemented. The electronic device includes: a processor, a communication interface, a memory, and a communication bus; wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0227] Memory, used to store computer programs;

[0228] The processor is used to implement the steps in the vehicle control method as described in the first aspect of the embodiment of the present application when executing the program stored in the memory.

[0229] An embodiment of the present application also provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the steps in the vehicle control method described in the first aspect of the embodiment of the present application are implemented.

[0230] An embodiment of the present application also provides a vehicle, including the vehicle control device proposed in the second aspect of the embodiment of the present application.

[0231] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0232] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, devices, electronic devices, and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1A device that provides the functions specified in a block or multiple blocks.

[0233] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0234] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0235] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present application.

[0236] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0237] The above is a detailed introduction to a vehicle control method, device, storage medium and vehicle provided by the present application. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea; at the same time, for general technical personnel in this field, according to the idea of ​​the present application, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: In the event of a tire blowout of a vehicle, determining uncertain parameters of the vehicle; determining a tire blowout control parameter based on the uncertain parameter, so as to control the vehicle based on the tire blowout control parameter to stabilize the vehicle; Wherein, determining the tire blowout control parameter based on the uncertain parameter includes: Based on the uncertain parameters, determining a tire blowout feedforward control algorithm, wherein the tire blowout feedforward control algorithm is a feedforward control algorithm for the vehicle after a tire blowout occurs; The tire blowout control parameter is determined based on the output of the tire blowout feedforward control algorithm, the input of the tire blowout feedforward control algorithm is the nominal state parameter of the vehicle after the tire blowout occurs, and the output of the tire blowout feedforward control algorithm is the nominal control parameter of the vehicle after the tire blowout occurs.

2. The vehicle control method according to claim 1, characterized in that: The determining of the uncertain parameters of the vehicle comprises: determining a target wheel having a tire blowout from among a plurality of wheels of the vehicle; The uncertain parameter is determined based on the position of the target wheel and the operating parameters of the vehicle.

3. The vehicle control method according to claim 1, characterized in that: The step of determining a tire blowout feedforward control algorithm based on the uncertain parameters comprises: Based on the uncertain parameters, the initial feedforward control algorithm is constrained to obtain the tire blowout feedforward control algorithm, and the initial feedforward control algorithm is the feedforward control algorithm of the vehicle before a tire blowout occurs.

4. The vehicle control method according to claim 3, characterized in that: The input quantity of the initial feedforward control algorithm is the nominal state parameter of the vehicle before the tire blowout occurs, and the output quantity of the initial feedforward control algorithm is the nominal control parameter of the vehicle before the tire blowout occurs.

5. The vehicle control method according to claim 3, characterized in that: The method of constraining the initial feedforward control algorithm based on the uncertain parameters to obtain the tire blowout feedforward control algorithm includes: Based on the uncertain parameters, determining a first constraint set and a second constraint set, wherein the first constraint set is used to constrain an input quantity of the initial feedforward control algorithm, and the second constraint set is used to constrain an output quantity of the initial feedforward control algorithm; Based on the first constraint set and the second constraint set, the initial feedforward control algorithm is constrained to obtain the tire blowout feedforward control algorithm.

6. The vehicle control method according to claim 5, characterized in that: The determining, based on the uncertain parameters, a first constraint set and a second constraint set comprises: Based on the uncertain parameters, determining a robust invariant set of the initial feedforward control algorithm; Based on the robust invariant set, the first constraint set and the second constraint set are determined.

7. The vehicle control method according to claim 6, characterized in that: The formula for determining the robust invariant set of the initial feedforward control algorithm based on the uncertain parameters includes: Among them, Z is the robust invariant set, W is the set of uncertain parameters, s is the process variable, is the deviation control matrix, i is The power index of .

8. The vehicle control method according to claim 1, characterized in that: The step of determining the tire blowout control parameter based on the uncertain parameter comprises: Based on the uncertain parameters, a feedback control algorithm is determined; wherein the input of the feedback control algorithm is the state deviation between the nominal state parameter and the actual state parameter, and the output is the control deviation between the nominal control parameter and the actual control parameter; The tire blowout control parameter is determined based on the output of the feedback control algorithm.

9. The vehicle control method according to claim 8, characterized in that: The step of determining a feedback control algorithm based on the uncertain parameters comprises: Based on the uncertain parameters, determining a feedback coefficient of the feedback control algorithm; Based on the feedback coefficient, a mapping relationship between the state deviation and the control deviation is determined to obtain the feedback control algorithm.

10. The vehicle control method according to claim 9, characterized in that: The step of determining a feedback coefficient of the feedback control algorithm based on the uncertain parameter comprises: Acquire a first state update equation of the nominal state parameter, the first state update equation including a mapping relationship between the nominal state parameter at a first moment, the nominal state parameter at a second moment, and the nominal control parameter at the second moment, wherein the first moment is adjacent to the second moment and is located after the second moment; And, based on the uncertain parameters, determining a mapping relationship between the actual state parameters at the first moment, the actual state parameters at the second moment, and the actual control parameters at the second moment, to obtain a second state update equation for the actual state parameters; Based on the first state update equation and the second state update equation, determining a mapping relationship between the state deviation at the first moment, the state deviation at the second moment, and the control deviation at the second moment, to obtain a third state update equation; Based on the third state update equation, the feedback coefficient is determined.

11. The vehicle control method according to claim 10, characterized in that: The first state update equation specifically includes: in, is the nominal state parameter at the first moment, is the nominal state parameter at the second moment, is the nominal control parameter at the second moment, is the road curvature at the second moment, is the result after discretization of the state matrix, To control the result after matrix discretization, is the result after the interference matrix is ​​discretized; The second state update equation specifically includes: in, is the actual state parameter at the first moment, is the actual state parameter at the second moment, is the actual control parameter at the second moment, is the road curvature at the second moment, is the uncertain parameter, is the result after the state matrix is ​​discretized, is the result after the control matrix is ​​discretized, is the result after the interference matrix is ​​discretized; The third state update equation specifically includes: in, is the first deviation at the first moment, is the first deviation at the second moment, is the second deviation at the second moment, is the uncertain parameter.

12. The vehicle control method according to claim 8, characterized in that: The step of determining the tire blowout control parameter based on the output of the feedback control algorithm comprises: Inputting the state deviation of the vehicle after the tire blowout occurs into the feedback control algorithm to obtain the control deviation of the vehicle after the tire blowout occurs; Based on the control deviation of the vehicle after the tire blowout occurs, the nominal control parameter of the vehicle after the tire blowout occurs is corrected to obtain the tire blowout control parameter.

13. The vehicle control method according to claim 1, characterized in that: The step of determining the tire blowout control parameter based on the uncertain parameter comprises: Based on the uncertain parameters, a feedback control algorithm and a tire blowout feedforward control algorithm are determined; wherein the tire blowout feedforward control algorithm is a feedforward control algorithm of the vehicle after a tire blowout occurs, and the input of the feedback control algorithm is a state deviation between a nominal state parameter and an actual state parameter; and the output is a control deviation between a nominal control parameter and an actual control parameter; The tire blowout control parameter is determined based on the output of the feedback control algorithm and the output of the tire blowout feedforward control algorithm.

14. The vehicle control method according to any one of claims 8 to 13, characterized in that: The nominal state parameter includes at least one of the nominal coordinates of the vehicle in a preset coordinate system, a nominal heading angle, and a nominal vehicle speed; The actual state parameter includes at least one of the actual coordinates of the vehicle in the preset coordinate system, the actual heading angle, and the actual vehicle speed.

15. The vehicle control method according to claim 1, characterized in that: The tire blowout control parameters include a target steering wheel angle and / or a target yaw moment.

16. A vehicle control device, characterized in that: The device comprises: A determination module, used for determining an uncertain parameter of the vehicle when a tire blowout occurs in the vehicle; an execution module, configured to determine a tire blowout control parameter based on the uncertain parameter, so as to control the vehicle based on the tire blowout control parameter to stabilize the vehicle; Among them, the execution module is specifically used to determine a tire blowout feedforward control algorithm based on the uncertain parameters, and the tire blowout feedforward control algorithm is a feedforward control algorithm of the vehicle after a tire blowout occurs; and, based on the output of the tire blowout feedforward control algorithm, determine the tire blowout control parameter, the input of the tire blowout feedforward control algorithm is a nominal state parameter of the vehicle after a tire blowout occurs, and the output of the tire blowout feedforward control algorithm is a nominal control parameter of the vehicle after a tire blowout occurs.

17. An electronic device, characterized in that: include: A processor, a communication interface, a memory and a communication bus; wherein the processor, the communication interface and the memory communicate with each other via the communication bus; Memory, used to store computer programs; The processor is used to implement the steps of the vehicle control method as described in any one of claims 1 to 15 when executing the program stored in the memory.

18. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the vehicle control method according to any one of claims 1 to 15 are implemented.

19. A vehicle, characterized in that: The vehicle includes the vehicle control device according to claim 16.

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