AU2009202471A1

AU2009202471A1 - Rail transport system

Info

Publication number: AU2009202471A1
Application number: AU2009202471A
Authority: AU
Inventors: Philip John Cook; Andrew Patrick Hussey; Anthony John Macdonald; Daniel Kion Newcombe; Andrew James Varnavides
Original assignee: Technological Resources Pty Ltd; Ansaldo STS Australia Pty Ltd
Current assignee: Technological Resources Pty Ltd; Hitachi Rail STS Australia Pty Ltd
Priority date: 2008-06-20
Filing date: 2009-06-22
Publication date: 2010-01-14
Anticipated expiration: 2029-06-22
Also published as: AU2009202471B2

Description

AUSTRALIA Patents Act 1990 COMPLETE SPECIFICATION Standard Patent Applicant (s): Technological Resources Pty. Limited and Ansaldo STS Australia Pty Ltd Invention Title: RAIL TRANSPORT SYSTEM The following statement is a full description of this invention, including the best method for performing it known to me/us: P78205.AUA Pat.Se1_F'Ing ApplIcation 2009-6-22.doc (P) -2 RAIL TRANSPORT SYSTEM Field of the Invention 5 The present invention relates to a railway transport system and in particular, a rail transport system that facilitates automatic train operation. The invention further relates to components and sub-systems of the rail transport system including a method of uncoupling a banker io loco from a train. Background of the Invention A typical rail transport system comprises a network of 15 railroad tracks extending between geographic locations between which people or goods have to be transported. A consist comprising at least one locomotive and a series of wagons or carriages is typically driven along the tracks by a driver operating throttle and brake levers in the 20 locomotive. A signalling system is incorporated in the rail transport system to provide signals to the driver to facilitate the safe operation of the consist. These may, for example, signal a driver to reduce throttle setting, or apply the brakes or bring the consist to a stop. In 25 the event of a driver not complying with a signal provided, the signalling system may override the driver and bring the consist to a halt. In heavy haul rail transport systems, a consist may 30 comprise two or three head end locomotives, and well over one hundred wagons. A driver of a heavy haul system must be conscious of internal train forces when accelerating and braking to ensure that the consist doesn't break at a coupling or derail. The total length of a heavy haul 35 consist may exceed 1500m. In heavy haul systems, one or more bankers may be attached N:\Perth\Cases\Patent\78OOO-78999\P78205 AU. 1Specis\P78205.AU. 1 Specification doc 22/06/09 -3 to the rear of the consist to assist in pushing the consist up a gradient. As is appreciated and understood by those skilled in the art, distributed power is used to control the throttle and brake settings of the banker s locos from a head end lead loco to ensure that the locos are driven at similar speeds so that the consist does not break apart during acceleration or derail during braking. Distributed power involves providing a communication path 10 between the head end lead loco and a banker lead loco so that throttle and brake settings are co-ordinated. This communication path may be facilitated by way of radio communication between a driver in the head end lead loco and a driver in the banker lead loco. Alternately a wired 15 communication link may exist between the head end lead loco and the banker lead loco. In this event, a computer or other controller in the banker lead loco may be controlled by a driver in the head end lead loco to adjust the throttle and brake position. 20 The present rail transport system and various components and sub-systems thereof have been developed with a view to enabling automatic train operation. 25 Summary of the Invention According to a first aspect of the invention there is provided a method of operating a heavy haul train having one or more head end locos and at least one banker loco, 30 the method comprising: driving the train along a track; while the train is moving, issuing a command from a location remote of the at least one banker loco to automatically uncouple the at least one banker loco from 35 the train to form a banker consist; and, N:\Perth\Cases\Patent\78O0-78999\P78205.AU.1\Specis\P78205AU.1 Specification.doc 22/06/09 -4 automatically braking the banker consist upon the uncoupling from the train to bring the banker consist to a stop. 5 According to a second aspect of the invention there is provided a heavy haul train system for transporting bulk commodities in train having one or more head end locos, a plurality of wagons and at least one banker loco, the system adapted to operate according to the steps of: io driving the train along a track; while the train is moving, issuing a command from a location remote of the at least one banker loco to automatically uncouple the at least one banker loco from the train to form a banker consist; and, is automatically braking the banker consist upon the uncoupling from the train to bring the banker consist to a stop. Preceding aspects of the invention may comprise driving 20 the train using an automatic train operation (ATO) system adapted to drive the consist independently of action by any personnel onboard the consist. Preceding aspects of the invention may comprise 25 designating at least one uncoupling zone along the track and issuing the command to uncouple the at least one banker loco when the at least one banker loco is in one of the uncoupling zones. 30 Preceding aspects of the invention may comprise issuing the command from a location remote from the at least one banker loco comprises issuing the command from one of the one or more head end locos. 35 Preceding aspects of the invention may comprise issuing the command from a location remote from the at least one N:\Perth\Cases\Patent\78000-78999\P78205.AU.1\Specis\P78205.AU 1 Specification.doc 22/06/09 -5 banker consist comprises issuing the command from a location remote from the train. Preceding aspects of the invention may comprise driving 5 the train in a manner where a coupling between a lead banker of the at least one banker loco and a remaining portion of the train is compressed prior to uncoupling the at least one banker loco from the train. 10 Preceding aspects of the invention may comprise driving the train comprises driving the at least one banker loco and head end loco with different operating commands whereby at least a plurality of couplings between the lead loco and a lead banker of the at least one banker loco and 15 a remaining portion of the train are compressed prior to uncoupling the at least one banker loco to form the banker consist. Preceding aspects of the invention may comprise monitoring 20 a coupling between a lead banker of the at least one banker loco and a remaining portion of the train to detect whether said uncoupling of said at least one banker loco has occurred. 25 Preceding aspects of the invention may comprise upon the uncoupling of the at least one banker loco, operating the banker consist independently of the one or more head end locos. 30 In preceding aspects of the invention, operating the banker consist may comprise automatically driving the banker consist to a predetermined destination. In preceding aspects of the invention operating the banker 35 consist independently of the one or more head end locos may comprise activating cab-code signalling within said N:\Perth\Cases\Patent\78000-7899P78205.AU.1\Specis\P78205.AU.1 Specification.doc 22/06/09 -6 bankers and operating said bankers in accordance with said cab code signalling. In preceding aspects of the invention when the at least 5 one banker loco comprises a lead banker loco and an end trail loco said activation of said cab-code signalling comprises activating cab-code signalling in the end trail banker to enable operation of said banker consist of bankers in a reverse direction of travel to a direction of 10 travel of the one or more head end locos. Operating said banker consist independently of said one or more head end locos may comprise activating an automatic train protection (ATP) system of said banker consist said is ATP system responsive to in-cab signalling received from said track and enabling said ATP system to at least activate a brake to slow or stop the banker consist if an over speed event is detected by the ATP system. 20 operating said banker consist independently of said one or more head end locos may comprise activating an automatic train operation (ATO) system to generate driving commands suitable for driving said banker consist independently of action by any personnel onboard the banker consist. 25 Operating said banker consist independently of said one or more head end locos may comprise enabling the banker consist to receive cab code signals from said track; 30 activating an automatic train operation (ATO) system provided on the banker consist for generating driving commands suitable for driving said banker consist independently of action by any personnel onboard the banker consist; 35 uploading train configuration data into an automatic train protection (ATP) system on board said banker consist, said ATP system being responsive to said train N:\Perth\Cases\Patent\78O0-78999\P78205 AU. i\Specis\P78205.AU.1 Specificatron.doc 22/06/09 -7 configuration data and said cab code signals to at least activate a brake so as to slow or stop the banker consist if an over speed event is detected by the ATP system; and operating said banker consist by said ATO system and 5 said ATP system and independently of the one or more head end locos. According to a further aspect of the present invention there is provided a method of operating a heavy haul train 10 having one or more head end locos and at least one banker loco, the method comprising: driving the train along a track; while the train is moving issuing a command from a location remote from the at least one banker loco to 15 automatically uncouple the at least one banker loco from the train to form a first train comprising the one or more head end locos; and, a separate banker consist comprising the at least one banker loco; and, operating the first train independently of the banker 20 consist. The method may comprise driving of the first train and the banker consist comprises automatically driving without respective on board human drivers driving the first train 25 or the banker consist. Operating of the banker consist may comprise automatically bringing the banker consist to a stop after uncoupling. 30 Issuing the command from a location remote from the banker consist may comprise issuing the command from one of the head end locos. According to a further aspect of the invention there is 35 provided a method of automatically detaching as a group, one or more the banker locos coupled to a moving train having one or more head end locos, the method comprising: N:\Perh\Cases\Patenl\78000-78999\P78205.AU.1\Specis\P78205.AU-1 Specification.doc 22106/09 -8 providing an ATO system for supervising and controlling movement of the train along a track; configuring the ATO system to automatically uncouple the at least one banker loco from the train when the train 5 is in a predetermined uncoupling zone the uncoupled at least one banker loco forming a banker consist; and, configuring the ATO system to independently operate the one or more head end locos and the banker consist after uncoupling. 10 Operating the banker consist may comprise automatically braking the banker consist upon the coupling from the train to bring the banker consist to a stop. 15 Configuring said ATO system may comprise configuring the ATO system to issue a uncouple command from a location remote from the at least one banker loco. Issuing the uncouple command may comprise issuing the 20 command from one of the one or more head end locos. The one of the one or more head end locos may be a head end lead loco of the train. Brief Description of the Drawings 25 Embodiments of the present invention will now be described by way of example only and with reference to the accompanying drawings in which: 30 Figure 1 is a schematic representation of an embodiment of a rail transport system in accordance with the present invention; Figure 2 is a schematic representation of an automatic 35 train operation onboard system utilised in the rail transport system; N:\Perth\Cases\Patent\78000-78999\P78205.AU.1\Specis\P78205.AU.1 Specification.doc 22/06/09 -9 Figure 3 is a state transition diagram showing different operational modes of an automatic train operation system utilised in the described embodiment of the rail transport system; 5 Figure 4 is the state transition diagram of Figure 3 and further includes a light engine attaching state; and Figure 5 is the state transition diagram of Figure 4 and 10 further includes a DLC directed state. Detailed Description of Preferred Embodiments Figure 1 is a general schematic representation of a heavy 15 haul rail transport system 10 that operates with locomotives under control of a computer based system without drivers stationed onboard (i.e. driverless locomotives) across at least a portion of the rail transport system 10. 20 A heavy haul rail transport system is typically characterised as one where the consists are loaded with significantly greater tonnage than passenger consists and are of significantly greater length than passenger 25 consists. The length of a heavy haul consist may exceed 1000 meters. Consists for transporting bulk commodities such as coal and iron ore are common examples. The significant tonnage of the load means that a driver of a typical heavy haul system has to take greater account of 30 internal train forces and train dynamics when accelerating and braking than occurs for a passenger consists. This is to ensure that the consist does not break apart or derail. Major components and sub-systems of the rail transport 35 system 10 comprise rail track (not shown), one or more consists 20 (i.e. one or more trains), an automatic train operation (ATO) system 12 consisting of wayside/remote and N:\Perth\Cases\Patent\78000-78999\P78205.AU.1\Specis\P78205.AU.1 Specification.doc 22/06/09 - 10 onboard components, a wayside communications network 14, a train control (TCS) system 24, a signalling system 26 and an automatic train protection (ATP) system. 5 Consist 20 is comprised of three head end locos L1, L2 and L3; a plurality of wagons shown generally as item 22 and three banker locos B1, B2 and B3. The lead loco L1 is the head end lead loco while the banker loco B1 is the banker lead loco. At a minimum, each of the head end lead loco 10 Ll and banker lead loco B1 is provided with an onboard component of the ATO System 12, namely an ATO onboard system 18. However it is envisaged that every loco may be fitted with an ATO onboard system 18 to simplify the assembly of a consist. 15 It should be noted that the particular configuration of the consist 20 is not a critical or essential configuration for the operation of the rail transport system 10. The system 10 will operate with a consist 20 comprising a single head end loco and a number of wagons 30; a light engine; or a consist comprising at least one head end loco, multiple wagons and any number (including zero) of banker locos. 25 The ATO system 12 comprises a remote ATO control centre (ATOCC) 16 and on each ATO enabled locomotive, at least one ATO onboard system 18. To facilitate driverless operation, the functions of the train driver are split between the ATOCC 16 and the ATO onboard system 18. In 30 particular, the ATOCC 16 provides operating parameters to the ATO onboard system 18, such as limit of authority data, clearance to commence a driverless journey, train configuration data, destination and target time of arrival data. The ATOCC 16 may update these parameters from time 35 to time during a journey of a consist 20. ATOCC 16 may also issue commands so as to bring a consist to an unscheduled stop for reasons such as a fault or alarm, or N:\Perth\Cases\Patent\78000-78999\P78205.AU.1\Specis\P78205AU.1 Spedication doc 22/06/09 other reasons as may be determined by an operator at the ATOCC 16. The ATOCC 16 may also issue commands for the ATO onboard system 18 to activate a locomotive's horn and other systems such as sand for traction control. 5 The ATO onboard systems 18 generate signals that operate the locomotive's throttle and brake according to a particular driving strategy which is dictated by data, such as destination and target time of arrival data, io received from the ATOCC 16. The wayside signalling system 26 may provide the rail transport system 10 with a fixed block signalling regime that typically includes wayside signals and/or cab-code 15 generators and wayside transponders. A fixed block signalling system divides the rail network into a series of successive sections of track. Each section constitutes a 'block' within the fixed block signalling system. Each block is signalled individually by the signalling system. 20 The way side signals consist of wayside coloured lights. They communicate to a driver, when present onboard the locomotive, current operating conditions (such as proceed, proceed with caution, or stop) within the block that 25 consist 20 is travelling. Cab-code generators use the rails as a transmission medium for signalling to the onboard systems of consist 20 the current signal (e.g. green, yellow, red) within the block 30 that consist 20 is travelling. This signal corresponds with the wayside coloured light signal (if used). The rails of adjacent blocks are electrically isolated to facilitate transmission of block specific signals. 35 The wayside transponders transmit signals to a passing consist 20. The signals are detected and received by train borne components located on the head end lead loco N:\Perth\Cases\Patent\78000-76999\P78205.AU. 1 \Specis\P78205.AU. 1 Specification.doc 22/06/09 - 12 L1. The transponders are typically located at either end of a block and transmit signals containing information that verifies the locos current location and also information about the block that consist 20 is about to 5 traverse. The signals received from the rails and the wayside transponders provide what is called "in-cab signalling" to a driver when present on board the head end lead loco Ll. 10 Additionally an Automatic Train Protection (ATP) system uses the signals received from the rails and the wayside transponders to override the ATO on board system 18 (or driver action if the train is operating in a manual mode) and thereby enforces limits of authority and speed is restrictions. The TCS 24 controls signalling system 26 and determines the signalling condition for each block of the rail transport system 10 at any particular point in time. The 20 TCS 24 interfaces with human operators (train controllers) charged with the responsibility of ensuring the safe working of the rail network. The TCS 24 provides information such as the location and identity of locomotives, ATP parameters, arrival time and departure 25 time to the ATOCC 16 for different consists 20 at different locations on the rail network. This is provided to the ATOCC 16 via voice and data communications. The ATOCC 16 informs the TCS 24 of the status of the ATO onboard systems 18 for each ATO enabled locomotive 30 operating within the system 10. The TCS 24 and the ATOCC 16 may form part of, or be co-located with, a Train Control Centre (TCC) 25 in which train controllers manage the scheduling and routing of consists 20. This includes the generation of train sheets for each consist 20. 35 In general terms, the combination of the ATOCC 16 and the ATO onboard system 18 constitute the ATO system 12. Thus N \Perth\Cases\Patent\78000-78999\P78205.AU.1\Specis\P78205.AU.1 Specification.doc 22/06/09 - 13 the ATO system is a dispersed system comprising a remote ATOCC 16 which may be located at considerable distance from a rail network along which the consist 20 travels, and an ATO onboard system 18. An ATO onboard system is 5 provided in each loco that is required to operate in a driverless mode as a head end lead Li or lead banker B1 loco. The ATO onboard system 18 interfaces with a locomotive 10 control system (LCS) 32 (see Figure 2) of the locos in which it is installed. Driving instructions, such as destination, target time of arrival and train configuration data are sent from the ATOCC 16 through the communications network 14 to the ATO onboard system of the 15 lead loco Li. These driving instructions are processed and interpreted by the ATO onboard system which provides appropriate signals to the LCS 32. These signals drive the loco L1 in accordance with a driving strategy dictated by the driving instructions as determined by the onboard 20 ATO system 18. Pre journey instructions are provided to the ATO onboard system 18 prior to commencement of a journey. This provides data that enables the consist 20 to drive automatically to its destination. Additional driving instructions and commands may issue from the ATOCC 25 16 during the journey. The wayside communications network 14 enables communication between a particular ATO onboard system 18 and the ATOCC 16. 30 The ATP system 28 is a safety system receptive to signals provided by the signalling system 26, for example cab code signalling and transponder data. The ATP is interfaced with the ATO onboard system 18 and provides overriding 35 operational control of the LCS 32 in the event of the head end lead loco L1, and thus the consist 20, travelling outside of safe operating parameters as signalled by the N:\Perth\Cases\Patent\78000-78999\P78205.AU 1\Specis\P78205.AU. 1 Specification doc 22/06/09 - 14 signalling system 26. The ATP system 28 is able to override the ATO onboard system 18 to enforce current speed limits for the consist 20 having regard to current block signalling and network operating restrictions in 5 view of a consists particular configuration. A more detailed description of each of the main components and subsystems of the rail transport system 10 is now provided. 10 ATO System Train States The ATO system 12 operates in a number of train states, such as automatic, test and manual. Figure 3 depicts these train states and the transitions between them. 15 The ATO system 12 may transition between a manual state 70, a stationary state 72 which comprises both an intervened state 74 and an ATO held state 76 in which the train is stopped and roll away protection is enforced, an 20 ATO directed state 78 in which automatic driving of consist 20 takes place, and an ATO testing state 80. In the manual state 70, a driver is able to operate a loco using the normal in cab throttle and braking control 25 levers. Driver operation in this state is supervised by the ATP system. In the ATO directed state 78, the ATO system is in control of the consist 20 and actively drives the consist 20 30 according to parameters (such as destination, target time of arrival at destination and train configuration data) issued by the ATOCC 16. The parameters are utilised by the ATO onboard system 18 to generate drive commands for the consist's head end lead loco Li. It should be understood 35 that while each loco in a multi-loco consist is likely to be provided with its own ATO onboard system 18, it is only the ATO onboard system 18 in the head end lead loco Li N:\Perth\Cases\Patent\78000-78999\P78205.AU 1 \Specis\P78205 AU. 1 Specification.doc 22/06/09 -15 that is generating the necessary driving instructions for the entire consist 20. When in the ATO directed state, the ATO system 12, in s conjunction with the ATP system 28, provides supervision of limits of authority, train speed and rollaway protection. The ATO controller 62 communicates monitoring and status 10 information of the consist 20 to the ATOCC 16 via the communications network 14. Similarly, an ATO operator at the ATOCC 16 may intervene in the automatic driving of the consist 20 and in particular to order the consist 20 to stop. 15 In the stationary state 72, the ATO system operates the braking system of the consist 20 to stop the consist 20 if it is moving and subsequently hold the consist 20 stationary, or alternately to simply maintain a stationary 20 consist 20 stationary. It will be noted from Figure 3 that a transition from the manual state 70 and the ATO directed state 78 must be through the stationary state 72. However as is further 25 evident from Figure 3, the stationary state 72 in effect comprises two states, the ATO held state 76 and the intervened state 74. In the ATO held state 76, the ATO system holds the consist 30 stationary allowing persons to safely embark and disembark from the locomotives in the consist 20. This may occur, for example, through the operator activating a series of keyed switches that are positioned both internally and externally of the loco's cabin. The ATO held state 76 is 35 largely a transitory state during handovers between the manual state 70 and the ATO directed state 78. The ATO held state provides the following capabilities: N:\Perth\Cases\Patent\78000-78999\P78205.AU.1\Specis\P78205.AU.1 Specification doc 22106/09 - 16 1. facilitates a safe method for personnel to embark and disembark from locomotives; s 2. allows an ATO operator to make necessary system configuration updates from the ATOCC 16; 3. allows an ATO operator to perform any necessary pre journey checks prior to commencement of a driverless 10 journey; 4. allows the ATO onboard system 18 time to determine the necessary operating signals in accordance with a particular driving strategy for a desired consist 15 Journey; 5. allows an ATO operator at the ATOCC 16 to authorise the commencement of a driverless journey; and, 20 6. allows an ATO operator to hold an ATO directed consist at a stopping location other than the journey destination. The ATO system 18, when in the ATO held state may ensure 25 that locos at each end of the consist have a specified brake pipe pressure, for example greater than 400kPa or more preferably greater than 520kPa, and a brake cylinder pressure no less than a certain level such as 500kPa. In addition, when in the ATO held state, the ATO system 12 30 may enforce rollaway protection for the consist 20 in both directions. The intervene state 74 is entered when the ATO system 12 orders the consist to stop due to the detection of a 35 significant fault, an unsafe movement or as commanded by an ATO operator in the ATOCC 16. The consist 20 remains in the intervened state until an operator puts the lead N:\Perth\Cases\Patent\78000-78999\P78205.AU.1\Specis\P78205 AU.1 Specification.doc 22/06/09 - 17 loco Li into the ATO Manual state and releases the brake. The train may then return to ATO Directed state via the ATO Held state. 5 The ATO testing state 80 enables the ATO system to perform various types of brake tests in the absence of a driver. In this state, the automatic brakes of the consist may or may not be applied, but the independent brake of the loco is applied. In addition, in this state, the ATO system 10 will enforce rollaway protection for the consist in both directions. The ATO system 12 is able to transition between the manual state 70 and the ATO held state 76 by operation of a key 15 switch in the cabin of the head end lead loco Li fitted with the ATO onboard system 18. Transition to the intervene state 74 from any one of the manual state 70, ATO held state 76, ATO directed state 78 and ATO testing state 80 will occur whenever a significant fault, an 20 unsafe movement (for example, as detected by the ATP system 28) occurs or as directed by an ATO operator in the ATOCC 16 monitoring the movement of the consist 20. Transition from the intervene state 76 to the manual state 25 70 may be effected by a driver on board the locomotive. If the train state is transitioned to the intervene state 74 from any state other than the manual state 70, then a return to the previous state can only be achieved via the ATO held state 76. For example, if the train state 30 transitioned from the ATO directed state 78, or the ATO testing state 80, a return to any one of these states can only be effected by first transitioning from the intervene state 74 to the ATO held state 76. 35 The ATO system 12 can transition from the ATO held state 76 to the ATO directed state 78 once all appropriate data and information has been provided to the ATO onboard N:\Perth\Cases\Patent\78000-78999\P78205.AU.1\Specis\P78205.AU.1 Specification.doc 22/06/09 -18 system 18 and it is safe to commence the journey of the consist. A return from the ATO directed state to the ATO held state 76 occurs when a journey ends or a controlled stop is completed. 5 The ATO system 12 transitions from the ATO held state to the ATO testing state and reverts back to the ATO held state in the event of successful testing of the brake system or by cab activation. These transitions and 10 testing may occur automatically, for example, when an operator activates a loco as a lead loco of a consist, or when a loco switches from long hood leading to short hood leading (ie when a loco changes the cabin that is operative, a so called "change of ends"). 15 Banker Attachment Figure 4 depicts the train states and the transitions between them discussed above in relation to Figure 3 and additionally includes ATO attaching state 84. Light 20 engines enter the ATO attaching state 84 in order to attach to the rear of a consist and operate as bankers. The ATO attaching state 84 applies only to light engines. In this state, a lead light engine of a consist of light 25 engines is under the control of the ATO system 12 which may drive the light engines both forward and in reverse in order to couple the light engines to the back of a consist 20. The light engines when attached, operate as bankers. The ATO system 12 in the ATO Attaching state ensures that 30 the light engines are confined to a small area, supervises a low speed limit such as 2kph and enforces rollaway protection. The ATO Attaching state is a terminal state in that, assuming attachment of the light engines is successful, the light engines become bankers of the main 35 consist and no longer exist as a distinct train within the TCS 24 or the ATOCC 16. N:\Perth\Cases\Patent\78000-78999\P78205 AU 1\Specis\P78205.AU. 1 Specification.doc 22/06/09 - 19 The ATO system 12 of a light engine transitions between the ATO held state 76 and the ATO attaching state 84 when an ATO operator desires to attach the light engine to the rear of a consist to subsequently act as a banker. In the 5 event that during the ATO attaching state it is determined that attachment of the light engine failed, the ATO system of the light engine returns to either the ATO held state 76 or the intervene state 74 depending on the nature of the failure. A critical failure will place the light 10 engines into the ATO Intervened state. If the operator of the ATOCC requests the light engines to stop or if the coupling fails the light engines enter the ATO Held state. If the train state transitioned from the ATO attaching 15 state 84 to the ATO Intervened state 74, it may only return to the ATO attaching state 84 by first transitioning from the intervene state 74 to the ATO manual state 70. 20 To attach bankers, the consist preferably stops such that the rear of the consist is in a known location. This may be achieved with an end of train detector on a dedicated section of track. 25 The light engines are driven under command of the ATO System 12 into close proximity of the rear of the consist. The light engines then stop and the lead light engine enters the ATO Attaching state at the request of an operator at the ATOCC 16. 30 Upon entering the ATO Attaching state the lead light engine may execute a hand shake protocol with the lead loco Li of the consist to which it is attaching. This facilitates communication between the lead light engine 35 and the lead loco Ll once the light engines have coupled to the rear of the consist and are no longer regarded as a separate train by the TCC 25 and the ATOCC 16. N:\PerthICeses\Patent\7800-78999\P78205.AU. 1 \Specis\P78205 AU. 1 Specification.doc 22/06/09 -20 Once the hand shake is completed, the light engines drive forward until proximity or limit switches in the coupling detect that the lead light engine has engaged with the s rear coupling on the rear wagon of the consist. The light engine then reverses and monitors the limit or proximity switches to test whether the coupling has engaged successfully. If coupling is not successful the ATO system enters the stationary state (ie one of the'held 10 state 76 or the intervene state 74) and may raise an alarm at the ATOCC 16 and/or the TCS 24. To resume ATO operation of the banker coupling human intervention is required. is Once a successful coupling has occurred, the lead light engine advises the ATOCC 16 that coupling has occurred and the ATOCC 16 updates the train configuration data of the lead loco Li that the consist now includes the light engines as bankers. The ATO Attaching state may now 20 terminate and the lead light engine deleted from the TCC 25 and the ATOCC 16 as a separate train. Banker Control Banker control is effected by control signals transmitted 25 to the lead banker Bi from the head end lead loco Ll of consist 20. The ATO Director 60 may provide two sets of driving instructions to the ATO Controller 62 of the lead loco Li. One set for the locos at the head of the consist (eg locos L1, L2 and L3) and a set of driving instructions 30 for the banker locomotives (B1, B2 and B3). This enables the bankers to be driven with different driving tactics to the head end locos. This may be required at certain locations, for example when the consist first commences moving after being stationary, where different parts of 35 the consist are travelling on different gradients or around different curvatures; and, to facilitate banker detachment. N:\Perth\Cases\Patent\78000-78999\P78205.AU.1\Specis\P78205.AU.1 Specification.doc 22/06/09 -21 The operating instructions for the bankers are communicated to the ATO onboard system 18 of the banker lead loco B1 from the ATO onboard system of the head end 5 lead loco L1. The ATO onboard system 18 in the banker lead Bi also provides feedback and information on the status of the bankers to the ATO onboard system 18 of the head end lead loco Li thereby enabling the associated ATO director 60 of the lead loco Li to modify operating 10 instructions for the lead banker B1 if required. The lead banker B1 may receive driving commands from the lead loco Ll and use these commands in a manner analogous to trail locos. Such a control system may be referred to 15 as a distributed power system and may be enabled for operation by a hand shake protocol when light engines first attach to the rear of the consist. Such a distributed power system may be a sub-system of the ATO Onboard system 18. 20 Banker Detachment A feature of the rail transport system 10 utilising the ATO system 12 is the ability to detach a banker consist (being one or more bankers) from a larger consist 20 25 whilst the consist is moving. The ATO system 12 is configured to automatically detach the banker consist when the consist 20 is in a designated uncoupling zone and to bring the banker consist automatically to a stop. Upon the successful detachment and stopping of the banker 30 consist, the rail transport system 10 considers the banker consist to be a light engine and a separate consist or train from the consist 20 from which it detached. The consist 20 minus the detached bankers continues with its journey, while the light engine now forming a second or 35 new consist may be automatically driven back to a designated location utilising the ATO onboard system 18 on the loco which for the return journey becomes the lead N:\Perth\Cases\Patent\78000-78999\P78205 AU.1\Specis\P78205AU.1 Specification.doc 22/06/09 -22 loco, (this being the loco which constituted trail banker B3 in the original consist 20). The ATO system 12 is configured to automatically uncouple s or detach the bankers from the consist 20 when the pre designated banker uncoupling zone is reached. The location of the uncoupling zone is initially provided to the ATO onboard system 18 of the head end lead loco Li from the remote ATOCC 16 via the communications network 10 14. When the consist 20 is in the ATO directed state, and the ATO onboard system 18 on the head end lead loco Li determines that the predetermined banker uncoupling zone has been reached, the onboard ATO system 18 commands a trainline interface module on board the banker lead loco 15 B1 to uncouple the banker lead loco B1 from the last wagon of the consist 20. This command is issued from the head end lead loco Li to the banker lead loco B1 via communications system 14. This may be a direct communication in that the command from the head end lead 20 loco Li is communicated by the network 14 to the banker lead loco Bi without passing through the ATOCC 16. To assist in the uncoupling of the banker B1, the ATO system is further configured to control the head end lead 25 loco Li and the banker lead loco Bi to drive at different speeds to compress the consist 20 prior to commencing the uncoupling of the banker lead loco Bl. The ATO onboard system 18 on the banker B1 is pre 30 configured to automatically bring the banker consist (ie, bankers B1, B2 and B3) to an automatic stop upon successful uncoupling of the banker lead B1. More particularly, the ATO system is configured to detect when the banker lead loco B1 has uncoupled from the last wagon 35 of the consist 20 (by monitoring proximity or limit switches associated with the coupling mechanism) and then notifies the TCC 25 via the communications network 14 and N:\Perth\Ceses\Patent\780O0-78999\P78205.AU.1\Specis\P78205 AU.1 Specification.doc 22/06/09 -23 ATOCC 16 that the bankers have detached. The ATO system 12 is then able to notify the ATO onboard system of the lead loco Li of the successful uncoupling of the bankers. Thereafter, the ATO system 12 commands the banker lead 5 loco B1 to apply its independent brake to bring the banker consist to a complete stop within a predetermined time period such as three minutes. A so call "change of ends" then occurs for the light engines. In this procedure, the last trail banker becomes the lead loco of the light 10 engines and detectors associated with its ATP system are enabled so that the ATP system is operative and the loco can operate as a lead loco on any return journey. The ATP system 20 is configured to also supervise the 15 banker separation in that the ATP system 28 applies the full service brake of the separated bankers if a fault occurs. The ATO system 12 then notifies an ATO operator at the 20 ATOCC 16 responsible for supervising the territory in which the light engine is standing, that the bankers have detached and that a change of ends has occurred. The light engines are now registered with the TCC 25 as an independent train and an operator of the ATOCC 16 assumes 25 control. Once suitable testing and verification of light engine train configuration data occurs, the light engines enter the ATO Directed state and return to a designated location, typically travelling in a direction opposite to the remainder of the consist 20 from which it detached. 30 If the light engines are to travel in the same direction as the main consist then a further "change of ends" procedure may be required. It will be appreciated from the above description that the 35 railway transport system 10 enables the driverless operation in a safe and reliable manner, with the ability N:\Perth\Cases\Patent\78O0-78999\P78205.AU. 1 Specis\P78205.AU. 1 Specification doc 2206/09 -24 for human operators to intervene in the operation thereof from a remote location. All modifications and variations that will be obvious to a 5 person of ordinary skill in the art are deemed to be within the scope of the present invention the nature of which is to be determined from the above description. N:\Perth\Cases\Patent\78000-78999\P78205.AU.1\Specis\P78205.AU.1 Specification. doc 22/06109

Claims

1. A method of operating a heavy haul train having one or more head end locos and at least one banker loco, the 5 method comprising: driving the train along a track; while the train is moving, issuing a command from a location remote of the at least one banker loco to automatically uncouple the at least one banker loco from io the train to form a banker consist; and, automatically braking the banker consist upon the uncoupling from the train to bring the banker consist to a stop. 15

2. A method according to claim 1, wherein driving a train comprises driving a train using an automatic train operation (ATO) system adapted to drive the train independently of action by any personnel onboard the train. 20

3. A method according to claim 1 or 2, comprising designating at least one uncoupling zone along the track and issuing the command to uncouple the at least one banker loco when the at least one banker loco is in one of 25 the uncoupling zones.

4. A method according to any one of claims 1-3, wherein said issuing the command from a location remote from the at least one banker loco comprises issuing the command 30 from one of the one or more head end locos.

5. A method according to any one of claims 1-3, wherein said issuing the command from a location remote from the at least one banker loco comprises issuing the command 35 from a location remote from the train. N:\Perth\Cases\Patent\78000-78999\P78205.AU 1\Specis\P78205.AU.1 Specification. doc 22/06/09 -26

6. A method according to any one of claims 1-5, wherein driving the train comprises driving the train in a manner where a coupling between a lead banker of the at least one banker loco and a remaining portion of the train is 5 compressed prior to uncoupling the at least one banker loco from the train.

7. A method according to any one of claims 1-5, wherein driving the train comprises driving the at least one io banker loco and head end loco with different operating commands whereby at least a plurality of couplings between the lead loco and a lead banker of the at least one banker loco and a remaining portion of the train are compressed prior to uncoupling the at least one banker loco to form 15 the banker consist.

8. A method according to any one of claims 1 to 5 further comprising monitoring a coupling between a lead banker of the at least one banker loco and a remaining 20 portion of the train to detect whether said uncoupling of said at least one banker loco has occurred.

9. A method according to claim 6 or 7 comprising monitoring the coupling between the lead banker of the at 25 least one banker loco and the remainder of the train to detect whether said uncoupling has occurred.

10. A method according to any one of claims 1-9, further comprising upon the uncoupling of the at least one banker 30 loco, operating the banker consist independently of the one or more head end lead locos.

11. A method according to claim 10, wherein operating the banker consist comprises automatically driving the banker 35 consist to a predetermined destination. N:\Perth\Cases\Patent\78OOO-78999\P7B205 AU 1\Specis\P78205.AU.1 Specification. doc 22/06/09 -27

12. A method according to any one of claims 10 or 11 wherein operating the banker consist independently of the one or more head end locos comprises activating cab-code signalling within said banker consist and operating said s banker consist in accordance with said cab code signalling.

13. A method according to claim 12 wherein when the at least one banker loco comprises a lead banker loco and an 10 end trail loco said activation of said cab-code signalling comprises activating cab-code signalling in the end trail banker to enable operation of said banker consist of bankers in a reverse direction of travel to a direction of travel of the one or more head end locos. 15

14. A method according to any one of claims 10 to 13 wherein operating said banker consist independently of said one or more head end locos comprises activating an automatic train protection (ATP) system onboard said 20 banker consist said ATP system being responsive to in-cab signalling received from said track and enabling said ATP system to at least activate a brake to slow or stop the banker consist if an over speed event is detected by the ATP system. 25

15. A method according to any one of claims 10 to 14 wherein operating said banker consist independently of said one or more head end locos comprises activating an automatic train operation (ATO) system to generate driving 30 commands suitable for driving said banker consist independently of action by any personnel onboard the banker consist.

16. A method according to claim 10 or 11 wherein 35 operating said banker consist independently of said one or more head end locos comprises N:\Perth\Cases\Patent\780O0-78999\P78205.AU.1\Specis\P78205.AU.1 Speaficaion doc 22/06/09 -28 enabling the banker consist to receive cab code signals from said track; activating an automatic train operation (ATO) system provided on the banker consist for generating driving s commands suitable for driving said banker consist independently of action by any personnel onboard the banker consist; uploading train configuration data into an automatic train protection (ATP) system on board said banker 10 consist, said ATP system being responsive to said train configuration data and said cab code signals to at least activate a brake so as to slow or stop the banker consist if an over speed event is detected by the ATP system; and operating said banker consist by said ATO system and 15 said ATP system and independently of the one or more head end locos.

17. A method of operating a heavy haul train having one or more head end locos and at least one banker loco, the 20 method comprising: driving the train along a track; while the train is moving issuing a command from a location remote from the at least one banker loco to automatically uncouple the at least one banker loco from 25 the train to form a first train comprising the one or more head end locos; and, a separate banker consist comprising the at least one banker loco; and, operating the first train independently of the banker consist. 30

18. The method according to claim 17, wherein driving of the first train and the banker consist comprises automatically driving without respective on board human drivers driving the first train or the banker consist. 35

19. The method according to claim 17 or 18, wherein operating of the banker consist comprises automatically N:\Perth\Cases\Patent\78000-78999\P78205AU.1\Specis\P78205.AU.1 Specification.doc 22/06/09 -29 bringing the banker consist to a stop after said uncoupling.

20. The method according to any one of claims 17-19, 5 wherein said issuing the command from a location remote from the at least one banker loco comprises issuing the command from one of the one or more head end locos.

21. A method of automatically detaching as a group, one 10 or more the banker locos coupled to a moving train having one or more head end locos, the method comprising: providing an ATO system for supervising and controlling movement of the train along a track; configuring the ATO system to automatically uncouple 15 the at least one banker loco from the train when the train is in a predetermined uncoupling zone the uncoupled at least one banker loco forming a banker consist; and, configuring the ATO system to independently operate the one or more head end locos and the banker consist 20 after uncoupling.

22. The method according to claim 20, wherein operating the banker consist comprises automatically braking the banker consist upon the uncoupling from the train to bring 25 the banker consist to a stop.

23. The method according to claim 21 or 22, wherein configuring said ATO system comprises configuring the ATO system to issue a uncouple command from a location remote 30 from the at least one banker loco.

24. The method according to claim 23 wherein issuing the uncouple command comprises issuing the command from one of the one or more head end locos. 35 N:\Perth\Cases\Patent\78000-78999\P78205.AU.1\Spocas\P78205.AU.1 Specification.doc 22/06/09 -30

25. The method according to any one of claims 1 - 8 and 17 - 24 wherein, when the at least one banker loco comprises a lead banker loco and a trail banker loco; upon said uncoupling, automatically performing a change of end routine 5 wherein the trail banker loco of the train is automatically configured as a lead banker loco of the banker consist.

26. The method according to claim 25 comprising enabling an onboard ATO system of the lead banker loco of the banker 1o consist to operate remaining banker locos in the banker consist.

27. A method according to any one of claims 4, 20 or 24 wherein the one of the one or more head end locos is a head is end lead loco of the train.

28. A method of operating a heavy haul train substantially as herein described with reference to and as illustrated in the accompanying drawings. 20 N \Perth\Cases\Patent\78000-78999\P7825AU. 1 \Specis\P78205AU 1 Specification.doc 22/06/09