Apparatus and method for controlling autonomous driving of locomotive

Abstract

The present embodiment may provide an apparatus and a method for controlling autonomous driving of a locomotive, wherein velocity and position controllers are controlled according to acceleration sections, constant-velocity sections, natural deceleration sections, and braking sections through a railway vehicle's velocity trajectory such that frequent changes in driving are reduced, thereby securing ease of autonomous driving and stability.

Description

Locomotive autonomous driving control device and method

[0001] The present embodiments relate to a locomotive autonomous driving control device and method for minimizing changes in locomotive operation.

[0002] Among railway vehicles, autonomous driving of a train carrying a ship aims to comply with the speed limit on the track and stop precisely at a designated location.

[0003] Such a chartered locomotive not only transports chartered goods by pushing or pulling the TLC (Torpedo Ladle Car) itself after being connected to it, but also moves independently for changing the connection location or for other purposes.

[0004] In this case, the locomotive's own driving model does not change, but the dynamic model of the entire locomotive may change depending on whether or not the TLC is connected.

[0005] Additionally, the dynamic model of the entire locomotive may change depending on the curve and gradient (inclination) of the running track.

[0006] Therefore, the tanker transport locomotive requires a speed trajectory that takes into account the presence or absence of TLC and environmental factors to maintain the same performance.

[0007] The present embodiments can provide a locomotive autonomous driving control device and method that can secure ease and stability of autonomous driving control by reducing frequent driving changes of a controller that controls operation by introducing a speed trajectory of the locomotive, such as an acceleration section, a constant speed section, a natural deceleration section, and a braking section.

[0008] In one aspect, the present embodiments can provide a locomotive autonomous driving control device including a speed trajectory generator that generates speed trajectory information by dividing the entire section to a target point into an acceleration section, a constant speed section, a natural deceleration section, and a braking section based on railway control information including path information, track information, and TLC (Torpedo Ladle Car) status information; and a driving command controller that controls the operation of the locomotive based on the speed trajectory information.

[0009] In another aspect, the present embodiments can provide a locomotive autonomous driving control method including a step of generating speed trajectory information by dividing the entire section to a target point into an acceleration section, a constant speed section, a natural deceleration section, and a braking section based on railway control information including path information, track information, and TLC (Torpedo Ladle Car) status information; and a step of controlling the operation of the locomotive based on the speed trajectory information.

[0010] According to the present embodiments, a locomotive autonomous driving control device and method can be provided that can secure ease and stability of autonomous driving control by reducing frequent driving changes of a controller that controls operation by introducing a speed trajectory of the locomotive, such as an acceleration section, a constant speed section, a natural deceleration section, and a braking section.

[0011] FIG. 1 is a schematic diagram illustrating an autonomous driving system for a locomotive according to one embodiment.

[0012] Figure 2 is a block diagram illustrating an autonomous driving control device for a locomotive according to an embodiment.

[0013] Figure 3 is a graph showing a speed trajectory generated according to distance in an autonomous driving control device for a locomotive according to an embodiment.

[0014] Figure 4 is a graph showing a speed trajectory generated over time in an autonomous locomotive control device according to one embodiment.

[0015] Figure 5 is a flowchart for explaining a locomotive autonomous driving control method according to one embodiment.

[0016] Figure 6 is a flowchart for explaining a locomotive autonomous driving control operation according to one embodiment.

[0017] Hereinafter, some embodiments of the present disclosure will be described in detail with reference to exemplary drawings. When adding reference numerals to components in each drawing, identical components may have the same numerals as much as possible even if they are shown in different drawings. In addition, when describing the present embodiments, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the technical idea of ​​the present invention, the detailed description may be omitted. When "includes," "has," "consists of," etc. are used in this specification, other parts may be added unless "only" is used. When a component is expressed in the singular, it may include a case in which the plural is included unless specifically stated otherwise.

[0018] Additionally, terms such as first, second, A, B, (a), (b), etc. may be used to describe components of the present disclosure. These terms are only intended to distinguish the components from other components, and the nature, order, sequence, or number of the components are not limited by the terms.

[0019] In a description of the positional relationship of components, when it is described that two or more components are "connected," "combined," or "connected," it should be understood that the two or more components may be directly "connected," "combined," or "connected," but that the two or more components may also be further "interposed" with another component to be "connected," "combined," or "connected." Here, the other component may be included in one or more of the two or more components that are "connected," "combined," or "connected" to each other.

[0020] In the description of the temporal flow relationship related to components, operation methods, or manufacturing methods, for example, when the temporal or flow relationship is described as “after”, “following”, “next to”, “before”, etc., it may also include cases where it is not continuous, unless “immediately” or “directly” is used.

[0021] Meanwhile, when numerical values ​​or corresponding information (e.g., levels, etc.) for components are mentioned, even without separate explicit description, the numerical values ​​or corresponding information may be interpreted as including an error range that may occur due to various factors (e.g., process factors, internal or external impact, noise, etc.).

[0022] FIG. 1 is a schematic diagram illustrating a locomotive autonomous driving system according to one embodiment, FIG. 2 is a block diagram illustrating a locomotive autonomous driving control device according to one embodiment, FIG. 3 is a graph illustrating a speed trajectory generated according to distance in a locomotive autonomous driving control device according to one embodiment, FIG. 4 is a graph illustrating a speed trajectory generated according to time in a locomotive autonomous driving control device according to one embodiment, FIG. 5 is a flowchart for explaining a locomotive autonomous driving control method according to one embodiment, and FIG. 6 is a flowchart for explaining a locomotive autonomous driving control operation according to one embodiment.

[0023] In one aspect, the present embodiment can provide a locomotive autonomous driving control device including a speed trajectory generator (112) that generates speed trajectory information by dividing the entire section to a target point into an acceleration section, a constant speed section, a natural deceleration section, and a braking section based on railway control information including path information, track information, and TLC (Torpedo Ladle Car) status information; and a driving command controller (114) that controls the operation of a locomotive (110) based on the speed trajectory information.

[0024] FIG. 1 is a schematic diagram illustrating an autonomous driving system for a locomotive according to one embodiment.

[0025] The embodiments are described in detail with reference to the drawings below.

[0026] When transporting large quantities of materials, such as steel mills, larger vehicles such as trains may be needed rather than smaller vehicles such as cars.

[0027] In particular, for vessels weighing hundreds of tons, there are restrictions on transporting them by small-scale means of transport depending on their weight and the characteristics of the vessel.

[0028] Additionally, in the case of material transport within a specific workplace such as a factory, the material production plant and material processing plant are determined, and the material transport route is also relatively fixed.

[0029] Therefore, considering these characteristics, the use of locomotives capable of transporting large quantities of materials on rails is essential.

[0030] The molten iron transport locomotive is used to transport the molten iron produced in the blast furnace to the steel mill.

[0031] That is, when a steel mill transports molten iron produced in a blast furnace to a steel mill, it connects a TLC (Torpedo Ladle Car) containing the molten iron to a locomotive and uses the locomotive's power to transport the molten iron from the blast furnace to the steel mill.

[0032] In the case of a ship-carrying locomotive, the mass is heavier than that of a car, and through the TLC connection, the load changes from a minimum of 75 tons (single locomotive) to a maximum of 1320 tons (TLC-coupled locomotive).

[0033] This also changes the overall dynamics of the locomotive itself.

[0034] Due to such a large load, frequent changes in the locomotive driving commands not only cause damage to the locomotive itself, but also reduce driving stability.

[0035] In the past, the dispatching and operation of a locomotive was controlled by the locomotive driver and the controller in the control room, but in the present disclosure, a locomotive autonomous driving system is provided that enables autonomous operation of the locomotive (110) from loading to transport by linking the control server (100) and the locomotive (110).

[0036] Accordingly, the present embodiment reduces changes in locomotive (110) driving commands and generates speed trajectory information for precise destination stopping for the operation models of a single locomotive and a TLC-coupled locomotive.

[0037] At this time, in order to precisely stop the locomotive (110) at the destination, the speed trajectory information of the charter transport locomotive (110) is generated by considering the remaining distance from the target point, the speed limit of each track, and whether the TLC connection or single locomotive is required when performing the transport scenario.

[0038] Figure 2 is a block diagram illustrating an autonomous driving control device for a locomotive according to an embodiment.

[0039] A device for controlling autonomous driving of a locomotive (110) for transporting coal may include a speed trajectory generator (112) that generates speed trajectory information by dividing the entire section to a target point into an acceleration section, a constant speed section, a natural deceleration section, and a braking section based on railway control information including route information, track information, and TLC (Torpedo Ladle Car) status information; and a driving command controller (114) that controls the operation of the locomotive (110) based on the speed trajectory information.

[0040] The speed trajectory generator (112) can generate speed trajectory information by dividing the entire section to the target point into an acceleration section, a constant speed section, a natural deceleration section, and a braking section based on railway control information including path information, track information, and TLC (Torpedo Ladle Car) status information.

[0041] The driving command controller (114) can control the operation of the locomotive (110) based on speed trajectory information.

[0042] Here, the track information may include at least one of curve information and gradient (slope) information of the running track.

[0043] In addition, the TLC status information may include at least one of TLC number information, TLC location information, TLC capacity information, and power connection status information for the TLC.

[0044] Additionally, the TLC status information may include the concentration status information regarding the concentration of the chartered vessel according to the chartered capacity within the TLC.

[0045] At this time, the speed trajectory generator (112) can estimate driving resistance based on one or more pieces of information and driving data included in the railway control information, and generate speed trajectory information using a dynamic model that calculates a speed trend based on the estimated driving resistance.

[0046] Mathematical equation 1 represents the longitudinal dynamic model of a single locomotive.

[0047]

[0048] Here, x is the current one-dimensional position of the locomotive, m1 is the mass of the single locomotive, u is the propulsion force, and b 10 is the fixed friction resistance of the locomotive, b 11 Silver speed proportional driving resistance coefficient, b 12 stands for the coefficient of resistance proportional to the square of the speed, and each represents the coefficient of resistance of the locomotive.

[0049] Here, means the speed at the current one-dimensional position of the locomotive, represents the acceleration at the current one-dimensional position of the locomotive.

[0050] Each driving resistance coefficient can be obtained using the locomotive's flat-road natural deceleration data.

[0051] The gradient resistance of the locomotive is calculated using mathematical formula 2.

[0052]

[0053] Here, g is the acceleration due to gravity, means the slope angle.

[0054] The curve resistance of the locomotive is calculated using mathematical formula 3.

[0055]

[0056] At this time, where is the coefficient of friction, R is the radius of the curve, G is the gauge, and L is the fixed axle distance.

[0057] Using this equation, the locomotive speed trend can be generated using the applied resistance component of a single locomotive.

[0058] Mathematical expression 4 represents the longitudinal dynamic model of the coupled locomotive.

[0059]

[0060] At this time, x total is the current one-dimensional position of the locomotive, m total is the mass of the connecting locomotive, b total10 is the fixed friction resistance of the locomotive, b total11 Silver speed proportional driving resistance coefficient, b total12 stands for the coefficient of resistance proportional to the square of the speed, and each represents the coefficient of resistance of the locomotive.

[0061] Here, means the speed at the current one-dimensional position of the locomotive, represents the acceleration at the current one-dimensional position of the locomotive.

[0062] Each driving resistance coefficient can be obtained using the level-ground natural deceleration data of the coupled locomotive.

[0063] The gradient resistance of the connecting locomotive is calculated using mathematical formula 5.

[0064]

[0065] Here, g is the acceleration due to gravity, means the slope angle.

[0066] The curve resistance of the locomotive is calculated using mathematical formula 6.

[0067]

[0068] At this time, stands for coefficient of friction.

[0069] Using this formula, the applied resistance component of the TLC-connected locomotive can be used to generate a locomotive speed trend.

[0070] FIG. 3 is a graph showing a speed trajectory generated according to distance in an autonomous locomotive control device according to an embodiment, and FIG. 4 is a graph showing a speed trajectory generated according to time in an autonomous locomotive control device according to an embodiment.

[0071] Referring to FIGS. 3 and 4, a driving command model for changes in driving commands can obtain from driving data the effect of each driving command on the speed of the locomotive (110) for each driving command, which is reverse, braking, transmission, and release.

[0072] In the case of retrograde, the governor pressure may increase depending on the retrograde approval time, and the propulsion acceleration may increase depending on the governor pressure.

[0073] Additionally, the speed proportional driving resistance increases due to the propulsion force, and the vehicle can travel at a steady state speed due to the driving resistance and propulsion acceleration.

[0074] That is, for a fixed retrograde input, the speed trajectory of the locomotive (110) can run at a steep speed increase in the form of an exponential function and a steady-state speed.

[0075] In the case of a complete failure, there is no authorized propulsion or braking acceleration, and deceleration can only be achieved by the driving resistance of the locomotive (110).

[0076] Here, since the locomotive (110) runs at an average speed of 15 km / h or less, the air resistance of the locomotive (110) itself can be ignored, and the speed trend can be an exponential function.

[0077] In the case of genetics, it can play a role in lowering the approved pressure.

[0078] In the case of braking, the braking pressure increases according to the braking application time, and a braking acceleration proportional to the braking pressure can be applied.

[0079] The driving resistance of the locomotive (110) can be ignored due to the braking force, and the speed trend of the locomotive (110) can have a constant acceleration / deceleration curve for a fixed braking pressure.

[0080] The speed trajectory of the autonomous driving control device for a locomotive of the present embodiment can generate current speed trajectory information by combining sub-speed trajectories such as an acceleration section (a section in which the speed of the locomotive is increased to a target speed), a constant speed section (a section in which the speed of the locomotive is maintained constant), a natural deceleration section (a section in which the driving force transmitted from the engine of the locomotive to the wheels is released through a relaxation command to naturally decelerate the locomotive), and a braking section (a section in which the speed of the locomotive is reduced using the brakes), taking into account the remaining distance to the destination, the speed limit of the locomotive (110), and the current speed of the locomotive.

[0081] The sum of the constructed sub-speed trajectories should be the remaining distance to the target point, and each sub-speed trajectory can be designed using the dynamic model and driving command model of the locomotive (110).

[0082] The speed trajectory generator (112) can generate speed trajectory information to accelerate the speed of the locomotive (110) to a set speed within the specified speed limit by applying an acceleration amount set based on railway control information in the acceleration section.

[0083] The acceleration section can draw a speed increase trajectory from the current speed of the locomotive (110) to the target speed.

[0084] By using the steady-state reaching speed according to the reverse and throttle pressure obtained from the driving command model, the locomotive (110) can be induced to accelerate according to the fixed reverse input.

[0085] The speed trajectory generator (112) can generate speed trajectory information to maintain the speed of the locomotive (110) constant by applying an acceleration amount set based on railway control information in a constant speed section.

[0086] The constant speed section is a section in which the speed of the locomotive (110) is maintained at a constant level, and the speed of the locomotive (110) can be maintained by maintaining the governor pressure of the locomotive (110).

[0087] The speed trajectory generator (112) can calculate an estimated braking distance by receiving the current speed and remaining distance based on railway control information in a constant speed section.

[0088] Accordingly, the speed trajectory generator (112) can regenerate speed trajectory information by calculating the braking start distance or braking start time of the braking section using the estimated braking distance calculated in real time.

[0089] The speed trajectory generator (112) can regenerate speed trajectory information to naturally decelerate the locomotive (110) by releasing the driving force transmitted from the engine to the wheels so that the speed becomes lower than the entry limit speed according to the estimated braking distance calculated in the natural deceleration section.

[0090] The natural deceleration section is a section in which the driving force transmitted from the engine to the wheels is released and the locomotive (110) gradually decelerates using only its own driving resistance, and can be designed from driving resistance coefficients obtained from the driving data of the locomotive (110).

[0091] The speed trajectory generator (112) can regenerate speed trajectory information to reduce the speed of the locomotive (110) to a target point using the brakes according to the estimated braking distance calculated in the braking section.

[0092] The braking section is a section in which the current speed of the locomotive (110) is reduced until it stops, and the locomotive (110) is finally stopped. By using the deceleration trend according to the braking time and braking pressure obtained from the driving command model of the locomotive (110), the locomotive (110) can be induced to decelerate according to a fixed braking input.

[0093] The speed trajectory information of the locomotive (110) can be generated based on distance or time, and can be used to control the speed and position of the locomotive (110) using the real-time target speed based on distance.

[0094] In this embodiment, by considering the dynamic model and driving command model of the locomotive (110), and the curve resistance and gradient resistance of the track, the target speed and distance are configured as a speed graph for the fixed reverse, release, and fixed braking commands of the locomotive (110), so that the locomotive can stop at the target position using only the fixed reverse, release, and fixed braking commands.

[0095] In addition, the speed trajectory generator (112) can also generate speed trajectory information by dividing the entire section to the target point into an acceleration section, a constant speed section, a natural deceleration section, and a braking section by additionally using fixed values ​​such as wear of the locomotive (110), changes in track conditions, and changes in friction due to weather.

[0096] According to the present embodiments, by introducing the speed trajectory of the locomotive (110) such as an acceleration section, a constant speed section, a natural deceleration section, a braking section, etc., frequent driving changes of the controller that controls operation can be reduced, thereby ensuring ease and stability of autonomous driving control, and also performing precise destination stopping based on the speed trajectory information of the speed trajectory generator (112) generated in real time.

[0097] At this time, the speed trajectory generator (112) can regenerate speed trajectory information to accelerate the locomotive (110) to the entry limit speed and then decelerate it to the target point if the locomotive (110) cannot be moved to the target point at the current speed in the braking section.

[0098] FIG. 5 is a flowchart for explaining a locomotive (110) autonomous driving control method according to one embodiment, and FIG. 6 is a flowchart for explaining a locomotive (110) autonomous driving control operation according to one embodiment.

[0099] In another aspect, a method for controlling autonomous driving of a locomotive for transporting coal may include a step (S212) of generating speed trajectory information by dividing the entire section to a target point into an acceleration section, a constant speed section, a natural deceleration section, and a braking section based on railway control information including route information, track information, and TLC (Torpedo Ladle Car) status information; and a step (S214) of controlling the operation of the locomotive (110) based on the speed trajectory information.

[0100] Here, the track information may include at least one of curve information and gradient (slope) information of the running track.

[0101] In addition, the TLC status information may include at least one of TLC number information, TLC location information, TLC capacity information, and power connection status information for the TLC.

[0102] Additionally, the TLC status information may include the concentration status information regarding the concentration of the chartered vessel according to the chartered capacity within the TLC.

[0103] At this time, the step of generating speed trajectory information (S212) may generate speed trajectory information by using a dynamic model that estimates driving resistance based on one or more pieces of information included in the railway control information and calculates a speed trend based on the estimated driving resistance.

[0104] The speed trajectory of the locomotive autonomous driving control method of the present embodiment can generate current speed trajectory information by combining sub-speed trajectories such as an acceleration section (a section in which the speed of the locomotive is increased to a target speed), a constant speed section (a section in which the speed of the locomotive is maintained constant), a natural deceleration section (a section in which the driving force transmitted from the engine of the locomotive to the wheels is released through a relaxation command to naturally decelerate the locomotive), and a braking section (a section in which the speed of the locomotive is reduced using the brakes), taking into account the remaining distance to the destination, the speed limit of the locomotive (110), and the current speed of the locomotive (110).

[0105] The sum of the constructed sub-speed trajectories should be the remaining distance to the target point, and each sub-speed trajectory can be designed using the dynamic model and driving command model of the locomotive (110).

[0106] Accordingly, the step (S212) of generating speed trajectory information can generate speed trajectory information to accelerate the speed of the locomotive (110) to a set speed within the specified speed limit by applying an acceleration amount set based on railway control information in the acceleration section.

[0107] And, the step of generating speed trajectory information (S212) can generate speed trajectory information to maintain the speed of the locomotive (110) constant by applying an acceleration amount set based on railway control information in a constant speed section.

[0108] At this time, the estimated braking distance can be calculated by inputting the current speed and remaining distance based on railway control information in the constant speed section.

[0109] And, the step (S212) of generating speed trajectory information can regenerate the speed trajectory information to naturally decelerate the locomotive (110) by releasing the driving force transmitted from the engine to the wheels so that the speed becomes lower than the entry limit speed according to the estimated braking distance calculated in the natural deceleration section.

[0110] In addition, the step of generating speed trajectory information (S212) can regenerate speed trajectory information to reduce the speed of the locomotive (110) to a target point using the brakes according to the estimated braking distance calculated in the braking section.

[0111] Here, the step of generating speed trajectory information (S212) can regenerate speed trajectory information to accelerate the locomotive (110) to the entry limit speed and then decelerate it to the target point if the locomotive (110) cannot be moved to the target point at the current speed in the braking section.

[0112] More specifically, referring to FIG. 6, the speed trajectory generator (112) can receive railway control information including path information, track information, and TLC (Torpedo Ladle Car) status information. (S320)

[0113] And, the speed trajectory generator (112) can generate speed trajectory information by dividing the entire section to the target point into an acceleration section, a constant speed section, a natural deceleration section, and a braking section based on railway control information. (S322)

[0114] And, the driving command controller (114) can control the operation of the locomotive (110) based on the speed trajectory information. (S324)

[0115] At this time, the speed trajectory generator (112) can draw a speed increase trajectory from the current speed of the locomotive (110) to the target speed when running an acceleration section according to the speed trajectory information. (S326, S328)

[0116] And, when the speed trajectory generator (112) operates in a constant speed section according to the speed trajectory information, it can generate speed trajectory information to maintain the speed of the locomotive (110) constant by applying an acceleration amount set based on railway control information (S330, S332).

[0117] At this time, the speed trajectory generator (112) can calculate the estimated braking distance by receiving the current speed and remaining distance based on railway control information in a constant speed section. (S334)

[0118] Accordingly, the speed trajectory generator (112) can regenerate speed trajectory information by calculating the braking start distance or braking start time of the braking section using the estimated braking distance calculated in real time.

[0119] And, when the speed trajectory generator (112) operates in a natural deceleration section according to the speed trajectory information, the speed trajectory generator (112) can regenerate the speed trajectory information to naturally decelerate the locomotive (110) by releasing the driving force transmitted from the engine to the wheels so that the speed becomes lower than the entry limit speed according to the calculated estimated braking distance (S336, S338).

[0120] And, when the speed trajectory generator (112) operates in a braking section according to the speed trajectory information, it can regenerate the speed trajectory information to reduce the speed of the locomotive (110) by using the brakes to the target point according to the calculated estimated braking distance (S340, S342).

[0121] Accordingly, the present embodiment configures a target speed and distance as a speed graph for fixed reverse, release, and fixed braking commands of the locomotive (110) by considering the dynamic model and driving command model of the locomotive (110), and the curve resistance and gradient resistance of the track, so that the locomotive (110) can stop at the target position using only fixed reverse, release, and fixed braking.

[0122] The above description is merely an illustrative example of the technical idea of ​​the present disclosure, and those skilled in the art to which the present disclosure pertains will appreciate that various modifications and variations can be made without departing from the essential characteristics of the technical idea of ​​the present disclosure. In addition, the present embodiments are not intended to limit the technical idea of ​​the present disclosure but rather to explain it, and therefore the scope of the technical idea of ​​the present disclosure is not limited by these embodiments. The scope of protection of the present disclosure should be interpreted by the claims below, and all technical ideas within a scope equivalent thereto should be interpreted as being included within the scope of the rights of the present disclosure.

[0123]

[0124] CROSS-REFERENCE TO RELATED APPLICATION

[0125] This patent application claims priority under 35 USC § 119(a) to Korean Patent Application No. 10-2023-0183275, filed December 15, 2023, the entire contents of which are incorporated herein by reference. Furthermore, this patent application claims priority in countries other than the United States for the same reasons, the entire contents of which are incorporated herein by reference.

Claims

1. In a device for controlling autonomous driving of a locomotive for transporting freight, A speed trajectory generator that generates speed trajectory information by dividing the entire section to the target point into an acceleration section, a constant speed section, a natural deceleration section, and a braking section based on railway control information including route information, track information, and TLC (Torpedo Ladle Car) status information; and A locomotive autonomous driving control device including a driving command controller that controls the operation of the locomotive based on the above speed trajectory information.

2. In paragraph 1, The above TLC status information is, A locomotive autonomous driving control device including at least one of TLC number information, TLC location information, TLC internal capacity information, and power connection status information for the TLC.

3. In paragraph 1, The above track information is, A locomotive autonomous driving control device including at least one of curve information and gradient (slope) information of a running track.

4. In paragraph 1, The above velocity trajectory generator, A locomotive autonomous driving control device that estimates driving resistance based on one or more pieces of information included in the above railway control information and generates speed trajectory information using a dynamic model that calculates a speed trend based on the estimated driving resistance.

5. In paragraph 4, The above velocity trajectory generator, A locomotive autonomous driving control device that generates speed trajectory information to accelerate the speed of the locomotive to a set speed within the specified speed limit by applying an acceleration amount set based on the railway control information in the acceleration section.

6. In paragraph 4, The above velocity trajectory generator, A locomotive autonomous driving control device that generates speed trajectory information to maintain the speed of the locomotive constant by applying an acceleration amount set based on the railway control information in the above constant speed section.

7. In paragraph 6, The above velocity trajectory generator, A locomotive autonomous driving control device that calculates an estimated braking distance by receiving the current speed and remaining distance based on the railway control information in the above constant-speed section.

8. In paragraph 7, The above velocity trajectory generator, A locomotive autonomous driving control device that regenerates speed trajectory information to naturally decelerate the locomotive by releasing the driving force transmitted from the engine to the wheels so that the speed becomes lower than the entry limit speed based on the estimated braking distance calculated in the above natural deceleration section.

9. In paragraph 8, The above velocity trajectory generator, A locomotive autonomous driving control device that regenerates speed trajectory information to decelerate the speed of the locomotive by using the brakes to reach a target point according to the estimated braking distance calculated in the above braking section.

10. In paragraph 9, The above velocity trajectory generator, A locomotive autonomous driving control device that regenerates speed trajectory information to accelerate the locomotive to the entry limit speed and then decelerate it to the target point when the locomotive cannot be moved to the target point at the current speed in the braking section.

11. A method for controlling autonomous driving of a locomotive for transporting a ship, A step of generating speed trajectory information by dividing the entire section to the target point into an acceleration section, a constant speed section, a natural deceleration section, and a braking section based on railway control information including route information, track information, and TLC (Torpedo Ladle Car) status information; and A locomotive autonomous driving control method comprising a step of controlling the operation of the locomotive based on the above speed trajectory information.

12. In paragraph 11, The above TLC status information is, A locomotive autonomous driving control method including at least one of TLC number information, TLC location information, TLC internal capacity information, and power connection status information for the TLC.

13. In paragraph 11, The above track information is, A locomotive autonomous driving control method including at least one of curve information and gradient (slope) information of a driving track.

14. In paragraph 11, The step of generating the above velocity trajectory information is: A locomotive autonomous driving control method for generating speed trajectory information by using a dynamic model that estimates driving resistance based on one or more pieces of information included in the above railway control information and calculates a speed trend based on the estimated driving resistance.

15. In paragraph 14, The step of generating the above velocity trajectory information is: A locomotive autonomous driving control method for generating speed trajectory information to accelerate the speed of the locomotive to a set speed within the specified speed limit by applying an acceleration amount set based on the railway control information in the above acceleration section.

16. In paragraph 14, The step of generating the above velocity trajectory information is: A locomotive autonomous driving control method for generating speed trajectory information to maintain the speed of the locomotive constant by applying an acceleration amount set based on the railway control information in the above constant speed section.

17. In paragraph 16, The step of generating the above velocity trajectory information is: A locomotive autonomous driving control method for calculating an estimated braking distance by inputting the current speed and remaining distance based on the railway control information in the above constant-speed section.

18. In paragraph 17, The step of generating the above velocity trajectory information is: A locomotive autonomous driving control method for regenerating speed trajectory information to naturally decelerate the locomotive by releasing driving power transmitted from the engine to the wheels so that the speed becomes lower than the entry limit speed based on the estimated braking distance calculated in the above natural deceleration section.

19. In paragraph 18, The step of generating the above velocity trajectory information is: A locomotive autonomous driving control method that regenerates speed trajectory information to decelerate the speed of the locomotive by using the brakes to a target point according to the estimated braking distance calculated in the above braking section.

20. In paragraph 19, The step of generating the above velocity trajectory information is: A locomotive autonomous driving control method for regenerating speed trajectory information to accelerate the locomotive to the entry limit speed and then decelerate it to the target point when the locomotive cannot be moved to the target point at the current speed in the braking section.

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