AU2016200036A1 - Rail transport system - Google Patents

Abstract

A method is described for operating a heavy haul rail system 10 to transport bulk commodities. The rail system 5 comprises one or more consists 20 provided with at least one loco Li - L3 and a plurality of wagons 22. A lead loco Li is equipped with an automatic train protection (ATP) system 28 for supervising operation of the consist 20 in response to signals received from a train control 10 system (24) that authorises movement of the consist 20 within the rail system 10. The rail system 10 is equipped with an automatic train operation (ATO) system 12 for generating driving commands capable of driving the consist 20 independent of action of any onboard personnel. The 15 method involves assembling the consist 22 comprising one or more locos Li - L3 and empty wagons 22 in a yard. Train configuration data is uploaded to the ATP system 28 on a lead loco Li. The ATO system 12 utilises train configuration to generate driving commands for the consist 20 20. The ATO system 12 then utilises the driving commands to drive the consist 20.

Description

- 1 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. 10 Background of the Invention A typical rail transport system comprises a network of railroad tracks extending between geographic locations 15 between which people or goods are 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 locomotive. A signalling system is incorporated in the 20 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 the event of a driver not complying with a signal 25 provided, the signalling system may override the driver and bring the consist to a halt. In heavy haul rail transport systems, a consist may comprise two or three head end locomotives, and well over 30 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 consist may exceed 1500m. 35 In heavy haul systems, one or more bankers may be attached to the rear of the consist to assist in pushing the - 2 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 locos from a head end lead loco to ensure that the locos 5 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 between the head end lead loco and a banker lead loco so 10 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 communication link may exist between the head end lead 15 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. Summary of the Invention 25 According to a first aspect of the invention there is provided a method of operating a heavy haul rail system to transport a bulk commodities from a mine site to a stock pile, 30 the rail system comprising wagons for receiving ore and locos for moving the wagons; the locos equipped with an automatic train protection (ATP) system for supervising loco operation in response to signals received from a train control system (TCS) that authorises movement of 35 consists within the rail system, and the rail system equipped with an automatic train operation (ATO) system - 3 for generating driving commands capable of driving consist independent of action by any onboard personnel; the method comprising the steps of: assembling a consist of empty wagons and one or more 5 locos in a yard; uploading train configuration data to the ATP system of at least one of said one or more locos and the rail system signalling that the at least one loco is authorised to commence driving the consist; 10 the ATO system utilising train configuration data to generate driving commands; and the ATO system utilising the driving commands to drive the consist at least substantially independent of action by an operator located onboard the consist. 15 According to a second aspect of the invention there is provided a method of operating a heavy haul rail system to transport bulk commodities from a mine site to a stock pile, 20 the rail system comprising wagons for receiving ore and locos for moving the wagons; the locos equipped with an automatic train protection (ATP) system for supervising loco operation in response to signals received from a train control system (TCS) that authorises movement of 25 consists within the rail system, and the rail system equipped with an automatic train operation (ATO) system for generating driving commands capable of driving locos independent of action by any onboard personnel; the method comprising the steps of: 30 assembling a consist of empty wagons and one or more locos in a yard; uploading train configuration data to the ATP system of at least one of said one or more locos and the rail system signalling that the at least one loco is authorised 35 to commence driving the consist; the ATO system utilising destination data signalled by the rail system to generate driving commands ; and - 4 the ATO system utilising the driving commands to drive the consist at least substantially independent of action by any onboard personnel.. 5 According to a third aspect of the invention there is provided a method of operating a heavy haul rail system to transport a bulk commodity, the rail system comprising a train control system (TCS) that provides signals authorising movement of consists within the rail system, 10 the method comprising the steps of: assembling a consist of one or more locos and one or more wagons in a yard; providing an automatic train protection (ATP) system in the consist for supervising operation of the consist in 15 response to signals received from the TCS; uploading train configuration data to the ATP system providing an automatic train operation (ATO) system for generating driving commands capable of driving the consist independent of action by any onboard personnel 20 arranging the ATO system to generate the driving commands using the train configuration data; and providing the ATO system with a signal authorising the ATO system to drive the consist in accordance with the driving command subject to supervision of the ATP system 25 According to a fourth aspect of the invention there is provided a method of operating a heavy haul rail system to transport a bulk commodity the rail system comprising a train control system (TCS) that provides signals 30 authorising movement of consists within the rail system, the method comprising the steps of: assembling a consist of one or more locos and one or more wagons in a yard; providing an automatic train protection (ATP) system 35 in the consist for supervising operation of the consist in response to signals received from the TCS; uploading train configuration data to the ATP system; - 5 providing an automatic train operation (ATO) system for generating driving commands capable of driving the consist independent of action by any onboard personnel providing an automatic train operation; 5 providing the ATO system with destination data for the consist to generate the driving commands ; and providing the ATO system with a signal authorising the ATO system to drive the consist in accordance with the driving command subject to supervision the ATP system. 10 According to a fifth aspect of the invention there si provided a heavy haul rail system for transporting bulk commodities, the rail system comprising wagons for receiving ore 15 and locos for moving the wagons; the locos equipped with an automatic train protection (ATP) system for supervising loco operation in response to signals received from a train control system (TCS) that authorises movement of trains within the rail system, and the rail network 20 equipped with an automatic train operation (ATO) system for generating driving commands capable of driving locos independent of action by onboard personnel; the system adapted to operate in accordance with: assembling a consist of empty wagons and one or more 25 locos in a yard; uploading train configuration data to the ATP system of at least one of said one or more locos, and the rail network signalling that the at least one loco is authorised to commence driving; 30 the ATO system utilising train configuration data to generate driving commands; and the ATO system utilising the driving commands to drive the consist independently of action by any personnel onboard the consist. 35 According to a sixth aspect of the invention there is provided a heavy haul rail system for transporting bulk -6 commodities, the rail system comprising wagons for receiving ore and locos for moving the wagons; the locos equipped with an automatic train protection (ATP) system for supervising 5 loco operation in response to signals received from a train control system (TCS) that authorises movement of trains within the rail system, and the rail system equipped with an automatic train operation (ATO) system for generating driving commands capable of driving locos 10 independent of action by any onboard personnel; the system adapted to operate by: assembling a consist of empty wagons and one or more locos in a yard; uploading train configuration data to the ATP system 15 of at least one of said one or more locos and the rail network signalling that the at least one loco is authorised to commence driving; the ATO system utilising destination data signalled by the rail network to generate driving commands ; and 20 the ATO system utilising the driving commands to drive the consist independently of action by any personnel onboard the consist. Preceding aspects of the invention may further comprise 25 the ATO system utilising destination data signalled by the rail system to generate said driving commands. Preceding aspects of the invention may further comprise: loading the wagons with said bulk commodity at a 30 destination corresponding with said destination data; updating train configuration data to correspond with the loaded condition of the consist; the ATO system utilising the updated train configuration data to generate driving commands for the 35 loaded consist; and the ATO system utilising the driving commands for the loaded consist to drive the loaded consist independently - 7 of action by any on board personnel. Preceding aspects of the invention may further comprise the ATO system generating the driving commands on board of 5 the loco and activating the ATO system after assembly of the consist. Preceding aspects of the invention may further comprise, after assembly of the consist, uploading train 10 configuration data to the ATP system manually by an operator onboard or in the vicinity of the loco and the activation of the ATO system comprises assigning control of the consist from the operator onboard or in the vicinity of the loco to an operator located remotely from 15 the consist. Preceding aspects of the invention may further comprise the operator located remotely from the consist signalling the ATO system that it is authorised commence driving. 20 Preceding aspects of the invention may further comprise signalling of the TCS that the ATO onboard system is active. 25 Preceding aspects of the invention may further comprise the operator located remotely from the consists being located within an automated train control centre (ATOCC) and the ATOCC signalling the TCS that the ATO system of the consist is active. 30 Preceding aspects of the invention may further comprise the operator located remotely from the consists being located within an automated train control centre (ATOCC) and the ATOCC signalling the ATO system that it is 35 authorised to commence driving. Preceding aspects of the invention may further comprise - 8 the ATOCC signalling destination data to the ATO system. Preceding aspects of the invention may further comprise the ATO system utilising target time of arrival data in 5 combination with destination data to generate said driving commands. Preceding aspects of the invention may further comprise the ATO system utilising signalling from the signalling 10 system in generating said driving commands. Preceding aspects of the invention may further comprises the signalling from the signalling system including in-cab signalling. 15 Preceding aspects of the invention may further comprises the TCS verifying the train configuration data at the TCS. Preceding aspects of the invention may further comprise 20 the ATO system registering the train configuration data as unverified, transmitting the train configuration data to the TCS and the TCS transmitting a signal to the ATO system that the train configuration data is verified and the ATO system registering the train configuration data as 25 verified. Preceding aspects of the invention may further comprise comparing the train configuration data against expected data at the TCS and transmitting a signal to the ATO 30 system that the data is verified in the event of a positive comparison. Said comparison may be performed manually by an operator of the TCS and the operator initiates transmission of said 35 signal to the ATO system that the train configuration data is verified.

- 9 Brief Description of the Drawings Embodiments of the present invention will now be described 5 by way of example only and with reference to the accompanying drawings in which: Figure 1 is a schematic representation of an embodiment of a rail transport system in accordance with the present 10 invention; Figure 2 is a schematic representation of an automatic train operation onboard system utilised in the rail transport system; 15 Detailed Description of Preferred Embodiments Figure 1 is a general schematic representation of a heavy haul rail transport system 10 that operates with 20 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. 25 A heavy haul rail transport system is typically characterised as one where the consist is loaded with significantly greater tonnage than passenger consists and is of significantly greater length than passenger consists. The length of a heavy haul consist may exceed 30 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 internal train forces and train dynamics when accelerating 35 and braking than occurs for a passenger consists. This is to ensure that the consist does not break apart or derail.

- 10 Major components and sub-systems of the rail transport 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 5 onboard components, a wayside communications network 14, a train control (TCS) system 24, a signalling system 26, an automatic train protection (ATP) system, and a locomotive control system (LCS) 32. 10 Consist 20 is comprised of three head end locos Li, L2 and L3; a plurality of wagons shown generally as item 22 and three banker locos Bi, B2 and B3. The lead loco Li is the head end lead loco while the banker loco Bi is the banker lead loco. At a minimum, each of the head end lead loco 15 Li and banker lead loco Bi 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. 20 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 25 comprising a single head end loco and a number of wagons 30; a light engine; or at least one head end loco, multiple wagons and any number (including zero) of banker locos. 30 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 35 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 - 11 configuration data, destination and target time of arrival data. The ATOCC 16 may update these parameters from time to time during a journey of a consist 20. ATOCC 16 may also issue commands so as to bring a consist to an 5 unscheduled stop for reasons such as a fault or alarm, or 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. 10 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, 15 received from the ATOCC 16, along with train configuration data. The wayside signalling system 26 may provide the rail transport system 10 with a fixed block signalling regime 20 that typically includes wayside signals and/or cab-code 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 25 block is signalled individually by the signalling system. 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, 30 proceed with caution, or stop) within the block that consist 20 is travelling. The signal status of a block is typically dependent on whether either of the following two blocks is occupied by 35 a train (or other equipment). If there is no train in either of the next two blocks then the status of the current block is "proceed", i.e. a green light. If the - 12 next block is empty but the following block is occupied, then the status of the current block is "proceed with caution", i.e. a yellow light. If the next block is occupied then the status of the current block is "stop", 5 i.e. a red light, which means stop at the end of the current block. Cab-code generators use the rails as a transmission medium for signalling to the onboard systems of consist 20 the 10 current signal (e.g. green, yellow, red) within the block 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. 15 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 Li. The transponders are typically located at either end 20 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 traverse. 25 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 Li. Additionally an Automatic Train Protection (ATP) system uses the signals received from the rails and the wayside 30 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 restrictions. 35 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 - 13 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 5 locomotives, ATP parameters, arrival time and departure 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 10 onboard systems 18 for each ATO enabled locomotive 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 15 the generation of train sheets for each consist 20. In general terms, the combination of the ATOCC 16 and the ATO onboard system 18 constitute the ATO system. Thus the ATO system 12 is a dispersed system comprising a remote 20 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. The ATO onboard system 18 is provided in each loco that is required to operate in a driverless mode as a head end lead Li or lead banker Bi 25 loco. The ATO onboard system 18 interfaces with a locomotive control system (LCS) 32 of the locos in which it is installed. Driving instructions, such as destination, 30 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 lead loco Li. These driving instructions are processed and interpreted by the ATO onboard system which provides appropriate signals to 35 the LCS 32. These signals drive the loco Li in accordance with a driving strategy dictated by the driving instructions as determined by the onboard ATO system 18.

- 14 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 5 instructions and commands may issue from the ATOCC 16 during the journey. The wayside communications network 14 enables communication between a particular ATO onboard system 18 10 and the ATOCC 16. 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 15 with the ATO onboard system 18 and provides overriding operational control of the LCS 32 in the event of the head end lead loco Li, and thus the consist 20, travelling outside of safe operating parameters as signalled by the signalling system 26. The ATP system 28 is able to 20 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 view of a consists particular configuration. 25 A more detailed description of each of the main components and subsystems of the rail transport system 10 is now provided. ATO System 30 The ATO system 12 comprises a combination of the ATOCC 16, and the ATO onboard system 18. As described above, the ATOCC 16 is provided at a remote location and communicates with the ATO onboard system 18 via communications network 14. The ATOCC 16 is staffed by a number of ATO operators 35 who are able to supervise and control the movement of consist 20 via one or more computer servers and a number of computer work stations each acting as a Human Machine - 15 Interface (HMI). Thus, an ATO operator can use a HMI to monitor a consist 20 under ATO control and intervene in its journey if required. The ATOCC 16 is also provided with a server to facilitate communication with TCS 24. 5 ATO Onboard System Referring to Figure 3, the ATO onboard system 18 comprises an ATO director 60 and an ATO controller 62. The ATO controller 62 interfaces with the LCS 32 to generate and 10 provide operating signals for the lead locomotive Li of consist 20. An interface is provided between the ATO controller 62 and the ATP system 28. Communication between the ATO controller 62 and the ATOCC 16 is via the onboard radio transceiver system 52 which interfaces the 15 ATO controller 62 and the wayside data network 14. The ATO controller 62 is a computer which is programmed to drive the loco on which it is installed in accordance with operating signals received from the ATO director 60. The 20 ATO Controller 62 is subject to overriding control by the ATP system 28. The ATO director 60 receives train configuration data and movement parameters, such as destination and target time 25 of arrival data, from the ATO Controller 62. The ATO director 60 calculates appropriate operating signals such as throttle settings and brake settings and periodically communicates these to the ATO controller 62. Communication between the ATO director and ATO controller 30 62 is via a wired connection. Thus drive commands operating a loco in a driverless manner are generated on board the relevant loco. The ATO controller 62 is configured to drive its loco and 35 associated consist 20 when in automatic mode; and, send and receive messages to and from the ATOCC 16 and other components of the onboard locomotive systems. The ATO - 16 controller 62 configures the ATP system 28 on the basis of train sheet data that is either input manually by a driver or communicated to it by the ATOCC 16. Train sheet data is first compiled by a train controller at the train 5 control centre 25 when the train is assembled in a marshalling yard. The train sheet is updated after loading of the train. A track database is also stored in the ATO onboard system 18. The database provides information relating to the location of transponders, 10 speed limits for consists that are loaded, unloaded and have no wagons, and the locations of crossing points. In addition to being under the overriding control of the ATP system 28, the ATO controller 62 is also responsive to commands issued from the remote ATOCC 16. This enables an 15 operator at the ATOCC 16 to intervene in the journey of the consist to bring it to a halt or to update its journey information, for example if a consist is re-routed mid journey. 20 ATP System and Configuration The ATP system 28 is a safety system receptive to the signalling system 26 and intervenes in the operation of the consist 20 in the event that the consist 20 is travelling outside of safe operating parameters. The ATP 25 system receives and interprets cab code signals received through the rails from signalling system 26 as well as signals from the wayside transponders. It detects an over speed condition through monitoring the lead loco Li tachometer, signal status for the current block, and train 30 configuration data. The ATP may intervene during an overspeed event or other critical fault in one of three ways. It may issue a warning that the consist is operating outside of current 35 speed restrictions. It may apply a service brake to reduce the consist speed or it may bring the consist to a stop.

- 17 A consist has different operating parameters depending on the number of wagons, if any, and whether the wagons are loaded or unloaded. Different speed and braking 5 restrictions apply to the different train configurations. To supervise a consist effectively, the ATP system needs to be configured with data indicating the configuration of the consist it is supervising. 10 The ATP system is configured either manually or remotely. Manual configuration occurs after a train has been assembled in a marshalling yard. Typically the train is unloaded at this point and is about to embark on a journey to a mine site where it is loaded with ore. The manual 15 update of ATP configuration data is performed by a driver entering data into an onboard control panel as part of an ATO set up routine. Subsequent to entering the train configuration data into the ATP system 28 the driver can activate a driverless mode of operation which enables the 20 train to execute a driverless journey. Remote configuration of the ATP system 28 occurs during a driverless journey when configuration parameters change. Typically this occurs after loading of a consist. To 25 execute a remote update, train configuration data is transmitted from the ATOCC 16 to the ATO Controller 62 from where it is uploaded to the ATP system 28. The transfer of information between the ATP system 28 and the ATO controller 62 is via an ATP-ATO interface. 30 The train configuration entered into the ATP system 28 describes physical characteristics of the loco and the consist to which it is attached. The train configuration data includes: 35 1. the number of locos attached to the consist; - 18 2. the number of wagons attached to the consist (this may be rounded up to the nearest multiple of 10); 3. the retardation rate of the loco; 5 4. the maximum speed of the consist; 5. the brake delay in seconds; 10 6. the train type (eg, empty, loaded, light engine); 7. the consists wheel adhesion (normal or low); ; 8. the locomotives location; and 15 9) locomotive orientation (e.g. long hood or short hood leading). When train configuration data is first uploaded to an ATP 20 system 28, or when it is first updated, it is verified before consist 20 can commence a driverless journey under direction of the ATO system 12. When the ATP configuration is input or updated manually, the ATO Controller 62 receives ATP configuration data from the 25 driver's input panel and updates the current ATP configuration and records the current ATP configuration as unverified. The ATO controller 62 then sends the updated but unverified ATP configuration (ie, the new ATP configuration) to the train control system (TCS)24 for 30 review and verification by an operator. Assuming that the operator verifies the new ATP configuration, the TCS 24 subsequently commands the ATO controller 62 to accept the new configuration as valid. The new configuration is then recorded by the ATO controller 62 as verified. The ATO 35 controller 62 then commands the onboard system of the locomotive to notify the driver that the ATP configuration has been verified. The ATO system 12 will not operate to - 19 automatically drive a consist without a verified ATP configuration. With the ATP system 28 configured the ATO system 12 is 5 able to correctly interpret and apply signals received from the signalling system 26 so as to maintain movement of the consist 20 within safe operating parameters. This enables the driver to switch the ATO onboard system from a manual mode of operation to an automatic mode (i.e. an ATO 10 mode). The consist 20 will then be able to commence operation under the control of the ATO system. Typically, the consist is unloaded at this point and will proceed to a loading station for loading under direction of commands generated by the ATO Director 60 and implemented by the 15 ATO Controller 62. Typically, destination data is uploaded to the ATO onboard system 18 by the ATOCC 16 along with target time of arrival data. This data is used by the ATO Director 62 to 20 generate driving commands that satisfy various constraints including operational safety, train forces, brake wear and journey time. A rail network that services more than one mine site will require a different set of operating commands for reaching different mine site. 25 During the journey to the mine site, the ATO Controller 62 implements driving commands issued by the ATO Director 60. These driving commands will have regard to current signal conditions on the network and within the block that the 30 consist is currently operating. The ATP system 28 monitors train operating conditions, such as speed, against track conditions, block signal conditions and in cab signals and overrides the drive commands issued by the ATO Director 62 if required to maintain safe operation of 35 the consist.

- 20 Once the consist 20 reaches the mine site it is loaded at a loading station. After loading, the train configuration data held by the ATO onboard systems 18 is updated, typically by signal issued from the ATOCC 16. The updated 5 data is entered into the ATP system 28 where it is sent to the TCS 24 for verification. Once verified, the consist may proceed under direction of the ATO Director 62, subject to block signal conditions. Typically, the ATO onboard systems will also be updated with destination data 10 for the forward journey and an operator at the ATOCC 16 will typically release the consist to the control of the ATO Director 60 and ATO Controller 60. At completion of the return journey, the consist is unloaded in the vicinity of a stock pile. 15 ATP Details The ATP is configured to provide a speed resolution of 1/16ms and to log an alarm when the cab coil pickup voltage is less than 100mV. 20 The ATP system is further configured so that brake tests are performed on demand by an ATO operator in the ATOCC 16 (or via an onboard driver if present). In addition, the ATP system 28 is configured to conduct a service brake 25 test and an emergency brake test independently of the ATO system 12. In order to ensure integrity of the brake systems, the ATP system is configured to raise an alarm if an elapsed time 30 since the last service brake test or the last emergency brake test exceed respective predetermined periods which may be different for each type of brake test and may typically occur once per day. 35 The ATP system 28 will log all non-critical ATP alarms and is configured to for acknowledgment of semi-critical ATP alarms by an ATO operator when the ATO system 12 has - 21 control of and is driving a consist 20. This will enable an ATO operator to issue commands to the consist 20 if required by the circumstances at hand. On the sensing of a critical ATP alarm, the ATP system 28 operates to apply 5 a service brake automatically. The service brakes may also be applied if the ATP system does not receive cab code signals for a predetermined period of time for example 12 seconds. 10 In the event of an ATP system 28 failure, the ATP system is configured to apply full service brakes for a predetermined period of time such as 20 seconds before applying the emergency brake. In addition, the emergency brake will be applied by the ATP system 28 during an ATP 15 service brake application if either the consist speed is not decreasing faster than a specified threshold profile; or, the brake pipe pressure is not reducing faster than a predetermined threshold profile. In the event of the above emergency brake application, the ATP system will 20 request an end-of-train monitor (ETM) dump to detect whether any brake valves are closed. It will be appreciated from the above description that the railway transport system 10 enables the driverless 25 operation in a safe and reliable manner, with the ability for human operators to intervene in the operation thereof from a remote location. All modifications and variations that will be obvious to a 30 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 and the appended claims.

Claims (25)

1. A method of operating a heavy haul rail system to transport a bulk commodities from a mine site to a stock 5 pile, the rail system comprising wagons for receiving ore and locos for moving the wagons; the locos equipped with an automatic train protection (ATP) system for supervising loco operation in response to signals received from a 10 train control system (TCS) that authorises movement of consists within the rail system, and the rail system equipped with an automatic train operation (ATO) system for generating driving commands capable of driving consist independent of action by any onboard personnel; 15 the method comprising the steps of: assembling a consist of empty wagons and one or more locos in a yard; uploading train configuration data to the ATP system of at least one of said one or more locos and the rail 20 system signalling that the at least one loco is authorised to commence driving the consist; the ATO system utilising train configuration data to generate driving commands; and the ATO system utilising the driving commands to 25 drive the consist at least substantially independent of action by an operator located onboard the consist.

2. A method of operating a heavy haul rail system to transport bulk commodities from a mine site to a stock 30 pile, the rail system comprising wagons for receiving ore and locos for moving the wagons; the locos equipped with an automatic train protection (ATP) system for supervising loco operation in response to signals received from a 35 train control system (TCS) that authorises movement of consists within the rail system, and the rail system equipped with an automatic train operation (ATO) system - 23 for generating driving commands capable of driving locos independent of action by any onboard personnel; the method comprising the steps of: assembling a consist of empty wagons and one or more 5 locos in a yard; uploading train configuration data to the ATP system of at least one of said one or more locos and the rail system signalling that the at least one loco is authorised to commence driving the consist; 10 the ATO system utilising destination data signalled by the rail system to generate driving commands ; and the ATO system utilising the driving commands to drive the consist at least substantially independent of action by any onboard personnel. 15

3. The method of claim 1 wherein the step of the ATO system generating driving commands further comprises the ATO system utilising destination data signalled by the rail system to generate said driving commands. 20

4. The method of any one of claims 1 to 3 further comprising the steps of: loading the wagons with said bulk commodity at a destination corresponding with said destination data; 25 updating train configuration data to correspond with the loaded condition of the consist; the ATO system utilising the updated train configuration data to generate driving commands for the loaded consist; and 30 the ATO system utilising the driving commands to drive the loaded consist at least substantially independent of action by any on board personnel.

5. A method of operating a heavy haul rail system to 35 transport a bulk commodity, the rail system comprising a train control system (TCS) that provides signals - 24 authorising movement of consists within the rail system, the method comprising the steps of: assembling a consist of one or more locos and one or more wagons in a yard; 5 providing an automatic train protection (ATP) system in the consist for supervising operation of the consist in response to signals received from the TCS; uploading train configuration data to the ATP system providing an automatic train operation (ATO) system 10 for generating driving commands capable of driving the consist independent of action by any onboard personnel arranging the ATO system to generate the driving commands using the train configuration data; and providing the ATO system with a signal authorising 15 the ATO system to drive the consist in accordance with the driving command subject to supervision of the ATP system.

6. A method of operating a heavy haul rail system to transport a bulk commodity the rail system comprising a 20 train control system (TCS) that provides signals authorising movement of consists within the rail system, the method comprising the steps of: assembling a consist of one or more locos and one or more wagons in a yard; 25 providing an automatic train protection (ATP) system in the consist for supervising operation of the consist in response to signals received from the TCS; uploading train configuration data to the ATP system; providing an automatic train operation (ATO) system 30 for generating driving commands capable of driving the consist independent of action by any onboard personnel providing an automatic train operation; providing the ATO system with destination data for the consist to generate the driving commands ; and 35 providing the ATO system with a signal authorising the ATO system to drive the consist in accordance with the driving command subject to supervision the ATP system. - 25

7. The method of claim 5 further comprising providing destination data of the consist to the ATO system and arranging the ATO to generate the driving commands 5 utilising the destination data in conjunction with the train configuration data.

8. The method of any one of claims 5 to 7 further comprising the steps of: 10 loading the wagons with said bulk commodity; updating train configuration data to correspond with the loaded condition of the consist; arranging the ATO system to generate the driving commands utilising the updated train configuration data 15 for the loaded consist.

9. The method of any one of claims 1 to 8 wherein the ATO system generates said driving commands onboard of the consist. 20

10. The method according to any one of claims 1 - 9 comprising the step of activating the ATO system after assembly of the consist. 25

11. The method of any one of claims 1 - 10 wherein the step of uploading train configuration data to the ATP system is performed manually by an operator onboard or in the vicinity of the consist. 30

12. The method according to claim 10 or 11 wherein the step of activating the ATO system comprises assigning control of the consist from the or an operator onboard or in the vicinity of the consist to a further operator located remotely from the consist. 35

13. The method of any one of claims 1 - 12 wherein the step of the rail system signalling that the ATO system is - 26 authorised to commence driving the consist is a signal initiated by an or the operator located remotely from the consist. 5

14. The method of any one of claims 10 - 13 wherein the step of activating the ATO system further comprises the step of signalling the TCS that the ATO onboard system is active. 10 15. The method of claims 12 - 14 wherein the operator located remotely from the consist is located within an automated train control centre (ATOCC) and the ATOCC signals the TCS that the ATO system of the consist is active.

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16. The method of claim of any one of claims 10 - 15 wherein the operator located remotely from the consists is located within an automated train control centre (ATOCC) and the ATOCC performs the step of signalling the ATO 20 system that it is authorised to commence driving the consist.

17. The method of any one of claims 15 or 16 wherein the step of signalling the destination data is performed by 25 the ATOCC.

18. The method of anyone of claims 1 to 17 wherein the step of the ATO system generating driving commands further comprises the ATO system utilising target time of arrival 30 data in combination with destination data to generate said driving commands.

19. The method of any one of claims 1 to 18 wherein the step of the ATO system generating driving commands further 35 comprises the ATO system utilising signalling from the signalling system. - 27

20. The method of claim 19 wherein the signalling from the signalling system is in-cab signalling.

21. The method of any one of claims 1 to 20 wherein the 5 step of uploading train configuration data to the ATP system further comprises verifying the train configuration data at the TCS.

22. The method of claim 21 wherein the step of verifying 10 the train configuration data at the TCS comprises the ATO system registering the train configuration data as unverified, transmitting the train configuration data to the TCS and the TCS transmitting a signal to the ATO system that the train configuration data is verified and 15 the ATO system registering the train configuration data as verified.

23. The method of claim 22 wherein the step of the TCS transmitting a signal to the ATO system that the train 20 configuration data is verified further comprises comparing the train configuration data against expected data and transmitting the signal in response to a positive comparison. 25

24. The method of claim 23 wherein said comparison is performed manually by an operator of the TCS and the operator initiates transmission of said signal to the ATO system that the train configuration data is verified. 30

25. A method of operating a heavy haul rail system substantially as herein described with reference to and as illustrated in the accompanying drawings.