Automatic driving control method for railway vehicles and automatic driving control system for railway vehicles

Abstract

This invention provides an automatic driving control method for railway vehicles that takes speed control performance into consideration. [Solution] The automatic driving control method for railway vehicles includes, in a railway system where a control center performs at least one of route setting and driving support for railway vehicles, creating a speed pattern for a set route for each predetermined section based on at least one of cargo information and weather information of railway vehicles transporting cargo along a set route within the entire factory network, and having the railway vehicle perform automatic driving control with the speed pattern as the target speed.

Description

Technical Field

[0001] The present technology relates to an automatic driving control method for a railway vehicle that transports a load and an automatic driving control system for a railway vehicle.

Background Art

[0002] Railway vehicles in the steel industry are essential for the operation of steel mills, which are used to transport ladle vessels containing molten iron produced in the ironmaking process or the steelmaking process and semi-finished products produced in the steelmaking process or the rolling process. In normal operations, ladle vessels and semi-finished products corresponding to the daily production volume are loaded onto freight cars connected to railway vehicles, and then transported from the loading factory to each factory in the next process. Therefore, there are approximately several hundred thousand route patterns for the railway vehicles to travel, and routes are provided almost throughout the steel mill. Since there are not only products but also the flow of people working in the steel mill, level crossings are provided on some routes within the steel mill, and traffic such as people and passenger cars occurs when the blocking mechanism of the level crossing is not lowered.

[0003] The operation of the railway is carried out by an operator who manages the transportation supply and demand of ladle vessels and semi-finished products at each factory in the operation management at the command center. The optimal railway vehicle and route are determined for the route between the points where transportation is required, and the operation is actually carried out by contacting the on-site driver. However, recently, the future shortage of drivers due to the declining birthrate and aging population and the improvement of transportation efficiency have become issues, and the study of an unmanned driving system is also underway in the railway transportation of steel mills.

[0004] Regarding the above points, an automatic driving control method for a vehicle that transports products in a specific section within a steel mill disclosed in Patent Documents 1 and 2 is known. Also, as an element technology that is not an automatic driving, a method of communicating position information between the ground and the vehicle and creating a speed pattern on the vehicle side disclosed in Patent Document 3, a method of controlling vehicle operation by controlling electromagnetic valves for power running and braking according to a speed pattern input from the outside to a railway vehicle disclosed in Patent Document 4, a method of accurately detecting the self-position of a vehicle by installing a position sensor such as an IC tag or GNSS on the vehicle disclosed in Patent Documents 5 and 6, etc. are known. [Prior art documents] [Patent Documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 50-135708 [Patent Document 2] Japanese Patent Application Publication No. 61-196701 [Patent Document 3] Japanese Patent Publication No. 2008-49754 [Patent Document 4] Japanese Unexamined Patent Publication No. 55-127249 [Patent Document 5] Japanese Patent Publication No. 2021-172296 [Patent Document 6] Japanese Patent Publication No. 2022-18242 [Overview of the project] [Problems that the invention aims to solve]

[0006] The speed control performance of railway vehicles described in the aforementioned Patent Documents 1 to 6 is not sufficient.

[0007] The purpose of this technology is to provide an automatic driving control method and an automatic driving control system for railway vehicles that take speed control performance into consideration. [Means for solving the problem]

[0008] One embodiment of this technology relates to an automatic driving control method for railway vehicles, which, in a railway system where a control center performs at least one of route setting and driving support for railway vehicles, includes creating a speed pattern for each predetermined section of the set route based on at least one of cargo information and weather information of railway vehicles transporting cargo along the set route within the entire factory network, and having the railway vehicle perform automatic driving control with the speed pattern as the target speed.

[0009] Another embodiment of the present technology relates to an automatic driving control method for a railway vehicle, which includes using position information output by at least one of the following: a position sensor installed on the railway vehicle, a speed detector installed on the railway vehicle, a position sensor installed on the ground, a track occupancy detection system for the section of track through which the railway vehicle travels, and on-board tracking, and correcting the position information using the control device on the railway vehicle if the railway vehicle's own position differs from the section or position assumed by the control based on the speed pattern.

[0010] Another embodiment of this technology, an automatic driving control method for a railway vehicle, is characterized in that, when an obstacle detection sensor that detects locations where vehicles other than the railway vehicle or people enter the set route on which the railway vehicle is traveling detects an obstacle, the railway vehicle traveling along that route is brought to an emergency stop.

[0011] In another embodiment of this technology, the method for controlling the automatic operation of a railway vehicle is characterized in that the factory is a steel mill, the railway vehicle is a railway vehicle used in the iron and steel industry, and the cargo is a molten iron container or semi-finished products.

[0012] An automatic driving control system for railway vehicles according to one aspect of this technology is a railway system in which a control center performs at least one of route setting and driving support for railway vehicles, comprising: a railway vehicle that transports cargo along a set route within the entire network of a factory; and a control device that creates a speed pattern for each predetermined section of the set route based on at least one of cargo information and weather information of the railway vehicle, wherein the railway vehicle performs automatic driving control with the speed pattern as the target speed.

[0013] In an automatic driving control system for railway vehicles according to one aspect of this technology, the factory is a steel mill, the railway vehicle is a railway vehicle used in the iron and steel industry, and the cargo is a molten iron container or semi-finished product. [Effects of the Invention]

[0014] According to the present technology, it is possible to provide an automatic driving control method for a railway vehicle and an automatic driving control system for a railway vehicle in consideration of speed control performance.

Brief Description of Drawings

[0015] [Figure 1] It is a diagram schematically showing the system configuration of the present technology. [Figure 2] It is a flowchart showing the vehicle automatic driving start-up flow during steady state. [Figure 3] It is a flowchart showing the vehicle automatic driving control flow. [Figure 4] It is a flowchart showing the vehicle automatic driving stop flow. [Figure 5] It is a flowchart showing the vehicle automatic driving start-up flow during non-steady state.

Embodiments for Carrying Out the Invention

[0016] Within the premises of the steelworks, there are a plurality of factories such as a steelmaking plant, a steel rolling plant, a bar steel plant, a heavy plate plant, a hot rolling plant, and a cold rolling plant. Among them, the steelmaking plant and the steel rolling plant are the upper processes, and the other factories are the lower processes. The hot metal (pig iron) discharged from the blast furnace in the steelmaking plant is stored in hot metal containers such as torpedo cars and hot metal ladles and transported to the steel rolling plant. The hot metal transported to the steel rolling plant is processed into semi-finished products such as billets, blooms, and slabs after solidification through processes using converters, electric furnaces, etc., and supplied to the factories in the lower processes. The slab before solidification is stored in a hot metal container and transported. Also, the emptied hot metal container is returned to the steelmaking plant. A railway line is provided within the premises of the steelworks, and railway vehicles operate. And, railway vehicles are used for transporting hot metal containers and semi-finished products. Hereinafter, an automatic driving control method and an automatic driving control system for a railway vehicle in the steel industry operating within the steelworks will be described with reference to the drawings.

[0017] ≪Railway System≫ Figure 1 is a schematic diagram showing the configuration of the railway system S within a steel mill. The components of the railway system S will be explained with reference to Figure 1. In Figure 1, solid arrows represent "commands," and dashed arrows represent "actual results." Also, "DL" in Figure 1 refers to a locomotive. Each factory programmer 1 issues transport requests (transportation requests) for molten iron containers and semi-finished products based on production status. The transport programmer 2 in control center A proposes transport routes. The transport control device 3 is the CPU (control device) of control center A, performing transmission interfaces with each system, route control, speed pattern calculation, etc. The CTC device 4 in control center A controls track equipment such as points and signals based on route instructions from the transport control device 3, controlling the route on which railway vehicles operate. The control center operator 5 operates via the transport control device 3. Field equipment 6 includes, for example, points, signals, and level crossings, which perform actions such as changing the direction of travel on the track and prohibiting entry, and output the control results to the CTC device 4. The obstacle detection sensor 7 is a sensor that detects the intrusion (entry) of people or passenger cars into the level crossing, and outputs a message to the CTC device 4 when an intrusion is detected. The CTC device 4, upon receiving the control result from the field equipment 6 or the intrusion detection from the obstacle detection sensor 7, outputs the operating status to the transport control device 3. The ground position sensor 8 is a sensor installed in locations where the stopping accuracy of the railway vehicle is required, such as inside a building. The vehicle automatic control device 9 is the CPU of the railway vehicle, which performs transmission interfaces with each system, driving speed control, engine and brake control, etc. The drive unit 10 includes the drive unit, such as the engine and brakes, which are the power source of the vehicle. The speed detector (TG: tachogenerator, rotation sensor) 11 outputs speed data to the vehicle automatic control device 9. The position sensor 12 is a position sensor that calculates the vehicle's own position. The recorder 13 is a recorder installed in the vehicle. The recorder 14 is a recorder installed on the ground. The weather observation device 15 is installed, for example, on the factory premises and is a sensor that detects weather conditions such as sunny, rainy, drizzly, and snowy, and also measures rainfall, snowfall, etc., and outputs them as weather information. The weather observation device 15 outputs the detected weather information to the transport control device 3. The transport control device 3 may also acquire weather information from weather information service companies, etc., via a known wired or wireless network such as the Internet 16.Alternatively, the weather information may be input into the transport control device 3 by the command center operator 5. The storage device 17 is a known storage device such as a hard disk or various memories. Note that the storage device 17 may or may not be built into the transport control device 3, and may be provided inside or outside the steelworks site. The storage device 17 stores, in a table, speed patterns for each section in consideration of loading conditions and weather factors.

[0018] Hereinafter, the processing performed by the transport control device 3 will be described in more detail. When there is a transportation request, a transportation railway vehicle and a route are determined (the route is set). There are a plurality of railway vehicles in the steelworks. When there is a transportation request, a predetermined railway vehicle among the plurality of railway vehicles is selected to perform transportation operations. This selected railway vehicle will be hereinafter referred to as railway vehicle B to distinguish it from other railway vehicles. When not distinguishing railway vehicle B from other railway vehicles, it is simply referred to as a railway vehicle. Other railway vehicles subject to automatic driving also have the same configuration as railway vehicle B. Also, a large number of tracks connecting between factories are provided in the steelworks. When there is a transportation request, a route from the starting point to the destination is set within all the tracks of the steelworks. This set route is the set route. Then, the selected railway vehicle B runs along the set route.

[0019] When the railway vehicle B and the set route are determined, the transport control device 3 determines a speed pattern for each predetermined section of the set route. Note that all the tracks of the steelworks may be divided into a plurality of sections in advance and stored in the storage device 17, or the set route may be divided into a plurality of sections after the set route is determined. The predetermined section may be set to a certain distance (for example, 10 m), or may have different distances for each section. Also, the predetermined section may be set according to geographical features on the track (for example, curves, diamond crossings, level crossings, etc.). The transport control device 3 determines a speed pattern for each predetermined section of the set route based on at least one of the load information and the weather information of the railway vehicle B. Note that the information representing the predetermined section is referred to as section information.

[0020] The cargo information includes the load capacity of railway vehicle B (the quantity of molten iron containers and semi-finished products, as well as the number of freight cars). Load capacity refers to, for example, weight. Generally, railway vehicle freight cars include a powered vehicle and freight cars towed by the powered vehicle and loaded with cargo. Note that the number of wheels on railway vehicle B increases as the number of freight cars increases. Considering friction between the wheels and the tracks, the number of freight cars may affect the movement of railway vehicle B in addition to weight. Therefore, the number of freight cars may be considered as a parameter independent of weight. Thus, the cargo information includes at least one of the quantity (weight) of molten iron containers and semi-finished products and the number of freight cars. Weather information includes classifications such as sunny, rainy, drizzly, and snowy.

[0021] The storage device 17 stores multiple speed patterns for each predetermined section. For a given section, the storage device 17 stores multiple speed patterns corresponding to various weather conditions, various load capacities, and various numbers of freight cars. The transport control device 3 selects one of the multiple speed patterns stored in the storage device 17 for each predetermined section based on the load information (load capacity) of the cargo that railway vehicle B is scheduled to load, the number of freight cars that railway vehicle B is scheduled to tow, and weather information obtained from the weather observation device 15 or a weather information service provider. Alternatively, the storage device 17 may store one standard speed pattern and multiple adjustment coefficients corresponding to various weather conditions, various load capacities, and various numbers of freight cars for each predetermined section. In that case, the transport control device 3 may obtain the adjustment coefficients corresponding to the load information (load capacity) of the cargo that railway vehicle B is scheduled to load, the number of freight cars that railway vehicle B is scheduled to tow, and weather information obtained from the weather observation device 15 or a weather information service provider from the storage device 17, and then multiply the obtained adjustment coefficients by the standard speed pattern to determine the speed pattern. Furthermore, the speed patterns may be stratified and categorized by load capacity and the number of freight cars and stored in the memory device 17. The weather adjustment coefficient may be stored in the memory device 17 as a categorical variable classified as sunny, rainy, drizzly, snowy, etc. The transport control device 3 outputs multiple speed patterns determined for each predetermined section of the set route to the railway vehicle B. The determined speed patterns are linked to the section information of the corresponding section and output to the railway vehicle B. Since the memory device 17 stores multiple speed patterns for each predetermined section throughout the entire steelworks, the transport control device 3 can select an appropriate speed pattern regardless of the route set. Also, since the transport control device 3 and the memory device 17 are not mounted on the railway vehicle, a suitable device can be installed to perform large amounts of calculations, and a large amount of data can be stored.

[0022] ≪Vehicle Autonomous Driving Startup Flow≫ The following describes an example of the automatic operation startup flow for railway vehicle B during normal operation, with reference to Figure 2. First, in step S101, each factory programmer 1 transmits a request for transporting molten iron containers and semi-finished products (transportation request) to the transport programmer 2 based on the production status. Then, in step S102, the transport programmer 2 proposes the route necessary to fulfill the requirements described in the transport request. In step S103, the control center operator 5 determines the route for transport (set route) and the railway vehicle information to be dispatched based on the proposed route information, via the transport control device 3. At this time, information on the cargo to be transported by railway vehicle B, i.e., the load capacity of railway vehicle B (volume of molten iron containers and semi-finished products), the number of freight cars, and the weather information for the day are also input via the transport control device 3.

[0023] Then, in step S104, the transport control device 3 creates data linked to section information, for example in 10-meter units, based on at least one of the load, the number of freight cars, and weather information, and transmits it to the automatic vehicle control device 9 of the railway vehicle B. Here, the speed pattern for the section defines a pattern of the change in the target speed value within the section for each section (for example, 10m). The railway vehicle B controls its speed by operating the K-notch or brakes so that the actual speed value falls within the deviation of the speed target value (Patent Document 4). The slipperiness of the wheels of the railway vehicle B on the rails is greatly affected by the weather (especially in rainy weather) and the load of the railway vehicle B, so by changing the speed pattern according to each condition, the speed control performance is made uniform regardless of the conditions. In particular, it greatly contributes to the stopping performance when the brakes are applied. Specifically, the speed pattern is determined based on weather information and the load of the railway vehicle B (quantity of molten iron containers and semi-finished products, and the number of freight cars) as follows. Method 1: Create speed patterns using tables for weather, load (volume of molten iron containers and semi-finished products), and the number of freight cars (or adjust the parameters of a basic speed pattern). Method 2: Weather conditions are treated as categorical variables, classified as sunny, rainy, drizzly, snowy, etc. Method 3: Load capacity and number of freight cars are stratified and classified.

[0024] Next, in step S105, the vehicle automatic control device 9 obtains the route information (set route information) set in step S103 and the speed pattern information (speed pattern information) determined in step S104. Then, in step S106, the vehicle automatic control device 9 sets a speed pattern based on the route information described in step S103 and the speed pattern information described in step S104, and the speed pattern is finalized. Finally, the vehicle automatic control device 9 transmits a vehicle system input completion signal to the transport control device 3.

[0025] In step S107, the control center operator 5, having confirmed that the transport control device 3 has received the vehicle system input completion signal, transmits an automatic driving command (automatic driving command) to the vehicle automatic control device 9 via the transport control device 3. Subsequently, in step S108, when the vehicle automatic control device 9 receives the automatic driving command, the railway vehicle B on which the vehicle automatic control device 9 is installed begins to drive automatically.

[0026] The following describes an example of setting the speed pattern. This technology is not limited to the following examples and can be applied to other examples as well.

[0027] <Example 1> The speed of railway vehicle B is controlled, for example, by a PID controller. Railway vehicle B derives the actual speed from the rotational speed sensor (TG) installed on the wheel and the wheel diameter, and outputs a control variable (k, neutral, brake notch) that follows the speed pattern (target speed) based on the deviation from the actual speed. For example, when it is raining, the slip between the wheel and the track increases. Therefore, the actual speed will be lower than the actual speed measured by the TG. If the adjustment coefficient for the speed pattern is set to 1.0 for the standard (for example, in sunny weather), then it should be set to a value greater than 1.0 when it is raining. By increasing the adjustment coefficient as the weather gets worse, the speed of railway vehicle B can be kept stable regardless of the weather conditions.

[0028] <Example 2> When the load weight and the number of freight cars increase, the pressing force between the wheels of railway vehicle B and the track increases, which qualitatively makes slippage less likely. Therefore, contrary to the case of weather, when the load weight or the number of freight cars increases, the speed pattern is corrected to be relatively smaller. By selecting an appropriate speed pattern according to the load weight and the number of freight cars, the speed of railway vehicle B can be kept stable regardless of the load weight and the number of freight cars.

[0029] <Example 3> If it rains, the entire speed pattern for sunny weather is multiplied by 0.8 to change the speed of train car B. By multiplying the speed pattern by a safety factor in this way, train car B can travel at a speed appropriate to the weather, ensuring the safety of train operations.

[0030] <Example 4> The predetermined sections are set according to the geographical features of the route (e.g., curves, diamond crossings, level crossings, etc.). The storage device 17 then stores a speed pattern for each predetermined section that corresponds to the geographical features. As a result, the railway vehicle B accelerates on straight sections and decelerates on curves and diamond crossings, for example. Also, the railway vehicle B decelerates in sections that include or are close to the stopping point. Because the storage device 17 stores a speed pattern for each predetermined section that corresponds to the geographical features, the railway vehicle B can be driven safely and appropriately according to the geographical conditions, regardless of the route set.

[0031] ≪Automatic Vehicle Driving Control≫ Figure 3 shows the automatic vehicle operation control flow of railway vehicle B. The flow in Figure 3 is explained below. In step S201, the vehicle automatic control device 9 drives the drive unit 10 to reach the target speed according to the speed pattern information obtained from the transport control device 3 and the actual speed obtained from the speed detector 11. The vehicle automatic control device 9 drives the drive unit 10 to reach the target speed of the corresponding speed pattern for each predetermined section. In addition, the actual speed obtained from the speed detector 11 is integrated and converted into position, and used as self-position information (position information).

[0032] Next, in step S202, the vehicle automatic control device 9 determines whether or not the vehicle has traveled a certain distance (for example, 10m). If it is determined that the vehicle has traveled a certain distance (step S202: Yes), the process proceeds to step S203, where the rationality of the location information is checked. If it is determined that the vehicle has not traveled a certain distance (step S202: No), the process proceeds to step S201.

[0033] In step S203, the automatic vehicle control system 9 determines whether the error between the position information calculated based on the actual speed and the ground position (position information) detected by the position sensor 12 installed on the railway vehicle B is within a threshold. The position sensor 12 is, for example, a LIDAR (Light Detection And Ranging). The process in step S203 is repeated each time the railway vehicle B moves a certain distance. If it is determined that the error is within the threshold (step S203: Yes), the automatic vehicle control system 9 uses the calculated position information as its own position and drives the drive unit 10 with the speed pattern for the section corresponding to its own position (step S204). If it is determined that the error is not within the threshold (step S203: No), the automatic vehicle control system 9 uses the position information detected by the position sensor 12 as its own position and drives the drive unit 10 with the speed pattern for the section corresponding to its own position (step S205). When the position information detected by the position sensor 12 is used as the own position, the position information calculated based on the actual speed is reset.

[0034] Position information calculated based on actual speed may deviate from the actual value due to wheel slip, etc. By performing the processing in steps S203 to S205, the automatic vehicle control device 9 can accurately determine the position of railway vehicle B and correct its own position even if a deviation occurs. The automatic vehicle control device 9 then drives the drive unit 10 using the speed pattern of the section corresponding to the corrected self-position, thereby improving speed control performance. For example, if the vehicle position information obtained from the position sensor 12 and the vehicle position information detected from the speed detector 11 differ across the section information of the speed pattern (i.e., different from the assumed section), the automatic vehicle control device 9 corrects its own position and drives the drive unit 10 with the speed pattern corresponding to the section in which railway vehicle B is actually located as the target speed.

[0035] In parallel with the processing in steps S203 to S205, the processing in steps S206 to S207 using the ground position sensor 8 is performed. The ground position sensor 8 is a ground point, and is used for purposes such as track presence detection or on-board tracking, where a ground beacon installed on the ground is detected by an on-board beacon installed on the railway vehicle B. Since the ground position sensor 8 is fixed to the ground, the position information obtained using the ground position sensor 8 is more accurate than the position information detected by the position sensor 12 mentioned above. First, the processing in step S201 is performed, then the system moves to step S206, where the vehicle automatic control device 9 performs a rationality check of the position information. More specifically, the vehicle automatic control device 9 determines whether or not the ground position sensor 8 (ground point) has been passed. If it is determined that it has been passed (step S206: Yes), the vehicle automatic control device 9 uses the position information detected by the ground position sensor 8 as its own position and drives the drive unit 10 with the speed pattern of the section corresponding to its own position (step S207). When the position information of the ground position sensor 8 is used as the own position, the position information calculated based on the actual speed is reset. This process is performed each time the ground position sensor 8 is passed. If it is determined in step S206 that the sensor is not passed (step S206: No), the process proceeds to step S201.

[0036] By performing the processing in steps S206 to S207, the automatic vehicle control device 9 can more accurately determine the position of the railway vehicle B and correct its own position even if a discrepancy occurs. For example, if the vehicle position information obtained from the ground position sensor 8 and the vehicle position information detected from the speed detector 11 differ across the section information of the speed pattern, the automatic vehicle control device 9 corrects its own position and drives the drive unit 10 with the speed pattern corresponding to the section in which the railway vehicle B is actually located as the target speed.

[0037] The ground position sensor 8 is called a ground beacon type, and it uses "ground beacons" placed on the tracks to electrically transmit information to the train at specific points (point control). In contrast, the track presence detection (track circuit type) is a method that uses signal currents flowing through the rails in the section of track through which railway vehicles pass to electrically transmit information to the train (continuous control).

[0038] Furthermore, the vehicle automatic control device 9 outputs its own position information to the control center A. This allows the transport control device 3, the CTC device 4, and the control center operator 5 in the control center A to know the position of the railway vehicle B along the set route.

[0039] ≪Automatic Vehicle Stop Flow≫ The following describes the automatic vehicle stopping flow shown in Figure 4. Figure 4 includes both the normal stop flow and the emergency stop flow, but the emergency stop flow will be explained first. First, in step S301, the CTC device 4 determines whether or not the level crossing provided on the set route is closed. If it is determined that it is not closed (step S301: No), the CTC device 4 repeats step S301. If it is determined that it is closed (step S301: Yes), the process moves to step S302. In step S302, when the CTC device 4 recognizes that the obstacle detection sensor 7 installed at the closed level crossing has detected the entry of an obstacle (person or passenger car), in step S303, the transport control device 3 extracts the railway vehicle near the relevant barrier. Then, in step S304, the transport control device 3 transmits an emergency stop command to the automatic vehicle control device 9 installed on the extracted railway vehicle. Then, in step S305, the vehicle automatic control device 9, having received the emergency stop command, outputs a brake command to the drive unit 10. After that, the process moves to step S306, where the vehicle automatic control device 9 confirms that the feedback from the speed detector 11 is zero and terminates the automatic driving operation.

[0040] Furthermore, the emergency stop procedure is also performed if the control center operator 5 detects an abnormality in a railway vehicle. The control center operator 5 monitors the status of the railway vehicle in motion via recording devices 13 and 14. If the control center operator 5 detects an abnormality in a railway vehicle in motion (step S307), the process moves to step S304, and the transport control device 3 transmits an emergency stop command to the vehicle automatic control device 9 installed in the vehicle where the abnormality was detected. Subsequently, the processes in steps S305 and S306 are performed.

[0041] Recorder 13 is an on-board camera of a railway vehicle and is used to detect obstacles ahead (within the level crossing). Recorder 14 is a camera installed within the level crossing and is used to detect obstacles within the level crossing. For obstacle detection by the obstacle detection sensor 7, other commercially available obstacle detection devices for level crossings may also be used, such as optical sensor systems (detection by blocking infrared or laser light transmission and reception) and ultrasonic sensor systems (detection by emitting ultrasonic waves into the level crossing and detecting the presence or absence of reflected waves and the arrival time).

[0042] Next, the normal stopping flow will be explained. In step S308, when the vehicle automatic control device 9 determines that the position information used for control has arrived at the target position, it proceeds to step S305, and the vehicle automatic control device 9 of the vehicle that has received the information that it has arrived at the target position outputs a brake command to the drive unit 10. After that, the process proceeds to step S306, and when the vehicle automatic control device 9 confirms that the feedback from the speed detector 11 is zero, it terminates the automatic driving.

[0043] In this way, even if a person or vehicle enters a level crossing while it is closed, or if an abnormality is detected in a railway vehicle, the railway vehicle can be brought to an emergency stop, thus ensuring the safe operation of the railway. Furthermore, the railway vehicle can be stopped when it reaches its destination, thus ensuring the safe operation of the railway.

[0044] ≪Vehicle Autonomous Driving Startup Flow≫ The following describes the automated vehicle operation startup flow during non-steady-state operation, referring to Figure 5. Non-steady-state operation refers to starting a stationary railway vehicle that has terminated automated operation due to an emergency stop or the like without reaching a set target position. First, in step S401, the control center operator 5 confirms the position information of the railway vehicle to be started and sets a command to the transport control device 3 to drive to the nearest ground point. Then, in step S402, the transport control device 3, which has received the setting described in step S401, transmits the position information of the relevant ground point to the vehicle automated control device 9. Subsequently, in step S403, the vehicle automated control device 9 receives the position information of the relevant ground point from the transport control device 3. Next, in step S404, the vehicle automated control device 9 sets the received ground point as the target position, sets a speed pattern to drive at a fixed low speed until that point, and transmits a vehicle system input completion signal to the transport control device 3. Then, in step S405, the control center operator 5, having confirmed that the vehicle system input completion signal from the vehicle automated control device 9 has been received by the transport control device 3, transmits an automated operation command to the vehicle automated control device 9 via the transport control device 3. Subsequently, in step S406, when the automatic vehicle control device 9 receives an automatic driving command, the railway vehicle starts moving automatically. In this way, even if the railway vehicle is brought to an emergency stop, it can automatically resume moving after safety has been confirmed.

[0045] ≪Main effects of this technology≫ This technology allows a system built in the control center to constantly calculate the hundreds of thousands of possible travel route patterns within the steelworks and provide an appropriate speed pattern according to the weather and vehicle load, thereby improving speed control performance (stopping control performance). Furthermore, since the speed of a moving vehicle is controlled based on a speed pattern linked to a fixed position and vehicle position information that can be corrected at regular intervals, stable driving control can be achieved. In addition, if anything other than a railway vehicle (person or passenger car) enters a level crossing while it is closed, nearby vehicles will immediately come to an emergency stop, thus ensuring safety. These features make it possible to realize an automated driving system for each railway vehicle that transports iron smelting containers and semi-finished products within the steelworks.

[0046] This technology allows for consistent speed control performance regardless of weather conditions or vehicle load. Furthermore, because the vehicle controls its speed based on a speed pattern linked to specific locations and vehicle position information that can be corrected at regular intervals, stable driving control is possible. Additionally, if anything other than a railway vehicle (person or passenger car) enters a level crossing while it is closed, nearby vehicles will immediately come to an emergency stop, ensuring safety. These features make it possible to realize an automated driving system for railway vehicles transporting iron smelting containers and semi-finished products within a steel mill.

[0047] [Other embodiments] As described above, this technology has been described by the embodiments and modifications thereof, but the discussions and drawings that constitute part of this disclosure should not be understood as limiting this technology. Various alternative embodiments, examples, and operational techniques will become apparent to those skilled in the art from this disclosure. For example, the processing performed by the transport control device 3 may be performed by a control device mounted on a railway vehicle. Furthermore, this technology can be applied to factories other than steel mills. In that case, the cargo would be products produced at the factory, and the railway vehicle would be a railway vehicle capable of carrying those products as cargo.

[0048] While systems exist that create speed patterns for each section of track for railway vehicles transporting molten iron containers and semi-finished products in the steel industry, a challenge remains in that speed control performance varies depending on weather conditions and the vehicle's load (amount of molten iron, amount of semi-finished products, number of freight cars). Furthermore, there is no mechanism to stably calibrate the vehicle's position information while it is in motion, raising concerns about the reliability of vehicle position information. Although elemental technologies such as those described in Patent Documents 5-6 are useful for more efficient vehicle operation control, they have not led to the realization of autonomous driving technology and remain as elemental technologies. Additionally, there are safety concerns in the event that something other than a railway vehicle (person or passenger car) enters a level crossing while it is closed.

[0049] Furthermore, this technology may also be configured as follows. [1] A transport control device that determines the transport route and the railway vehicles to be operated in a control center, which has data linked to section information that distinguishes the speed pattern required to run in 10-meter increments for each combination pattern of lines within the steelworks. [2] Since the speed output of railway vehicles is greatly affected by the amount of molten iron containers and semi-finished products loaded, the number of freight cars, and whether the weather is rainy and slippery, etc., a transport control device that determines the transport route and the railway vehicles to be operated at the control center, which has the function to adjust each parameter according to each condition using the speed pattern created in [1] above. [3] A transport control device in a control center and an automatic vehicle operation control device inside a railway vehicle, which have the function of transmitting the speed pattern created in [1] and [2] above to a railway vehicle before it is put into operation, and when a control center operator approves that the setting is complete and enters an automatic operation permission command, the railway vehicle that receives the command starts automatic operation, and a communication interface between devices that makes these possible. [4] An automatic vehicle driving control device inside a railway vehicle that controls the speed using speed data such as speed detectors to approach the speed of the target speed, which is the speed pattern received by the railway vehicle in [3] above. [5] An automatic vehicle operation control device inside a railway vehicle that has a function to reset the position information of the railway vehicle based on tracking information on the track if the position information of the railway vehicle obtained from position sensors installed on the railway vehicle or ground-side position detection sensors and the position information of the railway vehicle detected from a speed detector differ across sections of speed pattern information. [6] An obstacle detection device that detects when anything other than a railway vehicle (person, passenger car) enters a level crossing section that is closed on a railway line within a steelworks. [7] A transport control device in a control center that extracts each railway vehicle located in the adjacent section to the level crossing detected by the obstacle detection device described in [6] above and transmits an emergency stop command to the relevant railway vehicle, and a communication interface between devices that enables the realization of these. [8] A transport control device at a control center that transmits an emergency stop command for a railway vehicle when an operator at the control center determines that an emergency stop is necessary for a railway vehicle based on information from onboard cameras or ground cameras of the railway vehicle, and a communication interface between devices that makes these possible.

[0050] The scope of this technology is not limited to the illustrative and described exemplary embodiments, but also includes all embodiments that produce effects equivalent to those intended by this technology. Furthermore, the scope of this technology is not limited to the combination of features of the invention defined by the claims, but may be defined by any desired combination of specific features from all disclosed features. [Explanation of Symbols]

[0051] 1. Each factory program 2. Transportation Program 3. Transport control device 4 CTC device 5. Command Center Operator 6 Field equipment 7 Obstacle detection sensor 8. Ground position sensor 9. Automatic Vehicle Control System 10 Drive unit 11. Velocity detector (TG) 12 Position Sensors 13 Recording device 14 Recording device 15. Weather observation equipment 16 Internet 17 Storage device A command center B Railway vehicles S Railway System

Claims

1. In a railway system where the control center performs at least one of the following: setting the route of railway vehicles and providing operational support, Based on at least one of the cargo information and weather information of the railway vehicles transporting cargo along the designated routes within the factory's entire network, a speed pattern for the designated route is created for each predetermined section. The aforementioned railway vehicle performs automatic driving control with the aforementioned speed pattern as the target speed, A method for controlling the automatic operation of a railway vehicle, characterized by including the following.

2. By using the position information output by at least one of the following: a position sensor installed on the railway vehicle, a speed detector installed on the railway vehicle, a position sensor installed on the ground, a track occupancy detection system for the section of track through which the railway vehicle travels, and on-board tracking, the control device on the railway vehicle corrects the position information if the railway vehicle's own position differs from the section or position assumed by the control based on the speed pattern. The automatic driving control method for a railway vehicle according to claim 1, characterized by including the following.

3. When an obstacle detection sensor detects an obstacle in the designated route on which the aforementioned railway vehicle travels, and detects a location where a vehicle other than the railway vehicle or a person enters, the railway vehicle traveling along that route is brought to an emergency stop. An automatic driving control method for a railway vehicle according to claim 1 or 2, characterized by including the following.

4. The factory is a steel mill, the railway vehicle is a railway vehicle used in the iron and steel industry, and the cargo is a molten iron container or semi-finished product. The method for controlling the automatic operation of a railway vehicle according to claim 1 or claim 2.

5. A railway system in which a control center performs at least one of the following: setting the route of railway vehicles and providing operational support, Railway vehicles that transport cargo along designated routes within the factory's entire network, and - A control device that creates a speed pattern for a set route for each predetermined section based on at least one of the cargo information and weather information of the aforementioned railway vehicle, Equipped with, The aforementioned railway vehicle performs automatic driving control with the aforementioned speed pattern as the target speed. An automatic driving control system for railway vehicles, characterized by the following features.

6. The factory is a steel mill, the railway vehicle is a railway vehicle used in the iron and steel industry, and the cargo is a molten iron container or semi-finished product. The automatic driving control system for a railway vehicle according to claim 5.

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