Vehicle stability evaluation method and device, electronic equipment and readable storage medium

Abstract

The invention provides a vehicle stability evaluation method and device, electronic equipment and a readable storage medium, and belongs to the technical field of railway vehicles. The method comprises the steps that the acceleration of a vehicle bogie frame in the specified direction is obtained; the specified direction is a vertical direction and / or a transverse direction; based on a pre-constructed first mapping relation and the acceleration in the specified direction, a wheel-rail force estimation value in the specified direction is obtained; and evaluating the running stability of the vehicle based on the estimated value of the wheel-rail force in the specified direction. According to the invention, the evaluation cost of the vehicle operation stability can be reduced, and the real-time performance of evaluation is improved.

Description

Technical Field

[0001] This application belongs to the field of rail vehicle technology, and more specifically, relates to a vehicle stability assessment method and device, electronic equipment, and readable storage medium. Background Technology

[0002] In the operation of bogie vehicles (such as urban rail or subway), the wheel-rail interaction force directly affects vehicle stability, track wear and passenger comfort. Therefore, accurate monitoring of the wheel-rail interaction force is crucial.

[0003] Traditional wheel-rail force measurement methods rely on force-measuring wheelsets or dynamic model inversion, such as... Figure 1 As shown, the force-measuring wheelset acts as a sensor, with strain gauges attached to specific locations on the wheel spokes / axle. The wheel-rail force causes strain in the Q direction (lateral strain), L direction (vertical strain), and total strain in the wheelset. The strain gauges convert the strain signals into electrical signals. Combined with a dynamic model, through bridge design, signal decoupling, and calibration, a quantitative relationship between strain and the wheel-rail vertical / lateral forces is established, thus obtaining the wheel-rail force. However, this method requires customized wheelsets, increasing equipment costs; the sensors are susceptible to impact damage and require frequent calibration; it is difficult to adapt to different vehicle models and cannot be deployed long-term. Furthermore, the dynamic model calculations are complex and lack real-time performance.

[0004] Therefore, there is an urgent need to improve traditional methods for assessing vehicle operational stability. Summary of the Invention

[0005] The purpose of this application is to provide a vehicle stability assessment method and device, electronic device, and readable storage medium to solve the problems of high cost and poor real-time performance in the prior art for vehicle operation stability assessment.

[0006] A first aspect of this application provides a vehicle stability assessment method, comprising: Obtain the acceleration of the vehicle's steering frame in a specified direction; the specified direction is vertical and / or lateral. Based on the pre-constructed first mapping relationship and the acceleration in the specified direction, the wheel-rail force estimate in the specified direction is obtained; The stability of vehicle operation is evaluated based on the wheel-rail force estimate in the specified direction.

[0007] A second aspect of this application provides a vehicle stability assessment device, comprising: An acceleration acquisition module is used to acquire the acceleration of the vehicle's steering frame in a specified direction; the specified direction is vertical and / or lateral. The wheel-rail force estimation module is used to obtain the wheel-rail force estimate in a specified direction based on a pre-built first mapping relationship and the acceleration in the specified direction; The stability assessment module is used to assess the stability of vehicle operation based on the wheel-rail force estimate in the specified direction.

[0008] A third aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the steps of the vehicle stability assessment method described above.

[0009] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the vehicle stability assessment method described above.

[0010] The beneficial effects of the vehicle stability assessment method and apparatus, electronic device, and readable storage medium provided in this application are as follows: In this embodiment, without relying on force-measuring wheelsets or complex dynamic models, the wheel-rail force estimate in the specified direction can be obtained simply by detecting the acceleration of the vehicle's bogie frame in the specified direction using an acceleration sensor based on a pre-built first mapping relationship. Then, the stability of the vehicle operation can be evaluated based on the wheel-rail force estimate.

[0011] Therefore, the method of this application embodiment can avoid the problems of high cost and poor real-time performance caused by force measuring wheelsets or dynamic models in traditional measurement methods. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 A schematic diagram illustrating wheel-rail force measurement based on a force-measuring wheelset, provided as an embodiment of this application; Figure 2 A schematic flowchart of a vehicle stability assessment method provided in an embodiment of this application; Figure 3 This is a schematic diagram of a first transfer function curve provided in an embodiment of this application; Figure 4 A schematic diagram of a vehicle stability assessment method provided in another embodiment of this application; Figure 5 This is a structural block diagram of a vehicle stability evaluation device provided in an embodiment of this application; Figure 6 This is a schematic block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0014] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0015] It is understood that in the embodiments of this application, data such as user information are involved. When the embodiments of this application are applied to specific products or technologies, user permission or consent is required, and the collection, use and processing of related data must comply with relevant laws, regulations and standards.

[0016] It should be noted that the terms "first," "second," etc., used in the specification, claims, and drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following description will be provided in conjunction with the accompanying drawings and specific embodiments.

[0018] Please refer to Figure 2 , Figure 2 This is a flowchart illustrating a vehicle stability assessment method provided in an embodiment of this application. The vehicle stability assessment method provided in this embodiment can be executed by an electronic device, and the method may include: S101: Obtain the acceleration of the vehicle's bogie frame in a specified direction; the specified direction is vertical and / or lateral.

[0019] In this embodiment, an acceleration sensor can be installed along the vertical (Z-axis) direction of the steering frame to obtain the vertical acceleration of the vehicle's steering frame in real time. Similarly, an acceleration sensor can be installed along the lateral (Y-axis) direction of the steering frame to obtain the lateral acceleration of the vehicle's steering frame in real time.

[0020] Specifically, the acceleration sensor can be fixed to the end of the bogie frame (0.3m from the axle box bearing seat) and rigidly connected by a magnetic base or bolts to reduce signal attenuation caused by installation gaps.

[0021] S102: Based on the pre-constructed first mapping relationship and the acceleration in the specified direction, obtain the wheel-rail force estimate in the specified direction.

[0022] In this embodiment, wheel-rail force is considered as the excitation source of frame acceleration. Specifically, the vertical force of wheel-rail is transmitted to the vertical suspension through the wheelset and axle box. After the suspension system buffers the impact and dampens the vibration, the remaining force drives the frame to move up and down, generating vertical acceleration. The lateral force of wheel-rail acts on the lateral suspension through the wheelset and axle box. After the suspension system weakens the lateral force, the remaining force pushes the frame to swing left and right, forming lateral acceleration.

[0023] Therefore, a first mapping relationship between acceleration in a specified direction and wheel-rail force in a specified direction can be pre-constructed based on historical test data. This first mapping relationship may include a mapping relationship between vertical acceleration and wheel-rail vertical force, and / or a mapping relationship between lateral acceleration and wheel-rail lateral force.

[0024] Based on this, the wheel-rail vertical force estimate can be obtained based on the vertical acceleration and the pre-built first mapping relationship; the wheel-rail lateral force estimate can be obtained based on the lateral acceleration and the pre-built first mapping relationship.

[0025] S103: Evaluate the stability of vehicle operation based on the wheel-rail force estimate in the specified direction.

[0026] In this embodiment, multiple indicators of vehicle operational stability can be calculated based on the estimated wheel-rail vertical force and wheel-rail lateral force. For example, the vertical force fluctuation amplitude, peak factor, or root mean square value can be calculated based on the estimated wheel-rail vertical force; the ratio of the wheel-rail lateral force to the corresponding wheel-rail vertical force can be calculated to obtain the derailment coefficient; and the difference in wheel-rail lateral forces between the two wheels in each wheelset can be calculated to obtain the wheel-axle lateral force. The stability of vehicle operation can be evaluated based on the magnitude of these indicators.

[0027] As can be seen from the above, this embodiment does not require the use of force-measuring wheelsets or complex dynamic models. Based on the pre-built first mapping relationship, the wheel-rail force estimate in the specified direction can be obtained simply by detecting the acceleration of the vehicle's bogie frame in the specified direction using an acceleration sensor. Then, the stability of the vehicle operation can be evaluated based on the wheel-rail force estimate.

[0028] Therefore, the method of this embodiment can avoid the problems of high cost and poor real-time performance caused by force-measuring wheelsets or dynamic models in traditional measurement methods. At the same time, the method of this embodiment can reduce maintenance difficulty and is suitable for long-term online monitoring.

[0029] In one embodiment of this application, the first mapping relationship is a first transfer function; the first transfer function is used to characterize the functional relationship between acceleration in a specified direction and wheel-rail force in a specified direction; Based on the pre-constructed first mapping relationship and the acceleration in the specified direction, the wheel-rail force estimate in the specified direction is obtained, including: The wheel-rail force in the specified direction is obtained based on the acceleration in the specified direction and the first transfer function; the first transfer function is calibrated when the wheel-rail system is in a static, unloaded state; the wheel-rail force in the specified direction is the component of the force between the wheelset and the track in the specified direction; The load condition of the wheel-rail system in the current time period is obtained. A first correction coefficient is determined based on the load condition of the wheel-rail system in the current time period. The wheel-rail force in the specified direction is corrected based on the first correction coefficient to obtain the estimated value of the wheel-rail force in the specified direction.

[0030] In this embodiment, the first transfer function between the acceleration in a specified direction and the wheel-rail force in a specified direction can be calibrated in advance when the wheel-rail system is stationary and unloaded. Calibrating the first transfer function in a stationary and unloaded state can eliminate the influence of track irregularities and wheel-rail rolling interference. The first transfer function only reflects the characteristics of the "wheel-rail-frame" system itself. At the same time, no dedicated test track is required, which can further reduce calibration costs.

[0031] During vehicle operation, the wheel-rail force in the specified direction can be obtained based on the acceleration in the specified direction and the pre-calibrated first transfer function.

[0032] Furthermore, considering that different load conditions (such as no load and full load) will change the equivalent mass of the bogie or the stress state of the suspension, resulting in deviations in the wheel-rail force corresponding to the same acceleration, this embodiment determines the corresponding first correction coefficient based on the load condition of the wheel-rail system in the current time period, and corrects the wheel-rail force in the specified direction based on the first correction coefficient to obtain the estimated value of the wheel-rail force in the specified direction.

[0033] As can be seen from the above, this embodiment first obtains the first transfer function between the acceleration in a specified direction and the wheel-rail force in a specified direction through static calibration, and then obtains the wheel-rail force in the specified direction based on the first transfer function. Next, a first correction coefficient is determined based on the real-time load conditions, and the wheel-rail force in the specified direction is corrected using this first correction coefficient, which can compensate for the accuracy deviation of the static transfer function under dynamic load. Therefore, using the method of this embodiment to calibrate the first transfer function reduces the calibration difficulty while ensuring the estimation accuracy in actual operation.

[0034] In one embodiment of this application, the calibration process of the first transfer function includes: A sweep frequency excitation signal is applied to the wheel-rail system under static, unloaded conditions. Acquire multiple sets of first test data corresponding to the frequency sweep excitation signal; each set of first test data includes the wheel-rail force in the specified direction and the acceleration in the specified direction under the corresponding frequency excitation signal; The first transfer function is obtained by fitting multiple sets of first test data.

[0035] In this embodiment, a sinusoidal sweep frequency excitation (frequency range 0.5~200Hz, amplitude 50N) can be applied to the wheel-rail system in a static state using a vibrator. Simultaneously, wheel-rail forces (using force-measuring wheelsets) and frame acceleration under different frequency excitations are collected, yielding first test data corresponding to different frequencies. Each set of first test data includes the wheel-rail vertical force and corresponding vertical acceleration, as well as the wheel-rail lateral force and corresponding lateral acceleration.

[0036] Based on this, the first transfer function can be obtained by using the least squares method to fit curves to multiple sets of first test data.

[0037] As can be seen from the above, this embodiment can cover the main frequency range of wheel-rail interaction by applying a sweep frequency excitation signal to the wheel-rail system, reflect the dynamic transmission law of wheel-rail force and acceleration at different frequencies, and improve the adaptability of the transfer function to vibrations at different frequencies.

[0038] In one embodiment of this application, a first transfer function is obtained by fitting data based on multiple sets of first test data, including: Perform Fourier transform on the wheel-rail force and acceleration in the specified direction in each set of first test data to obtain the frequency domain data corresponding to each set of first test data; the frequency domain data corresponding to each set of first test data includes the frequency domain amplitude of the wheel-rail force and the frequency domain amplitude of the acceleration in the specified direction. The first transfer function is obtained by fitting the frequency domain data corresponding to multiple sets of first test data. The wheel-rail force in the specified direction is obtained based on the acceleration in the specified direction and the first transfer function, including: Perform a Fourier transform on the acceleration in a specified direction to obtain the frequency domain amplitude of the acceleration in that specified direction; The frequency domain amplitude of the wheel-rail force in the specified direction is obtained based on the frequency domain amplitude of the acceleration in the specified direction and the first transfer function; Within a set frequency band, the frequency domain amplitude of the wheel-rail force in a specified direction is integrated in the frequency domain to obtain the wheel-rail force in the specified direction.

[0039] In this embodiment, considering that the mapping relationship between wheel-rail vertical force and frame vertical acceleration under dynamic operating conditions is greatly affected by frequency characteristics, this embodiment uses a frequency domain transfer function fitted based on multiple sets of first test data as the first transfer function. The specific process is as follows: (1) Signal preprocessing: The original vertical acceleration signal was windowed using a Hanning window to suppress spectral leakage; a short-time Fourier transform (FFT) was then performed on the windowed signal to calculate the amplitude spectral density at each frequency point (unit: ).

[0040] (2) First transfer function calibration: Under static, no-load conditions, a sinusoidal sweep frequency excitation (frequency range 0.5~200Hz, amplitude 50N) is applied to the wheel-rail system via a vibrator. Simultaneously, multiple sets of first test data are collected under different frequency excitations. Each set of first test data includes the wheel-rail vertical force and frame vertical acceleration under the corresponding frequency excitation, as well as the wheel-rail lateral force and frame lateral acceleration under the corresponding frequency excitation. Specifically, the sinusoidal sweep frequency excitation can use white noise excitation (bandwidth 0.5~200Hz) for a duration of 10s to ensure full-band response coverage. Furthermore, white noise excitation can stimulate the system's random response, improving the calibration accuracy in the high-frequency band (50~80Hz).

[0041] Fourier transforms are performed on the wheel-rail vertical force and frame vertical acceleration, as well as the wheel-rail lateral force and frame lateral acceleration in each set of first test data to obtain the frequency domain data corresponding to the first test data. The least squares method is used to fit the frequency domain data corresponding to multiple sets of first test data to obtain the first transfer function. ， ; in, and All belong to the first transfer function. The frequency domain amplitude of the vertical acceleration of the structure. The frequency domain amplitude of the wheel-rail vertical force. The frequency domain amplitude of the lateral acceleration of the structure. This represents the frequency domain amplitude of the lateral force on the wheel and rail.

[0042] Furthermore, the first transfer function obtained from multiple (e.g., 5) independent excitations can be averaged to obtain the final first transfer function, thereby reducing random errors.

[0043] like Figure 3 As shown, this is the curve corresponding to the first transfer function. Figure 3 center, vertical The peak value at 20Hz is 0.8g / N, horizontally. The peak value at 5 Hz is 0.6 g / N.

[0044] Based on the first transfer function, a Fourier transform can be performed on the vertical acceleration to obtain its frequency domain amplitude. The frequency domain amplitude of the wheel-rail vertical force can then be obtained based on this amplitude and the first transfer function. Similarly, a Fourier transform can be performed on the lateral acceleration to obtain its frequency domain amplitude. The frequency domain amplitude of the wheel-rail lateral force can then be obtained based on this amplitude and the first transfer function.

[0045] Then, the frequency domain amplitude of the wheel-rail vertical force is integrated within the dominant frequency band of wheel-rail interaction (1~80Hz) to obtain the sum of vertical frequency domain energy, which is equivalent to the wheel-rail vertical force at that time point. Similarly, the frequency domain amplitude of the wheel-rail lateral force is integrated within the dominant frequency band of wheel-rail interaction (1~80Hz) to obtain the sum of lateral frequency domain energy, which is equivalent to the wheel-rail lateral force at that time point. Extraction from the dominant frequency band can filter out non-wheel-rail excitation components (such as motor vibration, aerodynamics, etc.). The specific calculation formula is as follows: ; ; in, ; ; In the above formula, The first correction factor in the vertical direction (vertical calibration factor, unit: N) s / m), The first correction factor in the horizontal direction (horizontal calibration factor, unit: N) s / m).

[0046] It should be noted that in the above integration process, the first transfer function itself is a function of frequency, and each frequency... Each has a specific Therefore, the first transfer function has the function of frequency filtering. In this embodiment, a cascaded processing method of multiplying the bandpass filter (1~80Hz) with the transfer function is adopted to ensure the accuracy of the amplitude and phase of the wheel-rail excitation component.

[0047] Table 1 below shows a comparison between the wheel-rail lateral force estimate obtained by the method of this embodiment and the actual measured wheel-rail lateral force. Table 2 below shows a comparison between the wheel-rail vertical force estimate obtained by the method of this embodiment and the actual measured wheel-rail vertical force.

[0048]

[0049]

[0050] As shown in Tables 1 and 2, the method of this embodiment can obtain accurate estimates of the wheel-rail vertical force and wheel-rail lateral force.

[0051] As can be seen from the above, this embodiment converts the time-domain signal to the frequency domain based on Fourier transform, which can accurately extract the amplitude characteristics of different frequency components, so that the fitted first transfer function can stably reflect the frequency domain mapping relationship between wheel-rail force and acceleration, and reduce noise interference.

[0052] In one embodiment of this application, determining a first correction factor based on the load condition of the wheel-rail system in the current time period includes: The second mapping relationship is found based on the load condition of the wheel-rail system in the current time period to obtain the first correction coefficient; the second mapping relationship is used to characterize the correspondence between the load condition of the wheel-rail system and the first correction coefficient. The method for determining the correspondence between the load condition and the first correction factor includes: Within the load range corresponding to the load condition, static loads are applied to the wheel-rail system multiple times in a specified direction to obtain multiple sets of second test data; each set of second test data includes the acceleration and wheel-rail force in the specified direction under the corresponding load conditions. Calculate the wheel-rail force estimate in the specified direction based on the acceleration in the specified direction and the first transfer function in each set of second test data; Data fitting is performed based on the predicted wheel-rail force values ​​in multiple specified directions and the corresponding measured wheel-rail force values ​​in the specified directions to obtain the proportional relationship between the predicted wheel-rail force values ​​in the specified directions and the measured wheel-rail force values ​​in the specified directions; the measured wheel-rail force values ​​in the specified directions are the wheel-rail forces in the specified directions included in the second test data; The proportional coefficient in the proportional relationship is used as the first correction coefficient corresponding to the load condition.

[0053] In this embodiment, the first correction factor can be determined through load-response tests under static conditions. The steps for determining the first correction factor for each load condition are as follows: (1) Experimental preparation: State control: The bogie is stationary on the horizontal track, with no relative motion between the wheel and the rail, eliminating dynamic disturbances (such as vibration and impact). (2) Loading equipment: A hydraulic loading system is used to apply a standard static load vertically / horizontally within the load range corresponding to the load condition. ; (3) Data acquisition: Simultaneously record the loading force (reference value, accuracy ±0.1kN) and the frame acceleration (acquired by LC0709A-18 sensor) to obtain the second test data.

[0054] (4) Calculate the wheel-rail force prediction: Substitute the vertical acceleration in each set of second test data into the first transfer function to obtain the wheel-rail vertical force prediction under the corresponding load conditions; substitute the lateral acceleration in each set of second test data into the first transfer function to obtain the wheel-rail lateral force prediction under the corresponding load conditions.

[0055] (5) Fitting proportional relationship: Using multiple sets of wheel-rail force estimates as independent variables and corresponding measured values ​​as dependent variables, data fitting is performed to obtain a linear proportional relationship between the two, such as measured value = proportionality coefficient × estimated value. The proportionality coefficient in this proportional relationship is used as the first correction coefficient corresponding to the load condition.

[0056] In this embodiment, a frequency domain processing method can be used to calculate the first correction coefficient corresponding to each load condition. Specifically, in step (3) above, the collected loading force and frame acceleration can be converted into frequency domain amplitude via FFT. Based on this, the frequency domain energy integral in the 1~80Hz frequency band is calculated for each set of second test data. ; in, , For the first transfer function, It can be or ; For the first Frequency domain energy integral value corresponding to the second set of test data (unit: g) Hz).

[0057] Construct based on "standard load" "and frequency domain energy" linear relationship The error function is minimized using the least squares method: Taking the partial derivative with respect to K and setting it to 0, we get: Where n represents n sets of second test data (usually 6 to 8 sets are taken to ensure coverage of the actual operating load range). Indicates the first correction factor in the vertical direction Or the first correction factor in the horizontal direction .

[0058] Furthermore, validation loads that did not participate in the regression can be selected. Calculate its corresponding ,if If the result is positive, the verification is successful; otherwise, additional test data can be added to re-determine the first correction coefficient.

[0059] Calibrate separately for different operating conditions (such as no-load / full-load) to obtain different results. Values, such as no load When fully loaded .

[0060] In another embodiment of this application, the first mapping relationship is a second transfer function; the second transfer function is used to characterize the functional relationship between the displacement of the bogie frame in a specified direction and the wheel-rail force in a specified direction; Based on the pre-constructed first mapping relationship and the acceleration in the specified direction, the wheel-rail force estimate in the specified direction is obtained, including: Get multiple accelerations in a specified direction; the multiple accelerations are accelerations at multiple consecutive time points; By performing a quadratic integration on multiple accelerations in a specified direction, the displacement of the bogie frame in the specified direction can be obtained; Based on the displacement of the bogie frame in a specified direction and the second transfer function, the wheel-rail force estimate in the specified direction is obtained; The second transfer function is: ； in, This represents the estimated wheel-rail force in a specified direction. This indicates the stiffness of the wheel-rail system in a specified direction. This indicates the displacement of the bogie frame in a specified direction. This represents the second correction factor.

[0061] In this embodiment, based on the acceleration in the specified direction, the time-domain integration method can also be used to determine the estimated wheel-rail force in the specified direction. The specific steps are as follows: (1) Signal preprocessing (zero drift correction): processing the original acceleration signal The formula for removing the DC component is: ; in, The sampling duration is usually 1 second, with sampling at 2000 Hz to eliminate the cumulative error of the integration caused by sensor zero drift; Low-pass filtering: A Butterworth low-pass filter with a cutoff frequency of 10Hz is used to filter out high-frequency noise (such as motor vibration and air disturbance) and retain the low-frequency components dominated by wheel-rail excitation.

[0062] (2) Time-domain integration to find the displacement: Velocity is obtained by integrating the corrected acceleration.

[0063] ; in, The initial velocity (obtained from static calibration or dynamic fitting, usually set to 0); Finding displacement through double integration: Integrating over the velocity yields the displacement of the frame relative to the wheelset.

[0064] ; in, The initial displacement (determined by static positioning, usually taken as 0); In this embodiment, to avoid integral drift, a Butterworth filter can be used to filter the integral result, and an integral error can be corrected by a displacement sensor (such as a laser rangefinder).

[0065] (3) Obtaining stiffness parameters: lateral stiffness : Apply lateral force through bogie bench test Measure the corresponding lateral displacement ,according to Calculation (Urban rail vehicles typically) ); Vertical stiffness Similarly, apply a vertical force. Measure vertical displacement ,according to Calculation (Urban rail vehicles typically) ); Stiffness correction: Considering the effects of wheel-rail clearance and suspension damping, a correction factor is introduced. (Usually calibrated through dynamic testing) The final stiffness is .

[0066] (4) Estimation of wheel-rail force According to Hooke's Law, the wheel-rail force is equal to the product of stiffness and displacement, as shown in the formula: Lateral wheel-rail force: ; Vertical wheel-rail force: ; in = , = , , These refer to the lateral and vertical displacements of the structure, respectively.

[0067] As can be seen from the above, this embodiment, for the special structure of the bow bogie, obtains the displacement in the specified direction by performing a second integration on the acceleration of the frame in the specified direction, and then obtains the estimated value of the wheel-rail force in the specified direction based on the second transfer function between the displacement in the specified direction and the wheel-rail force in the specified direction, thereby achieving low-cost estimation of the wheel-rail force.

[0068] In one embodiment of this application, the specified direction is vertical, and the wheel-rail force estimate in the specified direction is the wheel-rail vertical force estimate; the stability of vehicle operation is evaluated based on the wheel-rail force estimate in the specified direction, including: The mean and standard deviation of the wheel-rail vertical force estimates at multiple consecutive time points are calculated. The fluctuation coefficient of wheel-rail vertical force is calculated based on the mean and standard deviation; The vertical stability of a vehicle is evaluated based on the fluctuation coefficient of the wheel-rail vertical force.

[0069] In this embodiment, the vertical stability (track comfort) of the vehicle can be evaluated based on the wheel-rail vertical force estimates at multiple consecutive time points. Specifically, the mean of the wheel-rail vertical force estimates at multiple consecutive time points can be calculated first. and standard deviation Then, the ratio of the two is calculated to obtain the fluctuation coefficient of the wheel-rail vertical force. :

[0070] Based on this, a threshold for the fluctuation coefficient (e.g., 0.15) can be preset. If the fluctuation coefficient of the wheel-rail vertical force... If the value is less than or equal to the corresponding threshold, it indicates that the track smoothness is good, the vertical force fluctuation is within the normal range, and there are no obvious defects such as track gaps or unevenness; otherwise, it indicates that the track smoothness is poor.

[0071] In one embodiment of this application, the specified direction is lateral, and obtaining the acceleration of the vehicle steering frame in the specified direction is to obtain the lateral acceleration of the vehicle steering frame. The method further includes: Perform a Fourier transform on the lateral acceleration to obtain the frequency domain amplitude of the lateral acceleration; The energy value of the lateral acceleration within the serpentine sensitive frequency band is obtained by integrating the frequency domain amplitude of the serpentine sensitive frequency band. The total energy value is obtained by integrating the frequency domain amplitude of the lateral acceleration within the set frequency band; where the serpentine sensitive frequency band is a subset of the set frequency band, and the serpentine sensitive frequency band is 2Hz~8Hz; Calculate the ratio of the energy value of the serpentine sensitive frequency band to the total energy value; The lateral stability of a vehicle is assessed based on the relative magnitude of the ratio to a preset risk threshold.

[0072] In this embodiment, the risk of swerving instability can be assessed based on the lateral acceleration of the vehicle's bogie frame. Specifically, the energy in the swerving-sensitive frequency band (2~8Hz) is first calculated. :

[0073] Then calculate the total effective frequency band (1~80Hz) energy. :

[0074] Calculate the energy percentage of the serpentine sensitive frequency band. :

[0075] like If the risk threshold is less than or equal to the preset risk threshold (e.g., 30%), it indicates that there is no risk of snake-like instability at the current speed; otherwise, there is a risk of snake-like instability at the current speed.

[0076] Among them, the serpentine motion is the periodic oscillation of the wheelset of a rail vehicle around the rotation center of the bogie. Its characteristic frequency range can be verified by combining vehicle dynamics characteristics and statistical measured data. The specific definition logic is as follows: (1) The basis of theoretical dynamics derivation The frequency of the serpentine motion is determined by parameters such as the wheelbase, wheel rolling radius, and vehicle lateral stiffness. The core formula is: ; Vehicle speed (unit: m / s) This refers to the wheelbase (typically 2.5~3m for urban rail vehicles).

[0077] When the speed is 60~80km / h (16.7~22.2m / s), the theoretical frequency range is: Lowest frequency: ; Highest frequency: ; However, in reality, the lateral damping of the bogie and the wheel-rail contact stiffness amplify the high-frequency components, resulting in the actual hunting frequency being 2 to 4 times higher than the theoretical value. Therefore, the range of 1 to 5 Hz is initially narrowed down.

[0078] (2) Correction of measured data and determination of threshold This embodiment primarily applies to bogies integrated into the pantograph system. It collects and compares measured data for correction. Through 30 sets of urban rail vehicle homing tests (covering unloaded / fully loaded, straight / curved conditions), it collects frequency domain data on the lateral acceleration of the bogie frame. The statistical results are as follows: During stable operation: the average energy percentage of the 2~8Hz frequency band is 22%, and the maximum is no more than 28%; At critical instability: the average energy proportion in the 2~8Hz frequency band rises to 35%, and a significant peak appears near 5Hz (corresponding to the resonant frequency of wheel hunting and frame vibration). When instability is complete: the energy proportion above 8Hz begins to increase significantly, but 2~8Hz is still the main contributing frequency band (accounting for ≥40%). Taking into account the engineering safety margin (allowing for a 5% error), the characteristic frequency range of the serpentine motion is finally defined as 2~8Hz, and 30% of the energy in this frequency band is used as the critical threshold for instability risk.

[0079] In summary, for reference Figure 4 This embodiment provides a vehicle stability assessment method, including a data acquisition step, a frequency domain preprocessing step, a wheel-rail force calculation step, and a stability assessment step.

[0080] In the data acquisition step, an LC0709A-18 triaxial accelerometer (sensitivity 100mV / g, frequency response 0.5Hz~20kHz) is used, installed along the corresponding directions of the frame's transverse (Y-axis) and vertical (Z-axis) axes to ensure alignment of the sensitive axes with the vehicle coordinate system. Installation location: Fixed at the end of the bogie frame (0.3m from the axle box bearing housing), rigidly connected via a magnetic base or bolts to reduce signal attenuation caused by installation gaps.

[0081] In the frequency domain preprocessing step, the Hanning window is used to window the original acceleration signal to suppress spectral leakage; the windowed signal is then subjected to a short-time Fourier transform to calculate the amplitude spectral density at each frequency point.

[0082] In the wheel-rail force calculation step, the wheel-rail force estimate in the specified direction is calculated based on the acceleration in the specified direction and the pre-established first mapping relationship.

[0083] In the stability assessment step, the stability of vehicle operation is evaluated based on the wheel-rail force estimates in a specified direction.

[0084] The method described in this embodiment can achieve the following beneficial effects: (1) Cost reduction: No wheelset modification is required, reducing hardware costs by more than 80%; (2) Improved real-time performance: Calculation cycle ≤ 100ms, supports online monitoring; (3) Accuracy assurance: Frequency band separation technology suppresses non-wheel-rail interference, and the lateral force error is ≤15%; (4) Strong scalability: compatible with existing vehicle monitoring systems and supports adaptation to multiple vehicle models.

[0085] Corresponding to the vehicle stability assessment method in the above embodiments, Figure 5 This is a structural block diagram of a vehicle stability evaluation device provided according to an embodiment of this application. For ease of explanation, only the parts relevant to the embodiment of this application are shown. References Figure 5The vehicle stability assessment device 20 includes: an acceleration acquisition module 21, a wheel-rail force estimation module 22, and a stability assessment module 23.

[0086] Among them, the acceleration acquisition module 21 is used to acquire the acceleration of the vehicle steering frame in a specified direction; the specified direction is vertical and / or lateral. The wheel-rail force estimation module 22 is used to obtain the wheel-rail force estimate in a specified direction based on the pre-built first mapping relationship and the acceleration in the specified direction; Stability assessment module 23 is used to assess the stability of vehicle operation based on wheel-rail force estimates in a specified direction.

[0087] In one embodiment of this application, the first mapping relationship is a first transfer function; the first transfer function is used to characterize the functional relationship between acceleration in a specified direction and wheel-rail force in a specified direction; When obtaining the wheel-rail force estimate in a specified direction based on the pre-built first mapping relationship and the acceleration in the specified direction, the wheel-rail force estimation module 22 is specifically used for: The wheel-rail force in the specified direction is obtained based on the acceleration in the specified direction and the first transfer function; the first transfer function is calibrated when the wheel-rail system is in a static, unloaded state; the wheel-rail force in the specified direction is the component of the force between the wheelset and the track in the specified direction; The load condition of the wheel-rail system in the current time period is obtained. A first correction coefficient is determined based on the load condition of the wheel-rail system in the current time period. The wheel-rail force in the specified direction is corrected based on the first correction coefficient to obtain the estimated value of the wheel-rail force in the specified direction.

[0088] In one embodiment of this application, the wheel-rail force estimation module 22 is further used for: A sweep frequency excitation signal is applied to the wheel-rail system under static, unloaded conditions. Acquire multiple sets of first test data corresponding to the frequency sweep excitation signal; each set of first test data includes the wheel-rail force in the specified direction and the acceleration in the specified direction under the corresponding frequency excitation signal; The first transfer function is obtained by fitting multiple sets of first test data.

[0089] In one embodiment of this application, the wheel-rail force estimation module 22 is further used for: Perform Fourier transform on the wheel-rail force and acceleration in the specified direction in each set of first test data to obtain the frequency domain data corresponding to each set of first test data; the frequency domain data corresponding to each set of first test data includes the frequency domain amplitude of the wheel-rail force and the frequency domain amplitude of the acceleration in the specified direction. The first transfer function is obtained by fitting the frequency domain data corresponding to multiple sets of first test data. The wheel-rail force in the specified direction is obtained based on the acceleration in the specified direction and the first transfer function, including: Perform a Fourier transform on the acceleration in a specified direction to obtain the frequency domain amplitude of the acceleration in that specified direction; The frequency domain amplitude of the wheel-rail force in the specified direction is obtained based on the frequency domain amplitude of the acceleration in the specified direction and the first transfer function; Within a set frequency band, the frequency domain amplitude of the wheel-rail force in a specified direction is integrated in the frequency domain to obtain the wheel-rail force in the specified direction.

[0090] In one embodiment of this application, the wheel-rail force estimation module 22 is further used for: The second mapping relationship is found based on the load condition of the wheel-rail system in the current time period to obtain the first correction coefficient; the second mapping relationship is used to characterize the correspondence between the load condition of the wheel-rail system and the first correction coefficient. The method for determining the correspondence between the load condition and the first correction factor includes: Within the load range corresponding to the load condition, static loads are applied to the wheel-rail system multiple times in a specified direction to obtain multiple sets of second test data; each set of second test data includes the acceleration and wheel-rail force in the specified direction under the corresponding load conditions. Calculate the wheel-rail force estimate in the specified direction based on the acceleration in the specified direction and the first transfer function in each set of second test data; Data fitting is performed based on the predicted wheel-rail force values ​​in multiple specified directions and the corresponding measured wheel-rail force values ​​in the specified directions to obtain the proportional relationship between the predicted wheel-rail force values ​​in the specified directions and the measured wheel-rail force values ​​in the specified directions; the measured wheel-rail force values ​​in the specified directions are the wheel-rail forces in the specified directions included in the second test data; The proportional coefficient in the proportional relationship is used as the first correction coefficient corresponding to the load condition.

[0091] In one embodiment of this application, the first mapping relationship is a second transfer function; the second transfer function is used to characterize the functional relationship between the displacement of the bogie frame in a specified direction and the wheel-rail force in a specified direction; When obtaining the wheel-rail force estimate in a specified direction based on the pre-built first mapping relationship and the acceleration in the specified direction, the wheel-rail force estimation module 22 is specifically used for: Get multiple accelerations in a specified direction; the multiple accelerations are accelerations at multiple consecutive time points; By performing a quadratic integration on multiple accelerations in a specified direction, the displacement of the bogie frame in the specified direction can be obtained; Based on the displacement of the bogie frame in a specified direction and the second transfer function, the wheel-rail force estimate in the specified direction is obtained; The second transfer function is: ； in, This represents the estimated wheel-rail force in a specified direction. This indicates the stiffness of the wheel-rail system in a specified direction. This indicates the displacement of the bogie frame in a specified direction. This represents the second correction factor.

[0092] In one embodiment of this application, the specified direction is vertical, and the wheel-rail force estimate in the specified direction is the wheel-rail vertical force estimate; the stability assessment module 23 is specifically used for: The mean and standard deviation of the wheel-rail vertical force estimates at multiple consecutive time points are calculated. The fluctuation coefficient of wheel-rail vertical force is calculated based on the mean and standard deviation; The vertical stability of a vehicle is evaluated based on the fluctuation coefficient of the wheel-rail vertical force.

[0093] In one embodiment of this application, the specified direction is lateral, and the acceleration of the vehicle steering frame in the specified direction is used to obtain the lateral acceleration of the vehicle steering frame. The stability evaluation module 23 is specifically used for: Perform a Fourier transform on the lateral acceleration to obtain the frequency domain amplitude of the lateral acceleration; The energy value of the lateral acceleration within the serpentine sensitive frequency band is obtained by integrating the frequency domain amplitude of the serpentine sensitive frequency band. The total energy value is obtained by integrating the frequency domain amplitude of the lateral acceleration within the set frequency band; where the serpentine sensitive frequency band is a subset of the set frequency band, and the serpentine sensitive frequency band is 2Hz~8Hz; Calculate the ratio of the energy value of the serpentine sensitive frequency band to the total energy value; The lateral stability of a vehicle is assessed based on the relative magnitude of the ratio to a preset risk threshold.

[0094] See Figure 6 , Figure 6 This is a schematic block diagram of an electronic device provided according to an embodiment of this application. Figure 6 The electronic device 300 in this embodiment may include one or more processors 301, one or more input devices 302, one or more output devices 303, and one or more memories 304. The processors 301, input devices 302, output devices 303, and memories 304 communicate with each other via a communication bus 305. The memories 304 store computer programs, including program instructions. The processors 301 execute the program instructions stored in the memories 304. Specifically, the processors 301 are configured to invoke the program instructions to perform the functions of each module / unit in the above-described device embodiments, for example... Figure 5The functions of the acceleration acquisition module 21, the wheel-rail force estimation module 22, and the stability evaluation module 23 are shown.

[0095] It should be understood that, in the embodiments of this application, the processor 301 may be a central processing unit (CPU), or it may be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0096] Input device 302 may include a touchpad, a fingerprint sensor (for collecting the user's fingerprint information and fingerprint orientation information), a microphone, etc., and output device 303 may include a display (LCD, etc.), a speaker, etc.

[0097] The memory 304 may include read-only memory and random access memory, and provides instructions and data to the processor 301. A portion of the memory 304 may also include non-volatile random access memory. For example, the memory 304 may also store preset constants such as a first transfer function, a second transfer function, a first correction coefficient, a second correction coefficient, and a risk threshold.

[0098] In specific implementations, the processor 301, input device 302, and output device 303 described in the embodiments of this application can execute the implementation method described in the vehicle stability assessment method provided in the embodiments of this application, or they can execute the implementation method of the electronic device described in the embodiments of this application, which will not be repeated here.

[0099] In another embodiment of this application, a computer-readable storage medium is provided. This computer-readable storage medium stores a computer program, which includes program instructions. When executed by a processor, the program instructions implement all or part of the processes in the methods described above. Alternatively, the computer program can instruct related hardware to complete the process. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include any entity or device capable of carrying computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0100] The computer-readable storage medium can be an internal storage unit of the electronic device in any of the foregoing embodiments, such as a hard disk or memory of the electronic device. The computer-readable storage medium can also be an external storage device of the electronic device, such as a plug-in hard disk, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the electronic device. Furthermore, the computer-readable storage medium can include both internal and external storage units of the electronic device. The computer-readable storage medium is used to store computer programs and other programs and data required by the electronic device. The computer-readable storage medium can also be used to temporarily store data that has been output or will be output.

[0101] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this application.

[0102] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the electronic devices and units described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0103] In the several embodiments provided in this application, it should be understood that the disclosed electronic devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the couplings or direct couplings or communication connections shown or discussed may be indirect couplings or communication connections through some interfaces or units, or they may be electrical, mechanical, or other forms of connection.

[0104] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of the embodiments of this application, depending on actual needs.

[0105] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0106] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for evaluating vehicle stability, characterized in that, The method includes: Obtain the acceleration of the vehicle's steering frame in a specified direction; the specified direction is vertical and / or lateral. Based on the pre-constructed first mapping relationship and the acceleration in the specified direction, the wheel-rail force estimate in the specified direction is obtained; The stability of vehicle operation is evaluated based on the wheel-rail force estimate in the specified direction.

2. The vehicle stability assessment method as described in claim 1, characterized in that, The first mapping relationship is a first transfer function; the first transfer function is used to characterize the functional relationship between acceleration in a specified direction and wheel-rail force in a specified direction; The process of obtaining the wheel-rail force estimate in the specified direction based on the pre-constructed first mapping relationship and the acceleration in the specified direction includes: The wheel-rail force in the specified direction is obtained based on the acceleration in the specified direction and the first transfer function; the first transfer function is calibrated when the wheel-rail system is in a static, unloaded state; the wheel-rail force in the specified direction is the component of the force between the wheelset and the track in the specified direction; The load condition of the wheel-rail system in the current time period is obtained, a first correction coefficient is determined based on the load condition of the wheel-rail system in the current time period, and the wheel-rail force in the specified direction is corrected based on the first correction coefficient to obtain the wheel-rail force estimate in the specified direction.

3. The vehicle stability assessment method as described in claim 2, characterized in that, The calibration process of the first transfer function includes: A sweep frequency excitation signal is applied to the wheel-rail system under a static, unloaded state; Acquire multiple sets of first test data corresponding to the frequency sweep excitation signal; each set of first test data includes the wheel-rail force in a specified direction and the acceleration in the specified direction under the corresponding frequency excitation signal; The first transfer function is obtained by fitting data based on the multiple sets of first test data.

4. The vehicle stability assessment method as described in claim 3, characterized in that, The step of fitting data based on the multiple sets of first test data to obtain the first transfer function includes: Perform Fourier transform on the wheel-rail force and acceleration in a specified direction in each set of first test data to obtain the frequency domain data corresponding to each set of first test data; the frequency domain data corresponding to each set of first test data includes the frequency domain amplitude of the wheel-rail force and the frequency domain amplitude of the acceleration in a specified direction. The first transfer function is obtained by fitting the frequency domain data corresponding to multiple sets of first test data. Wherein, obtaining the wheel-rail force in the specified direction based on the acceleration in the specified direction and the first transfer function includes: Perform a Fourier transform on the acceleration in the specified direction to obtain the frequency domain amplitude of the acceleration in the specified direction; The frequency domain amplitude of the wheel-rail force in the specified direction is obtained based on the frequency domain amplitude of the acceleration in the specified direction and the first transfer function; Within a set frequency band, the frequency domain amplitude of the wheel-rail force in a specified direction is integrated in the frequency domain to obtain the wheel-rail force in the specified direction.

5. The vehicle stability assessment method as described in claim 2, characterized in that, The determination of the first correction coefficient based on the load condition of the wheel-rail system in the current time period includes: The first correction coefficient is obtained by finding a second mapping relationship based on the load condition of the wheel-rail system in the current time period; the second mapping relationship is used to characterize the correspondence between the load condition of the wheel-rail system and the first correction coefficient. The method for determining the correspondence between the load condition and the first correction factor includes: Within the load range corresponding to the load condition, a static load is applied to the wheel-rail system multiple times in a specified direction to obtain multiple sets of second test data; each set of second test data includes the acceleration in the specified direction and the wheel-rail force in the specified direction under the corresponding load condition; The wheel-rail force estimate in the specified direction is calculated based on the acceleration in the specified direction in each set of second test data and the first transfer function. Data fitting is performed based on the predicted wheel-rail force values ​​in multiple specified directions and the corresponding measured wheel-rail force values ​​in the specified directions to obtain the proportional relationship between the predicted wheel-rail force values ​​in the specified directions and the measured wheel-rail force values ​​in the specified directions; the measured wheel-rail force values ​​in the specified directions are the wheel-rail forces in the specified directions included in the second test data; The proportional coefficient in the aforementioned proportional relationship is used as the first correction coefficient corresponding to the load condition.

6. The vehicle stability assessment method as described in claim 1, characterized in that, The first mapping relationship is the second transfer function; the second transfer function is used to characterize the functional relationship between the displacement of the bogie frame in a specified direction and the wheel-rail force in a specified direction; The process of obtaining the wheel-rail force estimate in the specified direction based on the pre-constructed first mapping relationship and the acceleration in the specified direction includes: Obtain multiple accelerations in a specified direction; the multiple accelerations are accelerations at multiple consecutive time points; By performing a double integration on the multiple accelerations in the specified direction, the displacement of the bogie frame in the specified direction is obtained; Based on the displacement of the bogie frame in the specified direction and the second transfer function, the wheel-rail force estimate in the specified direction is obtained; The second transfer function is: ； in, This represents the estimated wheel-rail force in a specified direction. This indicates the stiffness of the wheel-rail system in a specified direction. This indicates the displacement of the bogie frame in a specified direction. This represents the second correction factor.

7. The vehicle stability assessment method as described in claim 1, characterized in that, The specified direction is vertical, and the wheel-rail force estimate in the specified direction is the wheel-rail vertical force estimate. The evaluation of vehicle stability based on the wheel-rail force estimate in the specified direction includes: The mean and standard deviation of the wheel-rail vertical force estimates at multiple consecutive time points are calculated. The fluctuation coefficient of the wheel-rail vertical force is calculated based on the mean and the standard deviation. The vertical stability of the vehicle is evaluated based on the fluctuation coefficient of the wheel-rail vertical force.

8. The vehicle stability assessment method according to any one of claims 1 to 7, characterized in that, The specified direction is lateral, and the method of obtaining the acceleration of the vehicle steering frame in the specified direction is to obtain the lateral acceleration of the vehicle steering frame. The method further includes: Perform a Fourier transform on the lateral acceleration to obtain the frequency domain amplitude of the lateral acceleration; The energy value of the lateral acceleration within the serpentine sensitive frequency band is obtained by integrating the frequency domain amplitude of the serpentine sensitive frequency band. The total energy value is obtained by integrating the frequency domain amplitude of the lateral acceleration within the set frequency band; wherein the serpentine sensitive frequency band is a subset of the set frequency band, and the serpentine sensitive frequency band is 2Hz~8Hz; Calculate the ratio of the energy value of the serpentine sensitive frequency band to the total energy value; The lateral stability of the vehicle is evaluated based on the relative magnitude of the ratio and a preset risk threshold.

9. A vehicle stability assessment device, characterized in that, include: An acceleration acquisition module is used to acquire the acceleration of the vehicle's steering frame in a specified direction; The specified direction is vertical and / or horizontal; The wheel-rail force estimation module is used to obtain the wheel-rail force estimate in a specified direction based on a pre-built first mapping relationship and the acceleration in the specified direction; The stability assessment module is used to assess the stability of vehicle operation based on the wheel-rail force estimate in the specified direction.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1 to 8.

11. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 8.

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