JP5317464B2 - Driving operation analysis method, driving operation analysis device, and exercise operation analysis program - Google Patents

Description

  The present invention relates to a driving operation analysis method, a driving operation analysis device, and a motion operation analysis program, and in particular, a driving operation analysis method for analyzing a driving operation of a vehicle by a driver, a driving operation analysis device, and The present invention relates to a motor operation analysis program.

  In recent years, with the development of the railway network, it has been desired to secure and improve the safety of the railway. And, it is required to secure and improve safety more than ever for mechanical systems including railway vehicles.

  In response to such demands, railway vehicles have been studied to improve the safety of brake systems through research and development of advanced skid prevention control (see Non-Patent Document 1, for example).

  In particular, there is a need to construct and build a human-machine system that can ensure safety even in situations where humans are prone to mistakes. Until now, in the field of railways, reports on human error recognition and human operation time during driving have been shown (for example, see Non-Patent Documents 2 and 3).

  However, until now, no discussion has been made on safety as a human-machine system.

Therefore, it is necessary to ensure the safety of the vehicle by constructing a model of the entire control system as a human-machine system in consideration of the driver's dynamic characteristics and assisting the brake operation (for example, see Non-Patent Document 4). ).
Daisei Yamazaki, Takayoshi Kamada, Masao Nagai: Sliding Control of Railway Vehicles Based on Sliding Mode Control Theory, Proceedings of Japan Fluid Power System Society, Vol. 37, No. 3, (2006.5), pp.8-14 Kunihe Hashimoto: Safety Ergonomics, Central Industrial Accident Prevention Association, (1988.3), pp.3-21, pp.25-36, pp.51-59 Yoshio Hayashi, Masakazu Iguchi: Design of Human-Machine System, Human and Technology, (1970), pp.48-64 Daisei Yamazaki: Current state of brake systems for railway vehicles and systems that should be in the future, Japan Fluid Power System Society Winter Seminar 2005 Safety of Mechanical Systems, p.30-41

  In order to ensure the safety of the vehicle, a system that can accurately analyze the characteristics of the driving operation is required.

  The present invention has been made in view of the above points, and provides a driving operation analysis method, a driving operation analysis device, and a driving operation analysis program capable of analyzing driving operation characteristics easily and accurately. Objective.

The present invention is a driving operation analysis method for analyzing a driving operation of a vehicle by a driver using a computer ,
The computer
A target speed calculation procedure for calculating a target speed based on the current position, the distance to the target position, and the vehicle deceleration;
A speed deviation calculation procedure for calculating a speed deviation between the target speed calculated in the target speed calculation procedure and a current vehicle speed;
A driving operation amount detecting step of detecting a driving operation amount by the driver,
A driving operation analysis procedure for analyzing the driving operation of the driver based on the speed deviation calculated in the speed deviation calculating procedure and a driving operation amount by the driver is performed .

  At this time, the target speed calculation procedure is:

The target speed is calculated by the following.

  The speed deviation calculation procedure is as follows:

The speed deviation is calculated by the following.

  Further, the driving operation analysis procedure is characterized in that the relationship between the driving operation amount and the speed deviation is plotted on the state plane, and it is determined that the abnormal state is present when the plotted point is outside the specified region.

  The driving operation amount is, for example, the number of steps of the brake notch.

  Further, the present invention is a driving operation analysis method for analyzing a driving operation of a vehicle by a driver, a driving operation amount acquisition procedure for acquiring a driving operation amount, and a driving operation amount and a driving acquired by the driving operation amount acquisition procedure. An error value calculation procedure for calculating an error value of the driving operation amount based on the reference operation amount of the operation, and a driving operation determination procedure for determining the driving quality based on the error value calculated in the error value calculation procedure It is characterized by that.

  The error value calculation procedure is characterized in that a mean square error value between the driving operation amount and the reference operation amount is calculated.

  According to the present invention, the target speed is calculated based on the current position, the distance to the target position, and the vehicle deceleration, and the speed deviation between the target speed calculated in the target speed calculation procedure and the current vehicle speed is calculated. By analyzing the driving operation of the driver based on the speed deviation and the driving operation amount, the characteristics of the driving operation can be analyzed easily and accurately.

〔System configuration〕
FIG. 1 shows a system configuration diagram of an embodiment of the present invention.

  The driving operation analysis apparatus 100 of the present embodiment is an apparatus that analyzes a driving operation of a vehicle by a driver of a vehicle such as a railroad, and is configured from a computer system. For example, a current position detection device 111, a vehicle speed detection device 112, a driving operation amount detection device 113, an alarm device 114, and the like are connected.

  FIG. 2 shows a block configuration diagram of the driving operation analysis apparatus 100.

  The driving operation analysis device 100 includes an interface circuit 121, a CPU 122, a file device 123, a memory 124, and the like.

  The interface circuit 121 is connected to a current position detection device 111, an alarm device 114, and the like. The interface circuit 121 interfaces with the current position detection device 111 and the alarm device 114.

  The CPU 122 executes processing based on the driving operation analysis program installed in the file device 123. The file device 123 is composed of a storage device such as a hard disk drive, for example, and is composed of a program file portion 131, a target position information file portion 132, an analysis result file portion 133, and the like.

  The program file unit 131 stores a driving operation analysis program. Note that the driving operation analysis program is provided from a server via a replaceable storage medium such as a flexible disk, a CD, or a DVD, or a network, and installed in the program file unit 131, for example.

  The target position information file unit 132 stores target position information, for example, position information such as a station, and route information, for example, route information related to a track. The remaining distance can be referred to based on the target position information and route information stored in the target position information file unit 122 and the current position information.

  The analysis result file unit 133 stores information on the analysis result of the driving operation analyzed by the driving operation analysis program. By analyzing the analysis result stored in the analysis result file unit 133, it is possible to recognize the driving operation characteristics of the driver.

  The memory 124 includes a RAM and the like, and is used as a working storage area for the CPU 122.

  FIG. 3 shows a block configuration diagram of the current position detection device 111.

  The current position detection device 111 is, for example, a GPS device, and includes an antenna 141, a demodulation circuit 142, a processing circuit 143, an interface circuit 144, and the like, detects the current position of the vehicle, and notifies the driving operation analysis device 100. .

  The antenna 141 receives radio waves from GPS satellites. The high frequency signal received by the antenna 141 is supplied to the demodulation circuit 142.

  The demodulation circuit 142 demodulates the high frequency signal supplied from the antenna 141. The signal demodulated by the demodulation circuit 142 is supplied to the processing circuit 143.

  The processing circuit 143 obtains position information such as longitude, latitude, altitude of the current position by processing the signal supplied from the demodulation circuit 142. The current position information acquired by the processing circuit 143 is notified to the driving operation analysis apparatus 100 via the interface 144.

  The interface circuit 144 is connected to the interface circuit 121 of the driving operation analysis apparatus 100 and serves as an interface with the driving operation analysis apparatus 100.

  FIG. 4 is a block diagram of the vehicle speed detection device 112.

  The vehicle speed detection device 112 includes a speed sensor connection terminal 151, a filter 152, an amplifier 153, an analog / digital conversion circuit 154, an interface circuit 155, and the like.

  A vehicle speed sensor or the like is connected to the speed sensor connection terminal 151. The signal supplied to the speed sensor connection terminal 151 is supplied to the filter 152. The filter 152 removes unnecessary components from the signal supplied from the speed sensor connection terminal 151. The signal from which unnecessary components are removed by the filter 152 is supplied to the amplifier 153. The amplifier 153 amplifies the signal supplied from the filter 152 and supplies the amplified signal to the analog-digital conversion circuit 154.

  The analog-digital conversion circuit 154 converts the signal supplied from the amplifier 153 into digital data. The digital data converted by the analog / digital conversion circuit 154 is supplied to the interface circuit 155.

  The interface circuit 155 measures the frequency of the signal from the speed sensor from the digital data supplied from the analog-digital conversion circuit 154, and generates vehicle speed data based on the measured frequency. The interface circuit 155 interfaces with the interface circuit 121 of the driving operation analysis apparatus 100 and notifies the driving operation analysis apparatus 100 of vehicle speed data in response to a request from the interface circuit 121.

  FIG. 5 is a block diagram of the driving operation amount detection device 113.

  The driving operation amount detection device 113 includes an input terminal 161, a filter 162, an analog / digital conversion circuit 163, an interface circuit 164, etc., and detects operation information such as a vehicle mass control and notifies the driving operation analysis device 100. .

  The input terminal 161 is connected to a mass control or the like, and an operation signal is supplied from the mass control. The operation signal supplied to the input terminal 161 is supplied to the filter 162.

  The filter 162 removes high frequency components such as noise from the operation signal. The operation signal that has passed through the filter 162 is supplied to the analog-digital conversion circuit 163.

  The analog-digital conversion circuit 163 supplies the operation signal from the filter 162 to the interface 164 that has been converted into digital data.

  The interface circuit 164 generates operation information such as the number of brake notches from the operation signal from the analog / digital conversion circuit 163. The interface circuit 164 interfaces with the interface circuit 121 of the driving operation analyzer 100 and notifies the driving operation analyzer 100 of operation information in response to a request from the interface circuit 121.

  FIG. 6 shows a block diagram of the alarm device 114.

  The alarm device 114 is a device that issues an alarm based on an instruction from the driving operation analysis device 100, and includes an interface circuit 171, a digital-analog converter 172, an amplifier 173, a speaker 174, and the like.

  The interface circuit 171 interfaces with the interface circuit 121 of the driving operation analysis device 100, and outputs audio data to the digital / analog converter 172 when receiving a notification from the driving operation analysis device 100 that an alarm is issued.

  The digital-analog converter 172 converts the audio data from the interface circuit 171 into an analog audio signal and supplies the analog audio signal to the amplifier 173. The amplifier 173 amplifies the analog audio signal from the digital / analog converter 172 and supplies the amplified signal to the speaker 174. The speaker 174 is driven by the analog audio signal from the amplifier 173 and outputs an alarm sound.

  Next, processing of the exercise operation analysis unit 100 will be described.

  FIG. 7 shows a process flowchart of the exercise operation analysis apparatus 100.

  When the driving operation analyzing apparatus 100 detects that driving operation such as traveling or braking is started based on the operation information from the driving operation amount detecting apparatus 113 in step S1-1, the driving operation analyzing apparatus 100 starts from the current position detecting apparatus 111 in step S1-2. The current position information is acquired, the target position information file unit 122 is referenced, the remaining distance X (t) from the current position to the target position is acquired, and the vehicle speed is reduced based on the vehicle speed information from the vehicle speed detection device 112. The speed a (t) is calculated and acquired.

Next, the driving operation analysis apparatus 100 calculates the target speed v _r (t) by substituting the remaining distance X (t) and the vehicle deceleration a (t) acquired in step S1-3 into the expression (1). To do.

Next, the driving operation analysis device 100 acquires the current vehicle speed v (t) from the vehicle speed detection device 112 in step S1-4. The driving operation analyzer 100 uses the target vehicle speed v _r (t) obtained from the equation (2) in step S1-5 and the current vehicle velocity v (t) acquired from the vehicle velocity detector 112 as the equation (2). The speed deviation Δv (t) is calculated by substitution.

Next, the driving operation analysis device 100 acquires driving operation information such as a brake notch from the driving operation amount detection device 113 in step S1-6. The driving operation analyzing apparatus 100 plots the points indicating the state by the calculated speed deviation Δv (t) and the detected brake notch N (t) on the state plane indicating the state of the brake notch with respect to the speed deviation in step S1-7. To do. The state plane is stored in the analysis result file unit 133.

  Next, the driving operation analysis apparatus 100 compares the state plane with the reference state plane in step S1-8, and when the plot point deviates from the specified region in step S1-9, the alarm device 114 is detected in step S1-10. Alarm information is output to the alarm device 114 and an alarm sound is output from the alarm device 114.

  The warning sound enables the driver to recognize that there is an abnormality in the driving state and his driving operation. At this time, the vehicle brake may be controlled simultaneously with the alarm sound to apply the emergency brake to the vehicle.

  In the present embodiment, for the sake of simplicity, the number of brake notches is recorded as a driving operation analysis result. However, the information to be recorded includes elapsed time, travel distance, vehicle speed, vehicle decrease, and so on. Information related to other driving operations related to the vehicle such as speed, handle notch, notification lamp, notification signal, etc. may be recorded simultaneously.

[Experiment / Verification]
Next, the driving operation analysis result verified by mounting the driving operation analyzing apparatus 100 of this embodiment on the train driving simulator by the present applicant will be described.

  First, the train simulator will be described.

  FIG. 8 is an external view of the train operation simulator, and FIG. 9 is a system configuration diagram of the train system simulator.

  The train operation simulator 200 includes a visual field simulation device 211, a simulated vehicle device 212, and a control device 213.

  The visual field simulation apparatus 211 includes a visual field generation computer 221, a projector 222, and a screen 223.

  The view generation computer 221 generates forward view information and supplies it to the projector 222. The projector 222 projects the forward view image on the screen 223 based on the forward view information supplied from the view generation computer 221. In FIG. 9, the view generation computer 221 and the projector 222 are separately provided for the right side and the left side, and are projected onto the screen 223 through the deflection plate 224 so that the front view image can be stereoscopically viewed.

  The simulated vehicle device 212 includes a vehicle control computer 231, a vehicle controller 232, an instrument display unit 233, and a speaker 234.

  The control device 213 includes a computer, communicates with the view generation computer 221 and the vehicle control computer 231 to perform control so that the view generation process and the vehicle control process are performed in synchronization with each other, and the driving operation. An analysis program is installed, and a driving operation analysis is performed and the result is obtained.

〔conditions〕
The virtual route used in the experiment has an operation time of 18 minutes, and there are four sections of a stop station and an A / B / C / D station. In addition, the diamond was set to a time setting with a margin.

  A and B stations are set to start braking from a vehicle speed of 75 to 90 km / h, C stations are set to start braking from a vehicle speed of 100 to 115 km / h, and D station is braked from a vehicle speed of 45 to 50 km / h. It was set to start applying.

  The test subject was a man who had been operating on this experimental track for 3 months.

  In the experiment, in addition to the driving operation which is the main task, a task assuming a mental load was given as a secondary task.

  Mental calculation is given as a sub task. The contents of the subsidiary task are to present a single digit number by voice every 5 seconds and to utter the 1's place of the sum.

  At this time, the driving operation as the main task was given the first priority, and the mental calculation as the subsidiary task was set to a rule that was as gentle as possible so as not to interfere with the driving operation.

  In addition, on the condition that the vehicle is stopped at a predetermined stop position, it is decided to operate on the street.

  The experiment was carried out for 4 stations with and without load until there was no change in driving behavior.

〔Experimental result〕
FIG. 10 is a diagram showing characteristics of the vehicle speed and the target speed with respect to time. FIG. 10A shows a case where there is no mental arithmetic load, and FIG. 10B shows a case where there is a mental arithmetic load.

  When there is no mental calculation load as shown in FIG. 10A, there is no difference between the target speed and the vehicle speed, whereas when there is a mental calculation load as shown in FIG. It can be seen that the difference between the vehicle speed and the vehicle speed increases.

  FIG. 11 is a diagram showing characteristics of speed deviation and brake notch with respect to time. FIG. 11A shows a case where there is no mental arithmetic load, and FIG. 11B shows a case where there is a mental arithmetic load.

  As shown in FIG. 11 (A), when there is no mental arithmetic load, the vehicle stops with maintaining a substantially constant brake notch and the speed deviation is substantially constant, whereas in FIG. 11 (B) As shown, when there is a mental load, the number of steps of the brake notch is initially increased, that is, the brake is strengthened, and thus the speed deviation is negative. Since the speed deviation becomes negative, the number of steps of the brake notch is reduced, that is, the brake is weakened. Further, the speed deviation becomes positive by weakening the brake, and the speed deviation is reduced by repeating the operation of strengthening the brake.

  FIG. 12 shows a state transition diagram between the speed deviation and the number of steps of the brake notch. FIG. 12A shows a case where there is no mental arithmetic load, and FIG. 12B shows a case where there is a mental arithmetic load.

  FIG. 12 is a plot of the speed deviation and the number of brake notch steps from when the brake operation is first performed until the vehicle is completely stopped. In addition, ◇ mark, □ mark, △ mark, X mark, and ○ mark are plotted in this order. X indicates the remaining distance. For example, “150 <= X <200” indicates that the data is in the range of 150 m or more and less than 200 m before the stop position.

  When there is no mental arithmetic load, as shown in FIG. 12 (A), the locus on the state plane changes in a small region, and the speed deviation and the brake are smaller than those when there is a mental arithmetic load shown in FIG. 12 (B). It can be seen that the vehicle is stopped by the operation. On the other hand, when there is a mental calculation load, the locus on the state plane changes in a large region as shown in FIG. 12B, and the speed deviation is larger than that when there is a mental calculation load shown in FIG. It can be seen that the vehicle is stopped by the brake operation. This trend was observed at all stops during the experiment.

  Therefore, by plotting the state transition between the speed deviation and the number of steps of the brake notch as shown in FIG. 12, that is, the driving operation amount, on the state plane, the driving characteristics can be analyzed at a glance.

  FIG. 13 is a state transition diagram of the speed deviation and the number of brake notches when an ideal driving operation is performed, and FIG. 14 is a diagram of the speed deviation and brake notch when an unfavorable driving operation is performed. A state transition diagram with the number of stages is shown.

  In an ideal driving operation, referring to the state plane shown in FIG. 13, the brake is gradually strengthened, the brake is gradually weakened, and finally the vehicle is stopped with a weak brake. Unnecessary operations such as weakening are not performed, and the width of the speed deviation is small.

  On the other hand, in a bad driving operation, by referring to the state plane shown in FIG. 14, the brake is strengthened at a stroke after a large positive speed deviation occurs, and the brake is weakened at a stroke after a large negative speed deviation occurs. It can be seen that the operation was repeated and the vehicle was finally stopped with a strong brake.

  From this experiment, it can be seen that the speed deviation and the state transition of the brake notch can be used as indicators to judge the safety of a vehicle that has undergone a brake operation by the driver.

  Therefore, when a tendency to deviate from the state of the state transition of the brake notch and speed deviation due to normal driving is detected, or when the deviation is detected, it is judged as an abnormal state, and an alarm is given to give the vehicle safety. It is possible to build a system that ensures the performance.

  According to the present embodiment, during driving, the speed deviation and the number of steps of the brake notch, that is, the state transition between the driving operation amount and the state transition are plotted on the state plane and presented as an analysis result, thereby facilitating the driving operation of the driver. Can be analyzed. By issuing guidance on driving operations and warnings during driving based on the analysis results, it is possible to improve the safety of vehicle operations such as railways. In addition, since the equipment is simple, it can be easily installed in a transportation facility where large-scale equipment such as ATC and ATS cannot be installed, and safe operation can be performed.

  In addition, although the said Example demonstrated about performing the analysis of the driving operation of a rail vehicle, this invention is applicable also to the analysis of the driving operation of a motor vehicle.

  15 and 16 are diagrams for explaining the operation of a modification of the embodiment of the present invention.

As shown in FIG. 15, when the preceding vehicle 312 is stopped, if the traveling speed of the host vehicle 311 is v, the deceleration is α, the distance d to the preceding vehicle 312 is d0, and the marginal distance when the vehicle is stopped is d0, the target speed v _r can be expressed by the formula (3) from the same concept as the formula (1).

It can be expressed as

As shown in FIG. 16A, when the preceding vehicle 312 is traveling at the speed vp, the traveling speed of the host vehicle 311 is v, the deceleration is α, the speed of the preceding vehicle 312 is vp, and the deceleration is αp. , distance is d, the allowed distance between the preceding vehicle 312 d0, when the time is for t, the target speed _{v r} can be expressed by equation (4).

By substituting these target speeds v _r into the equation (2), the speed deviation of the automobile can be obtained in the same manner as the railway vehicle. By plotting the speed deviation and the amount of brake operation on the state plane, It becomes possible to analyze the characteristics of

  FIG. 17 is a state plan view showing the speed deviation and the brake operation amount. 17A shows a case where the behavior of the preceding vehicle is almost as predicted, and FIG. 17B shows a case where a situation different from the prediction occurs, such as sudden deceleration of the preceding vehicle when looking aside. ) Shows a state plan view when there is a distraction such as a cellular phone call.

  When an operation as predicted is performed as shown in FIG. 17A, both the brake amount and the speed deviation are reduced. Also, as shown in FIG. 17B, when a situation different from the prediction occurs, the speed deviation rapidly increases when looking aside. Further, in FIG. 17C, when there is a distraction, the variation of the brake operation amount is large and the region becomes large.

  As described above, it is possible to analyze the driving operation characteristics of the automobile by using the speed deviation and the brake operation amount on the state plane in the same manner as the railway vehicle.

  Next, a driving evaluation method using an analysis result by the driving operation analysis apparatus 100 will be described.

  FIG. 18 is a diagram illustrating an example of correction of the brake notch with respect to time.

  The brake operation amount represents the amount of the notch that has changed by one operation of the brake handle. For example, if the brake handle is operated from the fifth notch to the third notch, the brake operation amount is -2 notch.

  Actually, since a notch is obtained during operation of the brake handle, for example, correction as shown in FIG. 18 is performed.

  A solid line is a notch N (t) that is actually obtained, and a wavy line is a notch N ′ (t) that is corrected. If there is a notch change again after τ seconds have elapsed after a certain notch change, the movement of the brake handle is considered to be continuous and N ′ (t) maintains the original notch. If τ seconds elapse with no notch change, it is considered that the brake handle has stopped moving, and N ′ (t) is updated to N (t).

Further, since the deceleration due to the brake becomes 0 when the vehicle stops, it is assumed that the brake notch is virtually set to 0. When the speed becomes 0, N ′ (t) = 0 is set. This is to include the jerk at the moment of stopping in the evaluation.
Brake operation amount, 'obtained each time (t) is changed, N' N when (t) is changed n times, the brake operation amount _{u 1, u 2, ··· u} n is obtained.

FIG. 19 is a diagram illustrating an example of a frequency distribution of brake operation amounts. Incidentally, FIG. 19 was obtained by simulation using a train driving simulator shows the frequency distribution of the brake operation amount u _k at the station stop.

The frequency of a large brake operation amount is higher when the mental arithmetic task is loaded. This tendency can be considered that the variation in the brake operation amount is large when there is a load. Therefore, it may be possible to evaluate the abnormal operation of the train driver due to variations in u _k. In general, the greater the brake operation amount, the greater the change in deceleration, resulting in poorer riding comfort. If the variation is large, it can be determined that the ride comfort is poor and the quality of the driving operation during braking is poor.

By accumulating the data of the brake operation amount u _k, the operation amount of the brake which is normally often used, i.e. average amount of brake operation / u is obtained. In the mean square error epsilon ² of u _k evaluating the variation in the brake operation amount to the average brake operation amount / u.

When the train is stopped to stop target position, to obtain a brake operation amount u _k. The mean square error ε ^{2 with} respect to / u is obtained by the following equation (1.1).

In order to obtain / u, it is necessary to accumulate a certain amount of brake operation amount data. Experiments have shown that / u is close to -1. Therefore, when data is not accumulated, it can be simply evaluated by the following formula (1.2) as / u = -1.

FIG. 20 is a diagram illustrating an example of variation in the brake operation amount. FIG. 20 shows the variation in the amount of brake operation obtained for each station stop. The vertical axis represents the number of trials for each station stop, and the horizontal axis represents the mean square error ε ² obtained by equation (1.2). Is the square root of Further, in FIG. 20, the black band is unloaded and the gray band is loaded.

As a whole trend, the value with load is higher than the value without load. Therefore, for example, by setting a certain threshold value and determining whether the square root of the mean square error ε ² obtained by the equation (1.2) is larger or smaller than the set threshold value, The quality of driving can be determined.

  The driving operation evaluation process is performed by causing the driving operation analysis apparatus 100 to execute a driving operation evaluation process program installed in advance in the program file 131 of the driving operation analysis apparatus 100.

  FIG. 21 shows a process flowchart of the driving operation evaluation process.

CPU122 in step S2-1, is detected by the driving operation amount detecting device 113 during operation, driving operation information, such as a brake notch stored in the analysis result file unit 133, here, a brake operation amount u ₁ ~u _n collect.

Next, the CPU 122 calculates the mean square error ε ² by substituting the brake operation amounts u _{1 to} u _n collected in step S2-2 into the equation (1-2).

The CPU 122 compares the mean square error ε ² calculated in step S2-3 with a threshold value. If the calculated mean square error ε ² is larger than the threshold value, the CPU 122 determines that the operation quality is poor in step S2-4. If the calculated mean square error ε ² is smaller than the threshold value, it is determined in step S2-5 that the driving quality is good.

  As described above, the quality of driving can be determined from driving operation information such as a brake notch, for example, the amount of brake operation. A plurality of threshold values may be set, and the driving quality may be determined in a plurality of stages.

In this driving operation evaluation process, the example in which the driving quality is determined from the brake operation amount has been described, but the driving quality is calculated from the same calculation formula based on other driving operation amounts such as the throttle operation amount and the access operation amount. You may make it determine.
Further, when the driving quality determined by the driving operation evaluation process is larger than a predetermined threshold, it may be determined as abnormal driving.

  Further, the present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be considered without departing from the gist of the present invention.

It is a system configuration figure of one example of the present invention. 1 is a block configuration diagram of a driving operation analysis device 100. FIG. 2 is a block configuration diagram of a current position detection device 111. FIG. It is a block block diagram of the vehicle speed detection apparatus. 3 is a block configuration diagram of a driving operation amount detection device 113. FIG. 3 is a block configuration diagram of an alarm device 114. FIG. 3 is a process flowchart of the exercise operation analysis apparatus 100. It is an external view of a train operation simulator. It is a system configuration figure of a train system simulator. It is a figure which shows the characteristic of the vehicle speed with respect to time, and target speed. It is a figure which shows the characteristic of the speed deviation with respect to time, and a brake notch. It is a state transition diagram between the speed deviation and the number of steps of the brake notch. FIG. 5 is a state transition diagram between a speed deviation and the number of brake notch steps when an ideal driving operation is performed. It is a state transition diagram between the speed deviation and the number of steps of the brake notch when a bad driving operation is performed. It is operation | movement explanatory drawing of the modification of one Example of this invention. It is operation | movement explanatory drawing of the modification of one Example of this invention. It is a state top view with a speed deviation and a brake operation amount. It is a figure which shows an example of correction | amendment of the brake notch with respect to time. It is a figure which shows an example of frequency distribution of brake operation amount. It is a figure which shows an example of the dispersion | variation in brake operation amount. It is a process flowchart of a driving operation evaluation process.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Driving operation analysis device, 111 Current position detection device, 112 Vehicle speed detection device 113 Driving operation amount detection device, 114 Alarm device 121 Interface circuit, 122 CPU, 123 File device 124 Memory 131 Program file portion, 132 Target position information file portion 133 Analysis result file part 141 Antenna, 142 demodulation circuit, 143 processing circuit, 144 interface circuit 151 speed sensor connection terminal, 152 filter, 153 amplifier 154 analog-digital conversion circuit, 155 interface circuit 161 input terminal, 162 filter, 163 analog-digital conversion Circuit 164 Interface circuit 171 Interface circuit, 172 Digital-analog converter, 173 Amplifier 174 Speaker 200 Train operation simulator 21 Vision simulator, 212 simulated vehicle device 213 control unit 221 sight generating computer, 222 projector, 223 screen 224 deflector plate 231 vehicle control computer, 232 vehicle controller, 233 instrument display unit 234 speaker 311 vehicle, 312 preceding vehicle

Claims (15)

A driving operation analysis method for analyzing a driving operation of a vehicle by a driver using a computer ,
The computer
A target speed calculation procedure for calculating a target speed based on the current position, the distance to the target position, and the vehicle deceleration;
A speed deviation calculation procedure for calculating a speed deviation between the target speed calculated in the target speed calculation procedure and a current vehicle speed;
A driving operation amount detecting step of detecting a driving operation amount by the driver,
A driving operation analysis method for executing a driving operation analysis procedure for analyzing the driving operation of the driver based on the speed deviation calculated in the speed deviation calculating procedure and a driving operation amount by the driver. . The target speed calculation procedure includes:
The driving speed analysis method according to claim 1, wherein the target speed is calculated by: The speed deviation calculation procedure includes:
The driving operation analysis method according to claim 2, wherein the speed deviation is calculated by: The driving operation analysis procedure plots the relationship between the driving operation amount and the speed deviation on a state plane,
The driving operation analysis method according to claim 1, wherein when the plotted point is outside the specified region, it is determined that an abnormal state is present. The driving operation analysis method according to claim 1, wherein the driving operation amount is the number of stages of brake notches. A driving operation analysis device for analyzing a driving operation of a vehicle by a driver,
Target speed calculation means for calculating a target speed based on the current position, the distance to the target position, and the vehicle deceleration;
Speed deviation calculating means for calculating a speed deviation between the target speed calculated by the target speed calculating means and the current vehicle speed;
A driving operation amount detecting means for detecting a driving operation amount by the driver,
Driving operation analyzing means for analyzing the driving operation of the driver based on the speed deviation calculated by the speed deviation calculating means and the driving operation amount detected by the driving operation amount detecting means. Driving operation analysis device. The target speed calculation means includes
The driving speed analysis apparatus according to claim 6, wherein the target speed is calculated by: The speed deviation calculating means includes
The driving operation analysis apparatus according to claim 7, wherein the speed deviation is calculated by: The driving operation analysis unit plots a relationship between the driving operation amount and the speed deviation on a state plane, and determines that the state is abnormal when the plotted point is outside a specified region. Item 6. The driving operation analysis device according to Item 6. The driving operation analyzing apparatus according to claim 6, wherein the driving operation amount detecting means detects the number of steps of the brake notch. A driving operation analysis program for analyzing a driving operation of a vehicle by a driver,
On the computer,
A target speed calculation procedure for calculating a target speed based on the current position, the distance to the target position, and the vehicle deceleration;
A speed deviation calculation procedure for calculating a speed deviation between the target speed calculated in the target speed calculation procedure and a current vehicle speed;
A driving operation amount detecting step of detecting a driving operation amount by the driver,
A computer-readable driving operation analysis program for executing a driving operation analysis procedure for analyzing the driving operation of the driver based on the speed deviation calculated in the speed deviation calculating procedure and a driving operation amount by the driver. The target speed calculation procedure includes:
The driving speed analysis program according to claim 11, wherein the target speed is calculated by: The speed deviation calculation procedure includes:
13. The driving operation analysis program according to claim 12, wherein the speed deviation is calculated by the following. The driving operation analysis procedure plots the relationship between the driving operation amount and the speed deviation on a state plane,
The driving operation analysis program according to claim 11, wherein when the plotted point is outside the specified region, it is determined that the plot point is in an abnormal state. 12. The driving operation analysis program according to claim 11, wherein the driving operation amount is the number of stages of brake notches.