Railway vehicle control apparatus and method

Abstract

Embodiments of the present disclosure relate to a railway vehicle control apparatus and method, by which: railway vehicle information is received using one or more sensors of a railway vehicle; characteristic information of the railway vehicle is determined; frictional force is calculated using the characteristic information and an adhesion coefficient of the railway vehicle according to the determination result; a braking distance is calculated on the basis of the frictional force and the railway vehicle information; it is determined, on the basis of LiDAR data included in the railway vehicle information, whether an obstacle is present on a railway track; the distance to the obstacle is calculated when the obstacle is present; and the braking distance is compared with the distance to the obstacle so that the operation of the railway vehicle is controlled.

Description

Railway vehicle control device and method

[0001] The present embodiments relate to a railway vehicle control device and method.

[0002] Railway vehicles can transport molten iron produced at a steel mill. Railway vehicles capable of transporting molten iron may be operated by a manned driver or autonomously. In this case, stability may be compromised because the braking distance is inconsistent depending on the characteristics of the railway vehicle, such as the coefficient of friction / adhesion, salsa information, whether the air / space TLC is connected, and the stopping time.

[0003] Depending on the weight of the TLC's chartered ship and the degree of railway vehicle aging, the risk may increase further if the railway vehicle control system is not systematically implemented.

[0004] Railway vehicles are highly likely to experience delays in responding to dangerous situations due to reaction times, and efficiency may be reduced because preemptive deceleration control and the setting of safety distances to prevent collisions are not systematically implemented.

[0005] In the case of manned railway vehicles, there is a risk of collision with obstacles due to human error that may occur during the process of the operator driving directly.

[0006] Railway vehicles require speed control to eliminate operational issues arising from operator experience and vehicle aging, and to prevent collisions with obstacles around the tracks; however, advancements in this technology are currently insufficient.

[0007] These embodiments can provide a railway vehicle control device that controls the operation of a railway vehicle by comparing the distance to an obstacle.

[0008] In addition, the embodiments may provide a railway vehicle control method that controls the operation of a railway vehicle by comparing the distance to an obstacle.

[0009] In one aspect, the embodiments may provide a railway vehicle control device comprising: a receiving unit that receives railway vehicle information using one or more sensors of a railway vehicle; a braking distance calculation unit that determines characteristic information of a railway vehicle, calculates frictional force using characteristic information of a railway vehicle and an adhesion coefficient according to the determination result, and calculates braking distance based on frictional force and railway vehicle information; an obstacle determination unit that determines whether an obstacle exists on a railway track based on LiDAR data included in the railway vehicle information, and calculates the distance to the obstacle if an obstacle exists; and a control unit that controls the operation of a railway vehicle by comparing the braking distance and the distance to the obstacle.

[0010] In another aspect, the present embodiments may provide a railway vehicle control method comprising: a receiving step of receiving railway vehicle information using one or more sensors of a railway vehicle; a braking distance calculation step of determining characteristic information of a railway vehicle, calculating a frictional force using the characteristic information of a railway vehicle and an adhesion coefficient according to the determination result, and calculating a braking distance based on the frictional force and railway vehicle information; an obstacle determination step of determining whether an obstacle exists on a railway track based on LiDAR data included in the railway vehicle information, and if an obstacle exists, calculating a distance to the obstacle; and a control step of controlling the operation of a railway vehicle by comparing the braking distance and the distance to the obstacle.

[0011] According to the embodiments, a railway vehicle control device and method for controlling the operation of a railway vehicle by comparing the distance to an obstacle can be provided.

[0012] FIG. 1 is a block diagram illustrating a railway vehicle according to the embodiments.

[0013] FIG. 2 is a block diagram illustrating a railway vehicle control device according to the embodiments.

[0014] FIG. 3 is a flowchart illustrating the operation of the braking distance calculation unit according to the present embodiment.

[0015] FIG. 4 is a flowchart illustrating the operation of a control unit according to the present embodiment.

[0016] FIG. 5 is a flowchart illustrating a railway vehicle control method according to the present embodiment.

[0017] Hereinafter, some embodiments of the present disclosure will be described in detail with reference to the exemplary drawings. In assigning reference numerals to the components of each drawing, the same components may have the same reference numeral as much as possible, even if they are shown in different drawings. Furthermore, in describing the embodiments, if it is determined that a detailed description of related known components or functions may obscure the essence of the technical concept, such detailed description may be omitted. Where terms such as "comprising," "having," or "consisting of" are used in this specification, other parts may be added unless "only" is used. Where a component is expressed in the singular, it may include a plural unless otherwise specified.

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

[0019] In describing the positional relationship of components, where it is stated that two or more components are "connected," "combined," or "joined," it should be understood that while the two or more components may be directly "connected," "combined," or "joined," they may also be "connected," "combined," or "joined" with other components "intervened." Here, the other components may be included in one or more of the two or more components that are "connected," "combined," or "joined" with one another.

[0020] In describing the temporal flow relationship regarding components, methods of operation, or methods of production, for example, when the temporal or sequential relationship is described using "after," "following," "next," or "before," it may include cases where the relationship is not continuous unless "immediately" or "directly" is used.

[0021] Meanwhile, where numerical values ​​or corresponding information regarding a component (e.g., levels, etc.) are mentioned, even without separate explicit notation, the numerical values ​​or corresponding information may be interpreted as including a range of error that may occur due to various factors (e.g., process factors, internal or external shocks, noise, etc.).

[0022] In the present disclosure, a railway vehicle may refer to a vehicle manufactured for the purpose of operating on a railway track. That is, a railway vehicle may be substituted with other terms having equivalent meanings, such as train, locomotive, power car, passenger car, freight car, special car, etc., and is not limited to a specific vehicle as long as it is a vehicle operating on a railway track. In particular, the railway vehicle described in the present disclosure is described on the premise of an autonomous locomotive, but is not limited thereto, and may be applied substantially the same to non-autonomous vehicles as long as it does not contradict the technical concept of the present disclosure. Furthermore, in the present disclosure, a railway vehicle may include a locomotive equipped with a torpedo ladle car (TLC), but is not limited thereto.

[0023] In the present disclosure, the term "railway track" may be replaced with other terms having equivalent meanings, such as track, railway, running track, etc.

[0024] FIG. 1 is a block diagram illustrating a railway vehicle according to the embodiments.

[0025] Referring to FIG. 1, a railway vehicle (1) according to the embodiments may include a railway vehicle control device (100) and a driving device (500). The railway vehicle control device (100) and the driving device (500) may be connected to each other via communication.

[0026] The railway vehicle control device (100) can recognize objects detected around the railway vehicle in motion. The railway vehicle control device (100) can receive LiDAR data through LiDAR sensors installed on the front, rear, right, and left sides of the railway vehicle. In this case, the railway vehicle control device (100) can detect objects using the LiDAR data.

[0027] Afterwards, the railway vehicle control device (100) determines the characteristic information of the railway vehicle, calculates the frictional force using the characteristic information of the railway vehicle and the adhesion coefficient according to the determination result, calculates the braking distance based on the frictional force and the railway vehicle information, calculates whether there is an obstacle on the railway track and the distance to the obstacle based on the LiDAR data included in the railway vehicle information, and controls the operation of the railway vehicle by comparing the braking distance and the distance to the obstacle according to the determination result.

[0028] This railway vehicle control device (100) will be described in more detail below with reference to the relevant drawings.

[0029] In one example, the railway vehicle control device (100) may directly transmit a control command to the running device (500) of the railway vehicle. Alternatively, in another example, the railway vehicle control device (100) may transmit a judgment result or a control command to a separate control device (not shown) that controls the running device (500) of the railway vehicle, to display a warning message to the railway vehicle, control the deceleration of the railway vehicle, or apply emergency braking to the railway vehicle.

[0030] According to one example, when the railway vehicle is in autonomous driving mode, the railway vehicle control device (100) can automatically transmit a control command for the driving of the railway vehicle. If the railway vehicle is in manual driving mode, the railway vehicle control device (100) can output a control alarm for the driving of the railway vehicle through a separate output device. In this case, the driver can control the driving of the railway vehicle by looking at the alarm.

[0031] The driving device (500) is a device that directly drives a railway vehicle and may include at least one of a wheel, a suspension device, a braking sensor, a power device, and an auxiliary device. The driving device (500) is not limited to a specific device, provided that it can display a warning message to the railway vehicle, control the deceleration of the railway vehicle, or perform emergency braking of the railway vehicle in accordance with a control command of the railway vehicle control device (100).

[0032] Hereinafter, a railway track monitoring device and method according to embodiments of the present disclosure will be described with reference to the attached drawings.

[0033] FIG. 2 is a block diagram illustrating a railway vehicle control device according to the embodiments thereof. FIG. 3 is a flowchart illustrating the operation of a braking distance calculation unit according to the embodiments thereof. FIG. 4 is a flowchart illustrating the operation of a control unit according to the embodiments thereof.

[0034] Referring to FIG. 2, the railway vehicle control device (100) may include a receiving unit (110) that receives railway vehicle information using one or more sensors of the railway vehicle, a braking distance calculation unit (120) that determines characteristic information of the railway vehicle, calculates frictional force using characteristic information of the railway vehicle and adhesion coefficient according to the determination result, and calculates braking distance based on frictional force and railway vehicle information, an obstacle determination unit (130) that determines whether there is an obstacle on the railway track and calculates the distance to the obstacle based on LiDAR data included in the railway vehicle information, and a control unit (140) that controls the operation of the railway vehicle by comparing the braking distance and the distance to the obstacle according to the determination result.

[0035] The receiver (110) can receive railway vehicle information using one or more sensors of the railway vehicle.

[0036] For example, one or more sensors may include a LiDAR sensor, a speed sensor, and a braking sensor.

[0037] For example, a LiDAR sensor is installed on one side of a railway vehicle to recognize obstacles on the railway track and receive LiDAR data that can calculate the distance to the obstacles.

[0038] As another example, a speed sensor is installed on a railway vehicle to receive the vehicle's speed on the railway track.

[0039] As another example, a braking sensor may be installed on a railway vehicle to receive a braking command issued by an operator of the railway vehicle to control the operation of the railway vehicle (deceleration control or stop control). Alternatively, the braking sensor may correspond to a controllable sensor that controls the operation of the railway vehicle according to a control command of the railway vehicle control device (100). Additionally, the braking sensor may be used to calculate the railway vehicle idle time.

[0040] However, not limited to the present embodiment, one or more sensors of the railway vehicle may include various sensors.

[0041] As another example, railway vehicle information may include railway vehicle operation times, railway vehicle speed information, and LiDAR data.

[0042] For example, if the railway vehicle is a standard manned railway vehicle, the railway vehicle waiting time may refer to the reaction time from the moment the train driver recognizes a dangerous situation or a destination stop point until he controls the operation of the railway vehicle.

[0043] In this case, if the railway vehicle is a manned railway vehicle, the railway vehicle waiting time can be calculated by subtracting the time when a braking command is input to the braking sensor from the time when the railway vehicle starts to decrease, which is extracted based on the railway vehicle speed information.

[0044] Alternatively, if the railway vehicle is an autonomous railway vehicle, the railway vehicle waiting time may refer to the time required from the point of recognition when the railway vehicle control device (100) receives a control command, such as obstacle detection, until the control command is transmitted to the driving device (500).

[0045] As another example, railway vehicle speed information may correspond to the driving speed of a railway vehicle in motion on a railway track. For instance, the railway vehicle speed information may include the real-time driving speed of the railway vehicle, and the real-time driving speed of the railway vehicle and the time during which the railway vehicle is traveling can be mapped together.

[0046] As another example, LiDAR data may correspond to a received point cloud in a 3D format that can recognize obstacles present on a railway track and calculate the distance to the obstacles.

[0047]

[0048] However, not limited to the present embodiment, various railway vehicle information may be received.

[0049] Meanwhile, the braking distance calculation unit (120) determines the characteristic information of the railway vehicle, calculates the frictional force using the characteristic information of the railway vehicle and the adhesion coefficient according to the determination result, and can calculate the braking distance based on the frictional force and the railway vehicle information.

[0050] In general, physics requires the coefficient of friction and mass to calculate frictional force. This embodiment describes the factors related to the coefficient of friction and mass in order to calculate the coefficient of friction and mass.

[0051] For example, the characteristic information of a railway vehicle may correspond to the basic characteristics of the railway vehicle and may include the mass of the railway vehicle, the coefficient of friction between the railway vehicle and the railway track (the adhesion coefficient described later), and the length of the railway vehicle. However, the present embodiment is not limited to this, and various information may be included in the characteristic information of the railway vehicle.

[0052] As another example, the braking distance calculation unit (120) can determine whether sand has been sprayed between the railway vehicle and the railway rail among the characteristic information of the railway vehicle, and can determine whether the TLC is connected in order to calculate the mass carried by the railway vehicle.

[0053] Since whether salsa is involved in the adjustment of the friction coefficient, which is characteristic information of a railway vehicle, whether salsa is involved can be included in the characteristic information of a railway vehicle.

[0054] Since the status of TLC engagement may be related to mass adjustment, which is characteristic information of the railway vehicle, the status of TLC engagement may be included in the characteristic information of the railway vehicle. Below, the status of salsa engagement and the status of TLC engagement will be explained in detail.

[0055] Salsa can refer to the spraying of sand in front of the wheels for the purpose of reducing the braking distance of railway vehicles. Therefore, whether salsa has occurred may correspond to whether sand was sprayed in front of the wheels of the railway vehicle.

[0056] For example, if sand is sprayed in front of the wheels of a railway vehicle, the braking distance calculation unit (120) can determine that sand has been sprayed and adjust the friction coefficient upward. Conversely, if sand is not sprayed in front of the wheels of a railway vehicle, the braking distance calculation unit (120) can determine that sand has not been sprayed and adjust the friction coefficient downward.

[0057] A TLC can be a transport vehicle connected to a railway vehicle capable of transporting molten iron produced at a steel mill. A zero TLC can be a TLC filled with molten iron, and a blank TLC can be an empty TLC. The mass of the railway vehicle varies depending on whether a TLC is connected, and the braking distance may vary depending on the mass.

[0058] Accordingly, the braking distance calculation unit (120) can determine whether TLC is engaged before calculating the friction force.

[0059] For example, if at least one of the zero TLC and the zero TLC is connected, the braking distance calculation unit (120) can increase the mass.

[0060] Below, the factors required for calculating the braking distance have been described, and the operation of the braking distance calculation unit (120) is explained in detail.

[0061] Referring to FIG. 3, the braking distance calculation unit (120) calculates the friction force using the characteristic information of the railway vehicle and the adhesion coefficient according to the judgment result (S210), and can calculate the braking distance based on the friction force and the railway vehicle information (S220).

[0062] For example, the adhesion coefficient is a type of friction coefficient mentioned above and may correspond to the friction coefficient between the wheels of a railway vehicle and the railway rail. In this case, the adhesion coefficient can be adjusted upward or downward depending on whether salsa is used.

[0063] In addition, as described above, since friction force is generally calculated using the mass and friction coefficient of a railway vehicle, the braking distance calculation unit (120) can adjust the mass according to whether TLC is engaged and adjust the adhesion coefficient, which is the friction coefficient, according to whether salsa is engaged, and calculate the friction force using the adjusted mass and the adjusted adhesion coefficient.

[0064] However, the friction force can be calculated using various methods and various factors, not limited to the present embodiment.

[0065] As another example, the braking distance calculation unit (120) can calculate the braking distance using railway vehicle operation time and railway vehicle speed information among railway vehicle information.

[0066] The braking distance can be calculated by adding the reaction distance, which is the value obtained by multiplying the railway vehicle reaction time and the initial speed included in the railway vehicle speed information, and the distance traveled until the railway vehicle is fully braked after the command is received by the actual braking sensor.

[0067] However, the braking distance can be calculated in various ways, not limited to the present embodiment.

[0068] Meanwhile, the obstacle determination unit (130) determines whether there is an obstacle on the railway track based on the LiDAR data included in the railway vehicle information, and if there is an obstacle, can calculate the distance to the obstacle.

[0069] For example, a LiDAR sensor installed on a railway vehicle can emit a laser and receive LiDAR data, which is a reflected signal.

[0070] Lidar data can be represented in the form of a 3D point cloud, and each point can include distance, angle, and intensity as data.

[0071] In this case, the obstacle determination unit (130) can determine whether an obstacle exists by inputting points included in the LiDAR data into an object recognition algorithm.

[0072] Object recognition algorithms that can be used include DBSCAN (Density-Based Spatial Clustering of Applications with Noise), K-Means, RANSAC (Random Sample Consensus), PointNet, and VoxelNet.

[0073] That is, the obstacle determination unit (130) can determine that an obstacle exists when it recognizes an obstacle by inputting points included in the LiDAR pointer into an object recognition algorithm.

[0074] Additionally, the obstacle determination unit (130) measures the time difference between the laser transmitted from the lidar sensor and the reflected signal when an obstacle is present, and each point included in the lidar data can be converted into a three-dimensional coordinate.

[0075] In this case, the distance to the point with the smallest distance value among each point included in the LiDAR data can be calculated as the distance to the obstacle.

[0076] However, the existence of an obstacle can be determined in various ways, not limited to the present embodiment, and the distance to the obstacle can be calculated.

[0077] The control unit (140) can control the operation of the railway vehicle by comparing the braking distance and the distance to the obstacle. This will be explained below with reference to FIG. 4.

[0078] Referring to FIG. 4, the obstacle determination unit (130) can determine whether there is an obstacle on the railway track. (S310)

[0079] For example, if the obstacle determination unit (130) determines that there is an obstacle on the railway track, the control unit (140) can compare the braking distance with the distance to the obstacle. (S320)

[0080] For example, the control unit (140) can control the railway vehicle to stop when the braking distance is less than or equal to the distance to the obstacle.

[0081] On the other hand, if the braking distance exceeds the distance to the obstacle, the control unit (140) can further compare the preset safety distance with the distance to the obstacle. (S330)

[0082] For example, a preset safety distance may refer to a distance at which an accident can be avoided even if the railway vehicle fails to recognize an obstacle. The safety distance is a value greater than the braking distance and can be set by taking into account situations where there may be a time difference between the time a control command is issued by the railway vehicle control device and the time the railway vehicle actually operates, such as communication delays of the autonomous railway vehicle.

[0083] For example, a preset safety distance may be set to A m (where A is a real number greater than 0). For example, a preset safety distance may be set to 10 m. However, the present embodiment is not limited to this, and a preset safety distance of various values ​​may be set.

[0084] As another example, if the preset safety distance is less than or equal to the distance to the obstacle, the control unit (140) controls the railway vehicle to decelerate and can re-compare the braking distance with the distance to the obstacle. (S330)

[0085] On the other hand, if the preset safety distance exceeds the distance to the obstacle, the control unit (140) can control the operation of the railway vehicle by comparing the preset target speed and the railway vehicle speed information. (S340)

[0086] For example, a preset target speed may refer to a target speed for a railway vehicle to pass through railway facilities (level crossings, barriers, etc.) or reach a destination. The preset target speed may be set to B km / h or B m / s (where B is a real number greater than or equal to 0).

[0087] For example, when a railway vehicle passes a level crossing, the preset target speed may be set to 1 km / h. For another example, when a railway vehicle passes a general railway track, it may be set to 13 km / h. However, the preset target speed may be set to various values, not limited to the present embodiment.

[0088] As another example, the control unit (140) can control the railway vehicle to accelerate when the railway vehicle speed information is less than a preset target speed, and can re-compare the braking distance and the distance to the obstacle.

[0089] In this case, the control unit (140) can control the speed of the railway vehicle to accelerate when the speed of the railway vehicle is below a preset target speed in order to improve productivity by shortening the operating time of the railway vehicle. Additionally, the control unit (140) can re-compare the braking distance and the distance to the obstacle because there may be a risk of collision if the distance to the obstacle becomes less than the braking distance due to the accelerated railway vehicle.

[0090] On the other hand, the control unit (140) can control the operation of the railway vehicle by re-comparing the braking distance and the distance to the obstacle when the railway vehicle speed information is greater than the preset target speed.

[0091] In this case, if the control unit (140) does not re-compare the braking distance and the distance to the obstacle when the speed of the railway vehicle is above a preset target speed, the risk of collision may be increased. Therefore, if the speed information of the railway vehicle is above a preset target speed, the control unit (140) re-compares the braking distance and the distance to the obstacle to prevent the risk of collision, and, if necessary, controls the railway vehicle to decelerate or brake.

[0092] However, not limited to this embodiment, the control unit (140) can control the operation of the railway vehicle using various judgment methods.

[0093] FIG. 5 is a flowchart illustrating a railway vehicle control method according to the present embodiment.

[0094] Referring to FIG. 5, the railway vehicle control method may include a receiving step (S410) of receiving railway vehicle information using one or more sensors of the railway vehicle, a braking distance calculation step (S420) of determining characteristic information of the railway vehicle, calculating frictional force using characteristic information of the railway vehicle and adhesion coefficient according to the determination result, and calculating braking distance based on frictional force and railway vehicle information, an obstacle determination step (S430) of determining whether there is an obstacle on the railway track and calculating the distance to the obstacle based on LiDAR data included in the railway vehicle information, and a control step (S440) of controlling the operation of the railway vehicle by comparing the braking distance and the distance to the obstacle according to the determination result.

[0095] The receiving step can receive railway vehicle information using one or more sensors of the railway vehicle. (S410)

[0096] For example, one or more sensors may include a LiDAR sensor, a speed sensor, and a braking sensor.

[0097] For example, a LiDAR sensor is installed on one side of a railway vehicle to recognize obstacles on the railway track and receive LiDAR data that can calculate the distance to the obstacles.

[0098] As another example, a speed sensor is installed on a railway vehicle to receive the vehicle's speed on the railway track.

[0099] As another example, a braking sensor may be installed on a railway vehicle to receive a braking command issued by an operator of the railway vehicle to control the operation of the railway vehicle (deceleration control or stop control). Alternatively, the braking sensor may correspond to a controllable sensor that controls the operation of the railway vehicle according to a control command of the railway vehicle control device (100). Additionally, the braking sensor may be used to calculate the railway vehicle idle time.

[0100] However, not limited to the present embodiment, one or more sensors of the railway vehicle may include various sensors.

[0101] As another example, railway vehicle information may include railway vehicle operation times, railway vehicle speed information, and LiDAR data.

[0102] For example, if the railway vehicle is a standard manned railway vehicle, the railway vehicle waiting time may refer to the reaction time from the moment the train driver recognizes a dangerous situation or a destination stop point until he controls the operation of the railway vehicle.

[0103] In this case, if the railway vehicle is a manned railway vehicle, the railway vehicle waiting time can be calculated by subtracting the time when a braking command is input to the braking sensor from the time when the railway vehicle starts to decrease, which is extracted based on the railway vehicle speed information.

[0104] Alternatively, if the railway vehicle is an autonomous railway vehicle, the railway vehicle waiting time may refer to the time required from the point of recognition, where a control command such as obstacle detection is involved by the railway vehicle control method, until the control command is transmitted to the driving device.

[0105] As another example, railway vehicle speed information may correspond to the driving speed of a railway vehicle in motion on a railway track. For instance, the railway vehicle speed information may include the real-time driving speed of the railway vehicle, and the real-time driving speed of the railway vehicle and the time during which the railway vehicle is traveling can be mapped together.

[0106] As another example, LiDAR data may correspond to a received point cloud in a 3D format that can recognize obstacles present on a railway track and calculate the distance to the obstacles.

[0107]

[0108] However, not limited to the present embodiment, various railway vehicle information may be received.

[0109] Meanwhile, the braking distance calculation step determines the characteristic information of the railway vehicle, calculates the friction force using the characteristic information of the railway vehicle and the adhesion coefficient according to the determination result, and can calculate the braking distance based on the friction force and the railway vehicle information. (S420)

[0110] In general, physics requires the coefficient of friction and mass to calculate frictional force. This embodiment describes the factors related to the coefficient of friction and mass in order to calculate the coefficient of friction and mass.

[0111] For example, the characteristic information of a railway vehicle may correspond to the basic characteristics of the railway vehicle and may include the mass of the railway vehicle, the coefficient of friction between the railway vehicle and the railway track (the adhesion coefficient described later), and the length of the railway vehicle. However, the present embodiment is not limited to this, and various information may be included in the characteristic information of the railway vehicle.

[0112] As another example, the braking distance calculation step can determine whether sand has been sprayed between the railway vehicle and the railway rail among the characteristic information of the railway vehicle, and determine whether the TLC is engaged in order to calculate the mass carried by the railway vehicle.

[0113] Since whether salsa is involved in the adjustment of the friction coefficient, which is characteristic information of a railway vehicle, whether salsa is involved can be included in the characteristic information of a railway vehicle.

[0114] Since the status of TLC engagement may be related to mass adjustment, which is characteristic information of the railway vehicle, the status of TLC engagement may be included in the characteristic information of the railway vehicle. Below, the status of salsa engagement and the status of TLC engagement will be explained in detail.

[0115] Salsa can refer to the spraying of sand in front of the wheels for the purpose of reducing the braking distance of railway vehicles. Therefore, whether salsa has occurred may correspond to whether sand was sprayed in front of the wheels of the railway vehicle.

[0116] For example, if sand is sprayed in front of the wheels of a railway vehicle, the braking distance calculation step may determine that sand has been sprayed and adjust the friction coefficient upward. Conversely, if sand is not sprayed in front of the wheels of a railway vehicle, the braking distance calculation step may determine that sand has not been sprayed and adjust the friction coefficient downward.

[0117] A TLC can be a transport vehicle connected to a railway vehicle capable of transporting molten iron produced at a steel mill. A zero TLC can be a TLC filled with molten iron, and a blank TLC can be an empty TLC. The mass of the railway vehicle varies depending on whether a TLC is connected, and the braking distance may vary depending on the mass.

[0118] Therefore, the braking distance calculation step can determine whether TLC is engaged before calculating the friction force.

[0119] For example, if at least one of the zero TLC and the zero TLC is engaged, the braking distance calculation step can increase the mass.

[0120] Below, the factors required for calculating the braking distance have been described, and the operation of the braking distance calculation step is explained in detail.

[0121] The braking distance calculation step calculates the friction force using the characteristic information of the railway vehicle and the adhesion coefficient according to the judgment result, and can calculate the braking distance based on the friction force and the railway vehicle information.

[0122] For example, the adhesion coefficient is a type of friction coefficient mentioned above and may correspond to the friction coefficient between the wheels of a railway vehicle and the railway rail. In this case, the adhesion coefficient can be adjusted upward or downward depending on whether salsa is used.

[0123] In addition, as mentioned above, since friction force is generally calculated using the mass and friction coefficient of a railway vehicle, the braking distance calculation step can adjust the mass depending on whether TLC is engaged and adjust the adhesion coefficient, which is the friction coefficient, depending on whether salsa is engaged, and calculate the friction force using the adjusted mass and the adjusted adhesion coefficient.

[0124] As another example, the braking distance calculation unit can calculate the braking distance using railway vehicle reaction time and railway vehicle speed information among the railway vehicle information.

[0125] The braking distance can be calculated by adding the reaction distance, which is the value obtained by multiplying the railway vehicle reaction time and the initial speed included in the railway vehicle speed information, and the distance traveled until the railway vehicle is fully braked after the command is received by the actual braking sensor.

[0126] However, the braking distance can be calculated in various ways, not limited to the present embodiment.

[0127] Meanwhile, the obstacle determination step determines whether there is an obstacle on the railway track based on LiDAR data included in the railway vehicle information, and if an obstacle is present, can calculate the distance to the obstacle. (S430)

[0128] For example, a LiDAR sensor installed on a railway vehicle can emit a laser and receive LiDAR data, which is a reflected signal.

[0129] Lidar data can be represented in the form of a 3D point cloud, and each point can include distance, angle, and intensity as data.

[0130] In this case, the obstacle determination step can determine whether an obstacle exists by inputting the points included in the LiDAR data into an object recognition algorithm.

[0131] Object recognition algorithms that can be used include DBSCAN (Density-Based Spatial Clustering of Applications with Noise), K-Means, RANSAC (Random Sample Consensus), PointNet, and VoxelNet.

[0132] In other words, the obstacle determination step inputs the points included in the LiDAR pointer into an object recognition algorithm, and if an obstacle is detected, it can determine that an obstacle exists.

[0133] In addition, the obstacle determination step measures the time difference between the laser transmitted from the LiDAR sensor and the reflected signal when an obstacle is present, and each point included in the LiDAR data can be converted into a 3D coordinate.

[0134] In this case, the distance to the point with the smallest distance value among each point included in the LiDAR data can be calculated as the distance to the obstacle.

[0135] However, the existence of an obstacle can be determined in various ways, not limited to the present embodiment, and the distance to the obstacle can be calculated.

[0136] The control step can control the operation of the railway vehicle by comparing the braking distance and the distance to the obstacle. (S440)

[0137] The obstacle determination step can determine whether an obstacle exists on the railway track.

[0138] For example, if the obstacle determination step determines that an obstacle exists on the railway track, the control step can compare the braking distance with the distance to the obstacle.

[0139] For example, the control step can control the railway vehicle to stop when the braking distance is less than or equal to the distance to the obstacle.

[0140] On the other hand, if the braking distance exceeds the distance to the obstacle, the control stage can further compare the preset safety distance with the distance to the obstacle.

[0141] For example, a preset safety distance may refer to a distance at which an accident can be avoided even if the railway vehicle fails to recognize an obstacle. The safety distance is a value greater than the braking distance and can be set by taking into account situations where there may be a time difference between the time a control command is issued by the railway vehicle control device and the time the railway vehicle actually operates, such as communication delays of the autonomous railway vehicle.

[0142] For example, a preset safety distance may be set to A m (where A is a real number greater than 0). For example, a preset safety distance may be set to 10 m. However, the present embodiment is not limited to this, and a preset safety distance of various values ​​may be set.

[0143] As another example, if the preset safety distance is less than or equal to the distance to the obstacle, the control step controls the railway vehicle to decelerate and can re-compare the braking distance with the distance to the obstacle.

[0144] On the other hand, if the preset safety distance exceeds the distance to the obstacle, the control step can control the operation of the railway vehicle by comparing the preset target speed with the railway vehicle speed information.

[0145] For example, a preset target speed may refer to a target speed for a railway vehicle to pass through railway facilities (level crossings, barriers, etc.) or reach a destination. The preset target speed may be set to B km / h or B m / s (where B is a real number greater than or equal to 0).

[0146] For example, when a railway vehicle passes a level crossing, the preset target speed may be set to 1 km / h. For another example, when a railway vehicle passes a general railway track, it may be set to 13 km / h. However, the preset target speed may be set to various values, not limited to the present embodiment.

[0147] As another example, the control step can control the railway vehicle to accelerate when the railway vehicle speed information is less than a preset target speed, and can re-compare the braking distance and the distance to the obstacle.

[0148] In this case, the control step can control the speed of the railway vehicle to accelerate when the speed is below a preset target speed in order to improve productivity by reducing the operating time of the railway vehicle. Additionally, the control step can re-compare the braking distance and the distance to the obstacle because there may be a risk of collision if the distance to the obstacle becomes less than the braking distance due to the accelerated railway vehicle.

[0149] On the other hand, if the railway vehicle speed information is greater than a preset target speed, the control stage can control the operation of the railway vehicle by re-comparing the braking distance and the distance to the obstacle.

[0150] In this case, if the control stage does not re-compare the braking distance and the distance to the obstacle when the speed of the railway vehicle exceeds a preset target speed, the risk of collision may be increased. Therefore, if the speed information of the railway vehicle exceeds a preset target speed, the control stage re-compares the braking distance and the distance to the obstacle to prevent the risk of collision, and, if necessary, controls the railway vehicle to decelerate or brake.

[0151] However, not limited to the present embodiment, the control step can control the operation of the railway vehicle using various judgment methods.

[0152] The above-described embodiments may be implemented within a computer system, for example, on a computer-readable recording medium. The computer system of a railway vehicle control device may include at least one element among one or more processors, memory, storage, user interface inputs, and user interface outputs, and these may communicate with each other via a bus. Additionally, the computer system may also include a network interface for connecting to a network. The processor may be a CPU or a semiconductor device that executes processing instructions stored in memory and / or storage. Memory and storage may include various types of volatile / non-volatile memory media. For example, memory may include ROM and RAM.

[0153] The foregoing description is merely an illustrative explanation of the technical concept of the present disclosure, and those skilled in the art to which the present disclosure pertains may make various modifications and variations within the scope of the essential characteristics of the technical concept. Furthermore, since these embodiments are intended to explain, not limit, the scope of the technical concept is not limited by these embodiments. The scope of protection of the present disclosure shall be interpreted by the claims below, and all technical concepts within an equivalent scope shall be interpreted as being included within the scope of rights of the present disclosure.

[0154]

[0155] CROSS-REFERENCE TO RELATED APPLICATION

[0156] This patent application claims priority pursuant to Section 119(a) of the U.S. Patent Act (35 USC § 119(a)) to Korean Patent Application No. 10-2024-0187819 filed on December 17, 2024, all of which are incorporated by reference into this patent application. Additionally, this patent application claims priority in countries other than the United States for the same reasons as above, all of which are incorporated by reference into this patent application.

Claims

1. A receiver that receives railway vehicle information using one or more sensors of the railway vehicle; A braking distance calculation unit that determines characteristic information of the above-mentioned railway vehicle, calculates frictional force using the characteristic information of the above-mentioned railway vehicle and the adhesion coefficient according to the determination result, and calculates braking distance based on the frictional force and the above-mentioned railway vehicle information; An obstacle determination unit that determines whether an obstacle exists on a railway track based on lidar data included in the above railway vehicle information, and calculates the distance to the obstacle if the obstacle exists; and A railway vehicle control device comprising a control unit that controls the operation of the railway vehicle by comparing the braking distance and the distance to the obstacle.

2. In Paragraph 1, The above braking distance calculation unit is, A railway vehicle control device that determines whether sand has been sprayed between the railway vehicle and the railway rail among the characteristic information of the above railway vehicle, and determines whether TLC is engaged in order to calculate the mass carried by the above railway vehicle.

3. In Paragraph 1, The above braking distance calculation unit is, A railway vehicle control device that calculates the braking distance using railway vehicle operation time and railway vehicle speed information among the above railway vehicle information.

4. In Paragraph 1, The above control unit is, If it is determined that the obstacle exists on the railway track and the braking distance is less than or equal to the distance to the obstacle, A railway vehicle control device that controls the above railway vehicle to stop.

5. In Paragraph 1, The above control unit is, If it is determined that the obstacle exists on the railway track and the braking distance exceeds the distance to the obstacle, A railway vehicle control device that controls the operation of the railway vehicle by further comparing a preset safety distance with the distance to the obstacle.

6. In Paragraph 5, The above control unit is, If the above preset safety distance is less than or equal to the distance to the obstacle, A railway vehicle control device that controls the above railway vehicle to decelerate and re-compares the braking distance with the distance to an obstacle.

7. In Paragraph 5, The above control unit is, If the above preset safety distance exceeds the distance to the obstacle, A railway vehicle control device that controls the operation of the railway vehicle by further comparing the preset target speed with the railway vehicle speed information.

8. In Paragraph 7, The above control unit is, If the above railway vehicle speed information is less than the above preset target speed, A railway vehicle control device that controls the above railway vehicle to accelerate and re-compares the braking distance and the distance to an obstacle.

9. In Paragraph 7, The above control unit is, If the above railway vehicle speed information is greater than or equal to the above preset target speed, A railway vehicle control device that controls the operation of the railway vehicle by re-comparing the braking distance and the distance to the obstacle.

10. A receiving step of receiving railway vehicle information using one or more sensors of the railway vehicle; A braking distance calculation step for determining characteristic information of the above railway vehicle, calculating friction force using the characteristic information of the above railway vehicle and the adhesion coefficient according to the determination result, and calculating braking distance based on the friction force and the above railway vehicle information; An obstacle determination step for determining whether an obstacle exists on a railway track based on lidar data included in the above railway vehicle information, and calculating the distance to the obstacle if the obstacle exists; and A railway vehicle control method comprising a control step for controlling the operation of the railway vehicle by comparing the braking distance and the distance to the obstacle.

11. In Paragraph 10, The above braking distance calculation step is, A railway vehicle control method that determines whether sand is sprayed between the railway vehicle and the railway rail among the characteristic information of the above railway vehicle, and determines whether TLC is connected in order to calculate the mass carried by the above railway vehicle.

12. In Paragraph 10, The above braking distance calculation step is, A railway vehicle control method that calculates the braking distance using railway vehicle processing time and railway vehicle speed information among the above railway vehicle information.

13. In Paragraph 10, The above control step is, If it is determined that the obstacle exists on the railway track and the braking distance is less than or equal to the distance to the obstacle, A railway vehicle control method for controlling the above railway vehicle to stop.

14. In Paragraph 10, The above control step is, If it is determined that the obstacle exists on the railway track and the braking distance exceeds the distance to the obstacle, A railway vehicle control method that controls the operation of the railway vehicle by further comparing a preset safety distance with the distance to the obstacle.

15. In Paragraph 14, The above control step is, If the above preset safety distance is less than or equal to the distance to the obstacle, A railway vehicle control method that controls the above railway vehicle to decelerate and re-compares the braking distance and the distance to an obstacle.

16. In Paragraph 14, The above control step is, If the above preset safety distance exceeds the distance to the obstacle, A railway vehicle control method that controls the operation of the railway vehicle by further comparing the railway vehicle speed information with a preset target speed.

17. In Paragraph 16, The above control step is, If the above railway vehicle speed information is less than the above preset target speed, A railway vehicle control method that controls the above railway vehicle to accelerate and re-compares the braking distance and the distance to an obstacle.

18. In Paragraph 16, The above control step is, If the above railway vehicle speed information is greater than or equal to the above preset target speed, A railway vehicle control method that controls the operation of the railway vehicle by re-comparing the braking distance and the distance to an obstacle.

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