WO2024067488A1 - 一种轨道交通车辆平稳状态的确定方法和确定装置 - Google Patents

一种轨道交通车辆平稳状态的确定方法和确定装置 Download PDF

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Publication number
WO2024067488A1
WO2024067488A1 PCT/CN2023/121117 CN2023121117W WO2024067488A1 WO 2024067488 A1 WO2024067488 A1 WO 2024067488A1 CN 2023121117 W CN2023121117 W CN 2023121117W WO 2024067488 A1 WO2024067488 A1 WO 2024067488A1
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WIPO (PCT)
Prior art keywords
reference coordinate
straight line
sensor
carriage
coordinate system
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PCT/CN2023/121117
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English (en)
French (fr)
Inventor
牛成亮
马晓龙
褚衍涛
占栋
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CRRC Changchun Railway Vehicles Co Ltd
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CRRC Changchun Railway Vehicles Co Ltd
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/08—Railway vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/08—Railway vehicles
    • G01M17/10—Suspensions, axles or wheels

Definitions

  • the present application relates to the field of vehicle detection technology, and in particular to a method and device for determining a stable state of a rail transit vehicle.
  • the posture of the vehicle will change in real time. For example, the left front wheel leaves the ground, causing the vehicle to have a tilted posture.
  • the degree of change of this tilted posture should be limited to a certain range. When the degree of change of the tilted posture exceeds this range, it is considered that the current vehicle is in an unsteady state, that is, there is a possibility of dangerous conditions such as rollover.
  • it is necessary to evaluate the stability of the rail transit vehicle that is, to determine whether the rail transit vehicle is currently in an unsteady state.
  • collect the parameters related to the vehicle's posture at the current moment such as track smoothness parameters, vehicle body fatigue values, etc., and use these parameters to analyze the reasons for the unsteady state of the rail transit vehicle.
  • the existing method for determining the stable state of rail transit vehicles generally analyzes the dynamic posture of a part of the rail transit vehicle to determine whether the vehicle is in a non-steady state. However, if only the dynamic posture of a part of the vehicle is analyzed, the non-steady state of the vehicle determined may have errors, making the subsequent analysis and evaluation inaccurate.
  • the purpose of the present application is to provide a method and device for determining the stable state of a rail transit vehicle, which can reduce the error in determining the non-steady state of the vehicle, thereby making subsequent analysis and evaluation more accurate.
  • an embodiment of the present application provides a method for determining a stable state of a rail transit vehicle, the method comprising:
  • a reference coordinate system corresponding to the current driving state is established in real time;
  • the reference coordinate system is a two-dimensional rectangular coordinate system perpendicular to the center line of the track, the reference coordinate system takes the center point of the track gauge as the coordinate origin, the straight line parallel to the right of the upper rail surface as the X axis, and the straight line perpendicular to the upper rail surface as the Y axis;
  • a stable state of the vehicle cabin is determined.
  • Kf is the slope of the front straight line
  • ⁇ f is the front side roll angle of the car
  • Kb is the slope of the rear straight line
  • ⁇ b is the rear roll angle of the car
  • K l is the slope of the left straight line
  • ⁇ l is the left side roll angle of the car
  • Kr is the slope of the right straight line
  • ⁇ r is the right side roll angle of the car.
  • determining the stable state of the carriage based on the front side roll angle, the rear side roll angle, the left side roll angle, and the right side roll angle includes:
  • ⁇ f is the front side roll angle of the carriage
  • ⁇ b is the rear side roll angle of the carriage
  • ⁇ l is the left side roll angle of the car
  • ⁇ r is the right side roll angle of the car.
  • the determination method further includes:
  • the front midpoint reference coordinate value of the front midpoint of the roof surface of the compartment in the reference coordinate system Based on the front straight line and the height of the compartment, determine the front midpoint reference coordinate value of the front midpoint of the roof surface of the compartment in the reference coordinate system; based on the front midpoint reference coordinate value, determine the front lateral offset and the front longitudinal offset of the compartment respectively;
  • the left midpoint reference coordinate value of the left midpoint of the roof surface of the compartment in the reference coordinate system Based on the left straight line and the height of the compartment, determine the left midpoint reference coordinate value of the left midpoint of the roof surface of the compartment in the reference coordinate system; based on the left midpoint reference coordinate value, determine the left lateral offset and the left longitudinal offset of the compartment respectively;
  • the determining the front lateral offset and the front longitudinal offset of the carriage based on the front midpoint reference coordinate value respectively includes:
  • the determining of the rear lateral offset and the rear longitudinal offset of the carriage based on the rear midpoint reference coordinate value comprises:
  • the determining of the left lateral offset and the left longitudinal offset of the carriage based on the left midpoint reference coordinate value comprises:
  • the determining of the right side lateral offset and the right side longitudinal offset of the carriage based on the right side midpoint reference coordinate value respectively includes:
  • the absolute value of the difference between the right midpoint reference coordinate value and the predetermined right midpoint reference coordinate value of the top right midpoint of the car body in the reference coordinate system in a static state is determined as the right longitudinal offset of the car body.
  • an embodiment of the present application provides a device for determining a stable state of a rail transit vehicle, the device comprising:
  • a coordinate system establishment module is used to establish a reference coordinate system corresponding to the current driving state in real time during the driving process of the target vehicle;
  • the reference coordinate system is a two-dimensional plane rectangular coordinate system perpendicular to the center line of the track, the reference coordinate system takes the center point of the track gauge as the coordinate origin, the straight line parallel to the upper rail surface to the right as the X axis, and the straight line perpendicular to the upper rail surface as the Y axis;
  • a coordinate acquisition module used to respectively acquire the reference coordinates corresponding to the left front sensor, the right front sensor, the left rear sensor and the right rear sensor in the reference coordinate system;
  • a front straight line determination module configured to determine a front straight line mapped by a line connecting the left front sensor and the right front sensor in the reference coordinate system based on reference coordinates corresponding to the left front sensor and the right front sensor in the reference coordinate system;
  • a rear straight line determination module configured to determine a rear straight line mapped by a line connecting the left rear sensor and the right rear sensor in the reference coordinate system based on reference coordinates corresponding to the left rear sensor and the right rear sensor in the reference coordinate system;
  • a left straight line determining module which determines a left straight line mapped by a line connecting the left front sensor and the left rear sensor based on reference coordinates corresponding to the left front sensor and the left rear sensor in the reference coordinate system;
  • a right straight line determination module which determines a right straight line mapped by a line connecting the right front sensor and the right rear sensor based on reference coordinates corresponding to the right front sensor and the right rear sensor in the reference coordinate system;
  • a roll angle determination module for determining a front roll angle, a rear roll angle, a left roll angle and a right roll angle of the vehicle body based on the slope of the front straight line, the slope of the rear straight line, the slope of the left straight line and the slope of the right straight line respectively;
  • the stable state determination module is used to determine the stable state of the vehicle body based on the front side roll inclination angle, the rear side roll inclination angle, the left side roll inclination angle and the right side roll inclination angle.
  • the steady state determination module is specifically used for:
  • an embodiment of the present application provides an electronic device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and the machine-readable instructions are executed by the processor when running, such as the steps of the method for determining the stable state of a rail transit vehicle mentioned above.
  • an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the method for determining the stable state of a rail transit vehicle as described above are executed.
  • the embodiments of the present application provide a method and device for determining the stable state of a rail transit vehicle, which analyze the dynamic postures of multiple parts of the vehicle and determine the stable state of the vehicle based on the dynamic postures of multiple parts of the vehicle, thereby reducing the error of the determined non-steady state of the vehicle and making subsequent analysis and evaluation more accurate.
  • FIG1 shows a flow chart of a method for determining a stable state of a rail transit vehicle provided by an exemplary embodiment of the present application
  • FIG2 is a schematic diagram showing a feature point extraction process provided by an exemplary embodiment of the present application.
  • FIG3 is a schematic diagram showing a front side roll angle generated when a target vehicle compartment is dynamic, provided by an exemplary embodiment of the present application;
  • FIG4 is a schematic diagram showing a front lateral offset and a front longitudinal offset generated when a target compartment is dynamic, provided by an exemplary embodiment of the present application;
  • FIG5 is a schematic diagram showing the structure of a device for determining a stable state of a rail transit vehicle provided by an exemplary embodiment of the present application;
  • FIG. 6 shows a schematic structural diagram of an electronic device provided by an exemplary embodiment of the present application.
  • the existing method for determining the stable state of rail transit vehicles generally analyzes the dynamic posture of a part of the rail transit vehicle to determine whether the vehicle is in a non-steady state.
  • the non-steady state of the vehicle determined may have errors, making the subsequent analysis and evaluation inaccurate.
  • the embodiments of the present application provide a method and device for determining the stable state of a rail transit vehicle, which can reduce the error of the determined non-steady state of the vehicle and make subsequent analysis and evaluation more accurate.
  • a left front sensor, a right front sensor, a left rear sensor and a right rear sensor need to be pre-installed at the bottom of at least one compartment of the target vehicle, and the connecting line formed by the points where the left front sensor, the right front sensor, the left rear sensor and the right rear sensor are located is a rectangle, and each sensor is used to photograph the rails at the corresponding position.
  • the target vehicle is a rail transit vehicle, for example, the target vehicle can be a subway, a train and a light rail.
  • the left front sensor is a sensor set at the left front of the bottom of the target compartment
  • the right front sensor is a sensor set at the right front of the bottom of the target compartment
  • the left rear sensor is a sensor set at the left rear of the bottom of the target compartment
  • the right rear sensor is a sensor set at the right rear of the bottom of the target compartment.
  • FIG. 1 shows a flow chart of a method for determining a stable state of a rail transit vehicle provided by an exemplary embodiment of the present application.
  • an exemplary embodiment of the present application provides a method for determining a stable state of a rail transit vehicle, comprising:
  • the reference coordinate system is a two-dimensional rectangular coordinate system perpendicular to the center line of the track, the reference coordinate system takes the center point of the track gauge as the coordinate origin, the straight line parallel to the upper rail surface to the right as the X axis, and the straight line perpendicular to the upper rail surface as the Y axis;
  • the reference coordinate system can be established by any method in the prior art.
  • the left front sensor and the right front sensor can be used to extract the contours of the rails on both sides, and the extracted contours of the rails on both sides can be spliced on the corresponding standard rail contours to obtain the contours of the spliced rails, and then the contours of the spliced rails can be
  • the feature points of the left rail profile and the right rail profile are obtained by performing feature point extraction processing, and a reference coordinate system is determined based on the feature points of the left rail profile and the right rail profile.
  • FIG. 2 shows a schematic diagram of a feature point extraction process provided by an exemplary embodiment of the present application.
  • the feature point extraction process refers to using a +45° straight line to approach the left rail profile, and using a -45° straight line to approach the right rail profile, to obtain the earliest left tangent point on the left rail profile that is tangent to the +45° straight line, and the earliest right tangent point on the right rail profile that is tangent to the -45° straight line;
  • the nearest left point and a predetermined number of left points starting from the nearest left point are searched on the left side of the left tangent point, and the nearest left point and the predetermined number of left points are fitted to obtain a first straight line.
  • the nearest right point and a predetermined number of right points starting from the nearest right point are searched on the right side of the left tangent point, and the nearest right point and the predetermined number of right points are fitted to obtain a second straight line; then the intersection of the first straight line and the second straight line is used as the feature point of the left rail profile.
  • the feature point of the right rail profile can be obtained.
  • the reference coordinates corresponding to the left rear sensor and the right rear sensor in the reference coordinate system actually correspond to the points where the left rear sensor and the right rear sensor are mapped on the plane where the reference coordinate system is located.
  • the front straight line mapped by the line connecting the left front sensor and the right front sensor in the reference coordinate system can be determined.
  • a rear straight line mapped by the line connecting the left rear sensor and the right rear sensor in the reference coordinate system is determined;
  • the horizontal coordinate value of the left rear sensor in the reference coordinate system in the reference coordinate system may be replaced with the longitudinal spacing of the sensors to obtain the target coordinates of the left rear sensor;
  • the target coordinates of the rear sensor and the reference coordinates of the left front sensor determine the left straight line mapped by the line connecting the left front sensor and the left rear sensor in the reference coordinate system.
  • the horizontal coordinate value of the right rear sensor in the reference coordinates of the reference coordinate system can be first replaced with the longitudinal spacing of the sensors to obtain the target coordinates of the right rear sensor; then, based on the target coordinates of the right rear sensor and the reference coordinates of the right front sensor, the right straight line mapped by the line connecting the right front sensor and the right rear sensor in the reference coordinate system is determined.
  • Kf is the slope of the front straight line
  • ⁇ f is the front side roll angle of the car
  • FIG. 3 shows a schematic diagram of a front side roll angle generated when a target vehicle compartment is dynamic, provided by an exemplary embodiment of the present application
  • the straight line where the straight line [C1-C2] lies is the front straight line. From plane geometry, we know that the acute angle of a right triangle is equal to the slope of the hypotenuse. Therefore, the front roll angle ⁇ f can be obtained from the slope of the front straight line [C1-C2].
  • Kf is the slope of the rear straight line
  • ⁇ b is the rear roll angle of the car
  • K l is the slope of the left straight line
  • ⁇ l is the left side roll angle of the car
  • Kr is the slope of the right straight line
  • ⁇ r is the right side roll angle of the car.
  • ⁇ f is the front side roll angle of the carriage
  • ⁇ b is the rear side roll angle of the carriage
  • ⁇ l is the left side roll angle of the car
  • ⁇ r is the right side roll angle of the car.
  • the embodiments of the present application provide a method and device for determining the stable state of a rail transit vehicle, which analyze the dynamic postures of multiple parts of the vehicle and determine the stable state of the vehicle based on the dynamic postures of multiple parts of the vehicle, thereby reducing the error of the determined non-steady state of the vehicle and making subsequent analysis and evaluation more accurate.
  • the determination method further includes:
  • the horizontal coordinate value in the front midpoint reference coordinate value may be determined as the front lateral offset of the carriage
  • FIG. 4 shows a schematic diagram of a front lateral offset and a front longitudinal offset generated when a target vehicle compartment is dynamic, provided by an exemplary embodiment of the present application.
  • ⁇ x is the front lateral offset
  • ⁇ y is the front longitudinal offset
  • the horizontal coordinate value in the rear midpoint reference coordinate value may be determined as the rear lateral offset of the carriage
  • the horizontal coordinate value in the left midpoint reference coordinate value is determined as the left lateral offset of the carriage
  • the horizontal coordinate value in the right midpoint reference coordinate value may be determined as the right lateral offset of the carriage
  • the absolute value of the difference between the right midpoint reference coordinate value and the predetermined right midpoint reference coordinate value of the top right midpoint of the car body in the reference coordinate system in a static state is determined as the right longitudinal offset of the car body.
  • Obtaining the lateral offset and longitudinal offset of the four directions of the car body in the above manner can provide more vehicle posture data that can be analyzed when subsequently analyzing the stability of the vehicle based on the lateral offset and longitudinal offset, thereby further reducing the error in determining the non-steady state of the vehicle and making subsequent analysis and evaluation more accurate.
  • FIG. 5 is a schematic diagram of the structure of a device for determining a stable state of a rail transit vehicle provided in an exemplary embodiment of the present application.
  • the device 500 for determining the stable state of a rail transit vehicle includes:
  • the coordinate system establishment module 510 is used to establish a reference coordinate system corresponding to the current driving state in real time during the driving process of the target vehicle;
  • the reference coordinate system is a two-dimensional rectangular coordinate system perpendicular to the center line of the track.
  • the coordinate system takes the center point of the track gauge as the origin, the straight line parallel to the upper rail surface to the right as the X-axis, and the straight line perpendicular to the upper rail surface as the Y-axis;
  • a coordinate acquisition module 520 for respectively acquiring reference coordinates corresponding to the left front sensor, the right front sensor, the left rear sensor and the right rear sensor in the reference coordinate system;
  • a front straight line determination module 530 configured to determine a front straight line mapped by a line connecting the left front sensor and the right front sensor in the reference coordinate system based on reference coordinates corresponding to the left front sensor and the right front sensor in the reference coordinate system;
  • a rear straight line determination module 540 is used to determine a rear straight line mapped by a line connecting the left rear sensor and the right rear sensor in the reference coordinate system based on reference coordinates corresponding to the left rear sensor and the right rear sensor in the reference coordinate system;
  • a left straight line determination module 550 determines a left straight line mapped by a line connecting the left front sensor and the left rear sensor based on reference coordinates corresponding to the left front sensor and the left rear sensor in the reference coordinate system;
  • a right straight line determination module 560 determines a right straight line mapped by a line connecting the right front sensor and the right rear sensor based on reference coordinates corresponding to the right front sensor and the right rear sensor in the reference coordinate system;
  • a roll angle determination module 570 for determining a front roll angle, a rear roll angle, a left roll angle and a right roll angle of the vehicle body based on the slope of the front straight line, the slope of the rear straight line, the slope of the left straight line and the slope of the right straight line respectively;
  • the stable state determination module 580 is used to determine the stable state of the vehicle body based on the front side roll angle, the rear side roll angle, the left side roll angle and the right side roll angle.
  • the roll angle determination module 570 is specifically configured to:
  • Kf is the slope of the front straight line
  • ⁇ f is the front side roll angle of the car
  • Kf is the slope of the rear straight line
  • ⁇ b is the rear roll angle of the car
  • K l is the slope of the left straight line
  • ⁇ l is the left side roll angle of the car
  • Kr is the slope of the right straight line
  • ⁇ r is the right side roll angle of the car.
  • the steady state determination module 580 is specifically configured to:
  • the steady state determination module 580 is further specifically configured to:
  • ⁇ f is the front side roll angle of the carriage
  • ⁇ b is the rear side roll angle of the carriage
  • ⁇ l is the left side roll angle of the car
  • ⁇ r is the right side roll angle of the car.
  • An embodiment of the present application provides a device for determining the stable state of a rail transit vehicle, which analyzes the dynamic postures of multiple parts of the vehicle and determines the stable state of the vehicle based on the dynamic postures of multiple parts of the vehicle, thereby reducing the error of the determined non-steady state of the vehicle and making subsequent analysis and evaluation more accurate.
  • FIG6 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application.
  • the electronic device 600 includes a processor 610 , a memory 620 and a bus 630 .
  • the memory 620 stores machine-readable instructions executable by the processor 610.
  • the processor 610 communicates with the memory 620 through the bus 630.
  • the machine-readable instructions are executed by the processor 610, the steps of the method for determining the stable state of a rail transit vehicle in the above-mentioned method embodiment can be executed.
  • the specific implementation method can be found in the method embodiment, which will not be repeated here.
  • An embodiment of the present application also provides a computer-readable storage medium, on which a computer program is stored.
  • the computer program is executed by a processor, the steps of the method for determining the stable state of a rail transit vehicle in the above-mentioned method embodiment can be executed.
  • the specific implementation method can be found in the method embodiment, which will not be repeated here.
  • the disclosed systems, devices and methods can be implemented in other ways.
  • the device embodiments described above are merely schematic.
  • the division of the units is only a logical function division. There may be other division methods in actual implementation.
  • multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed.
  • Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.
  • the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that can be executed by a processor.
  • the technical solution of the present application can essentially or partly contribute to the prior art or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, and other media that can store program codes.

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Abstract

一种轨道交通车辆平稳状态的确定方法和确定装置，基于左前传感器、右前传感器、左后传感器和右后传感器在基准坐标系中的基准坐标，分别确定在基准坐标系中的前侧直线、后侧直线、左侧直线、右侧直线；分别基于前侧直线的斜率、后侧直线的斜率、左侧直线的斜率和右侧直线的斜率，确定该车厢的前侧侧滚倾角、后侧侧滚倾角、左侧侧滚倾角和右侧侧滚倾角；基于前侧侧滚倾角、后侧侧滚倾角、左侧侧滚倾角和右侧侧滚倾角，确定该车厢的平稳状态。能够减小确定车辆的非平稳状态的误差，从而使得后续的分析评估更加准确。

Description

一种轨道交通车辆平稳状态的确定方法和确定装置
相关申请的交叉引用
本申请要求于2022年09月27日提交中国专利局的申请号为2022111826876、名称为“一种轨道交通车辆平稳状态的确定方法和确定装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆检测技术领域，尤其是涉及一种轨道交通车辆平稳状态的确定方法和确定装置。
背景技术
在轨道交通车辆的行驶过程中，车辆的姿态会实时变化，例如，由于左前侧车轮离开地面从而导致车辆产生翘脚姿态，然而，这种翘脚姿态的可变化程度应当被限定在一定的范围内，当翘脚姿态的变化程度超出了该范围，认为当前车辆为非平稳状态，即当前有可能会产生侧翻等危险状况。在轨道交通车辆投入使用之前，需要对轨道交通车辆的平稳状态进行评估，即确定轨道交通车辆当前是否为非平稳状态，当为非平稳状态时，采集当前时刻与车辆的姿态相关的参数，例如轨道平滑性参数，车体疲劳度数值等，并利用这些参数，分析轨道交通车辆产生非平稳状态的原因。
现有的轨道交通车辆平稳状态的确定方法，一般是对轨道交通车辆的一个部位的动态姿态进行分析，从而确定车辆是否为非平稳状态。然而，仅对车辆的一个部位的动态姿态进行分析，确定的车辆的非平稳状态可能会存在误差，从而使得后续的分析评估不够准确。
发明内容
有鉴于此，本申请的目的在于提供一种轨道交通车辆平稳状态的确定方法和确定装置，能够减小确定车辆的非平稳状态的误差，从而使得后续的分析评估更加准确。
第一方面，本申请实施例提供了一种轨道交通车辆平稳状态的确定方法，所述确定方法包括：
在目标车辆行驶过程中，实时建立与当前行驶状态对应的基准坐标系；所述基准坐标系为垂直于轨道中心线的二维平面直角坐标系，所述基准坐标系以轨距中心点为坐标原点，以平行于上轨面向右的直线为X轴，以垂直于上轨面的直线为Y轴；
分别获取左前传感器、右前传感器、左后传感器和右后传感器在所述基准坐标系中对应的基准坐标；
基于所述左前传感器和所述右前传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左前传感器和右前传感器的连线所映射的前侧直线；
基于所述左后传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左后传感器和右后传感器的连线所映射的后侧直线；
基于所述左前传感器和所述左后传感器在所述基准坐标系中对应的基准坐标，确定所述左前传感器和左后传感器的连线所映射的左侧直线；
基于所述右前传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定所述右前传感器和右后传感器的连线所映射的右侧直线；
分别基于所述前侧直线的斜率、所述后侧直线的斜率、所述左侧直线的斜率和所述右侧直线的斜率，确定该车厢的前侧侧滚倾角、后侧侧滚倾角、左侧侧滚倾角和右侧侧滚倾角；
基于所述前侧侧滚倾角、所述后侧侧滚倾角、所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的平稳状态。
可选地，基于所述前侧直线的斜率，利用以下公式确定该车厢的前侧侧滚倾角：
θf＝arc tan Kf；
其中，Kf为前侧直线的斜率，θf为该车厢的前侧侧滚倾角；
基于所述后侧直线的斜率，利用以下公式确定该车厢的后侧侧滚倾角：
θb＝arc tan Kb；
其中，Kb为后侧直线的斜率，θb为该车厢的后侧侧滚倾角；
基于所述左侧直线的斜率，利用以下公式确定该车厢的左侧侧滚倾角：
θl＝arc tan Kl；
其中，Kl为左侧直线的斜率，θl为该车厢的左侧侧滚倾角；
基于所述右侧直线的斜率，利用以下公式确定该车厢的右侧侧滚倾角：
θr＝arc tan Kr；
其中，Kr为右侧直线的斜率，θr为该车厢的右侧侧滚倾角。
可选地，所述基于所述前侧侧滚倾角、所述后侧侧滚倾角、所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的平稳状态，包括：
基于所述前侧侧滚倾角和所述后侧侧滚倾角，确定该车厢的行进面平稳度；
基于所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的侧倾面平稳度；
当该车厢的行进面平稳度大于预设行进面平稳度，和/或该车厢的侧倾面平稳度大于预设侧倾面平稳度时，确定该车厢为非平稳状态。
可选地，基于所述前侧侧滚倾角和所述后侧侧滚倾角，利用以下公式确定该车厢的行进面平稳度：
δ＝(θf-θb)2；
其中，θf为该车厢的前侧侧滚倾角；θb为该车厢的后侧侧滚倾角；
基于所述左侧侧滚倾角和所述右侧侧滚倾角，利用以下公式确定该车厢的侧倾面平稳度：
δ＝(θl-θr)2；
其中，θl为该车厢的左侧侧滚倾角，θr为该车厢的右侧侧滚倾角。
可选地，所述确定方法还包括：
基于所述前侧直线和该车厢的车厢高度，确定该车厢的车顶面的前侧中点在所述基准坐标系中的前侧中点基准坐标值；基于所述前侧中点基准坐标值，分别确定该车厢的前侧横向偏移量和前侧纵向偏移量；
基于所述后侧直线和该车厢的车厢高度，确定该车厢的车顶面的后侧中点在所述基准坐标系中的后侧中点基准坐标值；基于所述后侧中点基准坐标值，分别确定该车厢的后侧横向偏移量和后侧纵向偏移量；
基于所述左侧直线和该车厢的车厢高度，确定该车厢的车顶面的左侧中点在所述基准坐标系中的左侧中点基准坐标值；基于所述左侧中点基准坐标值，分别确定该车厢的左侧横向偏移量和左侧纵向偏移量；
基于所述右侧直线和该车厢的车厢高度，确定该车厢的车顶面的右侧中点在所述基准坐标系中的右侧中点基准坐标值；基于所述右侧中点基准坐标值，分别确定该车厢的右侧横向偏移量和右侧纵向偏移量。
可选地，所述基于所述前侧中点基准坐标值，分别确定该车厢的前侧横向偏移量和前侧纵向偏移量，包括：
将所述前侧中点基准坐标值中的横坐标值确定为该车厢的前侧横向偏移量；
将所述前侧中点基准坐标值与预先确定的在静态下该车厢的顶部前侧中点在所述基准坐标系中的前侧中点基准坐标值的差值绝对值确定为该车厢前侧纵向偏移量；
所述基于所述后侧中点基准坐标值，分别确定该车厢的后侧横向偏移量和后侧纵向偏移量，包括：
将所述后侧中点基准坐标值中的横坐标值确定为该车厢的后侧横向偏移量；
将所述后侧中点基准坐标值与预先确定的在静态下该车厢的顶部后侧中点在所述基准坐标系中的后侧中点基准坐标值的差值绝对值确定为该车厢后侧纵向偏移量；
所述基于所述左侧中点基准坐标值，分别确定该车厢的左侧横向偏移量和左侧纵向偏移量，包括：
将所述左侧中点基准坐标值中的横坐标值确定为该车厢的左侧横向偏移量；
将所述左侧中点基准坐标值与预先确定的在静态下该车厢的顶部左侧中点在所述基准坐标系中的左侧中点基准坐标值的差值绝对值确定为该车厢左侧纵向偏移量；
所述基于所述右侧中点基准坐标值，分别确定该车厢的右侧横向偏移量和右侧纵向偏移量，包括：
将所述右侧中点基准坐标值中的横坐标值确定为该车厢的右侧横向偏移量；
将所述右侧中点基准坐标值与预先确定的在静态下该车厢的顶部右侧中点在所述基准坐标系中的右侧中点基准坐标值的差值绝对值确定为该车厢右侧纵向偏移量。
第二方面，本申请实施例提供了一种轨道交通车辆平稳状态的确定装置，所述确定装置包括：
坐标系建立模块，用于在目标车辆行驶过程中，实时建立与当前行驶状态对应的基准坐标系；所述基准坐标系为垂直于轨道中心线的二维平面直角坐标系，所述基准坐标系以轨距中心点为坐标原点，以平行于上轨面向右的直线为X轴，以垂直于上轨面的直线为Y轴；
坐标获取模块，用于分别获取左前传感器、右前传感器、左后传感器和右后传感器在所述基准坐标系中对应的基准坐标；
前侧直线确定模块，用于基于所述左前传感器和所述右前传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左前传感器和右前传感器的连线所映射的前侧直线；
后侧直线确定模块，用于基于所述左后传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左后传感器和右后传感器的连线所映射的后侧直线；
左侧直线确定模块，基于所述左前传感器和所述左后传感器在所述基准坐标系中对应的基准坐标，确定所述左前传感器和左后传感器的连线所映射的左侧直线；
右侧直线确定模块，基于所述右前传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定所述右前传感器和右后传感器的连线所映射的右侧直线；
侧滚倾角确定模块，用于分别基于所述前侧直线的斜率、所述后侧直线的斜率、所述左侧直线的斜率和所述右侧直线的斜率，确定该车厢的前侧侧滚倾角、后侧侧滚倾角、左侧侧滚倾角和右侧侧滚倾角；
平稳状态确定模块，用于基于所述前侧侧滚倾角、所述后侧侧滚倾角、所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的平稳状态。
可选地，所述平稳状态确定模块具体用于：
基于所述前侧侧滚倾角和所述后侧侧滚倾角，确定该车厢的行进面平稳度；
基于所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的侧倾面平稳度；
当该车厢的行进面平稳度大于预设行进面平稳度，和/或该车厢的侧倾面平稳度大于预设侧倾面平稳度时，确定该车厢为非平稳状态。
第三方面，本申请实施例提供了一种电子设备，包括：处理器、存储器和总线，所述存储器存储有所述处理器可执行的机器可读指令，当电子设备运行时，所述处理器与所述存储器之间通过所述总线进行通信，所述机器可读指令被所述处理器运行时执行如上述轨道交通车辆平稳状态的确定方法的步骤。
第四方面，本申请实施例提供了一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器运行时执行如上述轨道交通车辆平稳状态的确定方法的步骤。
本申请实施例提供的一种轨道交通车辆平稳状态的确定方法和确定装置，对车辆的多个部位的动态姿态进行分析，根据车辆的多个部位的动态姿态确定车辆的平稳状态，从而能够减小确定的车辆的非平稳状态的误差，使得后续的分析评估更加准确。
为使本申请的上述目的、特征和优点能更明显易懂，下文特举较佳实施例，并配合所附附图，作详细说明如下。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，应当理解，以下附图仅示出了本申请的某些实施例，因此不应被看作是对范围的限定，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他相关的附图。
图1示出了本申请示例性实施例提供的一种轨道交通车辆平稳状态的确定方法的流程图；
图2示出了本申请示例性实施例提供的一种特征点提取处理的示意图；
图3示出了本申请示例性实施例提供的一种目标车厢动态时产生的前侧侧滚倾角的示意图；
图4示出了本申请示例性实施例提供的一种目标车厢动态时产生的前侧横向偏移量和前侧纵向偏移量的示意图；
图5示出了本申请示例性实施例提供的一种轨道交通车辆平稳状态的确定装置的结构示意图；
图6示出了本申请示例性实施例提供的一种电子设备的结构示意图。
具体实施方式
为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。通常在此处附图中描述和示出的本申请实施例的组件可以以各种不同的配置来布置和设计。因此，以下对在附图中提供的本申请的实施例的详细描述并非旨在限制要求保护的本申请的范围，而是仅仅表示本申请的选定实施例。基于本申请的实施例，本领域技术人员在没有做出创造性劳动的前提下所获得的每个其他实施例，都属于本申请保护的范围。
目前，现有的轨道交通车辆平稳状态的确定方法，一般是对轨道交通车辆的一个部位的动态姿态进行分析，从而确定车辆是否为非平稳状态。然而，仅对车辆的一个部位的动态姿态进行分析，确定的车辆的非平稳状态可能会存在误差，从而使得后续的分析评估不够准确。
基于此，本申请实施例提供了一种轨道交通车辆平稳状态的确定方法和确定装置，能够减小确定的车辆的非平稳状态的误差，使得后续的分析评估更加准确。
需要说明的是，在本申请示例性实施例中，需要预先在目标车辆的至少一个车厢的底部设置有左前传感器、右前传感器、左后传感器和右后传感器，所述左前传感器、右前传感器、左后传感器和右后传感器所在点围成的连线为矩形，每个传感器用于拍摄对应位置的钢轨。作为示例，目标车辆为轨道交通车辆，例如，目标车辆可以为地铁，火车和轻轨等。
这里，以目标车辆行驶方向为前方，左前传感器为设置在目标车厢底部的左前方的传感器，右前传感器为设置在目标车厢底部的右前方的传感器，左后传感器为设置在目标车厢底部的左后方的传感器，右后传感器为设置在目标车厢底部的右后方的传感器。
下面，将基于上述传感器的设置关系对本申请示例性实施例提供的一种轨道交通车辆平稳状态的确定方法进行介绍。
请参阅图1，图1示出了本申请示例性实施例提供的一种轨道交通车辆平稳状态的确定方法的流程图。
如图1中所示，本申请示例性实施例提供的一种轨道交通车辆平稳状态的确定方法，包括：
S101、在目标车辆行驶过程中，针对每个车厢，实时建立与当前行驶状态对应的基准坐标系。
这里，所述基准坐标系为垂直于轨道中心线的二维平面直角坐标系，所述基准坐标系以轨距中心点为坐标原点，以平行于上轨面向右的直线为X轴，以垂直于上轨面的直线为Y轴；
这里，可以通过现有技术中的任意一种方式建立基准坐标系。作为示例，可以通过左前传感器和右前传感器提取两侧钢轨的轮廓，将提取到的两侧钢轨的轮廓分别在对应的标准钢轨轮廓上进行拼接，得到拼接好的钢轨的轮廓，然后对拼接好的钢轨的轮廓进 行特征点提取处理得到左侧钢轨轮廓的特征点和右侧钢轨轮廓的特征点，基于左侧钢轨轮廓的特征点和右侧钢轨轮廓的特征点确定基准坐标系。
具体地，请参阅图2，图2示出了本申请示例性实施例提供的一种特征点提取处理的示意图。
如图2所示，特征点提取处理是指利用+45°直线靠近左侧钢轨轮廓，利用-45°直线靠近右侧钢轨轮廓，分别获得左侧钢轨轮廓上最早与+45°直线相切的左侧切点以及右侧钢轨轮廓上最早与-45°直线相切的右侧切点；
然后针对左侧钢轨轮廓，分别在该左侧切点的左侧搜索距离最近的左侧点以及从距离最近的左侧点开始的预定数量的多个左侧点，对所述距离最近的左侧点和所述预定数量的多个左侧点进行拟合处理，得到第一直线，同时在该左侧切点的右侧搜索距离最近的右侧点以及从距离最近的右侧点开始的预定数量的多个右侧点，对所述距离最近的右侧点和所述预定数量的多个右侧点进行拟合处理，得到第二直线；然后将第一直线和第二直线的交点作为左侧钢轨轮廓的特征点。同理可以得到右侧钢轨轮廓的特征点。
S102、分别获取设置在该车厢底部的左前传感器、右前传感器、左后传感器和右后传感器在所述基准坐标系中对应的基准坐标。
这里，所述左后传感器和右后传感器在所述基准坐标系中对应的基准坐标实际上对应着左后传感器和右后传感器映射在所述基准坐标系所在平面上的点。
S103、基于所述左前传感器和所述右前传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左前传感器和右前传感器的连线所映射的前侧直线；
这里，由平面几何的原理可知，两点可以确定一条直线。因此，可以基于所述左前传感器在所述基准坐标系中的基准坐标和右前传感器在所述基准坐标系中的基准坐标，确定在所述基准坐标系中所述左前传感器和右前传感器的连线所映射的前侧直线。
同理，在S104、基于所述左后传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左后传感器和右后传感器的连线所映射的后侧直线；
S105、基于所述左前传感器和所述左后传感器在所述基准坐标系中对应的基准坐标，确定所述左前传感器和左后传感器的连线所映射的左侧直线；
作为示例，在该步骤中，可以首先将左后传感器在所述基准坐标系中的基准坐标中的横坐标值替换为所述传感器纵向间距，得到左后传感器的目标坐标；然后基于所述左 后传感器的目标坐标和左前传感器的基准坐标，确定所述基准坐标系中所述左前传感器和左后传感器的连线所映射的左侧直线。
S106、基于所述右前传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定所述右前传感器和右后传感器的连线所映射的右侧直线；
作为示例，在该步骤中，可以首先将右后传感器在所述基准坐标系中的基准坐标中的横坐标值替换为所述传感器纵向间距，得到右后传感器的目标坐标；然后基于所述右后传感器的目标坐标和右前传感器的基准坐标，确定所述基准坐标系中所述右前传感器和右后传感器的连线所映射的右侧直线。
S107、分别基于所述前侧直线的斜率、所述后侧直线的斜率、所述左侧直线的斜率和所述右侧直线的斜率，确定该车厢的前侧侧滚倾角、后侧侧滚倾角、左侧侧滚倾角和右侧侧滚倾角；
例如，可以基于所述前侧直线的斜率，利用以下公式确定该车厢的前侧侧滚倾角：
θf＝arc tan Kf；
其中，Kf为前侧直线的斜率，θf为该车厢的前侧侧滚倾角；
请参阅图3，图3示出了本申请示例性实施例提供的一种目标车厢动态时产生的前侧侧滚倾角的示意图；
如图3所示，直线[C1-C2]所在的直线为所述前侧直线，由平面几何可知，直角三角形的锐角的角度等于斜边的斜率，因此可以由前侧直线[C1-C2]的斜率求得前侧侧滚倾角θf。
同理，可以基于所述后侧直线的斜率，利用以下公式确定该车厢的后侧侧滚倾角：
θb＝arc tan Kb；
其中，Kf为后侧直线的斜率，θb为该车厢的后侧侧滚倾角；
同理，可以基于所述左侧直线的斜率，利用以下公式确定该车厢的左侧侧滚倾角：
θl＝arc tan Kl；
其中，Kl为左侧直线的斜率，θl为该车厢的左侧侧滚倾角；
同理，可以基于所述右侧直线的斜率，利用以下公式确定该车厢的右侧侧滚倾角：
θr＝arc tan Kr；
其中，Kr为右侧直线的斜率，θr为该车厢的右侧侧滚倾角。
S108、基于所述前侧侧滚倾角、所述后侧侧滚倾角、所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的平稳状态。
S1081、基于所述前侧侧滚倾角和所述后侧侧滚倾角，确定该车厢的行进面平稳度；
例如，可以基于所述前侧侧滚倾角和所述后侧侧滚倾角，利用以下公式确定该车厢的行进面平稳度：
δ＝(θf-θb)2；
其中，θf为该车厢的前侧侧滚倾角；θb为该车厢的后侧侧滚倾角；
S1082、基于所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的侧倾面平稳度；
例如，可以基于所述左侧侧滚倾角和所述右侧侧滚倾角，利用以下公式确定该车厢的侧倾面平稳度：
δ＝(θl-θr)2；
其中，θl为该车厢的左侧侧滚倾角，θr为该车厢的右侧侧滚倾角。
S1083、当该车厢的行进面平稳度大于预设行进面平稳度，和/或该车厢的侧倾面平稳度大于预设侧倾面平稳度时，确定该车厢为非平稳状态。
本申请实施例提供的一种轨道交通车辆平稳状态的确定方法和确定装置，对车辆的多个部位的动态姿态进行分析，根据车辆的多个部位的动态姿态确定车辆的平稳状态，从而能够减小确定的车辆的非平稳状态的误差，使得后续的分析评估更加准确。
此外，作为示例，在步骤S108之后，所述确定方法还包括：
(1)、基于所述前侧直线和该车厢的车厢高度，确定该车厢的车顶面的前侧中点在所述基准坐标系中的前侧中点基准坐标值；基于所述前侧中点基准坐标值，分别确定该车厢的前侧横向偏移量和前侧纵向偏移量；
作为示例，在该步骤中，可以将所述前侧中点基准坐标值中的横坐标值确定为该车厢的前侧横向偏移量；
将所述前侧中点基准坐标值与预先确定的在静态下该车厢的顶部前侧中点在所述基准坐标系中的前侧中点基准坐标值的差值绝对值确定为该车厢前侧纵向偏移量；
请参阅图4，图4示出了本申请示例性实施例提供的一种目标车厢动态时产生的前侧横向偏移量和前侧纵向偏移量的示意图。
如图4所示，Δx为前侧横向偏移量，Δy为前侧纵向偏移量。
(2)、基于所述后侧直线和该车厢的车厢高度，确定该车厢的车顶面的后侧中点在所述基准坐标系中的后侧中点基准坐标值；基于所述后侧中点基准坐标值，分别确定该车厢的后侧横向偏移量和后侧纵向偏移量；
作为示例，在该步骤中，可以将所述后侧中点基准坐标值中的横坐标值确定为该车厢的后侧横向偏移量；
将所述后侧中点基准坐标值与预先确定的在静态下该车厢的顶部后侧中点在所述基准坐标系中的后侧中点基准坐标值的差值绝对值确定为该车厢后侧纵向偏移量；
(3)、基于所述左侧直线和该车厢的车厢高度，确定该车厢的车顶面的左侧中点在所述基准坐标系中的左侧中点基准坐标值；基于所述左侧中点基准坐标值，分别确定该车厢的左侧横向偏移量和左侧纵向偏移量；
作为示例，在该步骤中，将所述左侧中点基准坐标值中的横坐标值确定为该车厢的左侧横向偏移量；
将所述左侧中点基准坐标值与预先确定的在静态下该车厢的顶部左侧中点在所述基准坐标系中的左侧中点基准坐标值的差值绝对值确定为该车厢左侧纵向偏移量；
(4)、基于所述右侧直线和该车厢的车厢高度，确定该车厢的车顶面的右侧中点在所述基准坐标系中的右侧中点基准坐标值；分别基于所述右侧中点基准坐标值，确定该车厢的右侧横向偏移量和右侧纵向偏移量。
作为示例，在该步骤中，可以将所述右侧中点基准坐标值中的横坐标值确定为该车厢的右侧横向偏移量；
将所述右侧中点基准坐标值与预先确定的在静态下该车厢的顶部右侧中点在所述基准坐标系中的右侧中点基准坐标值的差值绝对值确定为该车厢右侧纵向偏移量。
通过上述方式获得该车厢的四个方位的横向偏移量和纵向偏移量，能够使得后续在基于横向偏移量和纵向偏移量去分析车辆的平稳状态时，有更多的可被分析的车辆姿态数据，从而进一步减小确定的车辆的非平稳状态的误差，使得后续的分析评估更加准确。
请参阅图5、图5为本申请示例性实施例所提供的一种轨道交通车辆平稳状态的确定装置的结构示意图。
如图5中所示，所述轨道交通车辆平稳状态的确定装置500包括：
坐标系建立模块510，用于在目标车辆行驶过程中，实时建立与当前行驶状态对应的基准坐标系；所述基准坐标系为垂直于轨道中心线的二维平面直角坐标系，所述基准 坐标系以轨距中心点为坐标原点，以平行于上轨面向右的直线为X轴，以垂直于上轨面的直线为Y轴；
坐标获取模块520，用于分别获取左前传感器、右前传感器、左后传感器和右后传感器在所述基准坐标系中对应的基准坐标；
前侧直线确定模块530，用于基于所述左前传感器和所述右前传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左前传感器和右前传感器的连线所映射的前侧直线；
后侧直线确定模块540，用于基于所述左后传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左后传感器和右后传感器的连线所映射的后侧直线；
左侧直线确定模块550，基于所述左前传感器和所述左后传感器在所述基准坐标系中对应的基准坐标，确定所述左前传感器和左后传感器的连线所映射的左侧直线；
右侧直线确定模块560，基于所述右前传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定所述右前传感器和右后传感器的连线所映射的右侧直线；
侧滚倾角确定模块570，用于分别基于所述前侧直线的斜率、所述后侧直线的斜率、所述左侧直线的斜率和所述右侧直线的斜率，确定该车厢的前侧侧滚倾角、后侧侧滚倾角、左侧侧滚倾角和右侧侧滚倾角；
平稳状态确定模块580，用于基于所述前侧侧滚倾角、所述后侧侧滚倾角、所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的平稳状态。
在一种可能的实施方式中，所述侧滚倾角确定模块570具体用于：
基于所述前侧直线的斜率，利用以下公式确定该车厢的前侧侧滚倾角：
θf＝arc tan Kf；
其中，Kf为前侧直线的斜率，θf为该车厢的前侧侧滚倾角；
基于所述后侧直线的斜率，利用以下公式确定该车厢的后侧侧滚倾角：
θb＝arc tan Kb；
其中，Kf为后侧直线的斜率，θb为该车厢的后侧侧滚倾角；
基于所述左侧直线的斜率，利用以下公式确定该车厢的左侧侧滚倾角：
θl＝arc tan Kl；
其中，Kl为左侧直线的斜率，θl为该车厢的左侧侧滚倾角；
基于所述右侧直线的斜率，利用以下公式确定该车厢的右侧侧滚倾角：
θr＝arc tan Kr；
其中，Kr为右侧直线的斜率，θr为该车厢的右侧侧滚倾角。
在一种可能的实施方式中，所述平稳状态确定模块580具体用于：
基于所述前侧侧滚倾角和所述后侧侧滚倾角，确定该车厢的行进面平稳度；
基于所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的侧倾面平稳度；
当该车厢的行进面平稳度大于预设行进面平稳度，和/或该车厢的侧倾面平稳度大于预设侧倾面平稳度时，确定该车厢为非平稳状态。
在一种可能的实施方式中，所述平稳状态确定模块580还具体用于：
基于所述前侧侧滚倾角和所述后侧侧滚倾角，利用以下公式确定该车厢的行进面平稳度：
δ＝(θf-θb)2；
其中，θf为该车厢的前侧侧滚倾角；θb为该车厢的后侧侧滚倾角；
基于所述左侧侧滚倾角和所述右侧侧滚倾角，利用以下公式确定该车厢的侧倾面平稳度：
δ＝(θl-θr)2；
其中，θl为该车厢的左侧侧滚倾角，θr为该车厢的右侧侧滚倾角。
本申请实施例提供的一种轨道交通车辆平稳状态的确定装置，对车辆的多个部位的动态姿态进行分析，根据车辆的多个部位的动态姿态确定车辆的平稳状态，从而能够减小确定的车辆的非平稳状态的误差，使得后续的分析评估更加准确。
请参阅图6，图6为本申请实施例所提供的一种电子设备的结构示意图。如图6中所示，所述电子设备600包括处理器610、存储器620和总线630。
所述存储器620存储有所述处理器610可执行的机器可读指令，当电子设备600运行时，所述处理器610与所述存储器620之间通过总线630通信，所述机器可读指令被所述处理器610执行时，可以执行如上述方法实施例中的轨道交通车辆平稳状态的确定方法的步骤，具体实现方式可参见方法实施例，在此不再赘述。
本申请实施例还提供一种计算机可读存储介质，该计算机可读存储介质上存储有计算机程序，该计算机程序被处理器运行时可以执行如上述方法实施例中的轨道交通车辆平稳状态的确定方法的步骤，具体实现方式可参见方法实施例，在此不再赘述。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，又例如，多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些通信接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个处理器可执行的非易失的计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。
最后应说明的是：以上所述实施例，仅为本申请的具体实施方式，用以说明本申请的技术方案，而非对其限制，本申请的保护范围并不局限于此，尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，其依然可以对前述实施例所记载的技术方案进行修改或可轻易想到变化，或者对其中部分技术特征进行等同替换；而这些修改、变化或者替换，并不使相应技术方案的本质脱离本申请实施例技术方案的精神和范围，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种轨道交通车辆平稳状态的确定方法，其特征在于，在目标车辆的至少一个车厢的底部设置有左前传感器、右前传感器、左后传感器和右后传感器，所述左前传感器、右前传感器、左后传感器和右后传感器所在点围成的连线为矩形，所述确定方法包括：
    在目标车辆行驶过程中，针对每个车厢，实时建立与当前行驶状态对应的基准坐标系；所述基准坐标系为垂直于轨道中心线的二维平面直角坐标系，所述基准坐标系以轨距中心点为坐标原点，以平行于上轨面向右的直线为X轴，以垂直于上轨面的直线为Y轴；
    分别获取设置在该车厢底部的左前传感器、右前传感器、左后传感器和右后传感器在所述基准坐标系中对应的基准坐标；
    基于所述左前传感器和所述右前传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左前传感器和右前传感器的连线所映射的前侧直线；
    基于所述左后传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左后传感器和右后传感器的连线所映射的后侧直线；
    基于所述左前传感器和所述左后传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左前传感器和左后传感器的连线所映射的左侧直线；
    基于所述右前传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述右前传感器和右后传感器的连线所映射的右侧直线；
    分别基于所述前侧直线的斜率、所述后侧直线的斜率、所述左侧直线的斜率和所述右侧直线的斜率，确定该车厢的前侧侧滚倾角、后侧侧滚倾角、左侧侧滚倾角和右侧侧滚倾角；
    基于所述前侧侧滚倾角、所述后侧侧滚倾角、所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的平稳状态。
  2. 根据权利要求1所述的确定方法，其特征在于，基于所述前侧直线的斜率，利用以下公式确定该车厢的前侧侧滚倾角：
    θf＝arc tanKf；
    其中，Kf为前侧直线的斜率，θf为该车厢的前侧侧滚倾角；
    基于所述后侧直线的斜率，利用以下公式确定该车厢的后侧侧滚倾角：
    θb＝arc tanKb；
    其中，Kb为后侧直线的斜率，θb为该车厢的后侧侧滚倾角；
    基于所述左侧直线的斜率，利用以下公式确定该车厢的左侧侧滚倾角：
    θl＝arc tanKl；
    其中，Kl为左侧直线的斜率，θl为该车厢的左侧侧滚倾角；
    基于所述右侧直线的斜率，利用以下公式确定该车厢的右侧侧滚倾角：
    θr＝arc tanKr；
    其中，Kr为右侧直线的斜率，θr为该车厢的右侧侧滚倾角。
  3. 根据权利要求1所述的确定方法，其特征在于，所述基于所述前侧侧滚倾角、所述后侧侧滚倾角、所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的平稳状态，包括：
    基于所述前侧侧滚倾角和所述后侧侧滚倾角，确定该车厢的行进面平稳度；
    基于所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的侧倾面平稳度；
    当该车厢的行进面平稳度大于预设行进面平稳度，和/或该车厢的侧倾面平稳度大于预设侧倾面平稳度时，确定该车厢为非平稳状态。
  4. 根据权利要求3所述的确定方法，其特征在于，基于所述前侧侧滚倾角和所述后侧侧滚倾角，利用以下公式确定该车厢的行进面平稳度：
    δ＝(θf-θb)2；
    其中，θf为该车厢的前侧侧滚倾角；θb为该车厢的后侧侧滚倾角；
    基于所述左侧侧滚倾角和所述右侧侧滚倾角，利用以下公式确定该车厢的侧倾面平稳度：
    δ＝(θl-θr)2；
    其中，θl为该车厢的左侧侧滚倾角，θr为该车厢的右侧侧滚倾角。
  5. 根据权利要求1所述的确定方法，其特征在于，所述确定方法还包括：
    基于所述前侧直线和该车厢的车厢高度，确定该车厢的车顶面的前侧中点在所述基准坐标系中的前侧中点基准坐标值；基于所述前侧中点基准坐标值，分别确定该车厢的前侧横向偏移量和前侧纵向偏移量；
    基于所述后侧直线和该车厢的车厢高度，确定该车厢的车顶面的后侧中点在所述基准坐标系中的后侧中点基准坐标值；基于所述后侧中点基准坐标值，分别确定该车厢的后侧横向偏移量和后侧纵向偏移量；
    基于所述左侧直线和该车厢的车厢高度，确定该车厢的车顶面的左侧中点在所述基准坐标系中的左侧中点基准坐标值；基于所述左侧中点基准坐标值，分别确定该车厢的左侧横向偏移量和左侧纵向偏移量；
    基于所述右侧直线和该车厢的车厢高度，确定该车厢的车顶面的右侧中点在所述基准坐标系中的右侧中点基准坐标值；基于所述右侧中点基准坐标值，分别确定该车厢的右侧横向偏移量和右侧纵向偏移量。
  6. 根据权利要求5所述的确定方法，其特征在于，所述基于所述前侧中点基准坐标值，分别确定该车厢的前侧横向偏移量和前侧纵向偏移量，包括：
    将所述前侧中点基准坐标值中的横坐标值确定为该车厢的前侧横向偏移量；
    将所述前侧中点基准坐标值与预先确定的在静态下该车厢的顶部前侧中点在所述基准坐标系中的前侧中点基准坐标值的差值绝对值确定为该车厢的前侧纵向偏移量；
    所述基于所述后侧中点基准坐标值，分别确定该车厢的后侧横向偏移量和后侧纵向 偏移量，包括：
    将所述后侧中点基准坐标值中的横坐标值确定为该车厢的后侧横向偏移量；
    将所述后侧中点基准坐标值与预先确定的在静态下该车厢的顶部后侧中点在所述基准坐标系中的后侧中点基准坐标值的差值绝对值确定为该车厢的后侧纵向偏移量；
    所述基于所述左侧中点基准坐标值，分别确定该车厢的左侧横向偏移量和左侧纵向偏移量，包括：
    将所述左侧中点基准坐标值中的横坐标值确定为该车厢的左侧横向偏移量；
    将所述左侧中点基准坐标值与预先确定的在静态下该车厢的顶部左侧中点在所述基准坐标系中的左侧中点基准坐标值的差值绝对值确定为该车厢的左侧纵向偏移量；
    所述基于所述右侧中点基准坐标值，分别确定该车厢的右侧横向偏移量和右侧纵向偏移量，包括：
    将所述右侧中点基准坐标值中的横坐标值确定为该车厢的右侧横向偏移量；
    将所述右侧中点基准坐标值与预先确定的在静态下该车厢的顶部右侧中点在所述基准坐标系中的右侧中点基准坐标值的差值绝对值确定为该车厢的右侧纵向偏移量。
  7. 一种轨道交通车辆平稳状态的确定装置，其特征在于，所述确定装置包括：
    坐标系建立模块，用于在目标车辆行驶过程中，实时建立与当前行驶状态对应的基准坐标系；所述基准坐标系为垂直于轨道中心线的二维平面直角坐标系，所述基准坐标系以轨距中心点为坐标原点，以平行于上轨面向右的直线为X轴，以垂直于上轨面的直线为Y轴；
    坐标获取模块，用于分别获取左前传感器、右前传感器、左后传感器和右后传感器在所述基准坐标系中对应的基准坐标；
    前侧直线确定模块，用于基于所述左前传感器和所述右前传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左前传感器和右前传感器的连线所映射的前侧直线；
    后侧直线确定模块，用于基于所述左后传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定在所述基准坐标系中所述左后传感器和右后传感器的连线所映射的后侧直线；
    左侧直线确定模块，基于所述左前传感器和所述左后传感器在所述基准坐标系中对应的基准坐标，确定所述左前传感器和左后传感器的连线所映射的左侧直线；
    右侧直线确定模块，基于所述右前传感器和所述右后传感器在所述基准坐标系中对应的基准坐标，确定所述右前传感器和右后传感器的连线所映射的右侧直线；
    侧滚倾角确定模块，用于分别基于所述前侧直线的斜率、所述后侧直线的斜率、所述左侧直线的斜率和所述右侧直线的斜率，确定该车厢的前侧侧滚倾角、后侧侧滚倾角、左侧侧滚倾角和右侧侧滚倾角；
    平稳状态确定模块，用于基于所述前侧侧滚倾角、所述后侧侧滚倾角、所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的平稳状态。
  8. 根据权利要求7所述的确定装置，其特征在于，所述平稳状态确定模块具体用于：
    基于所述前侧侧滚倾角和所述后侧侧滚倾角，确定该车厢的行进面平稳度；
    基于所述左侧侧滚倾角和所述右侧侧滚倾角，确定该车厢的侧倾面平稳度；
    当该车厢的行进面平稳度大于预设行进面平稳度，和/或该车厢的侧倾面平稳度大于预设侧倾面平稳度时，确定该车厢为非平稳状态。
  9. 一种电子设备，其特征在于，包括：处理器、存储器和总线，所述存储器存储有所述处理器可执行的机器可读指令，当电子设备运行时，所述处理器与所述存储器之间通过所述总线进行通信，所述机器可读指令被所述处理器运行时执行如权利要求1至6任一所述的轨道交通车辆平稳状态的确定方法的步骤。
  10. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器运行时执行如权利要求1至6任一所述的轨道交通车辆平稳状态的确定方法的步骤。
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