AU2017202155A1 - Rail transport system - Google Patents

Abstract

A method is described of attaching a banker consist B1 - B3 having a lead banker loco B1 to a train consist having a 5 head end lead loco Li in a rail system having a rail network and an automatic train operation (ATO) system 12. The method comprises identifying a position on the rail network of a trailing end of the train consist and subsequently operating the ATO system to drive the banker consist B1 - B3 10 along the rail network into close proximity with the trailing end of the train consist. The banker consist is stopped and subsequently driven in a forward direction so that a coupling on the banker lead loco B1 can engage a coupling at the trailing end of the train consist to thereby 15 form a new consist comprising the head end lead loco Li and the banker consist Bi - B3. The new consist may then be driven by the ATO system 12. 8898328_1 (GHMatters) P78207.AU.3 0)0 C C) co' CDi 0 co ClJo f; -o co-Jo c~0

Description

1 2017202155 31 Mar 2017

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 operations, components and sub-systems of the rail transport system including a method of 10 attaching a banker to a consist in the system.

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 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 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 8898328_1 (GHMatters) P78207.AU.3 30/03/17 2 2017202155 31 Mar 2017 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 5 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 on board radio communication between a driver in the head end lead loco and a driver in the banker lead loco. Alternately a 15 wired 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 present invention there is provided a method of attaching a banker consist having one or more banker locos to a train consist of a heavy 30 haul rail system having a rail network and 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: identifying a position on the network of an end wagon 35 of said train consist; 8898328J (GHMatters) P78207.AU.3 30/03/17 3 2017202155 31 Mar 2017 operating said ATO system to drive the banker consist along said rail network into close proximity with said end wagon of said train consist; coupling a lead loco of said banker consist with said 5 end wagon of said train consist; and the ATO system of a head end loco of said train consist assuming control of said banker consist.

Coupling said lead loco of said banker consist to said end 10 wagon of said train consist may comprise operating said banker consist under ATO control independent of action by any onboard personnel during said coupling.

The ATO system may assign control of said lead loco of said 15 banker consist to said ATO system of a head end loco of said train consist subsequent to said coupling.

When said ATO system comprises an ATO onboard system located onboard locos and an ATO control centre (ATOCC) located 20 wayside or remotely of the rail network, the step of the ATO system of said head end loco of said train consist assuming control of said banker consist may comprise assigning control of a lead loco of said banker consist to an ATO onboard system of head end loco of said train consist. 25

The method may comprise the ATOCC no longer recognising the banker consist as an independent consist subsequent to said coupling of said banker consist and said end wagon of said train consist. 30

When the rail system comprises a train control system (TCS) for authorising movement of trains within the rail network by controlling a wayside signalling system, the method may further comprise the ATOCC signalling the TCS that the 35 banker consist has successfully coupled with the end wagon of the train consist and the TCS no longer recognising the 8898328_1 (GHMatters) P78207.AU.3 30/03/17 4 2017202155 31 Mar 2017 banker consist as a independent consist of said rail network.

When said rail system further comprises an automatic train 5 protection (ATP) system responsive to train configuration data and in-cab signalling received from said wayside signalling system, said ATP system operative to at least activate a brake of a consist so as to slow or stop the consist if an over speed event is detected by the ATP 10 system; the method may further comprise: subsequent to coupling of said banker consist with the train consist, uploading train configuration data to the ATP system of a head end loco of said train consist so as to include banker locos; and 15 the ATO system of the lead loco of the train consist generating driving commands for said train consist subsequent to said update of said train configuration data . 20 The ATP system of said head end loco of said train consist may verify said updated train configuration data with said TCS and said TCS may notify said ATO system of said head end loco of said train consist whether said train configuration data is verified. 25

The said ATOCC may signal said ATO system of said head end loco of said train consist with an authority to commence driving said train consist subsequent to said TCS signalling said ATO system that said train configuration 30 data is verified.

The said ATO system may drive said banker consist into close proximity of said end wagon of said train consist in a first operating mode of said ATO system and said banker 35 consist is coupled with said end wagon of said train consist under a second operating mode of said ATO system. 8898328_1 (GHMatters) P78207.AU.3 30/03/17 5 2017202155 31 Mar 2017 A second operating mode of said ATO system may comprise a banker attachment mode which automatically terminates upon successful coupling of said banker consist and said train consist. 5

The automatic termination may result in said banker consist being no longer recognised as an independent consist by said ATO system. 10 According to a further aspect of the present invention there is provided a heavy haul rail network comprising an ATO system as defined in preceding statements of invention, the heavy haul rail network adapted to operate in accordance with the method defined in preceding 15 statements of invention.

The heavy haul rail network may further comprise such features as defined in preceding statements of invention as an on board ATO system, an ATOCC, an ATP system and a 20 TCS operative in accordance with any of the preceding statements of invention.

Another aspect of the present invention provides a method of attaching a banker consist having a lead banker loco to 25 a train consist having a head end lead loco and one or more wagons of a rail system, the rail system having a rail network and an automatic train operation (ATO) system for generating driving commands capable of driving locos independent of action by onboard personnel, the method 30 comprising the steps of: identifying a position on the rail network of a trailing end of said train consist; operating said ATO system to drive the banker consist along said rail network into close proximity with the 35 trailing end of said train consist; coupling the banker consist with said trailing end of said train consist to form a new train consist comprising 8898328_1 (GHMatters) P78207.AU.3 30/03/17 6 2017202155 31 Mar 2017 the head end lead loco, said one or more wagons and the banker consist; and configuring or otherwise enabling the ATO system to drive the new consist. 5 A further aspect of the invention provides a method of attaching a banker consist having a lead banker loco to a train consist having a head end lead loco of a rail system, the rail system having a rail network and an automatic train 10 operation (ATO) system for generating driving commands capable of driving locos independent of action by onboard personnel, the method comprising the steps of: operating the ATO system to drive the train consist to a location on the rail network where a trailing end of the 15 train consist is at a known position; and coupling the banker consist to the trailing end of the train consist using the ATO system.

Coupling the banker consist may comprise operating the ATO 20 system to drive and stop the banker consist in close proximity to the trailing end of the train consist.

Coupling the banker consist may further comprise operating the ATO system to drive the banker consist forward to a 25 position where a coupling on the lead banker loco engages a coupling at the trailing end of the train consist.

The method may comprise, prior to the new consist commencing a journey, operating the ATO to drive the coupled banker 30 consist in a reverse direction to verify coupling of the banker consist to the train consist.

The method may comprise in the event of a failure to verify coupling, operating the ATO system to enter a stationary 35 state in which driverless operation of the locos is suspended. 8898328_1 (GHMatters) P78207.AU.3 30/03/17 7 2017202155 31 Mar 2017

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

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; 20

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 25 further includes a DLC directed state.

Detailed Description of Preferred Embodiments

Figure 1 is a general schematic representation of a heavy 30 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. 35 A heavy haul rail transport system may be characterised as one where the consists are loaded with significantly 8898328_1 (GHMatters) P78207.AU.3 30/03/17 8 2017202155 31 Mar 2017 greater tonnage than passenger consists and are of significantly greater length than passenger consists. The length of a heavy haul consist may exceed 1000 meters. Consists for transporting bulk commodities such as coal 5 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 and braking than occurs for a passenger consists. This is to ensure 10 that the consist does not break apart or derail.

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 15 operation (ATO) system 12 consisting of wayside/remote and onboard components, a wayside communications network 14, a train control (TCS) system 24, a signalling system 26 and an automatic train protection (ATP) system. 20 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 Bl, B2 and B3. The lead loco LI is the head end lead loco while the banker loco Bl is the banker lead loco. At a minimum, each of the head end lead loco 25 LI and banker lead loco Bl 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. 30

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 35 comprising a single head end loco and a number of wagons 22; a light engine; or a consist comprising at least one head end loco, multiple wagons and any number (including 8898328_1 (GHMatters) P78207.AU.3 30/03/17 9 2017202155 31 Mar 2017 zero) of banker locos.

The ATO system 12 comprises a remote ATO control centre (ATOCC) 16 and on each ATO enabled locomotive, at least 5 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 particular, the ATOCC 16 provides operating parameters to the ATO onboard system 18, such as limit of authority 10 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 to time during a journey of a consist 20. ATOCC 16 may also issue commands so as to bring a consist to an 15 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. 20

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, 25 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 30 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. 35

The way side signals consist of wayside coloured lights. They communicate to a driver, when present onboard the 8898328_1 (GHMatters) P78207.AU.3 30/03/17 10 2017202155 31 Mar 2017 locomotive, current operating conditions (such as proceed, proceed with caution, or stop) within the block that consist 20 is travelling. 5 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 that consist 20 is travelling. This signal corresponds with the wayside coloured light signal (if used). The 10 rails of adjacent blocks are electrically isolated to facilitate transmission of block specific signals.

The wayside transponders transmit signals to a passing consist 20. The signals are detected and received by 15 train borne components located on the head end lead loco Ll. 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 20 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. 25 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 30 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 35 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 8898328J (GHMatters) P78207.AU.3 30/03/17 11 2017202155 31 Mar 2017 information such as the location and identity of 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 5 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 operating within the system 10. The TCS 24 and the ATOCC 16 may form part of, or be co-located with, a Train 10 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.

In general terms, the combination of the ATOCC 16 and the 15 ATO onboard system 18 constitute the ATO system 12. Thus 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 20 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 25 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 30 lead loco Ll. 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 Ll in accordance with a driving strategy dictated by the driving instructions as determined by the onboard 35 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 8898328_1 (GHMatters) P78207.AU.3 30/03/17 12 2017202155 31 Mar 2017 to drive automatically to its destination. Additional driving instructions and commands may issue from the ATOCC 16 during the journey. 5 The wayside communications network 14 enables communication between a particular ATO onboard system 18 and the ATOCC 16.

The ATP system 28 is a safety system receptive to signals 10 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 operational control of the LCS 32 in the event of the head end lead loco LI, and thus the consist 20, travelling 15 outside of safe operating parameters as signalled by the 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 20 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. 25 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. 30

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 35 ATO directed state 78 in which automatic driving of consist 20 takes place, and an ATO testing state 80. 8898328,1 (GHMatters) P78207.AU.3 30/03/17 13 2017202155 31 Mar 2017

In the manual state 70, a driver is able to operate a loco using the normal in cab throttle and braking control levers. Driver operation in this state is supervised by the ATP system. 5

In the ATO directed state 78, the ATO system is in control of the consist 20 and actively drives the consist 20 according to parameters (such as destination, target time of arrival at destination and train configuration data) 10 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 that while each loco in a multi-loco consist is likely to be provided with its own ATO onboard system 18, 15 it is only the ATO onboard system 18 in the head end lead loco LI that is generating the necessary driving instructions for the entire consist 20.

When in the ATO directed state, the ATO system 12, in 20 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 25 information of the consist 20 to the ATOCC 16 via a radio 52 and 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. 30

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 35 consist 20 stationary. 8898328_1 (GHMatters) P78207.AU.3 30/03/17 14 2017202155 31 Mar 2017

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 evident from Figure 3, the stationary state 72 in effect 5 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 stationary allowing persons to safely embark and disembark 10 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 largely a transitory state during handovers between the 15 manual state 70 and the ATO directed state 78. The ATO held state provides the following capabilities: 1. facilitates a safe method for personnel to embark and disembark from locomotives; 20 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- 25 journey checks prior to commencement of a driverless journey; 4. allows the ATO onboard system 18 time to determine the necessary operating signals in accordance with a 30 particular driving strategy for a desired consist journey; 5. allows an ATO operator at the ATOCC 16 to authorise the commencement of a driverless journey; and, 35 8898328_1 (GHMatters) P78207.AU.3 30/03/17 15 2017202155 31 Mar 2017 6. allows an ATO operator to hold an ATO directed consist at a stopping location other than the journey destination . 5 The ATO system 18, when in the ATO held state may ensure 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 10 addition, when in the ATO held state, the ATO system 12 may enforce rollaway protection for the consist 20 in both directions .

The intervene state 74 is entered when the ATO system 12 15 orders the consist to stop due to the detection of a 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 loco LI into the ATO Manual state and releases the brake. 20 The train may then return to ATO Directed state via the ATO Held state.

The ATO testing state 80 enables the ATO system to perform various types of brake tests in the absence of a driver. 25 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 will enforce rollaway protection for the consist in both directions . 30

The ATO system 12 is able to transition between the manual state 70 and the ATO held state 76 by operation of a key switch in the cabin of the head end lead loco LI fitted with the ATO onboard system 18. Transition to the 35 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 8898328_1 (GHMatters) P78207.AU.3 30/03/17 16 2017202155 31 Mar 2017 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. 5 Transition from the intervene state 76 to the manual state 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 10 ATO held state 76. For example, if the train state 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. 15

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 system 18 and it is safe to commence the journey of the 20 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.

The ATO system 12 transitions from the ATO held state to 25 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 testing may occur automatically, for example, when an operator activates a loco as a lead loco of a consist, or 30 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").

Banker Attachment 35 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 8898328_1 (GHMatters) P78207.AU.3 30/03/17 17 2017202155 31 Mar 2017 engines enter the ATO attaching state 84 in order to attach to the rear of a consist and operate as bankers. Prior to entering the ATO attaching state the bankers can be driven by the ATO system at any speed governed by the 5 ATP system in conjunction with the signalling system.

The ATO attaching state 84 applies only to light engines. In this state, a lead light engine of a consist of light engines is under the control of the ATO system 12 which 10 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 the light engines are confined to a small area, supervises 15 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 consist and no longer exist as a distinct train within 20 the TCS 24 or the ATOCC 16.

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 25 rear of a consist to subsequently act as a banker. In the 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 30 the failure. A critical failure will place the light 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. 35 If the train state transitioned from the ATO attaching state 84 to the ATO Intervened state 74, it may only return to the ATO attaching state 84 by first 8898328_1 (GHMatters) P78207.AU.3 30/03/17 18 2017202155 31 Mar 2017 transitioning from the intervene state 74 to the ATO manual state 70.

To attach bankers, the consist preferably stops such that 5 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.

The light engines are driven under command of the ATO System 12 into close proximity of the rear of the consist. 10 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.

Upon entering the ATO Attaching state the lead light 15 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 and the lead loco LI once the light engines have coupled to the rear of the consist and are no longer regarded as a 20 separate train by the TCC 25 and the ATOCC 16.

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 a 25 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 the coupling is not successful the ATO system enters the stationary state 72 (i.e. one of the 30 held state 76 or the intervened state 74) and may raise an alarm at the ATOCC 16 and/or the TCS 24. To resume ATO operation of banker coupling human intervention is required. 35 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 88983280 (GHMatters) P78207.AU.3 30/03/17 19 2017202155 31 Mar 2017 lead loco LI that the consist now includes the light engines as bankers. The ATO Attaching state may now terminate and the lead light engine deleted from the TCC 25 and the ATOCC 16 as a separate train. 5

Banker Control

Banker control is effected by control signals transmitted to the lead banker B1 from the head end lead loco LI of consist 20. The ATO Director 60 may provide two sets of 10 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 LI, L2 and L3) and a set of driving instructions for the banker locomotives (Bl, B2 and B3). This enables the bankers to be driven with different driving tactics to 15 the head end locos. This may be required at certain locations, for example when the a consist first commences moving after being stationary, where different parts of the consist are travelling on different gradients or around different curvatures; and, to facilitate banker 20 detachment.

The operating instructions for the bankers are communicated to the ATO onboard system 18 of the banker lead loco Bl from the ATO onboard system of the head end 25 lead loco LI. The ATO onboard system 18 in the banker lead Bl 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 30 instructions for the lead banker Bl if required.

The lead banker Bl 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 35 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 8898328_1 (GHMatters) P78207.AU.3 30/03/17 20 2017202155 31 Mar 2017 distributed power system may be a sub-system of the ATO Onboard system 18.

Banker Detachment 5 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 whilst the consist is moving. The ATO system 12 is configured to automatically detach the banker consist when 10 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 consist, the rail transport system 10 considers the banker consist to be a light engine and a separate consist or 15 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 new consist may be automatically driven back to a designated location utilising the ATO onboard system 18 on 20 the loco which for the return journey becomes the lead loco, (this being the loco which constituted trail banker B3 in the original consist 20).

The ATO system 12 is configured to automatically uncouple 25 or detach the bankers from the consist 20 when the predesignated 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 30 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 35 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 8898328J (GHMatters) P78207.AU.3 30/03/17 21 2017202155 31 Mar 2017 communications network 14. This may be a direct communication in that the command from the head end lead loco LI is communicated by the network 14 to the banker lead loco B1 without passing through the ATOCC 16. 5

To assist in the uncoupling of the banker Bl, the ATO system is further configured to control the head end lead loco LI and the banker lead loco Bl to drive at different speeds to compress the consist 20 prior to commencing the 10 uncoupling of the banker lead loco Bl.

The ATO onboard system 18 on the banker Bl is preconfigured to automatically bring the banker consist (ie, bankers Bl, B2 and B3) to an automatic stop upon 15 successful uncoupling of the banker lead Bl. More particularly, the ATO system is configured to detect when the banker lead loco Bl has uncoupled from the last wagon of the consist 20 (by monitoring proximity or limit switches associated with the coupling mechanism) and then 20 notifies the TCC 25 via the communications network 14 and 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 25 loco Bl 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 30 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 35 banker separation in that the ATP system 28 applies the full service brake of the separated bankers if a fault occurs . 8898328_1 (GHMatters) P78207.AU.3 30/03/17 22 2017202155 31 Mar 2017

The ΑΤΟ system 12 then notifies an ATO operator at the 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 5 light engines are now registered with the TCC 25 as an independent train and an operator of the ATOCC 16 assumes 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 10 location, typically travelling in a direction opposite to the remainder of the consist 20 from which it detached.

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. 15

It will be appreciated from the above description that the railway transport system 10 enables the driverless operation in a safe and reliable manner, with the ability for human operators to intervene in the operation thereof 20 from a remote location.

All modifications and variations that will be obvious to a person of ordinary skill in the art are deemed to be within the scope of the present invention the nature of 25 which is to be determined from the above description. 8898328_1 (GHMatters) P78207.AU.3 30/03/17

Claims (30)

The claims defining the invention are as follows:

1. A method of attaching a banker consist having one or more banker locos to a train consist of a heavy haul rail system having a rail network and 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: identifying a position on the network of an end wagon of said train consist; operating said ATO system to drive the banker consist along said rail network into close proximity with said end wagon of said train consist; coupling a lead loco of said banker consist with said end wagon of said train consist; and the ATO system of a head end loco of said train consist assuming control of said banker consist.

2. The method of claim 1 wherein said step of coupling said lead loco of said banker consist to said end wagon of said train consist comprises operating said banker consist under ATO control independent of action by any onboard personnel during said coupling.

3. The method of claim 2 wherein said ATO system assigns control of said banker consist to said ATO system of a head end loco of said train consist subsequent to said coupling.

4. The method of any one of claims 1 to 3 wherein said ATO system comprises an ATO onboard system located onboard locos and an ATO control centre (ATOCC) located wayside or remotely of the rail network, and the step of the ATO system of a head end loco of said train consist assuming control of said banker consist comprises assigning control of a lead loco of said banker consist to an ATO onboard system of a head end loco of said train consist.

5. The method of claim 4 comprising the ATOCC no longer recognising the banker consist as an independent consist subsequent to said coupling of said banker consist and said end wagon of said train consist.

6. The method of claim 5 wherein said rail network comprises a train control system (TCS) for authorising movement of trains within the rail network by controlling a wayside signalling system, the method further comprising the ATOCC signalling the TCS that the banker consist has successfully coupled with the end wagon of the train consist and the TCS no longer recognising the banker consist as a independent consist of said rail network.

7. The method claim 6 wherein said rail network further comprises an automatic train protection (ATP) system responsive to train configuration data and in-cab signalling received from said wayside signalling system, said ATP system operative to at least activate a brake of a consist so as to slow or stop the consist if an over speed event is detected by the ATP system; the method further comprising: subsequent to coupling of said banker consist with the train consist, uploading train configuration data to the ATP system of a head end loco of said train consist so as to include banker locos; and the ATO system of the head end loco of the train consist generating driving commands for said train consist subsequent to said update of said train configuration data .

8. The method of claim 7 wherein said ATP system of said head end loco of said train consist verifies said updated train configuration data with said TCS and said TCS notifies said ATO system of said head end loco of said train consist whether said train configuration data is verified.

9. The method of claim 8 wherein said ATOCC signals said ATO system of said head end loco of said train consist with an authority to commence driving said train consist subsequent to said TCS signalling said ATO system that said train configuration data is verified.

10. The method of any one of claims 1 to 8 wherein said ATO system drives said banker consist into close proximity of said end wagon of said train consist in a first operating mode of said ATO system and said banker consist is coupled with said end wagon of said train consist under a second operating mode of said ATO system.

11. A method of attaching a banker consist having a lead banker loco to a train consist having a head end lead loco and one or more wagons of a rail system, the rail system having a rail network and an automatic train operation (ATO) system for generating driving commands capable of driving locos independent of action by onboard personnel, the method comprising the steps of: identifying a position on the rail network of a trailing end of said train consist; operating said ATO system to drive the banker consist along said rail network into close proximity with the trailing end of said train consist; coupling the banker consist with said trailing end of said train consist to form a new train consist comprising the head end lead loco, said one or more wagons and the banker consist; and configuring or otherwise enabling the ATO system to drive the new consist.

12. The method of claim 11 wherein said step of coupling said banker consist to said trailing end of said train consist comprises operating said banker consist under ATO control independent of action by onboard personnel during said coupling.

13. The method of claim 12 comprising configuring the ATO system to control the new train consist via the head end lead loco.

14. The method of any one of claims 11 to 13 comprising configuring the ATO system to comprise an ATO onboard system on the head end lead loco, an ATO onboard controller on the banker lead loco and an ATO control centre (ATOCC) located wayside or remotely of the rail network, and wherein the step of configuring or otherwise enabling the ATO system to drive the new consist comprises operating the ATO onboard controller of the lead banker loco via the ATO onboard controller of the head end lead loco .

15. The method of claim 14 comprising configuring the ATO system to not recognise said banker consist as an independent consist subsequent to forming said new consist.

16. The method of any one of claims 14 or 15 comprising providing the said rail system with a train control system (TCS) and a wayside signalling system under the control of the TCS for authorising movement of trains within the rail system; and configuring the ATOCC to signal the TCS when the banker consist has successfully coupled with the trailing end of the train consist upon which the TCS is configured or otherwise operated to no longer recognise the banker consist as a independent consist of said rail system.

17. The method according to any one of claims 14 - 16 comprising: installing an automatic train protection (ATP) system responsive to train configuration data and cab code signal received from said wayside signalling system in the head end lead loco, the ATP system being operative to at least activate a brake of the train consist so as to slow or stop the train consist if an over speed event is detected by the ATP system; subsequent to forming the new consist, updating train configuration data to the ATP system of the head end lead loco to include train configuration data of the banker consist; and wherein the ATO onboard controller of the head end lead loco generates driving commands for said new consist subsequent to said updating of said train configuration data .

18 The method of claim 17 wherein said ATP system of said head end lead loco of said new consist verifies said updated train configuration data with said TCS and said TCS notifies said ATO onboard controller of said head end lead loco whether said train configuration data is verified.

19 The method of claim 18 wherein said ATOCC signals said ATO onboard controller of said head end lead loco with an authority to commence driving said new consist subsequent to said TCS signalling said ATO system that said train configuration data is verified.

20. The method of any one of claims 11 to 18 wherein said ATO system drives said banker consist into close proximity of said trailing end of said train consist in a first operating mode of said ATO system and said banker consist is coupled with said trailing end of said train consist under a second operating mode of said ATO system.

21. The method of claim 10 or 20 wherein said second operating mode of said ATO system is a banker attachment mode which automatically terminates upon successful coupling of said banker consist and said train consist.

22. The method of claim 11 or 21 wherein said automatic termination results in said banker consist being no longer recognised as an independent consist by said ATO system.

23. A method of attaching a banker consist having a lead banker loco to a train consist having a head end lead loco of a rail system, the rail system having a rail network and an automatic train operation (ATO) system for generating driving commands capable of driving locos independent of action by onboard personnel, the method comprising the steps of: operating the ATO system to drive the train consist to a location on the rail network where a trailing end of the train consist is at a known position; and coupling the banker consist to the trailing end of the train consist using the ATO system.

24. The method according to claim 23 wherein coupling the banker consist comprises operating the ATO system to drive and stop the banker consist in close proximity to the trailing end of the train consist.

25. The method according to claim 24 wherein coupling the banker consist further comprises operating the ATO system to drive the banker consist forward to a position where a coupling on the lead banker loco engages a coupling at the trailing end of the train consist.

26. The method according to any one of claims 1 to 25 comprising, prior to the new consist commencing a journey, operating the ATO to drive the coupled banker consist in a reverse direction to verify coupling of the banker consist to the train consist.

27. The method according to claim 26 comprising in the event of a failure to verify coupling, operating the ATO system to enter a stationary state in which the locos are held stationary pending human intervention.

28. The method of any one of claims 1 to 10 and claim 25 when dependent on any one of claims 1 to 10 and claim 26 wherein said head end loco of said consist is a head end lead loco.

29. The method of any one of claims 1 to 10 and claim 25 when dependent on any one of claims 1 to 10 and claim 26 and claim 28 wherein control of the banker consist by a head end lead loco is control of a lead loco of said banker consist.

30. The method of any one of claims 1 to 10 and claim 25 when dependent on any one of claims 1 to 10 and claim 26 and claim 28 and claim 29 wherein said ATO system of a head end lead loco of said train consist assumes control of a lead loco of said banker consists subsequent to coupling of said banker consist with said trailing end of said train consist.