CN113256064A - Device and method for analyzing driving behavior of subway driver - Google Patents

Device and method for analyzing driving behavior of subway driver Download PDF

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CN113256064A
CN113256064A CN202110433350.7A CN202110433350A CN113256064A CN 113256064 A CN113256064 A CN 113256064A CN 202110433350 A CN202110433350 A CN 202110433350A CN 113256064 A CN113256064 A CN 113256064A
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subway train
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石杰红
赵晨
张琼
方建华
许巧祥
宋跃均
马高峰
温克兵
仇培云
王克明
路小刚
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Abstract

The invention relates to a driving behavior analysis device and method for a subway driver, and belongs to the field of safe driving of subways. According to the invention, the three-axis axial acceleration, speed and angle of the x, y and z axes in the operation of the subway train are acquired, analyzed and calculated through the three-axis accelerometer, the speed measuring sensor and the angle sensor, and then the driving behavior of a subway driver is scored and evaluated by utilizing the analysis result, so that the driving behavior of the driver is improved and the subway operation safety is promoted.

Description

Device and method for analyzing driving behavior of subway driver
Technical Field
The invention relates to a driving behavior analysis device and method for a subway driver, and belongs to the field of safe driving of subways.
Background
An Automatic Train Control (ATC) system of a modern subway comprises an Automatic Train Operation device (ATO), an Automatic Train Protection (ATP) and an Automatic Train Supervision (ATS), wherein the ATO system regulates the speed of a Train by controlling Train traction and braking, so that the Train can run more stably, the Train can arrive at a station and stop more accurately, and the switching between the head and the tail can be completed more quickly to shorten the running time; the ATP system ensures a safe spacing distance between two trains by displaying signals so as to prevent vehicle collision (rear-end collision, head-on collision or side collision); the ATS system enables all on-line trains to keep a balanced distance by controlling the stay time of each train at a station and the running speed of each train in an interval, avoids congestion or large neutral positions between the trains, and has a scheduling function.
When the ATC system can be normally used, a subway driver can carry out traction and braking operation according to the indication on the driving panel, and the safe and efficient running of the train can be ensured. However, the ATC system controls the train speed by integrating various internal and external information with the signal system of the subway line network, so that when the signal system fails, the ATC system cannot normally operate, and the GPS system cannot normally operate. At this time, the driver is required to manually drive the train according to the indication information around the subway tunnel. In order to avoid safety accidents caused by insufficient driving skills due to lack of driving experience of a driver in an emergency situation, the driver can drive manually for a part of time to keep the driving skills of the driver. Therefore, when a subway driver drives manually, if the driving behavior of the driver can be analyzed and quantitatively evaluated and the result is fed back to the management layer and the driver, the driving behavior of the driver can be improved, and the running safety of the subway can be improved.
Disclosure of Invention
In order to solve the above problems, an object of the present invention is to provide a driving behavior analysis device and method for a subway driver, which can analyze and evaluate the driving behavior of the subway driver, thereby improving the driving behavior of the subway driver and promoting the driving safety of the subway.
The purpose of the invention is realized by the following technical scheme:
a subway driver driving behavior analysis apparatus, comprising:
the information acquisition module is used for acquiring speed information, acceleration information and head angle information of the subway train;
the information comparison and calculation module is used for calculating and analyzing the driving behavior of the subway driver by using the acquired information;
and the driving behavior evaluation module is used for evaluating the driving behavior obtained by the information comparison and calculation module.
Furthermore, the information acquisition module is respectively installed on two train heads of the subway train and comprises a triaxial accelerometer, a speed measurement sensor and an angle sensor.
A method for analyzing driving behaviors of subway drivers comprises the following steps:
acquiring the acceleration of the subway train in the three directions of the x axis, the y axis and the z axis, the speed of the subway train and the head angle of the subway train;
calculating and analyzing the driving behavior of the subway driver by using the acquired information:
1) the subway train starting stage:
respectively recording the static time t of the subway train1And y-axis axial acceleration AytiTime t of mutation to 02At Δ T1＝t2-t1Inner, real-time axial acceleration Ay of y axistiComparing with a y-axis axial acceleration threshold: if AytiGreater than AymaxWhen the subway train is in a rapid acceleration state,if AytiLess than AyminIf so, the starting acceleration of the subway train is too small;
2) the subway train is at the stage of uniform speed driving:
when the head angle beta of the subway train is not equal to 0, recording the time period from the beginning to the end of the head angle change as delta T2At Δ T2In real time, the axial acceleration Ax of the x axistiAnd x-axis axial acceleration threshold AxmaxAnd (3) comparison: if AxtiIs greater than AxmaxIf so, the subway train is in a sharp turning state;
3) the subway train entering deceleration stage:
respectively recording the y-axis axial acceleration of the subway train
Figure BDA0003032224310000021
Time t of first being different from 05And time t when the speed of the subway train is 06At Δ T3＝t6-t5Internal, real-time acceleration of the y-axis
Figure BDA0003032224310000022
Comparing with a y-axis axial acceleration threshold: if it is
Figure BDA0003032224310000023
Greater than AymaxThe subway train is in a rapid deceleration state, if so
Figure BDA0003032224310000024
Less than AyminIf the deceleration acceleration of the subway train is too small, the speed of the subway train is too low;
and evaluating the driving behavior of the subway driver.
Further, the calculation and analysis of the driving behavior of the subway driver by using the acquired information also comprises the analysis of the accurate arrival of the subway train.
Further, the accurate arrival analysis of the subway train comprises: the driver starts to decelerate from the indication position, wherein the distance from the indication position to the stopping point is K, and the axial acceleration Ay of the subway train y axis is obtained-One-to-one with the speed V of the subway train according to timeThe displacement X of the subway train from the beginning of deceleration to the complete stop is:
Figure BDA0003032224310000031
wherein, V1、V2…VnFor the speed of the subway train from the indication position to the stop position at different time points,
Figure BDA0003032224310000032
Figure BDA0003032224310000033
the method comprises the steps that the axial acceleration of the subway train from an indication position to a stopping point is in one-to-one correspondence with the speed of the subway train;
and when the absolute value K-X is less than or equal to the longitudinal distance difference threshold value, the subway train accurately enters the station.
Further, the evaluation of the driving behavior of the subway driver comprises the evaluation of the driving behavior of the subway driver in a scoring mode, wherein a rapid acceleration state and a starting acceleration are too small in a starting stage of the subway train, a rapid turning state in a constant-speed driving stage of the subway train, and a rapid deceleration state, a deceleration acceleration are too small and an accurate arrival stage of the subway train in a station entering and deceleration stage respectively occupy certain weights.
Further, the longitudinal distance difference threshold is 0.5 m.
The invention has the beneficial effects that:
the driving behavior analysis device for the subway driver is simple to install, the investment of the whole analysis device and method is low, the driving behavior of the subway driver can be analyzed, the driving behavior of the subway driver is improved in a scoring evaluation mode, and the driving safety of the subway is promoted.
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FIG. 1 is a schematic flow chart of a driving behavior analysis method for subway drivers according to the present invention;
FIG. 2 is a corresponding diagram of the axial acceleration and the speed of a y axis at the arrival deceleration stage of a subway train;
fig. 3 is a schematic diagram of the subway train accurate arrival.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
A subway driver driving behavior analysis apparatus, comprising:
and the information acquisition module is used for acquiring the speed information, the acceleration information and the head angle information of the subway train.
Because the driving mode of the subway train is power distribution type, namely, the driving motors are distributed in each carriage, the speed and the acceleration value of each carriage of the subway train have only slight difference. When the driving behaviors of subway drivers are analyzed and evaluated by utilizing the acceleration and the speed values of the subway trains, the differences can be ignored. The method comprises the following steps that a head and all carriages are regarded as a whole in the process of subway train advancing, and only a three-axis accelerometer is needed to be additionally arranged on the head of the subway train and is used for acquiring the acceleration of the subway train in three directions of an xyz axis; a speed measuring sensor is additionally arranged on the head of the subway train, and the speed of the subway train is acquired by the speed measuring sensor. The angle sensor is arranged for judging whether the subway is in a turning state, so that the angle sensor is only required to be arranged at the head of the subway train and the angle of the head of the subway train is obtained by utilizing the angle sensor.
In addition, the turning-around of the train after reaching the first station and the last station is completed through the turning-back, namely, the drivers' cabs are arranged at the two ends of the subway train, and the turning-around of the train on the line can be completed only by replacing the driving end. Therefore, the subway train is provided with two train heads, the three-axis accelerometer, the speed measuring sensor and the angle sensor are arranged on the two train heads, and only the numerical values of the three-axis accelerometer, the speed measuring sensor and the angle sensor which are used as the train heads of the driving ends are read when the driving behaviors are analyzed and evaluated.
Namely, the information acquisition modules are respectively installed on two train heads of the subway train and comprise a triaxial accelerometer, a speed measurement sensor and an angle sensor.
And the information comparison and calculation module is respectively connected with the information acquisition module and the driving behavior evaluation module, calculates and analyzes the driving behavior of the subway driver by using the acquired information, and is also used for storing the acquired information, the acceleration threshold value and the speed threshold value of the subway train and the distance from each station deceleration indication position of the subway line to a parking point.
And the driving behavior evaluation module is used for evaluating the driving behavior obtained by the information comparison and calculation module.
As a further improvement to this embodiment, the driving behavior evaluation module may evaluate the driving behavior of the subway driver obtained by the information comparison and calculation module by using the scored driving.
A method for analyzing driving behaviors of subway drivers comprises the following steps:
acquiring the acceleration of the subway train in the three directions of the x axis, the y axis and the z axis, the speed of the subway train and the head angle of the subway train;
calculating and analyzing the driving behavior of the subway driver by using the acquired information:
1) the subway train starting stage:
the starting stage of the subway train refers to the process that the subway train accelerates from a standstill to a basically stable speed. During the acceleration process of the subway, the y-axis axial acceleration Ay measured by the three-axis accelerometertiAy should be satisfied at any timeti∈[Aymin,Aymax]. If AytiGreater than AymaxAnd the subway train is in a rapid acceleration state, and the driver implements dangerous driving behaviors. If the subway train is started and stopped frequently, the acceleration is too low, the highest speed of the subway train is influenced, and the operation performance is damaged to a certain extent, so that if Ay is adoptedtiLess than AyminAnd the starting acceleration of the subway train is too small, and the driving behavior of the driver is not standard.
Respectively recording the static time t of the subway train1And y-axis axial acceleration AytiTime t of mutation to 02At Δ T1＝t2-t1Inner, real-time axial acceleration Ay of y axistiComparing with a y-axis axial acceleration threshold: if AytiGreater than AymaxIf the subway train is in a rapid acceleration state, the driver implements dangerous driving behaviors; if AytiLess than AyminAnd the starting acceleration of the subway train is too small, and the driving behavior of the driver is not standard.
2) The subway train is at the stage of uniform speed driving:
the constant-speed running stage of the subway train refers to a state that the speed of the subway train is basically kept unchanged, and at the moment, the subway train can run linearly or be in a turning process along with the change of the subway track. When the head angle beta measured by the angle sensor is equal to 0, the subway train is in a straight line running process; and when the locomotive angle beta measured by the angle sensor is not equal to 0, the subway train is in the turning process. Namely, the head angle information provided by the angle sensor can judge whether the subway train is in the turning process.
When the head angle beta of the subway train is not equal to 0, recording the time period from the beginning to the end of the head angle change as delta T2At Δ T2In real time, the axial acceleration Ax of the x axistiAnd x-axis axial acceleration threshold AxmaxAnd (3) comparison: if AxtiIs greater than AxmaxAnd the subway train is in a sharp turning state, and the driver implements dangerous driving behaviors.
3) The subway train entering deceleration stage:
the arrival deceleration stage of the subway train refers to a stage that the speed of the subway train is decelerated from a certain value to 0.
Respectively recording the y-axis axial acceleration of the subway train
Figure BDA0003032224310000051
Time t of first being different from 05And time t when the speed of the subway train is 06At Δ T3＝t6-t5Internal, real-time acceleration of the y-axis
Figure BDA0003032224310000052
And the y-axisComparing to an acceleration threshold: if it is
Figure BDA0003032224310000053
Greater than AymaxThe subway train is in a rapid deceleration state, if so
Figure BDA0003032224310000054
Less than AyminAnd the deceleration acceleration of the subway train is too small.
And evaluating the driving behavior of the subway driver.
The subway station-entering deceleration relates to the problem of accurate parking of a subway train, namely, after the subway train is parked, the subway door and the shielding door are aligned, and as shown in fig. 3, the error is generally required to be controlled within 0.3 m. Under the automatic driving state, proper traction force and braking force are applied by means of an ATO system and a transponder below a track through computer calculation, and the speed is continuously adjusted in the process of decelerating to enter a station, so that accurate parking is achieved. However, in a manual driving state, the speed reduction operation needs to be continuously carried out by depending on the experience of a driver to achieve the requirement of accurate parking, and a subway driver with higher driving level can realize manual driving, one target-to-target and man-vehicle integration. A service stop point (ssp) is arranged on a rail of the subway station, and the head edge of the subway station is infinitely close to the ssp when the subway station enters and parks. In a manual driving state, a driver starts to perform speed reduction operation when the edge of the train head reaches an indication position, and when a subway train arrives at a station and stops, the error of the longitudinal distance between the train door and the shield door is within a threshold range, namely the distance between the train head and the ssp is not more than the threshold. Therefore, during the deceleration approach phase, the y-axis axial acceleration is measured by the three-axis accelerometer except during the acceleration start phase
Figure BDA0003032224310000061
And satisfy
Figure BDA0003032224310000062
Besides, the longitudinal distance y between the front side edge of the vehicle head and the ssp is less than or equal to 0.5m, even less than or equal to 0.3 m.
As a further improvement to this embodiment, the calculation and analysis of the driving behavior of the subway driver using the acquired information also includes the analysis of the accurate arrival of the subway train.
The accurate arrival analysis of the subway train comprises the following steps: the driver starts to decelerate from the indication position, wherein the distance from the indication position to the stopping point is K, and the axial acceleration Ay of the subway train y axis is obtained-Corresponding to the speed V of the subway train one by one according to time, as shown in fig. 2, the displacement X of the subway train from beginning to slow down to complete stop is:
Figure BDA0003032224310000063
wherein, V1、V2…VnFor the speed of the subway train from the indication position to the stop position at different time points,
Figure BDA0003032224310000064
Figure BDA0003032224310000065
the method comprises the steps that the axial acceleration of the subway train from an indication position to a stopping point is in one-to-one correspondence with the speed of the subway train;
and when the absolute value K-X is less than or equal to the longitudinal distance difference threshold value, the subway train accurately enters the station.
As a further improvement of this embodiment, the driving behavior of the subway driver can be evaluated in a scoring manner, wherein the driving behavior of the subway driver is evaluated in a rapid acceleration state and a small starting acceleration in a starting stage of the subway train, in a rapid turning state in a constant-speed driving stage of the subway train, and in a rapid deceleration state, a small deceleration acceleration and a precise arrival stage of the subway train in a station-entering deceleration stage, certain weights are respectively occupied.
The full score is 100, because the driving experience and level of a subway driver are tested in accurate station-entering parking, a higher weight is given to accurate station-entering in the scoring rule, if accurate station-entering is not achieved in the driving process, the driver cannot reach the score, and the scoring standard is as shown in a table 1-1:
TABLE 1-1 scoring standards Table
Figure BDA0003032224310000071
And generating a driving behavior evaluation table of the driver according to the driving behavior of the driver and the scoring standard table, wherein the driving behavior evaluation table can help to improve the driving behavior of the driver and promote the subway operation safety.
The basic principle of the invention is that the triaxial axial acceleration, speed and angle of x, y and z axes in the operation of the subway train are collected, analyzed and calculated by a triaxial accelerometer, a speed measuring sensor and an angle sensor, and then the driving behavior of a subway driver is scored and evaluated by utilizing the analysis result.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (7)

1. A subway driver driving behavior analysis device, characterized by comprising:
the information acquisition module is used for acquiring speed information, acceleration information and head angle information of the subway train;
the information comparison and calculation module is used for calculating and analyzing the driving behavior of the subway driver by using the acquired information;
and the driving behavior evaluation module is used for evaluating the driving behavior obtained by the information comparison and calculation module.
2. The driving behavior analysis device of a subway driver as claimed in claim 1, wherein said information acquisition module is respectively installed on two car heads of the subway train, and comprises a three-axis accelerometer, a speed measurement sensor and an angle sensor.
3. A method for analyzing driving behavior of a subway driver is characterized by comprising the following steps:
acquiring the acceleration of the subway train in the three directions of the x axis, the y axis and the z axis, the speed of the subway train and the head angle of the subway train;
calculating and analyzing the driving behavior of the subway driver by using the acquired information:
1) the subway train starting stage:
respectively recording the static time t of the subway train1And y-axis axial acceleration AytiTime t of mutation to 02At Δ T1＝t2-t1Inner, real-time axial acceleration Ay of y axistiComparing with a y-axis axial acceleration threshold: if AytiGreater than AymaxIf Ay is reached, the subway train is in a rapid acceleration statetiLess than AyminIf so, the starting acceleration of the subway train is too small;
2) the subway train is at the stage of uniform speed driving:
when the head angle beta of the subway train is not equal to 0, recording the time period from the beginning to the end of the head angle change as delta T2At Δ T2In real time, the axial acceleration Ax of the x axistiAnd x-axis axial acceleration threshold AxmaxAnd (3) comparison: if AxtiIs greater than AxmaxIf so, the subway train is in a sharp turning state;
3) the subway train entering deceleration stage:
respectively recording the y-axis axial acceleration of the subway train
Figure FDA0003032224300000011
Time t of first being different from 05And time t when the speed of the subway train is 06At Δ T3＝6t5Within-t, real-time acceleration of the y-axis
Figure FDA0003032224300000012
Comparing with a y-axis axial acceleration threshold: if it is
Figure FDA0003032224300000013
Greater than AymaxThe subway train is in a rapid deceleration state, if so
Figure FDA0003032224300000014
Less than AyminIf the deceleration acceleration of the subway train is too small, the speed of the subway train is too low;
and evaluating the driving behavior of the subway driver.
4. The subway driver driving behavior analysis method as claimed in claim 1, wherein the calculation and analysis of the driving behavior of the subway driver using the obtained information further comprises analysis of an accurate arrival of a subway train.
5. The subway driver driving behavior analysis method according to claim 4, wherein said accurate inbound analysis of subway trains comprises: the driver starts to decelerate from the indication position, wherein the distance from the indication position to the stopping point is K, and the axial acceleration Ay of the subway train y axis is obtained-Corresponding to the speed V of the subway train one by one according to time, wherein the displacement X of the subway train from beginning to decelerate to completely stop is as follows:
Figure FDA0003032224300000021
wherein, V1、V2…VnFor the speed of the subway train from the indication position to the stop position at different time points,
Figure FDA0003032224300000022
the method comprises the steps that the axial acceleration of the subway train from an indication position to a stopping point is in one-to-one correspondence with the speed of the subway train;
and when the absolute value K-X is less than or equal to the longitudinal distance difference threshold value, the subway train accurately enters the station.
6. The subway driver driving behavior analysis method according to claim 4, wherein the evaluating of the subway driver driving behavior comprises evaluating the subway driver driving behavior in a scoring manner, wherein a rapid acceleration state and a too small starting acceleration in a starting stage of a subway train, a rapid turning state in a constant speed driving stage of the subway train, and a rapid deceleration state, a too small deceleration acceleration and an accurate arrival in a station entering and deceleration stage of the subway train respectively occupy certain weights.
7. The subway driver driving behavior analysis method as claimed in claim 5, wherein said threshold value of the difference of longitudinal distance is 0.5 m.
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CN110213548A (en) * 2019-07-01 2019-09-06 南京派光智慧感知信息技术有限公司 A kind of track train driving behavior comprehensive monitoring alarming method for power
CN110615001A (en) * 2019-09-27 2019-12-27 汉纳森（厦门）数据股份有限公司 Driving safety reminding method, device and medium based on CAN data
CN111131617A (en) * 2019-12-28 2020-05-08 长安大学 Driving behavior analysis and feedback method based on smart phone

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Application publication date: 20210813