Vehicle yaw stability fail-operational control method and apparatus, and storage medium

Abstract

The present application relates to the technical field of vehicle chassis control. Provided are a vehicle yaw stability fail-operational control method and apparatus, and a storage medium. The method comprises: establishing different description models on the basis of different operation stages of a vehicle fail-operational process, and determining quantitative performance indexes of said process; and on the basis of set constraint conditions of the vehicle fail-operational process, performing solving by taking the quantitative performance index of the different operation stages satisfying a preset range as an optimization objective, and on the basis of a solved feedback control gain and a set control law equation related to the feedback control gain of the different operation stages, determining an optimal operation control solution.

Description

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

[0001] Cross-reference to Related Applications

[0002] The present application is based on and claims priority to Chinese Patent Application No. 202410742862.5, filed on June 7, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0003] The present application relates to the technical field of vehicle chassis control, and in particular to a vehicle yaw stability failure operation control method, device and storage medium. BACKGROUND

[0004] With the improvement of vehicle intelligence and electrification, the requirements for vehicle safe operation capability are becoming higher and higher.

[0005] In the requirements of automatic driving at level 4 and above, the vehicle is required to maintain operation after failure. This requires the vehicle to have the ability to maintain full or partial operation after failure, i.e., failure operation. However, the existing failure operation method ignores the key process of diagnosis switching, and therefore cannot guarantee the performance of the vehicle throughout the failure operation process.

[0006] SUMMARY

[0007] The present application aims to at least partially solve one of the technical problems in the related art.

[0008] To this end, the first object of the present application is to provide a vehicle yaw stability failure operation control method, which realizes performance guarantee of the vehicle throughout the failure operation process.

[0009] The second object of the present application is to provide a vehicle yaw stability failure operation control device.

[0010] The third object of the present application is to provide a non-transitory computer-readable storage medium.

[0011] To achieve the above objects, the first aspect of the present application provides a vehicle yaw stability failure operation control method, comprising: establishing different description models based on different operation stages of a vehicle failure operation process, and determining quantified performance indicators of the operation process; based on the set constraint conditions of the vehicle failure operation process, solving with the quantified 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 set for different operation stages.

[0012] The vehicle yaw stability failure operation control method of the embodiment of the application divides the vehicle failure operation process into three stages 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 each of 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 sequence 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.

[0013] Optionally, in an embodiment of the application, the different operation stages of the vehicle failure operation process include a normal operation stage, the normal operation stage is a failure-free operation stage of the vehicle, and the description model corresponding to the normal operation stage is a yaw stability control model.

[0014] The different operation stages of the vehicle failure operation process also include a fault operation stage, the fault operation stage is an operation stage of the vehicle in which a fault occurs and fault control is not performed, and the description model corresponding to the fault operation stage is an abnormal operation state model.

[0015] The different operation stages of the vehicle failure operation process also include a fault-tolerant operation stage, the fault-tolerant operation stage is an operation stage of the vehicle in which a fault occurs and fault control is performed, and the description model corresponding to the fault-tolerant operation stage is a fault-tolerant operation state model.

[0016] The description model of each operation stage includes a corresponding differential equation, an observation equation and a target equation.

[0017] Optionally, in an embodiment of the application, the yaw stability control model is represented as:

[0018] wherein, is a vehicle yaw stability equation, z n (t) is a target equation, y n (t) is an observation equation,

[0019] 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, represent the target longitudinal and yaw angular acceleration of the vehicle, respectively, δ f denotes the front wheel steering angle control input, ΔM denotes the direct yaw moment control input,

[0020] C f 、C r denote the front and rear wheel cornering stiffness, l r 、l f denote the horizontal distance from the center of mass to the front and rear axles, m denotes the vehicle mass, v x denotes the longitudinal velocity of the vehicle, I z denotes the moment of inertia, I n denotes the identity matrix of dimension n,

[0021] Optionally, in an embodiment of the present application, the abnormal operating condition model is represented as:

[0022] wherein, represents the steering fault factor,

[0023] Optionally, in an embodiment of the present application, the fault-tolerant operating condition model is represented as:

[0024] wherein,

[0025] Optionally, in an embodiment of the present application, the quantified performance index is represented as:

[0026] wherein γ is the quantified performance index, 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.

[0027] Optionally, in one embodiment of the present application, the control law equation adopts a healthy control law in the normal operation phase and the failure operation phase, adopts a fault-tolerant control law in the fault-tolerant operation phase, and the constraint condition of the vehicle failure operation process includes a healthy stabilization condition, a healthy-failure switching down condition, a failure stabilization condition, a failure-fault-tolerant switching down condition, and a fault-tolerant stabilization condition.

[0028] Optionally, in one embodiment of the present application, the control law equation of the normal operation phase, the failure operation phase, and the fault-tolerant operation phase is respectively expressed as: u1(t)=G1y(t) u3(t)=G3y(t)

[0029] wherein u1(t) is the control law equation of the normal operation phase and the failure operation phase, u3(t) is the control law equation of the fault-tolerant operation phase, G1 is the feedback control gain of the normal operation phase and the failure operation phase, G3 is the feedback control gain of the fault-tolerant operation phase, and y(t) is the tracking error of the vehicle;

[0030] The healthy stabilization condition is that there exists a matrix Q1>0∈R n×n 、 and Y1∈R p×s such that the first matrix inequality is established, wherein the first matrix inequality is expressed as:

[0031] wherein

[0032] The healthy-failure switching down condition is that there exists a matrix Q 2,0 >0∈R n×n such that the second matrix inequality is established, wherein the second matrix inequality is expressed as: Q1≤Q 2,0

[0033] The failure stabilization condition is that there exists a matrix Q 2,1 >0∈R n×n such that the third matrix inequality is established, wherein the third matrix inequality is expressed as:

[0034] wherein Y2=βY1,

[0035] The failure-fault-tolerant switching down condition is that there exists a matrix Q3>0∈R n×n such that the fourth matrix inequality is established, wherein the fourth matrix inequality is expressed as: Q 2,0 ≤Q3 Q2,1 ≤ Q3

[0036] The fault-tolerant stabilization condition is that there exists a matrix Q3>0∈R n×n , and Y3∈R p×s such that the fifth matrix inequality holds, where the fifth matrix inequality is expressed as:

[0037] wherein,

[0038] To achieve the above object, the second aspect of the present application proposes a vehicle yaw stability failure operation control device, comprising:

[0039] 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 the quantitative performance indicators of the operation process;

[0040] A scheme generation module is configured to solve based on the set constraint conditions of the vehicle failure operation process and the control law equations of the feedback control gain of different operation stages, with the quantitative performance indicators of different operation stages satisfying the preset range as the optimization target, and determine the optimal operation control scheme based on the obtained feedback control gain.

[0041] To achieve the above object, the third aspect of the present application proposes a non-transitory computer readable storage medium, when the instructions in the storage medium are executed by a processor, the vehicle yaw stability failure operation control method described above can be executed.

[0042] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0043] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description, including the accompanying drawings, wherein:

[0044] FIG. 1 is a flow diagram of a vehicle yaw stability failure operation control method according to an embodiment of the present application;

[0045] FIG. 2 is a schematic diagram of a vehicle stability failure operation control stage according to an embodiment of the present application;

[0046] FIG. 3 is a schematic diagram of a vehicle yaw stability failure operation control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0047] Embodiments of the present application are described below in detail with reference to the accompanying drawings, examples of which are shown in the 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 are not to be understood as limiting the present application.

[0048] A vehicle yaw stability failure operation control method and device of embodiments of the present application are described below with reference to the accompanying drawings.

[0049] FIG. 1 is a flowchart of a vehicle yaw stability failure operation control method according to an embodiment of the present application.

[0050] As shown in FIG. 1, the vehicle yaw stability failure operation control method includes the following steps:

[0051] In step 101, different description models are established based on different operation stages of the vehicle failure operation process, and a quantitative performance index of the operation process is determined.

[0052] In step 102, based on the set constraint conditions of the vehicle failure operation process, the quantitative performance index of the different operation stages is solved with the optimization target of satisfying a preset range, and the optimal operation control scheme is determined based on the feedback control gain obtained by the solving and the control law equation of the feedback control gain of the different operation stages.

[0053] The vehicle yaw stability failure operation control method according to the embodiments of the present application divides the vehicle failure operation process into three stages 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 vehicle lateral stability failure operation process.

[0054] Optionally, in an embodiment of the present application, the vehicle stability failure operation control process corresponds to a system failure, and the differential braking system realizes fault-tolerant vehicle stability control through active braking after the vehicle passes a certain diagnosis time. Therefore, as shown in FIG. 2, the vehicle stability failure operation control can be divided into three stages. Stage 1, normal operation stage: the vehicle controls the self yaw stability under the action of the active steering, at this time, the steering system of the vehicle is healthy and has no fault; Stage 2, fault operation stage: partial or total failure occurs in the active steering execution system, at this time, the steering ability of the vehicle is reduced, and the steering system cannot completely execute the control command, however, due to the existence of the diagnosis time, the vehicle still does not detect the existence of the fault and does not react. At this time, the vehicle controls the vehicle with steering failure under the original control strategy for the healthy state, and is in a dangerous fault operation period. Stage 3, fault-tolerant operation stage: the vehicle diagnoses the steering failure, and starts to control the vehicle through differential steering, and uses the failure operation control strategy for differential input to control the vehicle.

[0055] The description model includes a yaw stability control model corresponding to the normal operation stage, an abnormal operation state model corresponding to the fault operation stage, and a fault-tolerant operation state model corresponding to the fault-tolerant operation stage, and the description model of each operation stage includes corresponding differential equations, observation equations and target equations.

[0056] Optionally, in an embodiment of the present application, the normal operation state yaw stability control model is constructed as follows:

[0057] According to Newton's law of motion, the motion state of the vehicle during operation is described as follows:

[0058] wherein v y and ω r represent the longitudinal speed and yaw angular speed of the vehicle, respectively, and the units are m / s and rad / s. and represent the longitudinal acceleration and yaw angular acceleration of the vehicle, respectively, and the units are m / s 2 and rad / s 2 , δ f represents the front wheel steering angle control input, and the unit is rad, and ΔM represents the direct yaw moment control input, and the unit is Nm. v x represents the longitudinal speed of the vehicle, and the unit is m / s. F yf , F yr represent the lateral forces of the front wheel and the rear wheel, and are calculated in the linear interval as follows: F yf =C f α f , F yr =C ralpha r (2)

[0059] where C f ,C r are the front and rear cornering stiffness, respectively, in N / rad. alpha f , alpha r represent the front and rear sideslip angles, respectively, and are calculated as follows:

[0060] where l f ,l r are the horizontal distances from the center of mass to the front and rear axles, respectively, in m.

[0061] Considering the reference sideslip velocity and the reference yaw rate, the vehicle yaw stability can be described by the following equations according to (1)-(3):

[0062] For further derivation, (4) is further abstracted as follows:

[0063] where represent the vehicle's longitudinal velocity error and yaw rate error, respectively, in m / s and rad / s; u n (t) = [delta f delta M] T ;

[0064] v yd and omega 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:

[0065] Both the yaw rate error and the sideslip velocity error are measurable, and the observation equation is constructed as follows:

[0066] where The relevant matrix is derived as follows:

[0067] Selecting the yaw rate error and the sideslip velocity error as the target vector, the target equation is constructed as follows:

[0068] where The relevant matrix is derived as follows:

[0069] Combining (5), (7), and (9), the vehicle's yaw stability control problem under normal conditions can be described by the following model:

[0070] where the correlation matrix is given by equations (6), (8) and (10).

[0071] Optionally, in an embodiment of the present application, the abnormal running state model is constructed, comprising:

[0072] After the steering failure occurs, the vehicle steering ability is reduced, the yaw angle speed error and the lateral speed error are still measurable, then in the abnormal running stage, the vehicle fault is not handled, therefore at this time the system model of the vehicle is described as follows:

[0073] The correlation matrix is derived as follows:

[0074] wherein, represents the steering failure factor, u f (t) = [δ f ΔM] T ;

[0075] Optionally, in an embodiment of the present application, the fault-tolerant running state model is constructed, comprising:

[0076] 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, at this time the system model of the vehicle is described as follows:

[0077] The correlation matrix is derived as follows:

[0078] wherein, u r (t) = [δ f ΔM] T , At this time the steering input is exited and the differential braking is intervened.

[0079] Optionally, in an embodiment of the present application, the vehicle running process is evaluated, which firstly needs to ensure that the vehicle can run stably, i.e. stability, and secondly has good ability to resist external interference in the running process, i.e. robustness. Under such requirements, in order to realize the performance evaluation of the whole process of chassis failure running, the embodiment proposes a quantitative index for evaluating the performance of the whole process of chassis failure running based on the robust control theory, which is specifically expressed as follows:

[0080] where 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.

[0081] 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 is, the better the performance is. 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 both energy-bounded signals, the set of all energy-bounded signals is denoted as L2, and then:

[0082] Under the above definition, denoted as the L2 norm of the signal.

[0083] Optionally, in an embodiment of the present application, in the normal operation phase and the fault operation phase, the control law equation adopts the health control law, and in the fault-tolerant operation 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.

[0084] Optionally, in an embodiment of the present application, for the chassis failure operation system described in formula (11), (12) and (14), in the normal operation phase and the fault operation phase, the health control law u(t) = G1y(t) is adopted; and in the fault-tolerant operation phase s3, the system is adjusted to the fault-tolerant control law u(t) = G3y(t). If it is required that the normal operation phase performance satisfies γ ≤ γ n , the fault operation phase performance satisfies γ ≤ γ f , and the fault-tolerant operation phase performance satisfies γ < γ r , where γ n , γ f and γ r are the performance requirements of the normal operation, the fault operation and the fault-tolerant operation designed according to formula (11), (12) and (14) respectively, and γ f ≥ γ n , γ r ≥ γ n , then the feedback control gains G1 and G3 can be obtained by jointly solving the following linear matrix inequalities:

[0085] The health stabilization condition is that there exist matrices Q1 > 0 ∈ R n×n , and Y1 ∈ R p×s such that the first matrix inequality is established, where the first matrix inequality is represented as:

[0086] wherein,

[0087] The health-to-failure switching down condition is that there exists a matrix Q 2,0 > 0 ∈ R n×n such that a second matrix inequality holds, wherein the second matrix inequality is expressed as: Q 2,0

[0088] The failure-to-health switching down condition is that there exists a matrix Q 2,1 > 0 ∈ R n×n such that a third matrix inequality holds, wherein the third matrix inequality is expressed as:

[0089] wherein Y2 = βY1,

[0090] The failure-to-fault-tolerant switching down is that there exists a matrix Q3 > 0 ∈ R n×n such that a fourth matrix inequality holds, wherein the fourth matrix inequality condition is expressed as: Q 2,0 ≤ Q3 Q 2,1 ≤ Q3

[0091] The fault-tolerant-to-health switching down condition is that there exists a matrix Q3 > 0 ∈ R n×n and Y3 ∈ R p×s such that a fifth matrix inequality holds, wherein the fifth matrix inequality is expressed as:

[0092] wherein,

[0093] In order to realize the above-mentioned embodiments, the application further provides a vehicle yaw stability failure operation control device.

[0094] Fig. 3 is a structural schematic diagram of a vehicle yaw stability failure operation control device provided by an embodiment of the application.

[0095] As shown in Fig. 3, the vehicle yaw stability failure operation control device comprises:

[0096] A description model construction module is configured to establish different description models based on different operation stages of vehicle failure operation process, and determine a quantitative performance index of the operation process.​

[0097] a scheme generation module configured to solve, based on the set constraint condition of the vehicle failure running process and the control law equation of the feedback control gain in different running stages, an optimization target that the quantified performance index of the different running stages satisfies a preset range, and determine the optimal running control scheme based on the solved feedback control gain.

[0098] It should be noted that the foregoing description of the vehicle yaw stability failure running control method embodiment is also applicable to the vehicle yaw stability failure running control device of the embodiment, which will not be described here.

[0099] In order to realize the above-mentioned embodiments, the application further provides a non-transitory computer-readable storage medium, which stores a computer program, and the computer program is executed by a processor to realize the method of the above-mentioned embodiments.

[0100] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example" or "some examples" and the like means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples without contradiction.

[0101] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated 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 present application, the meaning of "multiple" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0102] Any process or method descriptions in flow charts or otherwise described herein can be understood as representing code modules, segments, or portions of code that include one or more executable instructions for implementing the specified logic functions (or steps) and / or can be implemented by one or more hardware or software components, either in a computer or other processing system. Alternate implementations are within the scope of the optional implementations of the application and can be made by those skilled in the art in light of the above description. The various steps or acts in a flow chart can be combined with one another as desired, and / or can be separated into further steps, sub- steps, or portions.

[0103] The logic and / or steps represented in flow diagrams or otherwise described herein, for example, can be considered as a sequence of instructions to implement logic functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus, or device, such as a computer-based system, processor- containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. In the context of this specification, a "computer-readable medium" can be any means 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 be a machine-readable storage device (e.g., magnetic, optical or other) a machine-readable storage diskette (e.g., floppy disk, optical disk, CD- ROM, etc.), a machine- readable storage card (e.g., PCMCIA card, etc.), a machine-readable storage tape (e.g., magnetic tape, optical tape, etc.), a machine-readable storage medium (e.g., RAM, ROM, etc.), a machine-readable signal (e.g., electrical, optical, etc.), a machine-readable medium (e.g., carrier wave, etc.) or any other suitable medium or means of embodying the program. More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a RAM, a ROM, an EPROM, a FLASH memory card, an optical fiber, and a portable compact disc read-only memory (CD-ROM). Additionally, the computer-readable medium can be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, for example, via optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and stored in a computer memory.

[0104] It should be understood that aspects of the application can be implemented in hardware, software, firmware or combinations thereof. In the above embodiments, various steps or methods can be implemented in software or firmware that is stored in memory and executed by a suitable instruction execution system. As such, in some embodiments, the steps or methods can be implemented in hardware such as a special purpose computer, a programmed microprocessor or microcontroller, a microprocessor-based or a microcontroller-based application-specific integrated circuit, a peripheral integrated circuit element, a digital signal processor, a highly-parallelized architecture or other similar or well-known computing devices. In other embodiments, the steps or methods can be implemented in software that is stored in a memory and executed on a suitable instruction execution system. In other embodiments, the steps or methods can be implemented in a combination of both software and hardware.

[0105] Those of skill in the art would understand that information and signals can be represented using any of a variety of technologies and techniques. For example, data, instructions, commands, information, signals, bits, symbols, and chips that can be referenced throughout the above description can be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.

[0106] 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 realized in the form of hardware or in the form of a software functional module. When the integrated module is realized 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.

[0107] 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 vehicle yaw stability failure operation control method, comprising: establishing different description models based on different operation stages of a vehicle failure operation process, and determining quantified performance indexes of the operation process; solving based on a set of constraint conditions of the vehicle failure operation process, with the quantified performance indexes of the different operation stages satisfying a preset range as an optimization target, determining an optimal operation control scheme based on feedback control gains obtained from the solving and control law equations of the feedback control gains set for the different operation stages.

2. The method of claim 1, wherein, The different operation stages of the vehicle failure operation process include a normal operation stage, which is a failure-free operation stage of the vehicle, and the description model corresponding to the normal operation stage is a yaw stability control model; The different operation stages of the vehicle failure operation process also include a fault operation stage, which is an operation stage of the vehicle with a fault and without fault control, and the description model corresponding to the fault operation stage is an abnormal operation state model; The different operation stages of the vehicle failure operation process also include a fault-tolerant operation stage, which is an operation stage of the vehicle with a fault and with fault control, and the description model corresponding to the fault-tolerant operation stage is a fault-tolerant operation state model; The description model of each operation stage includes corresponding differential equations, observation equations and objective equations.

3. The method of claim 2, wherein, The yaw stability control model is represented as: wherein For the vehicle yaw stability equation, z n (t) is the target equation, y n (t) is the observation equation, u n (t) = [δ f ΔM] T , respectively represent a longitudinal speed error and a yaw rate error of the vehicle, v y , w r represent a longitudinal speed and a yaw rate of the vehicle, v yd , w rd represent a target longitudinal speed and a target yaw rate of the vehicle, respectively represent a target longitudinal acceleration and a target yaw angular acceleration of the vehicle, δ f denotes a front wheel steering angle control input, ΔM denotes a direct yaw moment control input, C f , C r is the front and rear wheel cornering stiffness, l r , l f is the horizontal distance from the center of mass to the front and rear axles, m denotes the mass of the vehicle, v x denotes the longitudinal speed of the vehicle, I z denotes the moment of inertia, I n denotes the identity matrix of dimension n, 4. The method of claim 2, wherein, The abnormal operating state model is represented as: wherein representing a steering failure factor, u f (t) = [δ f ΔM] T ; 5. The method of claim 2, wherein, The fault-tolerant operating state model is represented as: wherein u r (t) = [δ f ΔM] T ; 6. The method of any one of claims 1-5, wherein, The quantification performance indicator is expressed as: wherein γ is a quantification performance index, γ is a ratio of an L2 norm of the system output z(t) to an L2 norm of the system disturbance w(t), and L2 denotes a set of all energy-bounded signals, The L2 norm is denoted as f(t) represents a measured signal, the symbol sup represents the maximum value, and w(t) represents a reference input vector of the system.

7. The method of claim 2, wherein, In the normal operation stage and the fault operation stage, the control law equation adopts a health control law, and in the fault-tolerant operation stage, the control law equation adopts a fault-tolerant control law, and the constraint conditions of the vehicle failure operation process include health stabilization conditions, health-fault switching drop conditions, fault stabilization conditions, fault-fault-tolerant switching drop conditions and fault-tolerant stabilization conditions.

8. The method of claim 7, wherein, The control law equations of the normal operation stage, the fault operation stage and the fault-tolerant operation stage are respectively represented as: u1(t)=G1y(t) u3(t)=G3y(t) Wherein, u1(t) is the control law equation of the normal operation stage and the fault operation stage, u3(t) is the control law equation of the fault-tolerant operation stage, G1 is the feedback control gain of the normal operation stage and the fault operation stage, G3 is the feedback control gain of the fault-tolerant operation stage, and y(t) is the tracking error of the vehicle; The healthy calm condition is: there is a matrix Q1>0∈R n×n , and Y1∈R p×s such that a first matrix inequality holds, wherein the first matrix inequality is expressed as: wherein, The health-fault switch down condition is that there exists a matrix Q 2,0 > 0 ∈ R n×n such that a second matrix inequality holds, where the second matrix inequality is expressed as: Q1≤ Q 2,0 The failure stabilizing condition is that there exists a matrix Q 2,1 >0∈R n×n such that a third matrix inequality holds, where the third matrix inequality is expressed as: where Y2= βY1, The fault-tolerant switching down condition is that there exists a matrix Q3 > 0 ∈ R n×n such that a fourth matrix inequality is satisfied, wherein the fourth matrix inequality is expressed as: Q 2,0 ≤Q3 Q 2,1 ≤Q3 The fault-tolerant stabilization condition is that there exists a matrix Q3 > 0 e R n×n , and Y3∈ R p×s such that a fifth matrix inequality holds, wherein the fifth matrix inequality is expressed as: wherein, 9.A vehicle yaw stability failure operation control device, comprising: a description model construction module configured to establish different description models based on different operation stages of a vehicle failure operation process, and determine quantified performance indexes of the operation process; a scheme generation module configured to solve based on a set of constraint conditions of the vehicle failure operation process, with the quantified performance indexes of the different operation stages satisfying a preset range as an optimization target, and determine an optimal operation control scheme based on feedback control gains obtained from the solving and control law equations of the feedback control gains set for the different operation stages.

10. A non-transitory computer readable storage medium having stored thereon a computer program, which, when executed by a processor, implements the method of any one of claims 1-8.

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