Driving operation status estimation device and driving operation status estimation method

Abstract

To provide new technology for estimating the driving operation status of trains.SOLUTION: A driving operation status estimation device 3 estimates the driving operation status of a train. The driving operation status estimation device 3 comprises an acceleration transition acquisition section 353 that acquires acceleration transitions during traveling on the basis of reception information from a GNSS receiver installed on the train, and a determination section 355 that determines whether the driving operation status is a power driving status, a coasting status, or a braking status on the basis of the acceleration transition.SELECTED DRAWING: Figure 12

Description

Technical Field

[0001] The present invention relates to a driving operation state estimation device for estimating the driving operation state of a train, etc.

Background Art

[0002] There is known a device that images the area around the driver's hands during train operation and records the driving situation including the driver's movements such as steering wheel operation and brake operation (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, the technology of Patent Document 1 is a device for recording the video of the driver's seat and not a device for estimating driving operations. In order to estimate driving operations from the video recorded by the driving situation recording device of Patent Document 1, operations such as analyzing the recorded video or visually checking it are required.

[0005] The problem to be solved by the present invention is to provide a new technology for estimating the driving operation state of a train.

Means for Solving the Problems

[0006] A first invention for solving the above problems is an operation state estimation device for estimating the operation state of a train, comprising: an acceleration transition acquisition means (for example, the acceleration transition acquisition unit 353 in FIG. 12) that acquires the acceleration transition during train running as an analog waveform; and a discrimination means (for example, the discrimination unit 355 in FIG. 12) that discriminates, based on the acceleration transition, which of the power running state, coasting state, and braking state the operation state is. The discrimination means has a waveform shaping means that shapes the acceleration transition of the analog waveform into a multi-stage quantization waveform using a predetermined threshold condition, and performs the discrimination based on the quantization waveform. This is an operation state estimation device.

[0007] According to the first invention, it is possible to acquire the acceleration transition during train running as an analog waveform, shape the acquired acceleration transition into a multi-stage quantization waveform and use it to discriminate which of the power running state, coasting state, and braking state the operation state of the train is.

[0008] A second invention is, in the above invention, the operation state estimation device, wherein the waveform shaping means shapes the waveform into a three-stage quantization waveform as the multi-stage quantization waveform, processes a waveform portion that satisfies a predetermined short-time change condition determined to be an inappropriate switching operation among the shaped quantization waveforms into a continuous waveform, and performs the discrimination based on the processed waveform.

[0009] According to the second invention, it is possible to shape the acceleration transition into a three-stage quantization waveform, process the waveform portion where the stage changes in a short time into a continuous waveform, and then discriminate the operation state. According to this, it is possible to improve the discrimination accuracy of the operation state.

[0010] A third invention is, in the above invention, the operation state estimation device, wherein the acceleration transition acquisition means acquires the acceleration transition based on reception information by a GNSS (Global Navigation Satellite System) receiver installed on the train or measurement information of an inertial measurement device installed on the train.

[0011] According to the third invention, it is possible to obtain the acceleration transition during the train's travel based on the received information received by the GNSS receiver or the measurement information of the inertial measurement device.

[0012] The fourth invention is an operation state estimation device in the above invention, further comprising a track gradient acquisition means (for example, the correction unit 357 in FIG. 12) for acquiring the track gradient at the running location, wherein the discrimination means has a correction means (for example, the correction unit 357 in FIG. 12) for correcting the acceleration transition of the analog waveform based on the track gradient, and the waveform shaping means shapes the acceleration transition after correction by the correction means into the quantization waveform.

[0013] According to the fourth invention, it is possible to correct the acceleration transition based on the track gradient at the running location and then shape it into a quantization waveform. Thereby, it becomes possible to improve the discrimination accuracy of the operation state.

[0014] The fifth invention is an operation state estimation device in the above invention, wherein the acceleration transition acquisition means performs a smoothing process on the running speed included in the received information by a GNSS (Global Navigation Satellite System) receiver installed in the train, and obtains the acceleration transition based on the smoothed running speed.

[0015] According to the fifth invention, it is possible to perform a smoothing process on the running speed of the train based on the received information received by the GNSS receiver, and obtain the acceleration transition from the smoothed running speed.

[0016] The sixth invention is an operation state estimation device in the above invention, wherein the discrimination means has a threshold condition setting means (for example, the waveform shaping unit 359 in FIG. 12) for variably setting the threshold condition based on the running speed.

[0017] According to the sixth invention, the acceleration transition can be shaped into a quantization waveform using threshold conditions according to the running speed. According to this, it becomes possible to improve the discrimination accuracy of the driving operation state.

[0018] The seventh invention is a driving operation state estimation method for estimating the driving operation state of a train, including acquiring the acceleration transition during train running as an analog waveform, and based on the acceleration transition, determining which of the power running state, coasting state, and braking state the driving operation state is, and the determining is performed based on the quantization waveform obtained by shaping the acceleration transition of the analog waveform into a multi-stage quantization waveform using predetermined threshold conditions.

[0019] According to the seventh invention, a driving operation state estimation method having the same operational effects as those of the first invention can be realized.

Brief Description of the Drawings

[0020]

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Mode for Carrying Out the Invention

[0021] Hereinafter, with reference to the drawings, preferred embodiments of the present invention will be described. Note that the present invention is not limited by the embodiments described below, nor is the applicable form of the present invention limited to the following embodiments. Also, in the description of the drawings, the same reference numerals are given to the same parts.

[0022] FIG. 1 is a diagram showing an example of an overall system including the operation state estimation device 3 of the present embodiment. The operation state estimation device 3 is a device that estimates the operation state of the train 10 traveling on the track 1. A receiver (GNSS receiver) 11 of GNSS (Global Navigation Satellite System) typified by GPS (Global Positioning System) is installed in the train 10. The GNSS receiver 11 receives signals from GNSS satellites (for example, GPS satellites) 9 and outputs received information at a predetermined cycle (for example, every 1 second). It is also possible to use other GNSS such as Galileo and Beidou system (BDS) other than GPS.

[0023] [Details] In the present embodiment, during the running of the train 10, an on-vehicle device (not shown) records the received information output from the GNSS receiver 11 at a predetermined cycle. The received information includes the reception date and time, position coordinates (latitude, longitude, altitude), speed, etc. The position coordinates indicate the running location of the train 10, and the speed indicates the running speed of the train 10. Then, the operation state estimation device 3 estimates the operation state of the train 10 using the received information (see the received information 373 in FIG. 12) recorded by the on-vehicle device. FIG. 2 is a diagram showing a general flow of the operation state estimation processing performed by the operation state estimation device 3.

[0024] In the driving operation state estimation process, the driving operation state estimation device 3 obtains the traveling speed from the received information 373 at a predetermined cycle, and obtains the speed transition of the train 10 during traveling (step S1). FIG. 3 is a diagram showing an example of the obtained speed transition, with the horizontal axis representing the elapsed time from the start of traveling and the vertical axis representing the traveling speed. The speed transition is obtained as an analog waveform by connecting the traveling speeds discretely obtained from the received information 373 at a predetermined cycle in time series.

[0025] Subsequently, the driving operation state estimation device 3 calculates the acceleration from the traveling speed at a predetermined cycle acquired in step S1 of FIG. 2, and acquires the acceleration transition of the train 10 during traveling (step S3). FIG. 4 is a diagram showing an example of the acceleration transition obtained from the speed transition of FIG. 3, with the horizontal axis representing the elapsed time from the start of traveling and the vertical axis representing the acceleration. As shown in FIG. 4, the driving operation state estimation device 3 acquires the acceleration transition as an analog waveform.

[0026] Subsequently, the driving operation state estimation device 3 performs a discrimination process, and discriminates which of the power running state, the coasting state, and the braking state the driving operation state is based on the acceleration transition acquired in step S3 of FIG. 2 (step S5).

[0027] In the discrimination process of the present embodiment, the driving operation state estimation device 3 first performs a waveform shaping process of shaping the acceleration transition of the analog waveform illustrated in FIG. 4 into a multi-stage quantization waveform using predetermined threshold conditions. As the threshold conditions, for example, an acceleration determination threshold Ta indicated by a one-dot chain line and a deceleration determination threshold Tb indicated by a two-dot chain line in FIG. 4 are used. Then, the driving operation state estimation device 3 performs shaping such that, for example, the stage when the acceleration exceeds the acceleration determination threshold Ta is "1", the stage when the acceleration is less than the deceleration determination threshold Tb is "-1", and the stage when the acceleration is greater than or equal to the deceleration determination threshold Tb and less than or equal to the acceleration determination threshold Ta is "0", and shapes the acceleration transition of the analog waveform into a three-stage quantization waveform.

[0028] FIG. 5 is a diagram showing an example of a quantized waveform obtained by shaping the acceleration transition of FIG. 4 and a determination result of an operation state based on the quantized waveform, with the horizontal axis representing the elapsed time from the start of travel and the vertical axis representing three levels of "1", "0", and "-1" from top to bottom. If the waveform shaping process is performed, the driving operation state estimation device 3 determines the driving operation state of the driver at each driving point corresponding to the elapsed time from the start of travel, with the driving operation state when the level is "1" being the power running state, the driving operation state when the level is "0" being the coasting state, and the driving operation state when the level is "-1" being the braking state. As a result, as shown in FIG. 5, it is possible to estimate the transition of the driving operation state as time elapses from the start of travel. The estimated transition of the driving operation state can be used for evaluating the driving operations performed by the driver and the like.

[0029] The above is the general flow of the driving operation state estimation process. In the present embodiment, in order to improve the determination accuracy of the driving operation state, a smoothing process and a correction process are performed.

[0030] First, in the correction process, the driving operation state estimation device 3 corrects the acceleration transition of the analog wave acquired in step S3 of FIG. 2 based on the track gradient at the driving point. In the present embodiment, information on the track gradient related to the running section of the train 10 is stored in the driving operation state estimation device 3 in advance (see the track gradient information 371 in FIG. 12). Then, in the correction process, the driving operation state estimation device 3 refers to the track gradient information 371 and corrects the acceleration transition based on the track gradient at the driving point. Specifically, in the case of a downhill section, the acceleration is corrected by subtracting the contribution of the gravitational acceleration in the traveling direction according to the track gradient. In the case of an uphill section, the acceleration is corrected by adding the contribution of the gravitational acceleration in the traveling direction according to the track gradient. FIG. 6 is a diagram showing an example of the result of performing a correction process on the acceleration transition of FIG. 4, with the horizontal axis representing the elapsed time from the start of travel and the vertical axis representing the acceleration. In FIG. 6, the acceleration transition after correction for the acceleration transition of FIG. 4 is shown by a solid line, and the acceleration transition before correction corresponding to the acceleration transition of FIG. 4 is shown by a dashed line.

[0031] Thereafter, the driving operation state estimation device 3 discriminates the driving operation state during traveling based on the acquired acceleration transition in the manner described in the process of step S5 in FIG. 2. FIG. 7 is a diagram showing an example of the shaped quantization waveform and the discrimination result, with the horizontal axis representing the elapsed time from the start of traveling and the vertical axis representing the stage of the quantization waveform ("1", "0", and "-1"). In FIG. 7, the solid line indicates the shaped quantization waveform for the corrected acceleration transition (solid line) in FIG. 6, and the broken line indicates the shaped quantization waveform for the acceleration transition before correction (broken line) in FIG. 6. Comparing the quantization waveform related to after correction (solid line) and the quantization waveform related to before correction (broken line) in FIG. 7, the quantization waveform related to after correction has fewer waveform portions where the driving operation state changes in a short time. For example, in the waveform portion surrounded by the one-dot chain line of the quantization waveform related to before correction, after the driving operation state changes from the power running state to the coasting state, it changes back to the power running state again in a short time, and the switching of the driving operation in such a short time as shown by the waveform portion here is considered inappropriate as a discrimination result. On the other hand, in the corresponding portion surrounded by the two-dot chain line of the quantization waveform related to after correction, there is no such change, and it is a waveform indicating that the power running state continues. Thus, by executing the correction process using the road gradient for the acceleration transition, as the quantization waveform, a waveform with fewer portions indicating inappropriate switching of the driving operation can be obtained, and it becomes possible to improve the discrimination accuracy of the driving operation state.

[0032] Next, in the smoothing process, the driving operation state estimation device 3 performs a smoothing process on the speed transition acquired in step S1 of FIG. 2. Here, for example, the smoothing process is performed by calculating the moving average of the traveling speed with a time that is a multiple (for example, 3 times or 5 times) of a predetermined period at which the reception information 373 is obtained as a window. FIG. 8 is a diagram showing an example of the result of performing a smoothing process on the traveling speed of the speed transition in FIG. 3, with the horizontal axis representing the elapsed time from the start of traveling and the vertical axis representing the traveling speed.

[0033] Thereafter, as the process of step S3 in FIG. 2, the driving operation state estimation device 3 obtains the acceleration transition from the traveling speed after the smoothing process. Then, the driving operation state estimation device 3 performs a correction process to correct the acceleration transition (here, the acceleration transition based on the traveling speed after the smoothing process). FIG. 9 is a diagram showing an example of the result of performing a correction process on the acceleration transition based on the traveling speed after the smoothing process in FIG. 8, with the horizontal axis being the elapsed time from the start of travel and the vertical axis being the acceleration.

[0034] Then, as described in the process of step S5 in FIG. 2, the driving operation state estimation device 3 determines the driving operation state during travel based on the obtained acceleration transition. FIG. 10 is a diagram showing an example of the shaped quantization waveform and the determination result, with the horizontal axis being the elapsed time from the start of travel and the vertical axis being the stage of the quantization waveform ("1", "0", and "-1"). In FIG. 10, the solid line indicates the shaped quantization waveform for the acceleration transition in FIG. 9. Also, for comparison, as an example of the case where no smoothing process is performed, the quantization waveform after correction shown by the solid line in FIG. 7 is indicated by a dashed line. As shown in FIG. 10, by performing the smoothing process on the traveling speed, it is possible to obtain a quantization waveform with fewer waveform portions indicating inappropriate switching of the driving operation, and the discrimination accuracy can be further improved.

[0035] FIG. 11 is a diagram showing an example of comparing the determination result in FIG. 10 with the driving operation performed by the driver. In FIG. 11, the solid line indicates the determination result in FIG. 10, and the actual driving operation state at the corresponding traveling point is indicated by a one-dot chain line. As shown in FIG. 11, according to the driving operation state estimation process of the present embodiment, the driving operation state during travel can be generally appropriately determined.

[0036] [Functional Configuration] FIG. 12 is a block diagram showing an example of the functional configuration of the driving operation state estimation device 3. As shown in FIG. 12, the driving operation state estimation device 3 includes an operation unit 31, a display unit 32, a communication unit 33, a processing unit 35, and a storage unit 37, and is configured as a kind of computer system.

[0037] The operation unit 31 is realized by an input device such as a keyboard, a mouse, or a touch panel, and outputs an operation signal corresponding to an operation input to the processing unit 35. The display unit 32 is realized by a display device such as an LCD (Liquid Crystal Display) or a touch panel, and performs various displays according to a display signal from the processing unit 35. The communication unit 33 is realized by a wired or wireless communication device, and communicates with a given external device (for example, an on-vehicle device of the train 10).

[0038] The processing unit 35 is realized by an arithmetic circuit such as a CPU (Central Processing Unit) or a control board including the arithmetic circuit, and performs various arithmetic processes based on programs, data, etc. stored in the storage unit 37 to control the operation of the driving operation state estimation device 3.

[0039] In the present embodiment, the processing unit 35 includes a traveling speed acquisition unit 351, an acceleration transition acquisition unit 353, and a determination unit 355. The functional units constituting these processing units 35 may be arithmetic processing blocks realized as software by executing a program, or may be circuit blocks realized by a signal processing circuit. In the present embodiment, it will be described as an arithmetic processing block realized as software by the processing unit 35 executing a predetermined program.

[0040] The traveling speed acquisition unit 351 acquires the traveling speed from the reception information 373 at a predetermined period by the GNSS receiver 11. The reception information 373 at a predetermined period is recorded during the traveling of the train 10 by the on-vehicle device, and is acquired from the on-vehicle device and stored in the storage unit 37.

[0041] The acceleration transition acquisition unit 353 acquires the acceleration transition during traveling as an analog waveform based on the traveling speed at a predetermined period acquired by the traveling speed acquisition unit 351. In the present embodiment, the acceleration transition acquisition unit 353 first performs a smoothing process on the traveling speed at a predetermined period. Then, the acceleration transition acquisition unit 353 calculates the acceleration from the traveling speed at a predetermined period after the smoothing process to obtain the acceleration transition.

[0042] The discrimination unit 355 is a functional unit that performs discrimination processing. Based on the acceleration transition obtained by the acceleration transition acquisition unit 353, it discriminates whether the operation state of the train 10 is in the power running state, the coasting state, or the braking state. The discrimination unit 355 includes a correction unit 357 that performs correction processing and a waveform shaping unit 359 that performs waveform shaping processing. In the present embodiment, the discrimination unit 355 discriminates the power running state, the coasting state, and the braking state based on the three-stage quantized waveform shaped by the waveform shaping unit 359.

[0043] The correction unit 357 refers to the track gradient information 371, acquires and uses the track gradient at the running location to correct the acceleration transition of the analog waveform.

[0044] The waveform shaping unit 359 shapes the acceleration transition of the analog waveform after correction by the correction unit 357 into a multi-stage quantized waveform using a predetermined threshold condition. In the present embodiment, the waveform shaping unit 359 uses the acceleration determination threshold Ta and the deceleration determination threshold Tb as the threshold conditions to shape the corrected acceleration transition into a three-stage quantized waveform.

[0045] The storage unit 37 is realized by a storage medium such as an IC memory or a hard disk. The storage unit 37 stores in advance a program for operating the operation state estimation device 3 and realizing various functions of the operation state estimation device 3, data used during the execution of the program, etc., or temporarily stores them each time processing is performed.

[0046] In the present embodiment, the storage unit 37 stores the track gradient information 371 related to the running section of the train 10, the reception information 373 at a predetermined cycle received by the GNSS receiver 11 of the train 10 during the running of the train 10, and the operation state discrimination data 375. The operation state discrimination data 375 stores the data of the discrimination result of the operation state by the discrimination unit 355 (the transition of the estimated operation state during running).

[0047] [Processing flow] FIG. 13 is a flowchart showing the flow of the driving operation state estimation process. In the driving operation state estimation process, first, the traveling speed acquisition unit 351 acquires the traveling speed from the received information 373 at a predetermined cycle (step S11).

[0048] Subsequently, the acceleration transition acquisition unit 353 performs a smoothing process on the traveling speed at a predetermined cycle acquired in step S11 (step S13). Then, the acceleration transition acquisition unit 353 acquires the acceleration transition during traveling as an analog waveform based on the traveling speed after the smoothing process in step S13 (step S15).

[0049] Subsequently, the determination unit 355 performs a determination process to determine the driving operation state. That is, first, the correction unit 357 performs a correction process to acquire and use the track gradient for each traveling point from the track gradient information 371, and corrects the acceleration transition of the analog waveform acquired in step S15 (step S17).

[0050] Subsequently, the waveform shaping unit 359 performs a waveform shaping process to shape the acceleration transition after correction in step S17 into a multi-stage quantization waveform (step S19). In the present embodiment, the waveform shaping unit 359 performs shaping such that when the acceleration after correction exceeds the acceleration determination threshold Ta, it is "1", when it is less than the deceleration determination threshold Tb, it is "-1", and when it is equal to or greater than the deceleration determination threshold Tb and equal to or less than the acceleration determination threshold Ta, it is "0", and shapes the acceleration transition of the analog waveform into a three-stage quantization waveform. Then, the determination unit 355 determines the driving operation state of the train 10 during traveling, with the driving operation state when the stage is "1" being the power running state, the driving operation state when the stage is "0" being the coasting state, and the driving operation state when the stage is "-1" being the braking state (step S21).

[0051] As described above, according to the present embodiment, it is possible to acquire the acceleration transition during traveling by acquiring and using the received information at a predetermined cycle received by the GNSS receiver 11 during the traveling of the train 10 from the on-vehicle device. Then, it is possible to determine which of the power running state, coasting state, and braking state the driving operation state of the train is from the acquired acceleration transition.

[0052] Note that the applicable forms of the present invention are not limited to the above-described embodiments, and components can be added, omitted, or changed as appropriate.

[0053] [Modification Example 1] For example, a configuration may be adopted in which processing is performed on the quantized waveform obtained by the waveform shaping unit 359. FIG. 14 is a diagram for explaining the processing. In FIG. 14, the horizontal axis represents the elapsed time from the start of running, and the vertical axis represents the level of the quantized waveform ("1", "0", and "-1"). An example of the quantized waveform obtained by the (a) waveform shaping process (see step S19 in FIG. 13) and an example of the quantized waveform after the processing are shown. In FIG. 14(a), for comparison, the driving operation performed by the driver is indicated by a one-dot chain line.

[0054] In FIG. 14(a), the switching of the driving operation in a short time, such as the waveform portion P11 and the waveform portion P13 surrounded by the two-dot chain line, is not appropriate as a discrimination result, and it can be determined as a portion indicating an inappropriate switching of the driving operation. In the example of FIG. 14(a), as indicated by the one-dot chain line, the driving operation is not actually performed at the corresponding driving point.

[0055] Therefore, in the processing, the driving operation state estimation device 3 detects a waveform portion (for example, the waveform portion P11 and the waveform portion P13 in FIG. 14(a)) that satisfies a predetermined short-time change condition determined to be an inappropriate driving operation switching from the shaped quantized waveform obtained by the waveform shaping process. More specifically, a waveform portion is detected in which the time interval from when the level of the waveform changes from the first level to the second level until it changes back to the original first level satisfies the short-time change condition. The determination time length T1 determined as the short-time change condition may be set as appropriate. Then, as shown by being surrounded by the two-dot chain line in FIG. 14(b), the driving operation state estimation device 3 processes the extracted waveform portion into a continuous wave.

[0056] By executing the processing of this modification example, the waveform portion that satisfies the short-time change condition is no longer discriminated as a change in the driving operation state, so that the discrimination accuracy of the driving operation state can be improved.

[0057] [Modification Example 2] Also, in consideration of the influence of air resistance, the threshold condition used when shaping the acceleration transition of the analog waveform into a multi-stage quantization waveform may be variably set. For example, in the driving operation state estimation device 3, when the waveform shaping unit 359 performs the waveform shaping process in step S19 of FIG. 13, the acceleration determination threshold Ta and the deceleration determination threshold Tb illustrated in FIG. 4 and the like may be variably set based on the traveling speed at the traveling point and used for shaping.

[0058] Specifically, for the acceleration determination threshold Ta, for each traveling point, for example, an adjustment may be made to make it smaller as the traveling speed is faster within a range not less than "0", and the acceleration determination threshold Ta may be set. Also, for the deceleration determination threshold Tb, for each traveling point, for example, an adjustment may be made to make it larger as the traveling speed is faster within a range not exceeding "0", and the deceleration determination threshold Tb may be set.

[0059] [Modification Example 3] Also, in the above embodiment, an example of obtaining the acceleration transition of the analog waveform from the reception information by the GNSS receiver (more specifically, an example of calculating the acceleration from the traveling speed included in the reception information) has been described. In contrast, an inertial measurement device may be installed on the train 10, and the acceleration transition may be obtained based on the measurement information of the inertial measurement device. The inertial measurement device is a device that detects acceleration with an accelerometer and detects angular velocity with a gyroscope. In that case, during the running of the train 10, the on-vehicle device records the measurement information of the inertial measurement device. Then, the driving operation state estimation device 3 obtains the acceleration transition from the measurement information recorded by the on-vehicle device.

[0060] Further, it may be configured to calculate the running speed of the train based on the detection signal of the rotation detector and calculate the acceleration from the calculated running speed. The rotation detector is composed of a pulse generator, a tachogenerator, etc. that detect the rotation of the wheels or axles. In that case, during the running of the train 10, the on-vehicle device calculates and records the running speed from the detection signal of the rotation detector. Then, the driving operation state estimation device 3 calculates the acceleration from the running speed recorded by the on-vehicle device and obtains the acceleration trend.

[0061] [Modification Example 4] Further, in the above embodiment, an example of obtaining the track gradient at the running location by referring to the pre-prepared track gradient information 371 has been described. However, it is also possible to configure to obtain the change in altitude as the track gradient at the running location based on the position coordinates included in the received information.

[0062] Also, in the case of a configuration in which the inertial measurement device of Modification Example 3 is installed in the train 10, the track gradient may be obtained from the measurement information of the inertial measurement device. This can be realized by obtaining the gravitational acceleration and the pitch angle in the traveling direction based on the measurement information of the inertial measurement device and estimating the track gradient from the obtained gravitational acceleration and pitch angle.

Explanation of Reference Numerals

[0063] 3 Driving operation state estimation device, 31 Operation unit, 32 Display unit, 33 Communication unit, 35 Processing unit, 351 Running speed acquisition unit, 353 Acceleration trend acquisition unit, 355 Discrimination unit, 357 Correction unit, 359 Waveform shaping unit, 37 Storage unit, 371 Track gradient information, 373 Received information, 375 Driving operation state discrimination data, 1 Track, 10 Train, 11 GNSS receiver

Claims

1. An operation state estimation device for estimating the operation state of a train, comprising: an acceleration transition acquisition means for acquiring an acceleration transition during train travel as an analog waveform; a discrimination means for discriminating, based on the acceleration transition, which of a power running state, a coasting state, and a braking state the operation state is; and the discrimination means has a waveform shaping means for shaping the acceleration transition of the analog waveform into a multi-stage quantization waveform using a predetermined threshold condition, and performs the discrimination based on the quantization waveform. An operation state estimation device.

2. The waveform shaping means shapes the waveform into a three-stage quantization waveform as the multi-stage quantization waveform; processes a waveform portion that satisfies a predetermined short-time change condition determined to be an inappropriate operation switch in the shaped quantization waveform into a continuous wave; performs the discrimination based on the processed waveform; and The operation state estimation device according to claim 1.

3. The acceleration transition acquisition means acquires the acceleration transition based on reception information from a GNSS (Global Navigation Satellite System) receiver installed on the train or measurement information from an inertial measurement device installed on the train. The operation state estimation device according to claim 1 or 2.

4. further comprising a track gradient acquisition means for acquiring a track gradient at a running location; and the discrimination means has a correction means for correcting the acceleration transition of the analog waveform based on the track gradient; the waveform shaping means shapes the acceleration transition after correction by the correction means into the quantization waveform; The operation state estimation device according to claim 1 or 2.

5. The acceleration trend acquisition means performs smoothing processing on the traveling speed included in the reception information by a GNSS (Global Navigation Satellite System) receiver installed in the train, and acquires the acceleration trend based on the traveling speed after the smoothing processing. The driving operation state estimation device according to claim 1 or 2.

6. The discrimination means includes threshold condition setting means for variably setting the threshold condition based on the traveling speed. The driving operation state estimation device according to claim 5.

7. A driving operation state estimation method for estimating the driving operation state of a train, comprising: acquiring the acceleration trend during train running as an analog waveform; discriminating, based on the acceleration trend, which of a power running state, a coasting state, and a braking state the driving operation state is; and the discriminating is performed based on the quantization waveform obtained by shaping the acceleration trend of the analog waveform into a multi-stage quantization waveform using a predetermined threshold condition. Driving operation state estimation method.

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