AU2009202469B2

AU2009202469B2 - Rail transport system

Info

Publication number: AU2009202469B2
Application number: AU2009202469A
Authority: AU
Inventors: Philip John Cook; Andrew Patrick; Hussey; Anthony John Macdonald; Daniel Kion Newcombe; Andrew James Varnavides
Original assignee: Technological Resources Pty Ltd; Ansaldo STS Australia Pty Ltd
Current assignee: Technological Resources Pty Ltd; Hitachi Rail STS Australia Pty Ltd
Priority date: 2008-06-20
Filing date: 2009-06-22
Publication date: 2015-01-22
Anticipated expiration: 2029-06-22
Also published as: AU2009202469A1

Abstract

- 28 A heavy haul rail system 10 for transporting bulk s commodities comprises a number of interacting components and sub systems including a consist 20 a signalling system 26, a train control system (TCS) 24, an automatic train protection (ATP) system 28 and an automatic train operation (ATO) system 12. The consist 20 comprises a 10 number of head end locos L1-L3 and a number of wagons 22 for receiving the bulk commodity. The TCS 24 authorises movement of the consist 20 via the signalling system 26. The lead loco Ll is equipped with the ATP system 26 which supervises the operation of the consist 20 in response to 15 signals received from the signalling system 26. The ATO system 12 comprises an ATO on board system 18 which is on board the lead loco L1, and a remote automatic train operation control centre (ATOCC) 16. The ATO system 12 generates driving commands for driving the consist 20 20 independent of action of any onboard personnel. However this is subject to the ATP system 28 which monitors the consist 20 to ensure operation within safe operating perimeters and where necessary overrides the drive commands issued by the ATO system 12. N:\Perth\Cases\Paten\78000-78999\P78185 AU.1\Specis\P78185 AU.1 Specification as filed. doc 22/06/09 m T- 0 0V \ ZN C coi cm*

Description

AUSTRALIA Patents Act 1990 COMPLETE SPECIFICATION Standard Patent Applicant(s): Technological Resources Pty. Limited and Ansaldo STS Australia Pty Ltd Invention Title: RAIL TRANSPORT SYSTEM The following statement is a full description of this invention, including the best method for performing it known to me/us: P78185.AU.1 Pal_SelFdng Application 2009--22.1.do (P) - 2 RAIL TRANSPORT SYSTEM Field of the Invention 5 The present invention relates to a railway transport system and in particular, a rail transport system that facilitates automatic train operation. The invention further relates to components and sub-systems of the rail transport system. 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 (or "loco") 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 20 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 the event of a driver not complying with a 25 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 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 58451721 (GHMatters) P78185.AU.1 MCAMP 9/10/14 -3 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 is 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 heavy haul rail system for transporting bulk commodities comprising: wagons for receiving said bulk commodities and locos 30 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), said TCS authorising movement of trains within the rail network by controlling a wayside 35 signalling system, the rail system equipped with an automatic train operation (ATO) system for generating driving commands N:\Perth\Cases\Patent\7800-78999\P78185 AU-1\Specis\P78185.AU.1 Specification as fileddoc 22/06/09 -4 capable of driving locos independent of action by onboard personnel; wherein the supervision of the loco by said ATP system comprises the ATP system monitoring said loco for 5 operation outside of safe operating parameters and overriding drive commands issued by said ATO system so as to bring the loco operation within safe operating parameters. 10 A further aspect of the invention may provide a heavy haul rail system for transporting bulk commodities comprising: a consist comprising at least a lead loco, one or more wagons for receiving said bulk commodities; a wayside signalling system; a train control system (TCS)which 15 authorises movement of the consist via the wayside signalling system; the lead loco equipped with an automatic train protection (ATP) system for supervising operation of the consist in response to signals received from the wayside signalling system, 20 an automatic train operation (ATO) system for generating driving commands capable of driving the consist independent of action by any onboard personnel; wherein the ATP system monitors said consist for operation outside of safe operating parameters and 2S operates to override drive commands issued by said ATO system to bring the consist operation within safe operating parameters. 30 According to a further aspect of the invention there is provided a method of operating a heavy haul rail system for transporting bulk commodities having wagons for receiving said bulk commodities and locos for moving the wagons; the locos equipped with an automatic train 35 protection (ATP) system for supervising loco operation in response to signals received from a train control system (TCS), said TCS authorising movement of trains within the N:\Perth\Cases\Patent\78000-78999\P78185.AU 1\Specis\P78185.AU 1 Speciication as filed doc 22/06/09 - 5 rail system by controlling a wayside signalling system, the rail system equipped with an automatic train operation (ATO) system for generating driving commands capable of driving locos independent of action by any 5 onboard personnel; the method comprising the steps of the ATO system generating driving commands for at least one loco and the loco operating in accordance with said driving commands; and 1o the ATP system monitoring said loco operation for operation outside of safe operating parameters and operating to bring the loco operation within safe operating parameters by overriding drive commands issued by said ATO system. 15 The preceding aspects of the invention may further comprise said driving commands being generated by said ATO system onboard of said loco. 20 The preceding aspects of the invention may further comprise the ATO system comprising an ATO onboard system located onboard the loco and an ATO control centre (ATOCC) located wayside or remotely of the rail network, the ATO onboard system generating said driving commands in 25 dependence on data signalled by said ATOCC. The preceding aspects of the invention may further comprise said data signalled by said ATOCC to be at least one of destination data and time of arrival data. 30 The preceding aspects of the invention may further comprise the ATP system being adapted to supervise loco operation independently of the ATO system. 35 The preceding aspects of the invention may further comprise the ATO system generating driving commands independently of the ATP system. N:\Perth\Cases\Patent\78000-78999\P78185 AU. 1\Specis\P78185.AU.1 Specification as filed.doc 22/06/09 - 6 The preceding aspects of the invention may further comprise the ATO system utilising signals from the wayside signalling system in generating said driving commands. 5 The preceding aspects of the invention may further comprise the signals from the wayside signalling system comprising at least in-cab signals. 10 The preceding aspects of the invention may further comprise the ATOCC and the ATO onboard system being in communication whereby an operator located remotely of the loco can supervise loco operation and signal operating commands from the ATOCC to the ATO onboard system in is response to said supervision. The preceding aspects of the invention may further comprise the operating commands including an authority to operate in accordance with driving commands generated by 20 the ATO system. The preceding aspects of the invention may further comprise the operator located remotely of the loco signalling the ATO system independently of the TCS. 25 The preceding aspects of the invention may further comprise the TCS receiving a copy of train configuration data from the ATP system and the TCS verifying the data and signalling the ATP system that the data is verified. 30 The preceding aspects of the invention may further comprise the ATOCC signalling the ATO onboard system with an authority to commence a driverless journey subsequent to receipt of a signal indicating that the train 35 configuration data in the ATP system is verified. The preceding aspects of the invention may further N:\Perth\Cases\Patent\78000-78999\P78185 AU.1\Specis\P78185 AU.1 Specification as filed.doc 22106/09 comprise the TCS signalling the ATOCC that train configuration data of an ATO onboard system is verified. The preceding aspects of the invention may further 5 comprise the ATOCC signalling the TCS that a loco is configured to commence driverless operation. The preceding aspects of the invention may further comprise the TCS signalling the ATOCC that a consist is 10 registered within the TCS. The preceding aspects of the invention may further comprise said ATP system utilising train configuration data in monitoring said loco operation, the ATO system is requiring a signal from the rail system authorising use of the train configuration data before driving said loco in accordance with said driving commands. A further aspect of the invention may provide heavy haul 20 rail system for transporting bulk commodities comprising: a rail network; a consist comprising at least a lead loco and one or more wagons for transporting said bulk commodities along the rail network; 25 a wayside signalling system providing cab code signals to the consist via the rail network; an automatic train protection (ATP) system installed in the lead loco for supervising operation of the consist in response to signals received from the wayside 30 signalling system; an automatic train operation (ATO) system for generating driving commands capable of driving the consist independent of action by onboard personnel, the ATO system comprising a remote ATO control centre (ATOCC)and an ATO 35 onboard system located onboard the lead loco wherein the ATO onboard system generates the driving commands on the basis of data signalled by the ATOCC; N \Perh\Cases\Patent\78000-78999\P78185.AU.1\Specis\P78185.AU.1 Specification as filed.doc 22/0609 - 8 wherein the ATP system monitors said consist for operation outside of operating parameters determined by the cab code signals and overrides driving commands issued by said ATO system to bring the consist operation within 5 the operating parameters. Brief Description of the Drawings Embodiments of the present invention will now be described 10 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 15 invention; Figure 2 is a schematic representation of an automatic train operation onboard system utilised in the rail transport system; 20 Detailed Description of Preferred Embodiments Figure 1 is a general schematic representation of a heavy haul rail transport system 10 that operates with 25 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. 30 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 35 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 N:\Perth\Cases\Patent\78000-78999\P78185.AU-1\Specis\P78185.AU.1 Specification as fileddoc 22/06/09 - 9 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 that the consist does not break apart or derail. 5 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 10 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. 15 Consist 20 is comprised of three head end locos L1, L2 and L3; a plurality of wagons shown generally as item 22 and three banker locos B1, B2 and B3. The lead loco Li is the head end lead loco while the banker loco B1 is the banker lead loco. At a minimum, each of the head end lead loco 20 L1 and banker lead loco B1 is provided with an onboard component of the ATO System 12, namely an ATO onboard system 18. However it is envisaged that every loco may be fitted with an ATO onboard system 18 to simplify the assembly of a consist. 25 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 30 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. 35 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 N:zPerth\Cases\Patent\78O0-78999\P78185.AU.1\Specis\P78185AU.1 Specification as filed.doc 22106/09 - 10 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 s 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 1o 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. 15 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, 20 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 25 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 30 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, 35 proceed with caution, or stop) within the block that consist 20 is travelling. N:\Perth Cases\Patont\78000-78999\P78185 AU. 1\Specis\P78185AU. 1 Specification as filed doc 22/06/09 - 11 The signal status of a block is typically dependent on whether either of the following two blocks is occupied by a train (or other equipment). If there is no train in either of the next two blocks then the status of the 5 current block is "proceed", i.e. a green light. If the 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", 10 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 15 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. 20 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 L1. The transponders are typically located at either end 25 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. 30 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 L1. Additionally an Automatic Train Protection (ATP) system uses the signals received from the rails and the wayside 35 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 N:\Perth\Cases\Patent\78000-78999\P78185.AU-1\Specis\P78185.AU. 1 Specfication as filed.doc 22/06/09 - 12 restrictions. The TCS 24 controls signalling system 26 and determines the signalling condition for each block of the rail 5 transport system 10 at any particular point in time. The 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 10 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 is 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 20 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 25 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 L1 or lead banker B1 30 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, 35 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 L1. These N:\Perth\Cases\Patent\78000-78999\P78185 AU 1\Specis\P78185.AU. I Specification as filed.doc 22/06/09 - 13 driving instructions are processed and interpreted by the ATO onboard system which provides appropriate signals to the LCS 32. These signals drive the loco Li in accordance with a driving strategy dictated by the driving 5 instructions as determined by the onboard ATO system 18. Pre journey instructions are provided to the ATO onboard system 18 prior to commencement of a journey. This provides data that enables the consist 20 to drive automatically to its destination. Additional driving io 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 15 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 20 with the ATO onboard system 18 and provides overriding operational control of the LCS 32 in the event of the head end lead loco L1, and thus the consist 20, travelling outside of safe operating parameters as signalled by the signalling system 26. The ATP system 28 is able to 25 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. 30 A more detailed description of each of the main components and subsystems of the rail transport system 10 is now provided. ATO System 35 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 N: Perth\Cases\Patent\78000-78999\P78185.AU.1\Specis\P78185.AU 1 Specification as filed doc 22106/09 - 14 with the ATO onboard system 18 via communications network 14. The ATOCC 16 is staffed by a number of ATO operators who are able to supervise and control the movement of 5 consist 20 via one or more computer servers and a number of computer work stations each acting as a Human Machine Interface (HMI). Thus, an ATO operator can use a HMI to monitor a consist 20 under ATO control and intervene in its journey. The ATOCC 16 is also provided with a server 10 to facilitate communication with TCS 24. ATO Onboard System Referring to Figure 2, the ATO onboard system 18 comprises an ATO director 60 and an ATO controller 62. The ATO 15 controller 62 interfaces with the LCS 32 to generate and 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 20 onboard radio transceiver system 52 which interfaces the 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 25 operating signals received from the ATO director 60. The ATO Controller 62 is subject to overriding control by the ATP system 28. The ATO director 60 receives train configuration data and 30 movement parameters, such as destination and target time 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. 35 Communication between the ATO director and ATO controller 62 is via a wired connection. Thus drive commands operating a loco in a driverless manner are generated on board the relevant loco. 58451721 (GHMatters) P78185.AU.1 MCAMP 9/10/14 - 15 The ATO controller 62 is configured to drive its loco and associated consist 20 when in automatic mode; and, send and receive messages to and from the ATOCC 16 and other 5 components of the onboard locomotive systems. The ATO 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 10 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, 15 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 20 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. 25 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 30 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 Ll tachometer, signal status for the current block, and train 35 configuration data. N:\Perth\Cases\Patent\78000-78999\P78185.AU.1\Specis\P78185.AU.1 Specification as filed.doc 22/06/09 - 16 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 speed restrictions. It may apply a service brake to 5 reduce the consist speed or it may bring the consist to a stop. A consist has different operating parameters depending on the number of wagons, if any, and whether the wagons are 10 loaded or unloaded. Different speed and braking 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. 15 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 20 to a mine site where it is loaded with ore. The manual 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 25 activate a driverless mode of operation which enables the train to execute a driverless journey. Remote configuration of the ATP system 28 occurs during a driverless journey when configuration parameters change. 30 Typically this occurs after loading of a consist. To 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 35 ATO controller 62 is via an ATP-ATO interface. The train configuration entered into the ATP system 28 describes physical characteristics of the loco and the N:\Perth Cases\Patent\78000-78999\P78185.AU.1\Specis\P78185.AU.1 Specification as filed doc 22/06/09 - 17 consist to which it is attached. The train configuration data includes: 1. the number of locos attached to the consist; 5 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; 10 4. the maximum speed of the consist; 5. the brake delay in seconds; 15 6. the train type (eg, empty, loaded, light engine); 7. the consists wheel adhesion (normal or low); 8. the locomotives location; and 20 9) locomotive orientation (e.g. long hood or short hood leading). When train configuration data is first uploaded to an ATP 25 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 30 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 35 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 N:\Perth\Cases\Patent\78000-78999\P78185.AU. 1\Specis\P78185 AU. 1 Specification as filed.doc 22/06/09 - 18 new configuration as valid. The new configuration is then recorded by the ATO controller 62 as verified. The ATO controller 62 then commands the onboard system of the locomotive to notify the driver that the ATP configuration s has been verified. The ATO system 12 will not operate to automatically drive a consist without a verified ATP configuration. With the ATP system 28 configured the ATO system 12 is 10 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 15 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 20 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 25 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. 30 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 35 consist is currently operating. The ATP system 28 monitors train operating conditions, such as speed, against track conditions, block signal conditions and in N:\Perth\Cases\Patent\78000-78999\P78185 AU. 1Specis\P78185.AU I Specification as filed.doc 22/06/09 - 19 cab signals and overrides the drive commands issued by the ATO Director 62 if required to maintain safe operation of the consist. 5 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 data is entered into the ATP system 28 where it is sent to 10 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 for the forward journey and an operator at the ATOCC 16 15 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. 20 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 1OOmV. 25 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 test and an emergency brake test independently of the ATO 30 system 12. In order to ensure integrity of the brake systems, the ATP system is configured to raise an alarm if an elapsed time since the last service brake test or the last emergency 35 brake test exceed respective predetermined periods which may be different for each type of brake test and may typically occur once per day. N:\Perth\Cases\Patent\780O0-78999\P78185 AU. 1\Specis\P78185 AU 1 Specification as filed.doc 22/06/09 - 20 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 5 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 a service brake automatically. The service brakes may 10 also be applied if the ATP system does not receive cab code signals for a predetermined period of time for example 12 seconds. In the event of an ATP system 28 failure, the ATP system 15 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 service brake application if either the consist speed is 20 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 request an end-of-train monitor (ETM) dump to detect 25 whether any brake valves are closed. 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 30 for human operators to intervene in the operation thereof 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 35 within the scope of the present invention the nature of which is to be determined from the above description and the appended claims. N:\Perth\Cases\Patent\78000-78999\P78185 AU.1\Specis\P78185 AU.1 Specification as filed doc 22/06/09

Claims

1. A heavy haul rail system for transporting bulk commodities comprising: 5 wagons for receiving said bulk commodities 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), said TCS authorising movement 10 of trains within the rail network by controlling a wayside signalling system, the rail system equipped with an automatic train operation (ATO) system for generating driving commands capable of driving locos independent of action by onboard 15 personnel such that the locos are capable of driverless operation, the ATO system comprising an ATO onboard system located onboard the loco and an ATO control centre (ATOCC) located wayside or remotely of the loco, the ATO onboard system generating said driving commands in dependence on 20 data signalled by said ATOCC; wherein the supervision of the loco by said ATP system comprises the ATP system monitoring said loco for operation outside of safe operating parameters by utilising train configuration data, and overriding drive 25 commands issued by said ATO system so as to bring the loco operation within safe operating parameters.

2. The heavy haul rail system of claim 1 wherein said data signalled by said ATOCC is at least one of 30 destination data and time of arrival data.

3. The heavy haul rail system of any one of claim 1 or claim 2, wherein the ATOCC and the ATO onboard system are in communication whereby an operator located remotely of 35 the loco can supervise loco operation and signal operating commands from the ATOCC to the ATO onboard system in response to said supervision. 60207781 (GHMatters) P78185.AU.1 MCAMP 4/12/14 - 22

4. The heavy haul rail system of claim 3 wherein the operating commands include an authority to operate in accordance with driving commands generated by the ATO 5 system.

5. The heavy haul rail system according to claim 3 or claim 4 wherein the operator located remotely of the loco signals the ATO system independently of the TCS. 10

6. The heavy haul rail system of any one of the preceding claims, wherein the TCS receives a copy of train configuration data from the ATP system and the TCS verifies the data and signals to the ATP system that the 15 data is verified.

7. The heavy haul rail system of claim 6 wherein the ATOCC signals the ATO onboard system with an authority to commence a driverless journey subsequent to receipt of a 20 signal indicating that the train configuration data in the ATP system is verified.

8. The heavy haul rail system of claim 7 wherein the TCS signals the ATOCC that train configuration data of an ATO 25 onboard system is verified.

9. The heavy haul rail system of claim 7 or 8, wherein the ATOCC signals the TCS that a loco is configured to commence driverless operation. 30

10. The heavy haul rail system of any one of claims 6 to 9 wherein the TCS signals the ATOCC that a consist is registered within the TCS. 35

11. The heavy haul rail system according to any one of the preceding claims, wherein the ATO system requires a signal from the rail system authorising use of the train 60207781 (GHMatters) P78185.AU.1 MCAMP 4/12/14 - 23 configuration data before driving said loco in accordance with said driving commands.

12. A heavy haul rail system for transporting bulk 5 commodities comprising: a consist comprising at least a lead loco, one or more wagons for receiving said bulk commodities; a wayside signalling system; a train control system (TCS) which authorises movement of the consist via the wayside 10 signalling system; the lead loco equipped with an automatic train protection (ATP) system for supervising operation of the consist in response to signals received from the wayside signalling system, an automatic train operation (ATO) system for 15 generating driving commands capable of driving the consist independent of action by any onboard personnel such that the lead loco is capable of driverless operation, the ATO system comprising an ATO onboard system located onboard the lead loco and an ATO control centre (ATOCC) located 20 wayside or otherwise remotely of the consist, the ATO onboard system generating said driving commands based on data signalled by said ATOCC; wherein the ATP system monitors said consist for operation outside of safe operating parameters by 25 utilising train configuration data, and operates to override drive commands issued by said ATO system to bring the consist operation within safe operating parameters.

13. The heavy haul rail system according to any one of 30 the preceding claims wherein said driving commands are generated by said ATO onboard system.

14. The heavy haul rail system of any one of the preceding claims, wherein the supervision by the ATP 35 system is independent of the ATO system.

15. The heavy haul rail system of any one of the 60207781 (GHMatters) P78185.AU.1 MCAMP 4/12/14 - 24 preceding claims, wherein the ATO onboard system generates driving commands independently of the ATP system.

16. The heavy haul rail system of claim 15 wherein the 5 ATO onboard system utilises signals from the wayside signalling system in generating said driving commands.

17. The heavy haul rail system of claim 16 wherein the signals from the wayside signalling system comprise in-cab 10 signals.

18. A heavy haul rail system for transporting bulk commodities comprising: a rail network; 15 a consist comprising at least a lead loco and one or more wagons for transporting said bulk commodities along the rail network; a wayside signalling system providing cab code signals to the consist via the rail network; 20 an automatic train protection (ATP) system installed in the lead loco for supervising operation of the consist in response to signals received from the wayside signalling system; an automatic train operation (ATO) system for 25 generating driving commands capable of driving the consist independent of action by onboard personnel such that the lead loco is capable of driverless operation, the ATO system comprising a remote ATO control centre (ATOCC)and an ATO onboard system located onboard the lead loco 30 wherein the ATO onboard system generates the driving commands on the basis of data signalled by the ATOCC; wherein the ATP system monitors said consist for operation outside of operating parameters determined by the cab code signals and overrides driving commands issued 35 by said ATO system to bring the consist operation within the operating parameters, wherein said ATP system utilises train configuration data in monitoring said consist. 60207781 (GHMatters) P78185.AU.1 MCAMP 4/12/14 - 25

19. The heavy haul rail system of any one of claims 12 to 18, wherein said data signalled by said ATOCC is at least one of destination data and time of arrival data. 5

20. The heavy haul rail system of any one of claims 12 to 19 wherein the ATOCC and the ATO onboard system are in communication with each other whereby an operator located at the ATOCC can supervise consist operation and signal 10 the data to the ATO onboard system.

21. The heavy haul rail system of claim 20 wherein the data comprises an operating command authorising the consist to operate in accordance with driving commands 15 generated by the ATO system.

22. The heavy haul rail system according to any one of claims 12 to 21 wherein the operator at the ATOCC can signal the ATO system independently of the TCS. 20

23. The heavy haul rail system of any one of claims 12 to 22 wherein the TCS receives train configuration data from the ATP system for verification and upon verification the TCS signals to the ATP system that the train configuration 25 data is verified.

24. The heavy haul rail system of claim 23 wherein the ATOCC signals the ATO onboard system with an authority to commence a driverless journey subsequent to receipt of a 30 signal indicating that the train configuration data in the ATP system is verified.

25. The heavy haul rail system of claim 24 wherein the TCS signals the ATOCC that train configuration data of an 35 ATO onboard system is verified.

26. The heavy haul rail system of any one of claims 12 to 60207781 (GHMatters) P78185.AU.1 MCAMP 4/12/14 - 26 25, wherein the ATOCC signals the TCS that the consist is configured to commence driverless operation.

27. The heavy haul rail system of any one of claims 12 to 5 26 wherein the TCS signals the ATOCC that the consist is registered within the TCS.

28. The heavy haul rail system according to any one of claims 12 to 27 wherein the ATO system requires a signal 10 from a human operator issued from the TCS or the ATOCC authorising use of the train configuration data prior to the ATO system driving said consist in accordance with said driving commands. 15

29. The heavy haul rail system according to claim 18, comprising a train control system (TCS) which communicates with the ATP system and wherein the TCS receives train configuration data from the ATP system for verification and upon verification the TCS signals to the ATP system 20 that the train configuration data is verified.

30. The heavy haul rail system of claim 29 wherein the ATOCC signals the ATO onboard system with an authority to commence a driverless journey subsequent to receipt of the 25 signal indicating that the train configuration data in the ATP system is verified.

31. The heavy haul rail system of claim 30 wherein the TCS signals the ATOCC that train configuration data of an 30 ATO on board system is verified.

32. The heavy haul rail system according to any one of claims 29 to 31 wherein the ATO system requires a signal from a human operator issued from the TCS or the ATOCC 35 authorising use of the train configuration data prior to the ATO system driving said consist in accordance with said driving commands. 60207781 (GHMatters) P78185.AU.1 MCAMP 4/12/14 - 27

33. A heavy haul rail transport system substantially as herein described with reference to and as illustrated in the accompanying drawings. 5 60207781 (GHMatters) P78185.AU.1 MCAMP 4/12/14