Live working vehicle anti-rollover monitoring system

Abstract

The present application relates to the technical field of vehicle dynamic stability control, in particular to a live working vehicle anti-rollover monitoring system. It comprises a dynamic state acquisition unit for real-time monitoring of a plurality of operating state parameters of the live working vehicle, and calculating at least one roll torque and vehicle center of gravity offset based on these parameters. A roll risk analysis unit is connected to the dynamic state acquisition unit, which generates a first roll risk index by frequency domain analysis of the time domain data of the roll torque, and generates a second roll risk index based on the coupling relationship between the center of gravity offset and the roll torque. Then, the unit integrates the first and second roll risk indexes to determine a comprehensive roll risk level, and generates a control instruction based on the level. A stability control unit receives the control instruction and performs corresponding control operations to improve the stability of the live working vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle dynamic stability control technology, and more specifically, to an anti-tilt monitoring system for live-line work vehicles. Background Technology

[0002] The anti-rollover monitoring system for live-line work vehicles aims to dynamically identify the vehicle's rollover risk and accurately adjust the vehicle's center of gravity position. By calculating the dynamic frequency response risk index and the center of gravity torque coupling risk index in real time, and combining the vibration attenuation optimization algorithm of the counterweight, the system controls the distribution of tire braking force and the extension force of the stabilizer bar to reduce the vehicle's rollover risk.

[0003] Existing anti-roll monitoring systems for live-line work vehicles are often unable to simultaneously take into account the comprehensive analysis of multi-dimensional dynamic torque and center of gravity shift. Furthermore, due to the high frequency of wind fluctuations and the additional vibration interference that is easily generated during the adjustment of the vehicle's center of gravity, the system may be slow to respond when dealing with dynamic high-frequency disturbances. The counterweight adjustment process may also cause secondary vibrations, increasing the risk of rollover. Therefore, an anti-roll monitoring system for live-line work vehicles is designed. Summary of the Invention

[0004] The purpose of this invention is to provide a roll prevention monitoring system for live-line working vehicles, in order to solve the problems mentioned in the background art, which are usually difficult to simultaneously take into account the comprehensive analysis of multi-dimensional dynamic torque and center of gravity offset. Furthermore, due to the high frequency of wind fluctuations and the easy generation of additional vibration interference during the vehicle's center of gravity adjustment process, the system will respond slowly when dealing with dynamic high-frequency disturbances, and the counterweight adjustment process will cause secondary vibrations, increasing the risk of roll.

[0005] To achieve the above objectives, the present invention aims to provide a tilt prevention monitoring system for live-line working vehicles, comprising:

[0006] A dynamic status acquisition unit is used to acquire multiple operating status parameters of the live-line working vehicle in real time, and calculate at least one tilting moment and the vehicle's center of gravity offset based on the operating status parameters.

[0007] A roll risk analysis unit, connected to the dynamic state acquisition unit, is used for:

[0008] Frequency domain analysis is performed based on the time domain data of the at least one tilting moment to generate a first roll risk index;

[0009] A second roll risk index is generated based on the coupling relationship between the center of gravity offset and the at least one roll moment.

[0010] By combining the first roll risk index and the second roll risk index, a comprehensive roll risk level is determined, and a control command is generated based on the comprehensive roll risk level; and

[0011] A stability control unit, connected to the roll risk analysis unit, is used to receive the control commands and execute control operations aimed at improving the stability of the live-line work vehicle.

[0012] As a further improvement to this technical solution, the dynamic state acquisition unit is used for:

[0013] Real-time acquisition of operational status parameters, including vehicle tilt angle, vehicle lateral acceleration, ambient wind speed, and wheel-to-ground contact load; and

[0014] Based on the operating state parameters, the tilting moment, lateral moment, and wind moment, which are the tilting moment, are calculated, and the center of gravity offset is calculated based on the wheel-to-ground contact load.

[0015] As a further improvement to this technical solution, the roll risk analysis unit, when generating the first roll risk index, is used to:

[0016] Spectral analysis is performed on the time-domain data of the at least one tilting torque to extract high-frequency energy components within a preset frequency band; and

[0017] Based on the magnitude of the high-frequency energy component, the first roll risk index is generated by quantification, wherein a higher high-frequency energy component corresponds to a higher first roll risk index.

[0018] As a further improvement to this technical solution, the roll risk analysis unit, when generating the second roll risk index, is used to:

[0019] Calculate the contribution value of the torque coupling between the center of gravity offset and the tilting moment;

[0020] Calculate the torque coupling contribution of each wheel due to the aforementioned center of gravity offset; and

[0021] The second tilt risk index is generated by quantifying the weighted combination of the contribution values.

[0022] As a further improvement to this technical solution, the roll risk analysis unit, when determining the comprehensive roll risk level, is used for:

[0023] Compare the first tilt risk index with the first preset threshold;

[0024] Compare the second tilt risk index with the second preset threshold; and

[0025] Based on the combination of the two comparison results, the comprehensive roll risk level is divided into at least three levels, including a stable state, a medium-risk state, and a high-risk state, and control instructions corresponding to the respective risk levels are generated.

[0026] As a further improvement to this technical solution, the stability control unit includes a center of gravity adjustment subunit, which is used to drive at least one vehicle-mounted counterweight to move according to the received control command, so as to actively adjust the center of gravity of the live-line working vehicle.

[0027] As a further improvement to this technical solution, the center of gravity adjustment subunit is further used for:

[0028] Based on a target center of gravity position and the current position of the counterweight, a vibration attenuation optimization algorithm is used to plan the movement path of the counterweight, aiming to minimize the disturbance to the vehicle's attitude during the movement of the counterweight.

[0029] As a further improvement to this technical solution, the stability control unit includes a braking and stability regulation subunit.

[0030] As a further improvement to this technical solution, the braking and stability control subunit is used to dynamically and differentially distribute braking force to each wheel of the live-line working vehicle according to the received control command and in combination with the real-time ground contact load of each wheel.

[0031] As a further improvement to this technical solution, the braking and stabilization control subunit is further used to adjust the supporting force of at least one stabilizing outrigger according to the received control command and in combination with the magnitude of the wind torque.

[0032] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0033] 1. The anti-tilt monitoring system for the live-line work vehicle uses a comprehensive risk assessment method based on dynamic frequency response analysis technology and center of gravity moment coupling analysis technology to identify the dynamic high-frequency disturbance and center of gravity offset coupling risk of the vehicle under complex working conditions in real time, and outputs accurate graded control signals.

[0034] 2. In the anti-tilt monitoring system of the live-line work vehicle, the movement path of the counterweight is optimized by the vibration attenuation counterweight optimization algorithm. Combined with the real-time adjustment strategy of the vehicle's center of gravity, the counterweight can efficiently adjust the center of gravity while suppressing vibration interference, thus ensuring the stability of the vehicle during operation. Attached Figure Description

[0035] Figure 1 This is an overall flowchart of the present invention;

[0036] The meanings of the labels in the diagram are as follows:

[0037] 1. Dynamic state acquisition unit; 2. Tilt risk analysis unit; 3. Stability control unit; 31. Center of gravity adjustment subunit. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0039] Please see Figure 1 As shown, a tilt prevention monitoring system for live-line working vehicles is provided, including:

[0040] Dynamic state acquisition unit 1 is used to collect vehicle tilt angle, acceleration, wind speed and tire contact load data in real time, and calculate vehicle tilt moment, lateral moment, wind moment and center of gravity offset.

[0041] The dynamic state acquisition unit 1 includes a data acquisition module and a torque calculation module;

[0042] The data acquisition module collects real-time operational data of the vehicle, including vehicle tilt angle, vehicle acceleration, wind speed, and vehicle tire contact load, as detailed below:

[0043] S1.1.1, Vehicle tilt angle is collected via tilt sensor. ;

[0044] S1.1.2, The lateral acceleration of the vehicle is acquired by a triaxial accelerometer. and longitudinal acceleration ;

[0045] S1.1.3, Collect ambient wind speed using a wind speed sensor ;

[0046] S1.1.4. Real-time monitoring of vehicle tire contact load using load sensors. ;

[0047] in, , indicating four tires; Indicates the current time;

[0048] The torque calculation module calculates the vehicle's tilting moment, lateral moment, wind moment, and center of gravity offset based on the vehicle's operating data. The specific method is as follows:

[0049] S1.2.1, Based on the vehicle tilt angle Calculate the tilting moment of the vehicle due to the shift in its center of gravity:

[0050] ;

[0051] in, It is the tilting moment; The total mass of the vehicle; It is the acceleration due to gravity; The height of the vehicle's center of gravity;

[0052] S1.2.2, Based on the vehicle's lateral acceleration Calculate the lateral torque generated by the vehicle due to inertia:

[0053] ;

[0054] in, It is the lateral moment;

[0055] S1.2.3, Based on ambient wind speed Calculate the wind torque generated by the wind on the vehicle:

[0056] ;

[0057] in, The wind torque generated by the wind on the vehicle; air density; This is the vehicle's air resistance coefficient; The frontal area of ​​the vehicle;

[0058] S1.2.4, Based on vehicle tire contact load Calculate the vehicle's center of gravity offset:

[0059] ;

[0060] ;

[0061] in, The vehicle's center of gravity; For vehicles in The amount by which the center of gravity shifts along the x-axis at any given moment; For vehicles in The amount by which the center of gravity shifts along the y-axis at any given moment; For the first The position of each tire relative to the geometric center of the vehicle in the vehicle coordinate system along the x-axis; For the first The position of each tire relative to the geometric center of the vehicle in the vehicle coordinate system along the y-axis;

[0062] S1.2.5, Based on longitudinal acceleration Calculate the theoretical front and rear axle load transfer caused by pitch motion. :

[0063] ;

[0064] in, This refers to the longitudinal load transfer amount (transferred from the rear axle or the front axle). Where is the vehicle's wheelbase (distance between the front and rear wheel centers), and is a fixed parameter for the vehicle. This calculation result can be used in conjunction with load sensors. The system compares and fuses actual measurements to improve its robustness in perceiving vehicle conditions. For example, when there is a significant deviation between the theoretically calculated load transfer and the sensor measurements, a sensor fault diagnosis alarm can be triggered.

[0065] It also includes a roll risk analysis unit 2, which uses dynamic frequency response analysis technology to define and calculate the vehicle dynamic frequency response risk index, and uses center of gravity moment coupling analysis technology to combine center of gravity offset and moment data to define and calculate the vehicle center of gravity moment coupling risk index, and finally analyzes the risk index and outputs control signals.

[0066] The roll risk analysis unit 2 includes a dynamic frequency response analysis module, a center of gravity moment coupling analysis module, and a comprehensive roll risk analysis module.

[0067] The dynamic frequency response analysis module utilizes dynamic frequency response analysis technology to perform frequency domain analysis on the time series of tilting moment, lateral moment and wind moment using short-time Fourier transform, and defines and calculates the vehicle dynamic frequency response risk index.

[0068] The center of gravity moment coupling analysis module uses center of gravity moment coupling analysis technology to combine center of gravity offset and moment data to define and implement the vehicle center of gravity moment coupling risk index.

[0069] The integrated roll risk analysis module comprehensively analyzes the vehicle's dynamic frequency response risk index and the vehicle's center of gravity moment coupling risk index, and outputs control signals based on the analysis results.

[0070] In this embodiment, the dynamic frequency response analysis module utilizes short-time Fourier transform to perform frequency domain analysis on the time series of tilting moment, lateral moment, and wind moment using dynamic frequency response analysis technology, defining and calculating the vehicle dynamic frequency response risk index. The specific method steps are as follows:

[0071] S2.1.1 Obtaining the tilting moment Lateral moment Wind force torque The signal is then filtered using a low-pass filter to obtain the filtered tilt torque signal. Lateral torque signal Wind force torque signal ;

[0072] S2.1.2, Filtered tilt torque signal Lateral torque signal Wind force torque signal Perform a short-time Fourier transform to convert it into a frequency domain signal:

[0073] ;

[0074] ;

[0075] ;

[0076] in, This is the frequency domain signal of the tilting torque; The time width of the short time window; The number of the sliding window; It is a complex exponential function; This represents the time offset of the sliding window; For frequency variables; It is a lateral torque frequency domain signal; This is a frequency domain signal of wind torque;

[0077] S2.1.3. Perform power spectral density analysis on the frequency domain signals of tilting moment, lateral moment, and wind moment, and obtain the corresponding power spectral densities:

[0078] ;

[0079] ;

[0080] ;

[0081] in, The power spectral density of the tilting moment; The power spectral density of the lateral torque; The power spectral density of the wind torque;

[0082] S2.1.4 Setting the high-frequency threshold and maximum frequency Extract high-frequency component energy from the power spectral density of each signal:

[0083] ;

[0084] ;

[0085] ;

[0086] in, This refers to the high-frequency component energy of the tilting torque; This represents the high-frequency component energy of the lateral torque. This refers to the high-frequency component energy of the wind torque; For frequency increment;

[0087] S2.1.5. Normalize the energy of each high-frequency component and obtain the vehicle dynamic frequency response risk index by weighted summation. :

[0088] ;

[0089] in, The vehicle dynamic frequency response risk index; The maximum high-frequency component energy of the tilting torque; This represents the maximum high-frequency component energy of the lateral torque. The maximum high-frequency component energy of the wind torque; , and For weighted components, and .

[0090] In this embodiment, the center of gravity moment coupling analysis module uses center of gravity moment coupling analysis technology to combine center of gravity offset and moment data to define and calculate the vehicle center of gravity moment coupling risk index. The specific method and steps are as follows:

[0091] S2.2.1, Based on the center of gravity offset and Calculate the direction angle of the center of gravity offset:

[0092] ;

[0093] in, This is the angle of offset from the center of gravity relative to the positive x-axis.

[0094] S2.2.2, Based on vehicle tire contact load and vehicle tire position Calculate the first Torque coupling value of each tire Then, sum the torque coupling values ​​of all tires to obtain the overall tire torque coupling contribution value. :

[0095] ;

[0096] in, For the first Torque coupling value of each tire; To fix the position of the vehicle tires;

[0097] ;

[0098] in, Contribution to overall tire torque coupling;

[0099] S2.2.3, Based on the filtered tilt torque signal of the vehicle Lateral torque signal , center of gravity offset modulus and the direction angle of the center of gravity offset Calculate the overall center of gravity torque coupling value of the vehicle :

[0100] ;

[0101] ;

[0102] S2.2.4, Combine the overall tire torque coupling contribution value Coupling value with the overall center of gravity of the vehicle A weighted calculation is performed to obtain the vehicle center of gravity moment coupling risk index. :

[0103]

[0104] in, Weighting of the overall tire torque coupling contribution value; Weighting of the overall center-of-gravity torque coupling value of the vehicle; This represents the maximum contribution value of the overall tire torque coupling. This represents the maximum coupling value of the overall center of gravity torque of the vehicle.

[0105] In this embodiment, the integrated roll risk analysis module comprehensively analyzes the vehicle's dynamic frequency response risk index and the vehicle's center of gravity moment coupling risk index, and outputs a control signal based on the analysis results. The specific method is as follows:

[0106] S2.3.1, Regarding the vehicle dynamic frequency response risk index Set a threshold for the vehicle dynamic frequency response risk index. ;

[0107] Risk index of vehicle center of gravity moment coupling Set the threshold for the risk index of vehicle center of gravity moment coupling. ;

[0108] S2.3.2, State A:

[0109] ;

[0110] ;

[0111] The vehicle operates stably and requires no control signals.

[0112] S2.3.3, State B:

[0113] ;

[0114] ;

[0115] The vehicle's dynamic frequency response contains high-frequency disturbances, so the output signal reduces the vehicle speed and dynamically adjusts the position of the counterweight.

[0116] S2.3.4, State C:

[0117] ;

[0118] ;

[0119] This indicates that the center of gravity shift and torque coupling have significantly affected vehicle stability. The output adjusts the counterweight, optimizes the center of gravity position, and increases the control signal for the stabilizer bar support force.

[0120] S2.3.5, State D:

[0121] ;

[0122] ;

[0123] The vehicle is in a high risk of tilting, and an emergency stop control signal is output.

[0124] It also includes a center of gravity adjustment subunit 31, which optimizes the movement path of the counterweight block and dynamically changes the vehicle's center of gravity based on the control signal of the roll risk analysis unit 2 and the vibration attenuation counterweight optimization algorithm.

[0125] In this embodiment, the vibration attenuation counterweight optimization algorithm is based on the counterweight vibration response model and energy minimization path planning, and is used to optimize the counterweight movement path and dynamically adjust the vehicle's center of gravity.

[0126] In this embodiment, the center of gravity adjustment subunit 31 optimizes the movement path of the counterweight block using a vibration attenuation counterweight optimization algorithm based on the control signal from the roll risk analysis unit 2, thereby dynamically changing the vehicle's center of gravity. The specific steps are as follows:

[0127] S3.1 Receive control signals from states B and C, and set the target center of gravity position offset to... ;

[0128] S3.2, Obtain the current vehicle's center of gravity offset. and the current position of the counterweight Construct a controlled vibration response model for the counterweight:

[0129]

[0130]

[0131] in, , The first Each counterweight is in Acceleration and velocity in the axial direction, To drive the first The counterweight along Control force for axis movement; , The first Each counterweight is in Acceleration and velocity in the axial direction, To drive the first The counterweight along Control force for axis movement; Number the counterweights. ; This represents the total number of counterweights. For the first The mass of each counterweight; , These are the equivalent damping coefficients of the counterweight moving mechanism in the x and y directions, respectively. , These are the equivalent stiffness coefficients of the counterweight moving mechanism in the x and y directions, respectively. This is the subscript of the position coordinates of the counterweight in the vehicle coordinate system;

[0132] S3.3, Based on the shift in the target's center of gravity position and the current center of gravity offset of the vehicle Calculate the amount of center of gravity offset that needs to be adjusted:

[0133] ;

[0134] ;

[0135] in, This represents the amount of center of gravity offset that the vehicle needs to adjust in the x-axis direction; This represents the amount of center of gravity offset that the vehicle needs to adjust in the y-axis direction;

[0136] S3.4. Distribute the required adjustment of the center of gravity offset according to the principle of torque balance. There are several counterweights. The adjustment amount for each counterweight is calculated as follows:

[0137] ;

[0138] ;

[0139] in, For the first The amount of displacement that each counterweight needs to be adjusted in the x-axis direction; For the first The amount of displacement that each counterweight needs to be adjusted in the y-axis direction; The total vehicle mass as defined in S1.2.1; Let be the total mass of the vehicle's counterweights. In this embodiment, to simplify control, it is assumed that all counterweights move the same distance uniformly, from which the displacement required for each counterweight is derived.

[0140] S3.5 Calculate the target position of the counterweight based on the adjustment amount of each counterweight:

[0141] ;

[0142] ;

[0143] in, For the first The target position of each counterweight in the x-axis direction; For the first The target position of each counterweight in the y-axis direction;

[0144] S3.6 Utilizing the optimal control algorithm, calculate the driving force in real time based on the error between the target position and the current position. Generate the movement path of the counterweight: ;

[0145] ;

[0146] in, and For the planned first Each counterweight over time The path function for movement. and This is the initial position of the counterweight when adjustment begins. The damped vibration frequency is denoted by . This path describes the smooth transition of the counterweight from its initial position to its target position.

[0147] S3.7 Optimize the damping ratio based on the counterweight vibration response model. To minimize vibration energy, the optimal damping ratio is obtained. The objective function is optimized as follows:

[0148] ;

[0149] in, This is the optimal damping ratio.

[0150] It also includes a stability control unit 3, which dynamically distributes the braking force of each tire of the vehicle according to the control signal of the roll risk analysis unit 2, and controls the extension force of the stabilizer bar in combination with the risk status of the vehicle and the environmental wind force data.

[0151] In this embodiment, the stability control unit 3 dynamically distributes the braking force of each tire of the vehicle according to the control signal of the roll risk analysis unit 2, and controls the extension force of the stabilizer bar in combination with the vehicle's risk status and environmental wind force data. The specific method steps are as follows:

[0152] S4.1, Based on vehicle tire contact load Vehicle dynamic frequency response risk index Risk index of coupling with vehicle center of gravity moment Calculate the braking force of each tire:

[0153] ;

[0154] in, This is an additional risk factor. For the first Braking force of each tire for The overall target braking force at any given moment;

[0155] S4.2, Based on wind torque and tilting moment and lateral moment Calculate stabilizer bar extension force:

[0156] ;

[0157] in, In order to be in Constantly stabilize the extension force of the bar; The formula first sums all the main moments that cause vehicle roll (tilt moment, lateral moment, wind moment) to obtain the basic total roll moment. Then, it comprehensively considers the dynamic frequency risk index. Risk index of coupling with center of gravity moment Through risk gain coefficient The base torque is amplified, enabling the stabilizer bar to provide stronger, dynamically adaptive support when system risk increases. The stabilizer bar risk gain coefficient needs to be calibrated based on vehicle test data.

[0158] S4.3, Output the first... braking force of each tire and stabilizer bar extension force .

[0159] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed invention.

Claims

1. A tilt prevention monitoring system for live-line working vehicles, characterized in that, include: A dynamic status acquisition unit is used to acquire multiple operating status parameters of the live-line working vehicle in real time, and calculate at least one tilting moment and the vehicle's center of gravity offset based on the operating status parameters. A roll risk analysis unit, connected to the dynamic state acquisition unit, is used for: The roll risk analysis unit utilizes dynamic frequency response analysis technology to define and calculate the vehicle's dynamic frequency response risk index, and uses center of gravity moment coupling analysis technology combined with center of gravity offset and moment data to define and calculate the vehicle's center of gravity moment coupling risk index. Finally, it analyzes the risk index and outputs control signals. The roll risk analysis unit includes a dynamic frequency response analysis module, a center of gravity moment coupling analysis module, and a comprehensive roll risk analysis module. Specifically, the dynamic frequency response analysis module uses short-time Fourier transform to perform frequency domain analysis on the time series of tilt moment, lateral moment, and wind moment using dynamic frequency response analysis technology to define and calculate the vehicle's dynamic frequency response risk index; the center of gravity moment coupling analysis module uses center of gravity moment coupling analysis technology combined with center of gravity offset and moment data to define and calculate the vehicle's center of gravity moment coupling risk index; and the comprehensive roll risk analysis module comprehensively analyzes the vehicle's dynamic frequency response risk index and the vehicle's center of gravity moment coupling risk index, and outputs control commands based on the analysis results. A stability control unit, connected to the roll risk analysis unit, is used to receive the control commands and execute control operations aimed at improving the stability of the live-line work vehicle.

2. The anti-tilt monitoring system for live-line working vehicles according to claim 1, characterized in that, The dynamic state acquisition unit is used for: Real-time acquisition of operational status parameters, including vehicle tilt angle, vehicle lateral acceleration, ambient wind speed, and wheel-to-ground contact load; and Based on the operating state parameters, the tilting moment, lateral moment, and wind moment, which are the tilting moment, are calculated, and the center of gravity offset is calculated based on the wheel-to-ground contact load.

3. The anti-tilt monitoring system for live-line working vehicles according to claim 1 or 2, characterized in that, The tilt risk analysis unit, when generating the dynamic frequency response risk index, is used for: Spectral analysis is performed on the time-domain data of the at least one tilting torque to extract the high-frequency energy components within a preset frequency band; as well as Based on the magnitude of the high-frequency energy component, the dynamic frequency response risk index is quantified and generated, wherein a higher high-frequency energy component corresponds to a higher dynamic frequency response risk index.

4. The anti-tilt monitoring system for live-line working vehicles according to claim 1 or 2, characterized in that, The roll risk analysis unit, when generating the center of gravity moment coupling risk index, is used for: Calculate the contribution value of the torque coupling between the center of gravity offset and the tilting moment; Calculate the torque coupling contribution value of each wheel due to the aforementioned center of gravity offset; as well as The center of gravity moment coupling risk index is generated by quantifying the weighted combination of the contribution values.

5. The anti-tilt monitoring system for live-line working vehicles according to claim 1, characterized in that, The roll risk analysis unit, when determining the overall roll risk level, is used for: The dynamic frequency response risk index is compared with a first preset threshold. The center of gravity moment coupling risk index is compared with a second preset threshold. as well as Based on the combination of the two comparison results, the comprehensive roll risk level is divided into at least three levels, including a stable state, a medium-risk state, and a high-risk state, and control instructions corresponding to the respective risk levels are generated.

6. The anti-tilt monitoring system for live-line working vehicles according to claim 1, characterized in that, The stability control unit includes a center of gravity adjustment subunit, which is used to drive at least one vehicle-mounted counterweight to move according to the received control command, so as to actively adjust the center of gravity of the live-line working vehicle.

7. The anti-tilt monitoring system for live-line working vehicles according to claim 6, characterized in that, The center of gravity adjustment subunit is further used for: Based on a target center of gravity position and the current position of the counterweight, a vibration attenuation optimization algorithm is used to plan the movement path of the counterweight, aiming to minimize the disturbance to the vehicle's attitude during the movement of the counterweight.

8. The anti-tilt monitoring system for live-line working vehicles according to claim 2, characterized in that, The stability control unit includes a braking and stability regulation subunit.

9. The anti-tilt monitoring system for live-line working vehicles according to claim 8, characterized in that, The braking and stability control subunit is used to dynamically and differentially distribute braking force to each wheel of the live-line working vehicle according to the received control command and in combination with the real-time ground contact load of each wheel.

10. The anti-tilt monitoring system for live-line working vehicles according to claim 8, characterized in that, The braking and stabilization control subunit is further used to adjust the supporting force of at least one stabilizing outrigger according to the received control command and in combination with the magnitude of the wind torque.

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