AU2022203406A1 - Railroad signalling system - Google Patents
Railroad signalling system Download PDFInfo
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- 238000009434 installation Methods 0.000 claims abstract description 65
- 238000001514 detection method Methods 0.000 claims abstract description 12
- 238000004891 communication Methods 0.000 claims description 15
- 238000000034 method Methods 0.000 claims description 12
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- 230000005540 biological transmission Effects 0.000 claims description 5
- 238000012546 transfer Methods 0.000 claims description 4
- 238000013459 approach Methods 0.000 description 10
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 4
- 230000001105 regulatory effect Effects 0.000 description 3
- 230000001276 controlling effect Effects 0.000 description 2
- 229910052742 iron Inorganic materials 0.000 description 2
- 241001669679 Eleotris Species 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 230000015556 catabolic process Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
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Abstract
A signalling system for a railroad track is described for deployment along a
predetermined section of track that overlaps an installation area having disrupted
5 wayside signalling functionality. The signalling system comprises a defining
arrangement for delimiting an operative area for the signalling system, a plurality of
train detection units for detecting if a train is present within the operative area, and
a plurality of wayside signals for disposal along a portion of the track within the
operative area. The system also includes at least one control system associated
10 with a subset of the wayside signals and adapted to control operation of each
wayside signal within its associated subset, and an operating centre from which
the control system can be operated.
8044371_1 (GHMatters) P99023.AU.1
Description
The present application is a divisional of Australian patent application no. 2016213834 (filing date 11 August 2016), the entire content of which is incorporated herein by reference.
The present invention relates to a railroad signalling system for a rail network.
More particularly, the present invention relates to a railroad signalling system for providing temporary wayside signalling functionality along the railroad.
The Rio Tinto group of companies operates a private heavy haul railway in the Pilbara region of Western Australia, known as the Rio Tinto Iron Ore ("RTIO") railroad. The RTIO railroad is almost exclusively used by a fleet of heavy haul trains for transporting mine ore (e.g. iron ore) from mine sites to shipping ports. As there is limited storage space for mine ore at the shipping ports, it is commercially important to ensure that the rail network is efficiently and reliably operated. This is currently done by means of an Integrated Control and Signalling System ("ICSS"), which is made up of locomotive on-board systems together with distributed wayside systems. The ICSS is controlled from an operating centre that issues movement authorities to trains to control movement of the trains along the railroad.
As the railroad needs to be upgraded and/or maintained from time to time, there are periods of interruption of the use of the railroad and of the ICSS that negatively impacts on the throughput of trains on the railroad, particularly due to downtime of the ICSS and the resultant lack of communication to the trains, such as to communicate when it is safe for the train to move along a section of the track. The downtime can be for a prolonged period of time extending from a few days to a few weeks.
18732453_1 (GHMatters) P99023.AU.2
Although trains can still operate along a section of the track when the ICSS is out of service, such operation is currently inefficient due to a number of constraints, such as but not limited to the availability of additional train controller resources, the increased workload on train controllers and train drivers to ensure issued movement authorities are accurate, the potential for accidents due to unfamiliarity with new track, accrued risk due to the more frequent use of verbal communications, and manually increased margins of error by train drivers due to them being excessively cautious. The above lead to a reduced throughput of trains along the railroad, which in turn results in a substantial loss of revenue due to delayed ore delivery at the shipping ports.
It is thus desirable to provide a temporary railway signalling system whereby automated signalling functionality can be provided so that trains can operate while the ICSS is out of service or still needs to be installed. Such a temporary signalling system can also be utilised as a backup system should the ICSS suffer a breakdown.
The above described background art is not intended to limit the application of the signalling system as disclosed herein.
In accordance with a first aspect of the present invention, there is provided a temporary signalling system for a railroad track having an existing signalling system, the temporary signalling system being removably installed along a section of the railroad track for temporary deployment covering an installation area experiencing disrupted wayside signalling functionality of the existing signalling system, the temporary signalling system operating independently of the existing signalling system and comprising: a defining arrangement arranged to define an operative area of the railroad track, the operative area covering the installation area; a plurality of train detection units for detecting whether a train is present in the operative area; a plurality of wayside signals for disposal along a portion of the track within the operative area; and at least one control system associated with the wayside signals and adapted to control operation of the wayside signals, wherein the at least one control system is configured to be controlled by a remote operating centre from which the control system can be operated;
18732453_1 (GHMatters) P99023.AU.2 wherein the temporary signalling system is arranged to transfer control of signalling functionality between the existing signalling system and the temporary signalling system based on whether the train is present in the operative area.
The defining arrangement may comprise a first marker provided at a first boundary of the operative area and a second marker provided at an opposed second boundary of the operative area.
The first marker and the second marker may each comprise an entry board for trains entering the operative area in one direction and an exit board for trains leaving the operative area in an opposed direction.
The operative area may be of substantially the same size as installation area.
The operative area may be larger than and overlap the installation area, thereby defining a boundary area located within the operative area but outside the installation area.
The boundary area may comprise a first boundary area provided at an entry side of the installation area.
The boundary area may comprise a second boundary area provided at an exit side of the installation area.
A train located within the boundary area may be adapted to receive movement authorities either from an ICSS or from the signalling system.
A train located within the installation area may be adapted to receive movement authorities only from the signalling system.
The train detection units may be provided at discrete spaced apart intervals within the operative area.
The wayside signals may be provided at discrete spaced apart intervals within the operative area.
18732453_1 (GHMatters) P99023.AU.2
The wayside signals may be mounted on an arm being removably securable to the track to extending outwardly therefrom.
The wayside signals may comprise coloured light signals.
The signalling system may comprise at least two control systems.
Each control system may be mounted on a separate trailer.
A first of the control systems may be adapted to control signalling to a train entering or leaving the installation area at one end of the installation area.
A second of the control systems may be adapted to control signalling to a train entering or leaving the installation area at an opposed end of the installation area.
A third of the control systems may be adapted to control signalling to a train moving through a central part within the installation area.
The operating centre may be remote from the operative area and be in communication with each control system via radio transmission.
According to another aspect of the present invention, there is provided a method of operating a temporary signalling system for a section of railroad track having an existing signalling system, the temporary signalling system for temporary deployment along a section of the railroad track covering an installation area experiencing disrupted wayside signalling functionality of the existing signalling system, the temporary signalling system operating independently of the existing signalling system, the method comprising: installing at least one temporary signalling system along the section of railroad track, said at least one temporary signally system being removable, each temporary signalling system including: a defining arrangement arranged to define an operative area of the railroad track, the operative area covering the installation area; a plurality of train detection units for detecting whether a train is present in the operative area;
18732453_1 (GHMatters) P99023.AU.2 a plurality of wayside signals for disposal along a portion of the track within the operative area; and at least one control system associated with the wayside signals and adapted to control operation of the wayside signals, wherein the at least one control system is configured to be controlled by a remote operating centre; wherein the system is arranged to transfer signalling functionality between the existing signalling system and the temporary signalling system based on whether the train is present in the operative area; and the method further comprises establishing communication between the, or each, temporary signalling system and the operating centre; wherein the operating centre is arranged to coordinate operation of each wayside signal so as to permit generation of automated movement authorities for trains transiting through the predetermined section of track.
The method may comprise the steps of the operating centre detecting that the section of track is clear; of generating a movement authority; and of communicating the movement authority to a train via the wayside signals.
The method may comprise the step of communicating the movement authority to the train before the train is required to stop at a wayside signal in advance of the section of track.
Also disclosed is a temporary signalling system for a railroad track, the temporary signalling system for temporary deployment along a section of track that overlaps an installation area having an existing signaling system experiencing disrupted wayside signalling functionality, the temporary signalling system operating independently of the existing signaling system and comprising: a defining arrangement for delimiting an operative area for the signalling system; a plurality of train detection units for detecting if a train is present within the operative area; a plurality of wayside signals for disposal along a portion of the track within the operative area; at least one control system associated with a subset of the wayside signals and adapted to control operation of each wayside signal within its associated subset; and an operating centre from which the control system can be operated.
18732453_1 (GHMatters) P99023.AU.2
Also disclosed is a temporary signalling system for a section of railroad track, the temporary signalling system for temporary deployment along a section of track that overlaps an installation area having an existing signalling system experiencing disrupted wayside signalling functionality, and the temporary signalling system operating independently of the existing signalling system and comprising: a plurality of subsystems, wherein each subsystem comprises: at least one wayside signal; at least one train detection unit; at least one control system for controlling each wayside unit and each detection unit; and an operating centre in communication with each of the subsystems; wherein the operating centre is arranged to coordinate operation of each wayside signal so as to permit generation of automated movement authorities for trains transiting through the section of track.
Also disclosed is a method of operating a temporary signalling system for a section of railroad track, the temporary signalling system for temporary deployment along a section of track that overlaps an installation area having an existing signaling system experiencing disrupted wayside signalling functionality, the temporary signalling system operating independently of the existing signaling system, the method comprising: installing a plurality of subsystems along the section of railroad track, wherein each subsystem comprises: at least one wayside signal; at least one train detection unit; and at least one control system for controlling each wayside unit and each detection unit; and establishing communication between each subsystem and an operating centre; wherein the operating centre is arranged to coordinate operation of each wayside signal so as to permit generation of automated movement authorities for trains transiting through the predetermined section of track.
187324531 (GHMatters) P99023.AU.2
The present invention will now be described, by way of example, with reference to the accompanying schematic drawings, in which: Figure 1 is a diagrammatic layout of a section of a rail network provided with a railroad signalling system according to an embodiment of the invention; and Figure 2 is a more detailed diagrammatic layout of an entry/exit region of the track at a border of the railroad signalling system shown in Figure 1.
Referring to the drawings, there is shown a section of a rail network provided with a railroad signalling system 10 in accordance with an embodiment of the invention. The signalling system 10 is arranged to be removably installed along a railroad track 12. In an existing fully operational railroad, the signalling along the track 12 will be operated by the Integrated Control and Signalling System ("ICSS"). However, when maintenance or route expansion work is to be conducted along a section of the track 12 extending through a work environment, referred to as an installation area 14, the ICSS system will be inoperative along the track 12 within the installation area 14.
It should be appreciated that trains can travel in either direction along the track 12 in Figure 1, e.g. from left-to-right (generically referred to herein as the northbound route) or from right-to-left (generically referred to herein as the southbound route) in Figure 1. The respective parts of the signalling system 10 for such northbound and southbound routes will be indicated using the same reference numerals. In Figure 1 the signals for the northbound route are shown located below the track 12 and the signals for the southbound route are shown located above the track 12.
The installation area 14 is delimited by a pair of ICSS wayside signalling markers or flags, whereby an entry flag 16 is provided at an entry into the installation area 14 and an exit flag 18 is provided at an exit from the installation area 14. It will be appreciated that the entry flag 16 for the northbound route will be co-located with the exit flag 18 of the southbound route and vice versa. These flags 16, 18 define a limit of authority whereby any movement authority issued by the ICSS is deemed to be ineffective within the
18732453_1 (GHMatters) P99023.AU.2 installation area 14. Accordingly, any and all movement of trains within the installation area 14 are to be controlled by the signalling system 10.
The signalling system 10 is provided along the wayside of the track 12 and includes a pair of entry boards 20 and exit boards 22 arranged to delimit an operative area 24 of the track 12 in which the signalling system 10 will be operative. As will be more fully described in due course, in use when a train passes the entry boards 20 signalling to the train will be handed over from the ICSS to the signalling system 10. Conversely, when a train passes the exit boards 22 the signalling to the train will be handed over from the signalling system 10 to the ICSS. In the exemplary embodiment of the invention, the operative area 24 overlaps and extends beyond the installation area 14 on the entry side thereof along both the northbound and southbound routes, i.e. the entry boards 20 are located in advance of the entry flags 16. Conversely, the exemplary embodiment further shows the operative area 24 being co-located with the installation area 14 on the exit side thereof along both the northbound and southbound routes, i.e. the exit boards 22 are located in advance of the entry flags 16. However, in other embodiments of the invention, the operative area 24 may coincide directly with the installation area 14 or, alternatively, the operative area 24 can extend beyond the installation area 14 on both the entry and exit sides.
For clarity it is emphasised that the ICSS will operate only outside the installation area 14, whereas the signalling system 10 will operate only inside the operative area 24. Further, it will be understood that the signalling system 10 is a standalone system separate from and not in communication with or connected to the ICSS.
The signalling system 10 comprises various coloured light signals which include approach signals 26 and control signals 28. Each approach light signal 26 is associated with and located in advance of a control light signal 28, whereby a train travelling past an approach light signal 26 alerts a train driver that a control light signal 28 is forthcoming and that a driving action or reaction may be needed at the control light signal 28. Each approach light signal 26 is located up to 4km ahead of its associated control light signal 28. In Figure 1, each of the northbound and southbound routes are shown having three sets of approach light signal and control light signal pairs, namely 26.1 and 28.1, 26.2 and 28.2, and 26.3 and 28.3.
187324531 (GHMatters) P99023.AU.2
The light signals 26, 28 communicate movement authorities to the train drivers and will include red, yellow and green coloured lights as per standard convention. A red light indicates that a route is unsafe for the passage of a train and that no movement authority exists along the forward track 12. A yellow light indicates the authority to proceed with caution or at a reduced speed to a next control signal 28, alternatively the yellow light indicates an expectation that the next control signal 28 will be coloured red. A green light indicates that the route is safe and gives a movement authority to the train driver to proceed at normal speeds.
In one embodiment, the light signals 26, 28 are mounted on an arm that is secured to the track 12 and projects outwardly therefrom. The arm can be secured to the track by being joined either to a rail of the track or to a sleeper supporting the rail. In another embodiment, the arm can be supported by a weighted foot or base that rests on the ground.
The signalling system 10 further comprises axle counters 30 to detect the presence of a train on the track 12 within the operative area 24. The axle counters 30 are regularly spaced along the track 12 at discrete intervals between the entry board 20 and the exit board 22.
The light signals 26, 28 and the axle detectors 30 are all modular and are arranged to be easily clipped or clamped onto the track 12 within the operative area 24 so that they do not require any permanent connections or buried elements. This is advantageous because in this way the signalling system 10 can be easily assembled and disassembled for transportation to different sites where deployment is needed.
Each of the light signals 26, 28 and the axle counters 30 is in operative communication with a control system, described as a control trailer 32 in the exemplary embodiment. The control trailers 32 are themselves in operative communication with a remote operating centre 42 from which each of the control trailers 32 can be operated. The control trailers 32 are able to detect and control the operation of the light signals 26, 28 and are able to receive information relating to a train detected by the axle detectors 30.
It is envisaged that the control trailers 32 will comprise sufficient components to enable them to fully control the operation of the light signals 26, 28 and the axle counters
18732453_1 (GHMatters) P99023.AU.2
30. Accordingly, the control trailers 32 will comprise some or all of the following components: axle counter evaluators, communication equipment, relay circuits, interface boxes, a communication mast, a power supply in the form of solar panels and/or batteries, and communication means in the form of data cables or radio transmission.
When installed along the track 12 within the operational area 24, the light signals 26, 28 and axle counters 30 are joined to the track 12 at the requisite designated locations and subsequently coupled to their respective control trailers 32 by suitable cabling. The power supply systems are connected to energise each of the control trailers 32 and communication established between the control trailers 32 and the operating centre 42, e.g. via radio transmission.
The operating centre 42 is responsible for receiving train movement activity within the operative area 24 from the control trailers 32. The operating centre 42 is also responsible for issuing movement authorities to trains approaching or present within the operative area 24. The operating centre 42 is further responsible for checking the safety of any issued movement authority and for assuring the integrity of the track 12. To perform these tasks and to provide a user friendly overview of the signalling system 10, the operating centre 42 comprises a screen display and a database implemented using a processing unit.
As shown in Figure 1, the light signals 26, 28, the axle counters 30 and the control trailers are arranged into three distinct blocks or subsystems, namely first and second boundary blocks 34, 36 and a middle block 38. The first boundary block 34 is adapted to control entry into the operative area 24 for the northbound route as well as exit from the operative area 24 for the southbound route. Similarly, the second boundary block 36 is adapted to control entry into the operative area 24 for the southbound route as well as exit from the operative area 24 for the northbound route. The middle block 38 is adapted to control movement of a train located between the middle block 38 and the first boundary block 34 or between the middle block 38 and the second boundary block 36. Thus, where only one middle block 38 is present, only one or two following trains are permitted to traverse the operative area 24. To cater for more than two following trains, additional middle blocks 38 can be provided whereby movement of a further train can be regulated between each of the adjacent middle blocks 38.
187324531 (GHMatters) P99023.AU.2
In use, a train controller will use the ICSS to regulate the movement of trains up to the installation area 14 and will use the signalling system 10 to regulate the movement of trains within the operative area 24. It will be appreciated that the handover of movement control from the ICSS to the signalling system 10 and vice versa is likely to be the highest risk area at which accidents may occur. Accordingly, to avoid a situation where a lack of signalling to the train results in the train driving "in the blind", no train movement is permitted within the installation area 14 until the handover is complete. Where the extent of the operative area 24 coincides with the extent of the installation area 14, i.e. where the entry flag 16 of the installation area 14 is located adjacent the entry board 20 of the operative area 24 and the exit flag 18 of the installation area 14 is located adjacent the exit board 22 of the operative area 24, a train will be required to come to a complete stop when traversing the boundary of the installation area 14 at each of the entry/exit flags 16, 18 thereby to permit the handover from the ICSS to the signalling system 10 to be performed and completed. This is because there is no direct interface between the ICSS and the signalling system 10.
However, as mentioned earlier, in the exemplary embodiment the operative area 24 is slightly larger than the installation area 14 on the respective entry sides and thus two overlap areas 40 are defined bordering on the opposed ends of the operative area 24. Accordingly, within the overlap areas 40 the train controller can use either or both the ICSS and the signalling system 10 to regulate the movement of trains. Thus each of the overlap areas 40 provides additional time for the train controller to handover train movement regulation from the ICSS to the signalling system 10 (or vice versa if the overlap area 40 is also provided at the exit side) and to obtain the requisite movement authority from the alternate system before the train needs to stop.
The working of the signalling system will now be described with the example of a primary train travelling along the track 12 towards the installation area 14. The primary train will initially be under the control of and receiving signals from the ICSS to regulate the train's movement up to the entry flag 16. The primary train will enter the overlap area 40 after passing the entry board 20 and before reaching the entry flag 16, at which time the primary train will simultaneously receive signals from the ICSS and the signalling system 10 via the approach light signal 26.1. Accordingly, an operator at the operating centre 42 can issue a movement authority to the primary train before the train needs to stop at the entry flag 16. This is done by the operator identifying the approaching train on the screen in the operating centre 42 and issuing a command that is transmitted to the control trailer 32
18732453_1 (GHMatters) P99023.AU.2 to activate the approach light signal 26.1. If such a movement authority is given, the primary train driver will be aware that the track 12 is clear up to control signal 28.2 and the primary train can proceed into the installation area 14 at its regulated speed towards the control signal 28.2.
If the primary train does not receive a movement authority from the operating centre 42 before the train reaches the entry flag 16, then the primary train will need to stop at entry flag 16 (i.e. at the control signal 28.1). This will typically be the case when the operator at the operating centre 42 detects an obstruction within the installation area 14 to the primary train's travel, such as a secondary train already present between the northbound control signals 28.1 and 28.2, irrespective of its direction of travel. If the secondary train is southbound, then the movement authority will only be given to the primary train after the secondary train has exited the installation area by passing control signal 28.1. Alternately, if the secondary train is northbound, then the movement authority will only be given after the secondary train has passed beyond a next forward control signal, e.g. control signal 28.2 or control signal 28.3 whereafter the primary train can be permitted to travel into the installation area 14.
The same steps are repeated as the primary train approaches a midpoint of the installation area 14 at control signal 28.2. The operator at the operating centre 42 maintains an overview of the travel of the primary train through the installation area 14 and can identify when it approaches the control signal 28.2. If no obstruction (e.g. secondary train) is present between the control signal 28.2 and the control signal 28.3, then the operator will issue a movement authority for the train to proceed to control signal 28.3. This is done by transmitting the movement authority to the relevant control trailer(s) 32 by radio transmission to activate the approach and control light signals 28.2 and 26.2. In this way, the primary train driver will be aware that the track 12 is clear up to control signal 28.3 and the primary train can proceed through the installation area 14 at its regulated speed.
Again, if the primary train does not receive a movement authority from the operating centre 42 before the train reaches the control light signal 28.2, then the primary train will need to stop at the control light signal 28.2, e.g. when the operator at the operating centre 42 detects a secondary train already being present between the control light signals 28.2 and 28.3, irrespective of its direction of travel. If the secondary train is southbound, then the movement authority will only be given to the primary train after the secondary train has past beyond control light signal 28.2 and is thus located between control light signal 28.2 18732453_1 (GHMatters) P99023.AU.2 and control light signal 28.1. Alternately, if the secondary train is northbound, then the movement authority will only be given after the secondary train has exited the installation area 14 by passing beyond exit flag 18.
After the primary train has passed beyond exit board 22, the control will be returned to the ICSS and the primary train will again start receiving signals from the ICSS to regulate the train's further movement along the track 12.
It will be appreciated that if the installation area 14 is very long, then additional middle blocks 38 can be provided to shorten the distance between them and to increase the number of stages at which movement authorities are issued, thereby to decrease a potential waiting time for the primary train. This could also be the case if many trains needs to regularly traverse the installation area 14 as then additional trains can be controlled and permitted to be present within the installation area 14 concurrently.
Modifications and variations as would be apparent to a skilled addressee are deemed to be within the scope of the present invention.
18732453_1 (GHMatters) P99023.AU.2
Claims (22)
1. A temporary signalling system for a railroad track having an existing signalling system, the temporary signalling system being removably installed along a section of the railroad track for temporary deployment covering an installation area experiencing disrupted wayside signalling functionality of the existing signalling system, the temporary signalling system operating independently of the existing signalling system and comprising: a defining arrangement arranged to define an operative area of the railroad track, the operative area covering the installation area; a plurality of train detection units for detecting whether a train is present in the operative area; a plurality of wayside signals for disposal along a portion of the track within the operative area; and at least one control system associated with the wayside signals and adapted to control operation of the wayside signals, wherein the at least one control system is configured to be controlled by a remote operating centre ; wherein the temporary signalling system is arranged to transfer control of signalling functionality between the existing signalling system and the temporary signalling system based on whether the train is present in the operative area.
2. A temporary signalling system as claimed in claim 1, wherein the defining arrangement comprises a first marker provided at a first boundary of the operative area and a second marker provided at an opposed second boundary of the operative area.
3. A temporary signalling system as claimed in claim 2, wherein the first marker and the second marker each comprise an entry board for trains entering the operative area in one direction and an exit board for trains leaving the operative area in an opposed direction.
4. A temporary signalling system as claimed in any one of the preceding claims, wherein the operative area is of substantially the same size as the installation area.
5. A temporary signalling system as claimed in any one of claims 1 to 3, wherein the operative area is of a size larger than the installation area, thereby defining a boundary area located within the operative area but outside the installation area.
18732459_1 (GHMatters) P99023.AU.2
6. A temporary signalling system as claimed in claim 5, wherein the boundary area comprises a first boundary area provided at an entry side of the installation area.
7. A temporary signalling system as claimed in claim 5 or 6, wherein the boundary area comprises a second boundary area provided at an exit side of the installation area.
8. A temporary signalling system as claimed in any one of claims 5 to 7, wherein a train located within the boundary area is adapted to receive movement authorities either from an ICSS or from the operating centre.
9. A temporary signalling system as claimed in any one of the preceding claims, wherein a train located within the installation area is adapted to receive movement authorities only from the operating centre.
10. A temporary signalling system as claimed in any one of the preceding claims, wherein the train detection units are provided at discrete spaced apart intervals within the operative area.
11. A temporary signalling system as claimed in any one of the preceding claims, wherein the wayside signals are provided at discrete spaced apart intervals within the operative area.
12. A temporary signalling system as claimed in any one of the preceding claims, wherein the wayside signals are mounted on an arm removably securable to the track to extending outwardly therefrom.
13. A temporary signalling system as claimed in any one of the preceding claims, wherein the wayside signals comprise coloured light signals.
14. A temporary signalling system as claimed in any one of the preceding claims, comprising at least two control systems.
15. A temporary signalling system as claimed in claim 14, wherein each control system is mounted on a separate trailer.
16. A temporary signalling system as claimed in claim 14 or 15, comprising a first control system arranged to control signalling to a train entering or leaving the installation
18732459_1 (GHMatters) P99023.AU.2 area at one end of the installation area, and a second control system arranged to control signalling to a train entering or leaving the installation area at an opposed end of the installation area.
17. A temporary signalling system as claimed in anyone of claims 14 to 16, comprising a third control system being arranged to control signalling to a train moving through a central part within the installation area.
18. A temporary signalling system as claimed in any one of the preceding claims, wherein the operating centre is remote from the operative area and is in communication with each control system via radio transmission.
19. A method of operating a temporary signalling system for a section of railroad track having an existing signalling system, the temporary signalling system for temporary deployment along a section of the railroad track covering an installation area experiencing disrupted wayside signalling functionality of the existing signalling system, the temporary signalling system operating independently of the existing signalling system, the method comprising: installing at least one temporary signalling system along the section of railroad track, said at least one temporary signally system being removable, each temporary signalling system including: a defining arrangement arranged to define an operative area of the railroad track, the operative area covering the installation area; a plurality of train detection units for detecting whether a train is present in the operative area; a plurality of wayside signals for disposal along a portion of the track within the operative area; and at least one control system associated with the wayside signals and adapted to control operation of the wayside signals, wherein the at least one control system is configured to be controlled by a remote operating centre; wherein the system is arranged to transfer signalling functionality between the existing signalling system and the temporary signalling system based on whether the train is present in the operative area; and the method further comprises establishing communication between the, or each, temporary signalling system and the operating centre;
18732459_1 (GHMatters) P99023.AU.2 wherein the operating centre is arranged to coordinate operation of each wayside signal so as to permit generation of automated movement authorities for trains transiting through the predetermined section of track.
20. A method as claimed in claim 19, comprising the steps of: the operating centre detecting that the section of track is clear; generating a movement authority; and communicating the movement authority to a train via the wayside signals.
21. A method as claimed in claim 20, comprising the step of communicating the movement authority to the train before the train is required to stop at a wayside signal in advance of the section of track.
18732459_1 (GHMatters) P99023.AU.2
10 Figure 1
7932208_1 (GHMatters) P99023.AU.1 12 18 22 28.3 26.3 28.2 26.2 16 28.1 26.1 20
16 18 1/2
22 26.1 28.1 26.2 28.2 26.3 28.3
20 40 32 34 30 24 38 36 40
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2022203406A AU2022203406A1 (en) | 2015-08-11 | 2022-05-19 | Railroad signalling system |
| AU2024204560A AU2024204560A1 (en) | 2015-08-11 | 2024-07-01 | Railroad signalling system |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2015903215 | 2015-08-11 | ||
| AU2015903215A AU2015903215A0 (en) | 2015-08-11 | Railroad Signalling System | |
| AU2016213834A AU2016213834A1 (en) | 2015-08-11 | 2016-08-11 | Railroad signalling system |
| AU2022203406A AU2022203406A1 (en) | 2015-08-11 | 2022-05-19 | Railroad signalling system |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2016213834A Division AU2016213834A1 (en) | 2015-08-11 | 2016-08-11 | Railroad signalling system |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2024204560A Division AU2024204560A1 (en) | 2015-08-11 | 2024-07-01 | Railroad signalling system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| AU2022203406A1 true AU2022203406A1 (en) | 2022-06-09 |
Family
ID=58099184
Family Applications (3)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2016213834A Abandoned AU2016213834A1 (en) | 2015-08-11 | 2016-08-11 | Railroad signalling system |
| AU2022203406A Abandoned AU2022203406A1 (en) | 2015-08-11 | 2022-05-19 | Railroad signalling system |
| AU2024204560A Abandoned AU2024204560A1 (en) | 2015-08-11 | 2024-07-01 | Railroad signalling system |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2016213834A Abandoned AU2016213834A1 (en) | 2015-08-11 | 2016-08-11 | Railroad signalling system |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2024204560A Abandoned AU2024204560A1 (en) | 2015-08-11 | 2024-07-01 | Railroad signalling system |
Country Status (1)
| Country | Link |
|---|---|
| AU (3) | AU2016213834A1 (en) |
-
2016
- 2016-08-11 AU AU2016213834A patent/AU2016213834A1/en not_active Abandoned
-
2022
- 2022-05-19 AU AU2022203406A patent/AU2022203406A1/en not_active Abandoned
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2024
- 2024-07-01 AU AU2024204560A patent/AU2024204560A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| AU2016213834A1 (en) | 2017-03-02 |
| AU2024204560A1 (en) | 2024-07-18 |
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| MK5 | Application lapsed section 142(2)(e) - patent request and compl. specification not accepted |