FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]
TRAIN DRIVING ASSISTANCE APPARATUS AND TRAIN DRIVING
ASSISTANCE METHOD;
MITSUBISHI ELECTRIC CORPORATION, A CORPORATION
ORGANISED AND EXISTING UNDER THE LAWS OF JAPAN, WHOSE
ADDRESS IS 7-3, MARUNOUCHI 2-CHOME, CHIYODA-KU, TOKYO
1008310, JAPAN
THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE
INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED
2
DESCRIPTION
Field
[0001] The present disclosure relates to a train driving
5 assistance apparatus and a train driving assistance method
that present a driver with information which assists with
train driving operation.
Background
10 [0002] Conventionally, a driver who drives a train has
referred to a run curve or the like while driving the train
to grasp how the train should travel between stations.
However, there are cases where the driver may not be able
to drive the train as usual due to an accident, bad weather,
15 or another impact. Furthermore, the driver may not be able
to drive the train as usual due to poor physical health or
another issue. For such cases, a driving assistance
apparatus is under consideration to present the driver with
support information necessary for operation. Patent
20 Literature 1 discloses a driving assistance technique
according to which a determination based on driver behavior,
external conditions, and others is made as to whether or
not driving assistance is necessary for a driver of an
automobile, a train, or another vehicle, and support
25 information is generated using a past driving assistance
history.
Citation List
Patent Literature
30 [0003] Patent Literature 1: Japanese Patent Application
Laid-open No. 2010-205123
3
Summary of Invention
Problem to be solved by the Invention
[0004] However, the above conventional technique does
not consider characteristics of the driver. For example,
5 timing when the driving assistance is required, content of
the necessary driving assistance, and others conceivably
differ between an experienced driver and an inexperienced
driver such as a newcomer, even in cases where an impact
such as an accident or bad weather causes the train driver
10 to be unable to drive the train as usual. In other words,
driving assistance that is useful to the inexperienced
driver may be perceived as an annoyance by the experienced
driver. Conversely, driving assistance that is useful to
the experienced driver may be perceived as, for example,
15 late timed or insufficient content by the inexperienced
driver. As described, the drivers problematically perceive
even the same driving assistance content differently, with
some perceiving the driving assistance content to be
excessive and others perceiving the driving assistance
20 content to be insufficient.
[0005] The present disclosure has been made in view of
the above, and an object of the present disclosure is to
obtain a train driving assistance apparatus capable of
changing driving assistance for a train driver in
25 accordance with the driver.
Means to Solve the Problem
[0006] In order to solve the above-described problem and
achieve the object, a train driving assistance apparatus
30 according to the present disclosure includes: a driver
information identification unit to uniquely identify a
driver of a train; a driver behavior identification unit to
identify behavior of the driver on a basis of a physical
4
condition of the driver; a train information acquisition
unit to obtain train information indicating an operating
state of the train from a train information management
apparatus that controls the train and a device installed on
5 the train; a travel information acquisition unit to obtain
information on the train’s travel from a train operation
management apparatus; an external factor acquisition unit
to obtain information on an external factor that can be a
factor of a delay in operation of the train; a driving
10 situation discernment unit to discern a train driving
situation effected by the driver on a basis of information
obtained from the driver information identification unit,
the driver behavior identification unit, the train
information acquisition unit, the travel information
15 acquisition unit, and the external factor acquisition unit;
a driving history information storage unit to store
information obtained by the driving situation discernment
unit and the driving situation; an assistance control unit
to determine whether or not assistance is necessary for the
20 driver on a basis of information obtained by the driving
situation discernment unit and the driving situation and
determine assistance content that aligns with the driver
when the assistance is to be provided; and
an assistance determination history storage unit to store a
25 history of an assistance determination and the assistance
content.
Effect of the Invention
[0007] The train driving assistance apparatus according
30 to the present disclosure has an effect of changing driving
assistance for the train driver in accordance with the
driver.
5
Brief Description of Drawings
[0008] FIG. 1 is a diagram illustrating a configuration
example of a train driving assistance apparatus according
to a first embodiment.
5 FIG. 2 is a diagram illustrating an example of
information stored in a driving history information storage
unit of the train driving assistance apparatus according to
the first embodiment.
FIG. 3 is a flowchart illustrating a process of
10 determining events that trigger assistance in an assistance
control unit of the train driving assistance apparatus
according to the first embodiment.
FIG. 4 is a flowchart illustrating an assistance
determination process in the assistance control unit of the
15 train driving assistance apparatus according to the first
embodiment.
FIG. 5 is a flowchart illustrating an assistance
content determination process in the assistance control
unit of the train driving assistance apparatus according to
20 the first embodiment.
FIG. 6 is a diagram illustrating an example of
information stored in an assistance determination history
storage unit of the train driving assistance apparatus
according to the first embodiment.
25 FIG. 7 is a diagram illustrating a configuration
example of processing circuitry that is implemented with a
processor and a memory to serve as processing circuitry of
the train driving assistance apparatus according to the
first embodiment.
30 FIG. 8 is a diagram illustrating a configuration
example of processing circuitry that is configured as
dedicated hardware to serve as the processing circuitry of
the train driving assistance apparatus according to the
6
first embodiment.
FIG. 9 is a flowchart illustrating a process in which
an assistance control unit of a train driving assistance
apparatus according to a second embodiment determines
5 whether or not to perform the event determination process.
Description of Embodiments
[0009] With reference to the drawings, a detailed
description is hereinafter provided of train driving
10 assistance apparatuses and train driving assistance methods
according to embodiments of the present disclosure.
[0010] First Embodiment.
FIG. 1 is a diagram illustrating a configuration
example of a train driving assistance apparatus 10
15 according to a first embodiment. The train driving
assistance apparatus 10 is an apparatus that provides a
driver 20 who drives a train not illustrated with driving
assistance in accordance with a driving situation of the
driver 20. The train driving assistance apparatus 10 is
20 assumed to be installed on the train that the driver 20
drives. The train driving assistance apparatus 10 includes
a driver information identification unit 11, a driver
behavior identification unit 12, a train information
acquisition unit 13, a travel information acquisition unit
25 14, an external factor acquisition unit 15, a driving
situation discernment unit 16, a driving history
information storage unit 17, an assistance control unit 18,
and an assistance determination history storage unit 19.
[0011] The driver information identification unit 11
30 uniquely identifies the train driver 20. For example, the
driver information identification unit 11 obtains
information on the train driver 20 by a method such as
receiving staff identifier (ID) specific to the driver 20
7
from the driver 20, reading a card with registered
information on the driver 20, or face authentication, thus
uniquely identifying the driver 20. The driver information
identification unit 11 outputs the obtained information on
5 the driver 20 to the driving situation discernment unit 16
as driver information.
[0012] The driver behavior identification unit 12
identifies behavior of the driver 20 on the basis of
physical conditions of the driver 20. For example, the
10 driver behavior identification unit 12 obtains the various
physical conditions of the driver 20, such as information
indicating whether or not a monitor screen in a driver’s
cab of the train is in a line of sight of the driver 20,
body movement–based information indicating whether or not
15 the driver 20 is performing pointing and calling, and a
complexion and a facial expression of the driver 20 that
are obtained from footage of the driver 20. On the basis
of the obtained physical conditions of the driver 20, the
driver behavior identification unit 12 ascertains, for
20 example, whether or not the driver 20 is in good physical
health and whether or not the driver 20 has distracted
concentration, thus identifying the behavior of the driver
20. The driver behavior identification unit 12 outputs
information on the identified behavior of the driver 20 to
25 the driving situation discernment unit 16 as driver
behavior information.
[0013] The train information acquisition unit 13 obtains
train information indicating an operating state of the
train from a train information management apparatus 30 that
30 controls the train and devices installed on the train. The
train information management apparatus 30 is an apparatus
installed on the train. The train information includes,
for example, information on a state of brakes installed on
8
the train and information on a current speed of the train,
among others. The train information acquisition unit 13
outputs the obtained train information to the driving
situation discernment unit 16.
5 [0014] The travel information acquisition unit 14
obtains information on the train's travel from a train
operation management apparatus not illustrated. The train
operation management apparatus is installed on the ground
or in another location and grasps current positions,
10 current speeds, and others of plural trains in managing
operation of each of the trains. The travel information
acquisition unit 14 obtains information on the current
position of the train, information indicating whether or
not the operation is regular, information indicating
15 whether or not a schedule disruption has occurred,
information indicating whether or not the operation is
outside the norm due to a manual route change, and other
information as the travel information from the train
operation management apparatus. The travel information
20 that the travel information acquisition unit 14 obtains
from the train operation management apparatus may include
information on an ideal run curve for the train. The
travel information acquisition unit 14 outputs the obtained
travel information to the driving situation discernment
25 unit 16.
[0015] The external factor acquisition unit 15 obtains
information on any external factors that can be factors of
delays in the operation of the train. The external factors
that can be the factors of delays in train operation
30 include, for example, bad weather and a train accident,
among others. Therefore, the external factor acquisition
unit 15 obtains weather information such as current weather
and a weather forecast, information on accident occurrence
9
conditions, and other information. The external factor
acquisition unit 15 is capable of obtaining the information
on the accident occurrence conditions from the abovementioned train operation management apparatus. The
5 external factor acquisition unit 15 may obtain the weather
information directly via the Internet or the like or
indirectly through the above-mentioned train operation
management apparatus. The external factor acquisition unit
15 outputs the obtained information on the external factors
10 to the driving situation discernment unit 16 as external
factor information.
[0016] The driving situation discernment unit 16
discerns a train driving situation effected by the driver
20 on the basis of information obtained from the driver
15 information identification unit 11, the driver behavior
identification unit 12, the train information acquisition
unit 13, the travel information acquisition unit 14, and
the external factor acquisition unit 15. The driving
situation discernment unit 16 obtains the driver
20 information from the driver information identification unit
11, the driver behavior information from the driver
behavior identification unit 12, the train information from
the train information acquisition unit 13, the travel
information from the travel information acquisition unit 14,
25 and the external factor information from the external
factor acquisition unit 15. Using the obtained information,
the driving situation discernment unit 16 discerns a run
curve that represents an actual train driving state
effected by the driver 20 as the driving situation. The
30 run curve that represents the actual train driving state
effected by the driver 20, if included in the train
information or the travel information, may be used as is by
the driving situation discernment unit 16. The driving
10
situation discernment unit 16 stores the obtained variety
of information and the discerned driving situation in the
driving history information storage unit 17.
[0017] The driving history information storage unit 17
5 stores the information obtained by the driving situation
discernment unit 16 and the driving situation. FIG. 2 is a
diagram illustrating an example of information stored in
the driving history information storage unit 17 of the
train driving assistance apparatus 10 according to the
10 first embodiment. For example, the driving history
information storage unit 17 stores the driving situation
discerned by the driving situation discernment unit 16 in
the form of the run curve and stores the variety of
information obtained by the driving situation discernment
15 unit 16 as driving history information. In the example of
FIG. 2, for the driving history information, the driving
history information storage unit 17 stores items including
“driver 20”, “date and time of driving”, “driving
situation”, “time taken”, “travel information”, and
20 “external factor” but may further store other items. A
storage format illustrated in FIG. 2 is one example. The
driving history information storage unit 17 may use another
storage format for storage. For example, the driving
history information storage unit 17 may store the driving
25 situation discerned by the driving situation discernment
unit 16 in a tabular format based on distances indicating
positions of the train between stations and speeds of the
train.
[0018] The assistance control unit 18 determines whether
30 or not assistance is necessary for the driver 20 on the
basis of the information obtained by the driving situation
discernment unit 16 and the driving situation discerned by
the driving situation discernment unit 16. When the
11
assistance is to be provided, the assistance control unit
18 determines assistance content that aligns with the
driver 20. As illustrated in FIG. 1, the assistance
control unit 18 includes an assistance determination unit
5 181, an assistance content determination unit 182, a
support information output unit 183, and a response input
unit 184.
[0019] The assistance determination unit 181 determines
whether or not the assistance is necessary on the basis of
10 the information obtained by the driving situation
discernment unit 16 and the driving situation. A detailed
description of how the assistance determination unit 181
operates is provided later.
[0020] When the assistance determination unit 181 has
15 determined that the assistance be provided, the assistance
content determination unit 182 determines the assistance
content. The assistance content determination unit 182
determines the assistance content on the basis of
determination status in which the assistance determination
20 unit 181 has made the determination to provide the
assistance, thus controlling the assistance for the driver
20. A detailed description of how the assistance content
determination unit 182 operates is provided later.
[0021] The support information output unit 183 presents
25 the driver 20 with the assistance content based on the
control of the assistance content determination unit 182.
For example, the support information output unit 183
presents the assistance content with use of a monitor (not
illustrated) or the like when text, images, and other
30 visuals are used in assisting the driver 20 with the
driving. When audio is used in assisting the driver 20
with the driving, the support information output unit 183
presents the assistance content with use of a speaker (not
12
illustrated) or the like.
[0022] The response input unit 184 receives a response
to the assistance content presented by the support
information output unit 183 from the driver 20. For
5 example, the response input unit 184 may receive, from the
driver 20, the response using a switch, a touch panel, or
another device, or a voice response using a microphone or
the like. The response input unit 184 outputs, to the
assistance content determination unit 182, the response
10 received from the driver 20 to the assistance content.
[0023] The assistance control unit 18 stores, in the
assistance determination history storage unit 19, a history
of assistance determinations as well as assistance contents
used when assisting the driver 20.
15 [0024] The assistance determination history storage unit
19 stores the history of assistance determinations made by
the assistance control unit 18 and the assistance contents
that the assistance control unit 18 has used when assisting
the driver 20.
20 [0025] A detailed description is provided next of
operations that the assistance control unit 18 performs to
assist the driver 20. FIG. 3 is a flowchart illustrating a
process of determining events that trigger assistance in
the assistance control unit 18 of the train driving
25 assistance apparatus 10 according to the first embodiment.
[0026] The assistance determination unit 181 of the
assistance control unit 18, obtains the variety of
information obtained by the driving situation discernment
unit 16 and the driving situation discerned by the driving
30 situation discernment unit 16 (step S101). The assistance
determination unit 181 may obtain the variety of
information and the driving situation from the driving
situation discernment unit 16 or the driving history
13
information storage unit 17. The assistance determination
unit 181 determines whether or not any event warranting
forced assistance has occurred (step S102).
[0027] There are plural conceivable events that each
5 warrant forced assistance. For example, the assistance
determination unit 181 determines that the event warranting
the forced assistance has occurred when for at least one of
items including a deviation between the ideal run curve and
a current train run curve, a deviation between a speed
10 limit and a current train speed, a deviation between
scheduled passing time and actual passing time at a certain
point, and a deviation between scheduled remaining time and
actual remaining time in relation to remaining distance to
a next station and scheduled arrival time at the next
15 station, a case where the deviation is greater than or
equal to a second threshold greater than a first threshold
applies. The first threshold is specified for each of the
items. If the assistance determination unit 181 determines
that the event warranting the forced assistance has
20 occurred (step S102: Yes), the assistance determination
unit 181 notifies the assistance content determination unit
182 that the assistance is to be provided. Furthermore,
the assistance determination unit 181 notifies the
assistance content determination unit 182 at this time that
25 its determination timing has been during the event
determination process and that the event warranting the
forced assistance has occurred. The assistance control
unit 18 proceeds to an assistance content determination
process that the assistance content determination unit 182
30 performs (step S103).
[0028] For each item, the second threshold is a
threshold that is used in the determination of events
considered as erroneous operations of the driver 20. For
14
each item, the first threshold is a threshold that is used
in determination of events that are less serious than the
events considered as the erroneous operation of the driver
20 and occur at points when the driving is usually within a
5 problem-free range. While the assistance determination
unit 181 determines that the event warranting the forced
assistance has occurred when the at least one of the abovementioned items is greater than or equal to the second
threshold, determining that the event warranting the forced
10 assistance has occurred is not limited to this method. For
example, the assistance determination unit 181 may
determine that the event warranting the forced assistance
has occurred when for plural items among the abovementioned items, the deviation is greater than a threshold
15 that is greater than the first threshold and less than the
second threshold.
[0029] If the assistance determination unit 181
determines that no event warranting forced assistance has
occurred (step S102: No), the assistance determination unit
20 181 determines whether or not any event warranting
assistance determination has occurred (step S104). The
event warranting the assistance determination occurs when,
for example, a case where the deviation is greater than or
equal to the first threshold specified for each item
25 applies for at least one of the items that include the
deviation between the ideal run curve and the current train
run curve, the deviation between the speed limit and the
current train speed, the deviation between the scheduled
passing time and the actual passing time at the certain
30 point, and the deviation between the scheduled remaining
time and the actual remaining time in relation to the
remaining distance to the next station and the scheduled
arrival time at the next station. If the assistance
15
determination unit 181 determines that the event warranting
the assistance determination has occurred (step S104: Yes),
the assistance determination unit 181 proceeds to an
assistance determination process (step S105).
5 [0030] If the assistance determination unit 181
determines that no event warranting assistance
determination has occurred (step S104: No), the assistance
determination unit 181 waits for a specified period (step
S106) and then returns to the operation of step S101. The
10 assistance determination unit 181 repeats the flowchart
illustrated in FIG. 3 while the train is in operation.
[0031] In the present embodiment, the assistance
determination unit 181 first determines, as described
earlier, whether or not any event warranting forced
15 assistance has occurred (step S102) and then determines
whether or not any event warranting assistance
determination has occurred (step S104). Since the second
threshold, which is used in the determination of whether or
not the event warranting the forced assistance has occurred,
20 is greater than the first threshold, which is used in the
determination of whether or not the event warranting the
assistance determination has occurred, the assistance
determination unit 181 can usually determine whether or not
the event warranting the assistance determination has
25 occurred first. However, the event warranting the forced
assistance is more urgent when occurred. Therefore, if the
assistance determination unit 181 determines at the step
S102 stage that the event warranting the forced assistance
has occurred (step S102: Yes), the assistance control unit
30 18 immediately proceeds to the assistance content
determination process that is performed by the assistance
content determination unit 182 (step S103).
[0032] FIG. 4 is a flowchart illustrating the assistance
16
determination process in the assistance control unit 18 of
the train driving assistance apparatus 10 according to the
first embodiment.
[0033] The assistance determination unit 181 of the
5 assistance control unit 18 sets an initial value for a
determination value that is used in the determination of
whether or not assistance for the driver 20 is necessary
(step S201). For example, on the basis of the driver
information, the higher driving proficiency of the driver
10 20, as indicated by longer years of driving of the driver
20, more times the driver 20 has driven, and others, the
smaller the initial value is set by the assistance
determination unit 181. Furthermore, on the basis of the
travel information, the assistance determination unit 181
15 sets the initial value large if the operation is not
regular due to, for example, an accident occurring,
compared to when the operation is regular. Furthermore, on
the basis of the driving history information, the fewer
times the driver 20 has driven in a corresponding section
20 in the past and the fewer times the driver 20 has driven
during a corresponding period of time, the larger the
initial value is set by the assistance determination unit
181. Furthermore, the assistance determination unit 181
makes a search based on the history of assistance
25 determinations and the assistance contents that are stored
in the assistance determination history storage unit 19 to
ascertain whether or not any assistances triggered by
similar events have been provided in the past. If there is
no history of assistance determinations for the similar
30 events, the assistance determination unit 181 considers
that the event is to be dealt with for the first time and
sets the initial value larger. If there is a history of
assistance determinations for the similar events, the
17
assistance determination unit 181 considers that the event
is not to be dealt with for the first time and sets the
initial value small compared to when there is no history of
assistance determinations for the similar events.
5 Furthermore, the assistance determination unit 181 sets the
initial value large if the weather is different from usual
as the external factor, such as in cases of a heavy rain, a
strong wind, and another bad weather condition, compared to
when the weather is normal. For example, the more rainfall
10 and the higher the wind speed, the larger the initial value
is set. The assistance determination unit 181 may set the
initial value on the basis of contents further discernible
from the variety of information. As described, the more
unfavorable the train driving–related conditions are for
15 the driver 20, the larger the initial value is set by the
assistance determination unit 181. The train driving–
related conditions that are unfavorable for the driver 20
refer to situations in which the train is easily delayed
and where recovery by the driver 20 from the delay is not
20 easy when the train is delayed. The train driving–related
conditions that are unfavorable for the driver 20
specifically refer to cases where the driver 20 has lower
proficiency indicated by fewer years of driving experience
of the driver 20, fewer times the driver 20 has driven, and
25 others, cases where the operation is not regular due to,
for example, the accident occurring, cases where the driver
20 has driven fewer times in the corresponding section and
has driven fewer times during the corresponding period of
time, cases where driver 20 has not received in the past
30 any assistances triggered by the similar events, and the
cases of the bad weather conditions such as the heavy rain
and the strong wind, among others. An example of a
determination criterion includes driving experience of five
18
years or less, 100 times or less of driving, a rainfall of
at least 20 mm/hour, and a strong wind with a wind speed of
at least 14 m/s, among others.
[0034] If at the point when the initial value has been
5 set for the determination value, the initial value is
greater than or equal to the determination criterion that
is used in providing assistance (step S202: Yes), the
assistance determination unit 181 notifies the assistance
content determination unit 182 that the assistance is to be
10 provided. Furthermore, the assistance determination unit
181 notifies the assistance content determination unit 182
at this time that its determination timing has been during
the assistance determination process and that the
assistance determination unit 181 has not undergone an
15 assistance timing determination loop. The assistance
timing determination loop is a loop including operations of
steps S204 to S208 that are described later. The
assistance control unit 18 proceeds to the assistance
content determination process that the assistance content
20 determination unit 182 performs (step S203).
[0035] If at the point when the initial value has been
set for the determination value, the initial value is less
than the determination criterion, which is used in
providing assistance (step S202: No), the assistance
25 determination unit 181 enters the assistance timing
determination loop to wait for a specified period (step
S204) and then determines whether or not any event
warranting forced assistance has occurred (step S205). The
operation of step S205 is identical to the above-described
30 operation of step S102 in the flowchart illustrated in FIG.
3. If the assistance determination unit 181 determines
that the event warranting the forced assistance has
occurred (step S205: Yes), the assistance determination
19
unit 181 exits the assistance timing determination loop and
notifies the assistance content determination unit 182 that
the assistance is to be provided. Furthermore, the
assistance determination unit 181 notifies the assistance
5 content determination unit 182 at this time that its
determination timing has been during the assistance
determination process and that the assistance determination
unit 181 has undergone the assistance timing determination
loop. The assistance control unit 18 proceeds to the
10 assistance content determination process that the
assistance content determination unit 182 performs (step
S203).
[0036] If the assistance determination unit 181
determines that no event warranting forced assistance has
15 occurred (step S205: No), the assistance determination unit
181 recomputes the determination value (step S206). If the
driving situation has deteriorated as progress status of
the event used in the determination of the forced
assistance or the assistance determination, the
20 determination value becomes greater as a result of the
determination value recomputation by the assistance
determination unit 181. If the driving situation has
improved, the assistance determination unit 181 does not
change the determination value. For example, the
25 assistance determination unit 181 considers that the train
driving situation has deteriorated and thus increases the
determination value when there is a further deviation, for
example, between a current train run curve and the ideal
run curve, between a current train speed and the speed
30 limit, between passing time and scheduled passing time at a
certain point, or between remaining time and scheduled
remaining time until the next station. For example, the
assistance determination unit 181 considers that the train
20
driving situation has shown a tendency to improve and thus
does not change the determination value when the current
train run curve has approached the ideal run curve, when
the current train speed has approached the speed limit,
5 when the passing time at the certain point has approached
the scheduled passing time, or when the remaining time
until the next station has approached the scheduled
remaining time.
[0037] The assistance determination unit 181 may
10 determine the physical conditions of the driver 20 on the
basis of the driver behavior information and increase the
determination value if any of the inferred physical
conditions is not good. For example, the assistance
determination unit 181 infers that the driver 20 is not in
15 good physical condition when the driver 20 is not in a
stable posture, shows a prolonged eye closure during
blinking, or does not focus on the driving because of the
eyes of the driver 20 not looking ahead. The assistance
determination unit 181 may increase the determination value
20 if there is a sudden change in any of the external factors
on the basis of the external factor information. For
example, the assistance determination unit 181 increases
the determination value when there is a rapid increase in
the rainfall or a rapid increase in the wind speed. As
25 described, with the determination value less than the
determination criterion, the assistance determination unit
181 proceeds to recompute the determination value after the
specified lapse of time if no event warranting forced
assistance has occurred.
30 [0038] If after the determination value recomputation,
the determination value is greater than or equal to the
determination criterion, which is used in providing
assistance (step S207: Yes), the assistance determination
21
unit 181 exits the assistance timing determination loop and
notifies the assistance content determination unit 182 that
the assistance is to be provided. Furthermore, the
assistance determination unit 181 notifies the assistance
5 content determination unit 182 at this time that its
determination timing has been during the assistance
determination process and that the assistance determination
unit 181 has undergone the assistance timing determination
loop, along with providing information on the deviations
10 and information on the initial value. The assistance
control unit 18 proceeds to the assistance content
determination process that the assistance content
determination unit 182 performs (step S203).
[0039] If the determination value is less than the
15 determination criterion, which is used in providing
assistance (step S207: No), the assistance determination
unit 181 determines whether or not the event that has
warranted the assistance determination is in progress (step
S208). The operation of step S208 is similar to the above20 described operation of step S104 in the flowchart
illustrated in FIG. 3. If the event that has warranted the
assistance determination is in progress (step S208: Yes),
the assistance determination unit 181 returns to the
operation of step S204. If the event that has warranted
25 the assistance determination is not in progress (step S208:
No), the assistance determination unit 181 ends the
assistance timing determination loop and returns to the
event determination process illustrated in FIG. 3 (step
S209). For example, the assistance determination unit 181
30 determines that the event that has warranted the assistance
determination is not in progress when a case where the
deviation is less than the first threshold applies for all
of the above-mentioned items, such as when the current
22
train run curve has approached the ideal run curve, when
the current train speed has approached the speed limit,
when the passing time at the certain point has approached
the scheduled passing time, or when the remaining time
5 until the next station has approached the scheduled
remaining time.
[0040] As described, when the deviation is greater than
or equal to the first specified threshold for the at least
one of the items, which include the deviation between the
10 ideal run curve and the current train run curve, the
deviation between the speed limit and the current train
speed, the deviation between the scheduled passing time and
the actual passing time at the certain point, and the
deviation between the scheduled remaining time and the
15 actual remaining time in relation to the remaining distance
to the next station and the scheduled arrival time at the
next station, and when the deviation is greater than or
equal to the second threshold greater than the first
threshold for any of the above items, the assistance
20 determination unit 181 considers that the event warranting
the forced assistance has occurred and notifies the
assistance content determination unit 182 that the
assistance is to be provided. When the deviation is
greater than or equal to the first threshold and less than
25 the second threshold for any of the above items, the
assistance determination unit 181 sets the initial value
for the determination value, which is used in the
determination of whether or not assistance is necessary,
and notifies the assistance content determination unit 182
30 that the assistance is to be provided if the determination
value is greater than or equal to the specified
determination criterion.
[0041] FIG. 5 is a flowchart illustrating the assistance
23
content determination process in the assistance control
unit 18 of the train driving assistance apparatus 10
according to the first embodiment. When notified by the
assistance determination unit 181 that the assistance is to
5 be provided, the assistance content determination unit 182
of the assistance control unit 18 starts the assistance
content determination process illustrated in FIG. 5.
[0042] The assistance content determination unit 182
determines whether or not the assistance timing
10 determination loop has been undergone (step S301). The
assistance content determination unit 182 can determine
whether or not the assistance timing determination loop has
been undergone on the basis of the contents of the
notification from the assistance determination unit 181.
15 If the assistance timing determination loop has not been
undergone (step S301: No), the assistance content
determination unit 182 determines whether or not the event
warranting the forced assistance has occurred (step S302).
The assistance content determination unit 182 can determine
20 whether or not the event warranting the forced assistance
has occurred on the basis of the contents of the
notification from the assistance determination unit 181.
If the event warranting the forced assistance has occurred
(step S302: Yes), the assistance content determination unit
25 182 selects support information with a highest level of
compulsion as the assistance content (step S303). If no
event warranting forced assistance has occurred (step S302:
No), the assistance content determination unit 182 selects
soft support information with a lowest level of compulsion
30 as the assistance content (step S304). The level of
compulsion indicates how urgent the support information is,
with the higher level indicating greater urgency.
[0043] The case where the assistance timing
24
determination loop has not been undergone (step S301: No)
refers to the case (step S102: Yes) where the assistance
determination unit 181 determines in the event
determination process that the event warrants the forced
5 assistance or the case (step S202: Yes) where the
assistance determination unit 181 determines at the initial
value stage of the assistance determination process that
the assistance be provided. In the case of step S102: Yes,
the urgency is higher, so the assistance content
10 determination unit 182 selects the support information with
the highest level of compulsion as the assistance content.
In the case of step S202: Yes, the urgency is assumed to be
lower, with the initial value being higher such as in the
case of the driver 20 having the lower proficiency, the
15 case where the operation is not regular, or the case of the
bad weather as the external factor. Therefore, the
assistance content determination unit 182 selects the soft
support information as the assistance content.
[0044] If the assistance timing determination loop has
20 been undergone (step S301: Yes), the assistance content
determination unit 182 determines whether or not the event
warranting the forced assistance has occurred (step S305).
The operation of step S305 is identical to the abovedescribed operation of step S302. If the event warranting
25 the forced assistance has occurred (step S305: Yes), the
assistance content determination unit 182 selects support
information with a second-highest level of compulsion as
the assistance content (step S306). As described, when the
assistance determination unit 181 has undergone the
30 assistance timing determination loop and determined that
the event warranting the forced assistance has occurred,
the assistance content determination unit 182 determines
that the driving situation has deteriorated with no
25
improvements observed and selects the support information
with the second-highest level of compulsion.
[0045] If no event warranting forced assistance has
occurred (step S305: No), the assistance content
5 determination unit 182 determines, for at least one of the
items that have been in the determination by the assistance
determination unit 181, whether or not the deviation is
greater than or equal to a third threshold that is
specified to be greater than the first threshold and less
10 than the second threshold (step S307). In other words, the
assistance content determination unit 182 determines
whether or not the current event is at a point of not
warranting forced assistance but being close to warranting
the forced support. The assistance content determination
15 unit 182 can perform the step S307 determination by
obtaining the information on the deviations from the
assistance determination unit 181. If the event is close
to warranting the forced assistance, meaning that the
deviation is greater than or equal to the third threshold
20 (step S307: Yes), the assistance content determination unit
182 selects stronger support information as the assistance
content (step S308). As described, when the deviation is
greater than or equal to the third threshold, the
assistance content determination unit 182 selects the
25 stronger support information that comes next in compulsion
level after the support information with the second-highest
level of compulsion.
[0046] If the event is far from warranting the forced
assistance, meaning that the deviation is less than the
30 third threshold (step S307: No), the assistance content
determination unit 182 determines whether or not the
initial value set by the assistance determination unit 181
is greater than or equal to a specified value (step S309).
26
The specified value is a value smaller than the abovementioned determination criterion. The assistance content
determination unit 182 can perform the step S309
determination by obtaining the information on the initial
5 value from the assistance determination unit 181. If the
initial value is smaller, that is to say, less than the
specified value (step S309: No), the assistance content
determination unit 182 selects weaker support information
as the assistance content (step S310). As described, when
10 the initial value is less than the specified value, the
assistance content determination unit 182 selects the
weaker support information that comes next in compulsion
level after the stronger support information. In this way,
the larger the deviation, the more compulsory the
15 assistance content is made by the assistance content
determination unit 182. The assistance content
determination unit 182 may set plural thresholds as third
thresholds that are greater than the first threshold and
less than the second threshold, resulting in a more
20 detailed classification of support contents.
[0047] If the initial value is higher, that is to say,
greater than or equal to the specified value (step S309:
Yes), the assistance content determination unit 182 selects
the soft support information with the lowest level of
25 compulsion as the assistance content as in the case of step
S302: No (step S304).
[0048] Next, a description is provided of each support
information. When the assistance content determination
unit 182 has selected the soft support information as the
30 assistance content, the assistance content determination
unit 182 provides interactive assistance. For example, by
saying, “The distance to the next station is XX km, and the
remaining time is XX minutes. Shall I notify you at the
27
XX-km point next?”, the assistance content determination
unit 182 notifies the driver 20 of the support information
regarding content that triggers the event and asks the
driver 20 whether additional information is needed or not.
5 Since the assistance content determination unit 182 is not
yet at this point in a situation of cautioning the driver
20, the assistance content determination unit 182 uses the
wording limited to information presentation to provide the
assistance that makes it easy for the driver 20 to obtain
10 the information the driver 20 needs to make a driving
decision. When there is a response such as “Yes” or “No”
from the driver 20, the assistance content determination
unit 182 presents next support information based on the
response. The assistance content determination unit 182
15 gently provides the driver 20 with the information
necessary for appropriate driving, thus allowing for a
lightened mental burden on the driver 20. The soft support
information is intended for drivers 20 who are assumed to
have higher initial values set than an average driver 20.
20 In other words, the assistance content determination unit
182 does not select, for drivers 20 with initial values
less than the specified value, the soft support information
that is selectable as the assistance content for the
drivers 20 with the initial values greater than or equal to
25 the specified value.
[0049] When the assistance content determination unit
182 selects the weaker support information as the
assistance content, conceivable possibilities include a
deterioration in the physical conditions of the driver 20
30 and a worsening external factor such as worsening weather.
Therefore, the assistance content determination unit 182
notifies the driver 20 of information that should be
attended to for the event, such as “Approaching the speed
28
limit”. If the external factor is the case, the assistance
content determination unit 182 may use interactive
information such as “Shall I notify you if the wind speed
increases?” or “Shall I notify you of how many curves
5 remain?”
[0050] When the assistance content determination unit
182 selects the stronger support information as the
assistance content, the event that warrants the forced
assistance is assumed to be nearing. Therefore, in
10 addition to the above-mentioned weaker support information,
the assistance content determination unit 182 uses stronger
wording such as “Please be careful of the speed limit” or
“Please be mindful of the remaining time” to arouse
attention.
15 [0051] It is when the event warranting the forced
assistance has already been reached that the assistance
content determination unit 182 selects the support
information with the -highest level of compulsion as the
assistance content. Therefore, the assistance content
20 determination unit 182 notifies the driver 20 of support
information such as “The remaining time until the station
is decreasing” or “Please pay attention to the speed limit”
and also gives notice of explicit driving improvement
content, for example, by presenting the information on the
25 monitor in the driver’s cab. The assistance content
determination unit 182 may add wording that conveys urgency,
such as “Please respond promptly”.
[0052] It is when the urgency is highest that the
assistance content determination unit 182 selects the
30 support information with the highest level of compulsion as
the assistance content. Therefore, the assistance content
determination unit 182 promptly performs a louder audio
presentation of alert content with a combination of buzzer
29
notification, flashing display of monitor information, and
others. In the present embodiment, five levels of support
information compulsion are assumed, with the support
information with the highest level of compulsion, the
5 support information with the second-highest level of
compulsion, the stronger support information, the weaker
support information, and the soft support information in
order of decreasing compulsion, namely in order of
decreasing urgency. However, this is not limiting. There
10 may be four or fewer levels of support information
compulsion or six or more levels of support information
compulsion. These levels of support information compulsion
may be expressed, for example, by numerical values starting
from 1, with the urgency increasing with the increasing
15 numerical value. As for each support information in the
present embodiment, the support information with the
highest level of compulsion, the support information with
the second-highest level of compulsion, the stronger
support information, the weaker support information, and
20 the soft support information may also be expressed by the
support information with compulsion level 5, the support
information with compulsion level 4, the support
information with compulsion level 3, the support
information with compulsion level 2, and the support
25 information with compulsion level 1, respectively.
[0053] When the assistance determination unit 181 has
made the assistance determination, the assistance
determination unit 181 records the triggering event,
progress of the determination value from the occurrence of
30 the triggering event to the assistance, determination
contents, and others as assistance determination history
information. When the assistance content determination
unit 182 has provided the assistance as a result of the
30
assistance determination, the assistance content
determination unit 182 records its assistance timing, an
assistance level, the assistance content, and others as
assistance determination history information. When the
5 assistance content determination unit 182 has provided the
interactive assistance, the assistance content
determination unit 182 also records contents of a dialogue
with the driver 20. FIG. 6 is a diagram illustrating an
example of information stored in the assistance
10 determination history storage unit 19 of the train driving
assistance apparatus 10 according to the first embodiment.
Assistance determination periods may be stored in the
assistance determination history storage unit 19 to be
shown on the run curve, as illustrated in FIG. 6 or in a
15 tabular format based on the distances indicating the train
positions between the stations and the train speeds. For
the history of assistance determinations, the assistance
determination history storage unit 19 stores items
including “driver 20”, “date and time of driving”, “driving
20 situation”, “assistance determination period”, “event”,
“presence or absence of assistance”, “assistance timing”,
“assistance content”, and “presentation method” but may
further store other items. The assistance determination
unit 181 and the assistance content determination unit 182
25 may perform learning using the history of assistance
determinations stored in the assistance determination
history storage unit 19 and others and utilize a learned
result in various determinations.
[0054] Next, a description is provided of a hardware
30 configuration of the train driving assistance apparatus 10
according to the first embodiment. The driving history
information storage unit 17 and the assistance
determination history storage unit 19 of the train driving
31
assistance apparatus 10 serve as a memory. The driver
information identification unit 11, the driver behavior
identification unit 12, the train information acquisition
unit 13, the travel information acquisition unit 14, the
5 external factor acquisition unit 15, the driving situation
discernment unit 16, and the assistance control unit 18 are
implemented with processing circuitry. The processing
circuitry may include a memory that stores programs and a
processor that executes the programs stored in the memory
10 or may be dedicated hardware. The processing circuitry is
also referred to as control circuitry.
[0055] FIG. 7 is a diagram illustrating a configuration
example of processing circuitry 90 that is implemented with
a processor 91 and a memory 92 to serve as the processing
15 circuitry of the train driving assistance apparatus 10
according to the first embodiment. The processing
circuitry 90 illustrated in FIG. 7 is control circuitry and
includes the processor 91 and the memory 92. When the
processing circuitry 90 includes the processor 91 and the
20 memory 92, the functions of the processing circuitry 90 are
implemented with software, firmware, or a combination of
software and firmware. The software or the firmware is
described as programs and is stored in the memory 92. In
the processing circuitry 90, the processor 91 reads and
25 executes the programs stored in the memory 92 to implement
the functions. This means that the memory 92 is included
in the processing circuitry 90 to store the programs with
which the operations of the train driving assistance
apparatus 10 are eventually executed. These programs can
30 be said to be programs that cause the functions that the
processing circuitry 90 implements to be performed by the
train driving assistance apparatus 10. These programs may
be stored in a storage medium and provided or may be
32
provided by another means such as a communication medium.
[0056] The above programs can also be said to cause the
train driving assistance apparatus 10 to perform a driver
information identification step of uniquely identifying,
5 with the driver information identification unit 11, the
train driver 20; a driver behavior identification step of
identifying, with the driver behavior identification unit
12, the behavior of the driver 20 on the basis of the
physical conditions of the driver 20; a train information
10 acquisition step of obtaining, with the train information
acquisition unit 13, the train information indicating the
operating state of the train from the train information
management apparatus 30 that controls the train and the
devices installed on the train; a travel information
15 acquisition step of obtaining, with the travel information
acquisition unit 14, the information on the train's travel
from the train operation management apparatus; an external
factor acquisition step of obtaining, with the external
factor acquisition unit 15, the information on the external
20 factors that can be the factors of delays in the operation
of the train; a driving situation discernment step of
discerning, with the driving situation discernment unit 16,
the train driving situation effected by the driver 20 on
the basis of the information obtained from the driver
25 information identification unit 11, the driver behavior
identification unit 12, the train information acquisition
unit 13, the travel information acquisition unit 14, and
the external factor acquisition unit 15; and an assistance
control step of determining, with the assistance control
30 unit 18, whether or not the assistance is necessary for the
driver 20 on the basis of the information obtained by the
driving situation discernment unit 16 and the driving
situation and determining, with the assistance control unit
33
18, the assistance content that aligns with the driver 20
when the assistance is to be provided.
[0057] Here examples of the processor 91 include a
central processing unit (CPU), a processing unit, an
5 arithmetic unit, a microprocessor, a microcomputer, and a
digital signal processor (DSP), among others. Examples
that each correspond to the memory 92 include nonvolatile
or volatile semiconductor memories, such as a random-access
memory (RAM), a read-only memory (ROM), a flash memory, an
10 erasable programmable ROM (EPROM), and an electrically
EPROM (EEPROM) (registered trademark), a magnetic disk, a
flexible disk, an optical disk, a compact disk, a mini disk,
and a digital versatile disc (DVD), among others.
[0058] FIG. 8 is a diagram illustrating a configuration
15 example of processing circuitry 93 that is configured as
dedicated hardware to serve as the processing circuitry of
the train driving assistance apparatus 10 according to the
first embodiment. Examples that each correspond to the
processing circuitry 93 illustrated in FIG. 8 include a
20 single circuit, a composite circuit, a programmed processor,
a parallel programmed processor, an application-specific
integrated circuit (ASIC), a field-programmable gate array
(FPGA), and combinations of these. The processing
circuitry 93 may be realized partly by dedicated hardware
25 and partly by software or firmware. By including the
dedicated hardware, the software, the firmware or a
combination of these, the processing circuitry 93 is
capable of implementing the above functions.
[0059] According to the present embodiment described
30 above, the assistance control unit 18 of the train driving
assistance apparatus 10 is capable of changing, in
accordance with the driver 20, the timing of assistance to
be started and the assistance content on the basis of the
34
driver information, the driving situation, the history of
past assistance determinations, and others. Therefore, the
assistance control unit 18 can delay assistance when the
driver 20 with higher proficiency tries to recover from an
5 event such as a train delay, and if the driver 20 has
succeeded in the recovery, avoid presentation of the
assistance, thus preventing a situation that disturbs the
concentration of the driver 20. Furthermore, the
assistance control unit 18 can present support information
10 earlier to the driver 20 with little experience of driving
in an unfamiliar section. In cases where assistance is
provided, the more unfavorable the train driving–related
conditions are for the driver 20, the more compulsory the
assistance content that the assistance control unit 18
15 makes, in addition to timing the assistance to start
earlier. The assistance control unit 18 can prevent
assistance from being excessive or insufficient by
adjusting the assistance timing. The assistance control
unit 18 allows for a lightened mental burden on the driver
20 20 by changing the assistance content, the presentation
method, and others on the basis of the assistance
determination status.
[0060] While the assistance control unit 18 uses the
plural items, such as the deviation between the ideal run
25 curve and the current train run curve and the deviation
between the speed limit and the current train speed, in
determining whether or not to assist the driver 20, the
items to be used may be changed as appropriate. For
example, the assistance control unit 18 may take action,
30 such as unconditioning the deviation between the ideal run
curve and the current train run curve, in cases where the
train is significantly behind schedule due to an accident
or another reason but is driven smoothly for recovery to
35
the schedule.
[0061] Second Embodiment.
In the first embodiment, the train driving assistance
apparatus 10 repeats the event determination process
5 illustrated in FIG. 3 while the train is in operation. In
a second embodiment, a description is provided of a train
driving assistance apparatus 10 that establishes a period
during which the event determination process is not
performed.
10 [0062] The train driving assistance apparatus 10
according to the second embodiment has the same
configuration as the train driving assistance apparatus 10
according to the first embodiment that is illustrated in
FIG. 1. While a driver 20 can perform control such as
15 train speed adjustment through assistance from the train
driving assistance apparatus 10, what the driver 20 can do
is limited while a train is stationary at a location such
as a station. Therefore, the assistance control unit 18 of
the train driving assistance apparatus 10 may prevent
20 itself from performing the event determination process
illustrated in FIG. 3 when the train is stationary at the
location such as the station, even in operation. FIG. 9 is
a flowchart illustrating a process in which the assistance
control unit 18 of the train driving assistance apparatus
25 10 according to the second embodiment determines whether or
not to perform the event determination process. If the
train is in motion (step S401: Yes), the assistance control
unit 18 performs the event determination process
illustrated in FIG. 3 (step S402). Subsequent operations
30 of the train driving assistance apparatus 10 are the same
as those in the first embodiment. If the train is not in
motion, that is to say, stationary at the location such as
the station (step S401: No), the assistance control unit 18
36
does not perform the event determination process
illustrated in FIG. 3 (step S403).
[0063] While the assistance control unit 18 does not
perform the event determination process when the train is
5 stationary, the assistance control unit 18 may perform the
event determination process even when the train is
stationary if assisting the driver 20 is preferable even
when the train is stationary, such as in a case where poor
physical health of the driver 20 is inferred from the
10 driver behavior information or a case where a worsening
weather condition such as a localized torrential downpour
is expected.
[0064] According to the present embodiment described
above, the assistance control unit 18 may prevent itself
15 from performing the event determination process in the
situation where assistance for the driver 20 is unnecessary.
Thus the train driving assistance apparatus 10, which is an
apparatus installed on the train, can reduce processing
load that the train driving assistance apparatus 10 bears.
20 [0065] The above configurations illustrated in the
embodiments are illustrative, can be combined with other
techniques that are publicly known, and can be partly
omitted or changed without departing from the gist. The
embodiments can be combined with each other.
25
Reference Signs List
[0066] 10 train driving assistance apparatus; 11
driver information identification unit; 12 driver behavior
identification unit; 13 train information acquisition
30 unit; 14 travel information acquisition unit; 15 external
factor acquisition unit; 16 driving situation discernment
unit; 17 driving history information storage unit; 18
assistance control unit; 19 assistance determination
37
history storage unit; 20 driver; 30 train information
management apparatus; 181 assistance determination unit;
182 assistance content determination unit; 183 support
information output unit; 184 response input unit.

We Claim:
[Claim 1] A train driving assistance apparatus comprising:
a driver information identification unit to uniquely
5 identify a driver of a train;
a driver behavior identification unit to identify
behavior of the driver on a basis of a physical condition
of the driver;
a train information acquisition unit to obtain train
10 information indicating an operating state of the train from
a train information management apparatus that controls the
train and a device installed on the train;
a travel information acquisition unit to obtain
information on the train’s travel from a train operation
15 management apparatus;
an external factor acquisition unit to obtain
information on an external factor that can be a factor of a
delay in operation of the train;
a driving situation discernment unit to discern a
20 train driving situation effected by the driver on a basis
of information obtained from the driver information
identification unit, the driver behavior identification
unit, the train information acquisition unit, the travel
information acquisition unit, and the external factor
25 acquisition unit;
a driving history information storage unit to store
information obtained by the driving situation discernment
unit and the driving situation;
an assistance control unit to determine whether or not
30 assistance is necessary for the driver on a basis of
information obtained by the driving situation discernment
unit and the driving situation and determine assistance
content that aligns with the driver when the assistance is
39
to be provided; and
an assistance determination history storage unit to
store a history of an assistance determination and the
assistance content.
5
[Claim 2] The train driving assistance apparatus according
to claim 1, wherein
the more unfavorable a train driving–related condition
is for the driver, the more compulsory the assistance
10 content that the assistance control unit makes, in addition
to timing the assistance to start earlier, in providing the
assistance.
[Claim 3] The train driving assistance apparatus according
15 to claim 1 or 2, wherein
the assistance control unit includes
an assistance determination unit to determine whether
or not the assistance is necessary on the basis of
information obtained by the driving situation discernment
20 unit and the driving situation and
an assistance content determination unit to determine
the assistance content when the assistance determination
unit has determined that the assistance be provided.
25 [Claim 4] The train driving assistance apparatus according
to claim 3, wherein
when for at least one of items including a deviation
between an ideal run curve and a current train run curve, a
deviation between a speed limit and a current train speed,
30 a deviation between scheduled passing time and actual
passing time at a certain point, and a deviation between
scheduled remaining time and actual remaining time in
relation to remaining distance to a next station and
40
scheduled arrival time at the next station, the deviation
is greater than or equal to a first threshold that is
specified, and when the deviation is greater than or equal
to a second threshold greater than the first threshold for
5 any of the items, the assistance determination unit
notifies the assistance content determination unit that the
assistance is to be provided, and when the deviation is
greater than or equal to the first threshold and less than
the second threshold for any of the items, the assistance
10 determination unit sets an initial value for a
determination value that is used in determination of
whether or not the assistance is necessary and notifies the
assistance content determination unit that the assistance
is to be provided if the determination value is greater
15 than or equal to a determination criterion that is
specified.
[Claim 5] The train driving assistance apparatus according
to claim 4, wherein
20 the more unfavorable a train driving–related condition
is for the driver, the larger the initial value is set by
the assistance determination unit.
[Claim 6] The train driving assistance apparatus according
25 to claim 4 or 5, wherein
with the determination value less than the
determination criterion, the assistance determination unit
recomputes the determination value after a specified lapse
of time.
30
[Claim 7] The train driving assistance apparatus according
to any one of claims 4 to 6, wherein
the larger the deviation, the more compulsory the
41
assistance content is made by the assistance content
determination unit.
[Claim 8] The train driving assistance apparatus according
5 to any one of claims 4 to 7, wherein
the assistance content determination unit does not
select, for the driver with the initial value less than a
specified value, the assistance content that is selectable
for the driver with the initial value greater than or equal
10 to a specified value.
[Claim 9] A train driving assistance method comprising:
a driver information identification step of uniquely
identifying, by a driver information identification unit, a
15 driver of a train;
a driver behavior identification step of identifying,
by a driver behavior identification unit, behavior of the
driver on a basis of a physical condition of the driver;
a train information acquisition step of obtaining, by
20 a train information acquisition unit, train information
indicating an operating state of the train from a train
information management apparatus that controls the train
and a device installed on the train;
a travel information acquisition step of obtaining, by
25 a travel information acquisition unit, information on the
train’s travel from a train operation management apparatus;
an external factor acquisition step of obtaining, by
an external factor acquisition unit, information on an
external factor that can be a factor of a delay in
30 operation of the train;
a driving situation discernment step of discerning, by
a driving situation discernment unit, a train driving
situation effected by the driver on a basis of information
42
obtained from the driver information identification unit,
the driver behavior identification unit, the train
information acquisition unit, the travel information
acquisition unit, and the external factor acquisition unit;
5 and
an assistance control step of determining, by an
assistance control unit, whether or not assistance is
necessary for the driver on a basis of information obtained
by the driving situation discernment unit and the driving
10 situation and determining, by the assistance control unit,
assistance content that aligns with the driver when the
assistance is to be provided.
[Claim 10] The train driving assistance method
15 according to claim 9, wherein
in the assistance control step, the more unfavorable a
train driving–related condition is for the driver, the more
compulsory the assistance content that the assistance
control unit makes, in addition to timing the assistance to
20 start earlier, in providing the assistance.
[Claim 11] The train driving assistance method
according to claim 9 or 10, wherein
the assistance control unit includes an assistance
25 determination unit and an assistance content determination
unit, and
the assistance control step includes
an assistance determination step of determining, by
the assistance determination unit, whether or not the
30 assistance is necessary on the basis of information
obtained by the driving situation discernment unit and the
driving situation and
an assistance content determination step of
43
determining, by the assistance content determination unit,
the assistance content when the assistance determination
unit has determined that the assistance be provided.
5 [Claim 12] The train driving assistance method
according to claim 11, wherein in the assistance
determination step,
when for at least one of items including a deviation
between an ideal run curve and a current train run curve, a
10 deviation between a speed limit and a current train speed,
a deviation between scheduled passing time and actual
passing time at a certain point, and a deviation between
scheduled remaining time and actual remaining time in
relation to remaining distance to a next station and
15 scheduled arrival time at the next station, the deviation
is greater than or equal to a first threshold that is
specified, and when the deviation is greater than or equal
to a second threshold greater than the first threshold for
any of the items, the assistance determination unit
20 notifies the assistance content determination unit that the
assistance is to be provided, and when the deviation is
greater than or equal to the first threshold and less than
the second threshold for any of the items, the assistance
determination unit sets an initial value for a
25 determination value that is used in determination of
whether or not the assistance is necessary and notifies the
assistance content determination unit that the assistance
is to be provided if the determination value is greater
than or equal to a determination criterion that is
30 specified.
[Claim 13] The train driving assistance method
according to claim 12, wherein
44
in the assistance determination step, the more
unfavorable a train driving–related condition is for the
driver, the larger the initial value is set by the
assistance determination unit.
5
[Claim 14] The train driving assistance method
according to claim 12 or 13, wherein
in the assistance determination step, with the
determination value less than the determination criterion,
10 the assistance determination unit recomputes the
determination value after a specified lapse of time.
[Claim 15] The train driving assistance method
according to any one of claims 12 to 14, wherein
15 the larger the deviation, the more compulsory the
assistance content is made by the assistance content
determination unit in the assistance content determination
step.
20 [Claim 16] The train driving assistance method
according to any one of claims 12 to 15, wherein
in the assistance content determination step, the
assistance content determination unit does not select, for
the driver with the initial value less than a specified
25 value, the assistance content that is selectable for the
driver with the initial value greater than or equal to a
specified value.