AU2009243416B2

AU2009243416B2 - Track Vehicle Protection Method and System

Info

Publication number: AU2009243416B2
Application number: AU2009243416A
Authority: AU
Inventors: Anthony Godber; Matthew Shurmer; Barry Taylor
Original assignee: Technological Resources Pty Ltd
Current assignee: Technological Resources Pty Ltd
Priority date: 2008-11-28
Filing date: 2009-11-30
Publication date: 2015-08-13
Anticipated expiration: 2029-11-30
Also published as: AU2009243416A1

Abstract

- 35 A method and system is described which provides protection of track vehicles 24 to minimise the risk of collision 5 with other rail vehicles. The protection may be either a field based protection, known as "electronic protection" or an office based protection know as "authority to move". When a train control system (TCS) 18 and signalling system 16 are in communication with each other the electronic 10 protection is available by which the signalling system 16 provides appropriate interlocks to prevent other rail vehicles from entering protected track sections. However in the event of a communications failure between the signalling system 16 and the TCS 18, the authority to move 15 office based protection is provided where a train controller at the TCS 18 designates one or more track sections along which the track vehicle 24 is authorised to move. For both forms of protection, the protection is linked to the protected vehicle so that the protection can 20 not be removed while the protected vehicle is detected or otherwise determined as being on the protected track sections. leii I ~c- - iF3 -C G . c

Description

AUSTRALIA Patents Act 1990 COMPLETE SPECIFICATION Standard Patent Applicant(s): Technological Resources Pty. Limited Invention Title: Track Vehicle Protection Method & System The following statement is a full description of this invention, including the best method for performing it known to me/us: - 1 TRACK VEHICLE PROTECTION METHOD AND SYSTEM Field of the Invention 5 The present invention relates to a track vehicle protection method and system. Background of the Invention 10 A rail transport system comprises a network of railroad tracks on which rail vehicles can travel. The track is divided into contiguous track sections that extend between various destinations with the track sections being composed of one or more track circuits. A signaling 15 system incorporated in the rail transport system communicates between the track sections and a train control system (TCS) to control movement of the rail vehicles. The TCS is housed at a train control centre (TCC) and drives an electronic map displaying the rail 20 network and showing the routes or intended routes of rail vehicles and their current positions. Each track section is provided with a track circuit and is separately signalled. The track circuit is short circuited by the leading rail axle of a light engine or a head end lead 25 loco of a consist. This short circuiting (known as "dropping a block") is detected by the signaling system and is communicated by the signaling system to the TCS where the location of the light engine or consist is displayed on the electronic map. The TCS communicates 30 with the signaling system to effect appropriate interlocks in a rail network to avoid occupancy conflicts in the network. In addition to light engines and consists, the rail system 35 also supports track vehicles such as hi-rails and track machines. The track vehicles and in particular hi-rails do not reliably drop a block and thus their location on - 2 the rail network cannot be reliably determined by way of the signaling system once they have commenced to travel along the network. 5 Currently, hi-rail operators verbally request permission to access a track using a radio communication system. Before permission is granted a train controller at the TCS applies electronic protection to the track section where the hi-rail operator wishes to access the track. The hi 10 rail operator uses a shorting cable to drop the block where they plan to access the track, which shows up as an occupation of that track block on the map at the TCS. Once the train controller has verified that the hi-rail operator is at the correct location verbal permission is 15 granted for the hi-rail to access the track. After this point the hi-rail operator is invisible to the train control system and the train controller can only locate the hi-rail by verbal radio communications. 20 Summary of the Invention One aspect of the present invention provides a method of protecting a track vehicle in a rail system, wherein the track vehicle is any vehicle capable of travelling along a 25 rail track but excludes a locomotive or a consist, the rail system having a rail network comprising a plurality of track sections, a signaling system and a train control system (TCS) communicating with the signaling system to control access to track sections and to receive field 30 information regarding rail vehicles on the track sections, the method comprising: creating an electronic protection for the track vehicle for a track section defining an intended route for the track vehicle wherein the electronic protection 35 corresponds to the signaling system providing interlocks for the rail network preventing access to other rail vehicles to the track section of the electronic -3 protection; and, linking the track vehicle with the electronic protection upon detecting that the track vehicle is on the track section, wherein detecting the track vehicle is on 5 the track section comprises the TCS receiving a signal independent of the signaling system, and wherein the electronic protection is maintained while the track vehicle is determined as remaining on the track section. 10 Detecting the track vehicle is on the track section may comprise the TCS receiving a signal from the signaling system that the track vehicle is on the track section. Detecting the track vehicle is on the track section may 15 further comprise the TCS receiving GPS derived data from a GPS located on the track vehicle and resolving from the data that the track vehicle is at a location coincident with a location on the track section. 20 When the track vehicle is a hi-rail, detecting the track vehicle is on the track section may comprise the TCS receiving a signal independent of the signaling system indicating a down position of a hi-rail gear of the track vehicle. 25 Detecting the track vehicle is on the track section may comprise the TCS receiving a signal independent of the signaling system indicating the ignition of the track vehicle is ON. 30 The method may further comprise providing an electronic map of the rail network and providing on the map an indication of the position of the track vehicle based on the GPS data received from the track vehicle. 35 The method further comprises issuing an alarm in the event that a track vehicle is detected as moving into any track - 4 section beyond its defined electronic protection. In this event the method further comprises the TCS automatically affecting interlocking of adjacent track sections preventing any new routing onto or through the track 5 section. The method may also comprise providing a visually distinct indication on the electronic map of the track section into which the track vehicle has entered where no electronic protection exists. 10 The method may further comprise extending the electronic protection of a track vehicle to at least one adjacent track section, wherein extending the electronic protection comprises: the ability to further protect adjacent track sections in front of the intended movement by adding them 15 to a contiguous electronic protection block. The method further comprises the roll up of the electronic protection for a previously occupied track section subsequent to detection of the track vehicle no longer 20 occupying the previously occupies track section. The method may further comprise utilizing positional data sent from the track vehicle to enable roll up of electronic protection when the positional data indicates that the track vehicle no longer occupies the previously occupied 25 track section. The method further comprises enabling removal of electronic protection upon receipt of one or more automatic indications of the track vehicle having moved 30 clear of the rail network. A first indication of the track vehicle having moved clear of the rail network comprises receipt of a signal from the track vehicle independent of the signaling system that the hi-rail gear is in an up position. A second indication of the track vehicle having 35 moved clear of the rail network comprises the TCS receiving GPS derived data from the GPS system located on the track vehicle and resolving from the GPS derived data - 5 that the track vehicle is at a location greater than a predetermined distance from the track section for which electronic protection was previously provided. 5 Providing an indication of the position of the track vehicle on the display may comprise: providing an indication of the trustworthiness of the GPS based position of the track vehicle. The indication of the trustworthiness may comprise one or both of (a) an 10 indication of the age of the GPS based position, and (b) perceived positional accuracy of the GPS based position. The method may further comprise, providing a visually distinct indication on the electronic map at the TCS in an 15 event of a loss of the GPS based data from the track vehicle. The method may further comprise, providing at the TCS a substantially real time display on the electronic map of 20 the map depicting of the position of rail vehicles based on position data for the rail vehicles received from the signaling system and the location of a track vehicle based on position data sent by the track vehicle independent of the signaling system. 25 The method may further comprise depicting on the map the position of the track vehicle based on position data sent by the signaling system and wherein position data from the signaling system is given priority over position data sent 30 by the track vehicle independent of the signaling system. The method may further comprise upon linking a track vehicle to its protection, the TCS operating the signaling system to provide an appropriate interlock in the rail 35 network to prevent access for other rail vehicles the track section, thereby providing an electronic protection for the track vehicle.

- 6 The position data for the track vehicle may be provided by a GPS installed on the track vehicle, or via radio communication with an operator of the track vehicle. 5 A further aspect of the invention provides a method of protecting a track vehicle in a rail system, wherein the track vehicle is any vehicle capable of travelling along a rail track but excludes a locomotive or a consist, the rail system comprising a plurality of track sections, a 10 signaling system associated with the track sections, a train control system (TCS) associated with the signaling system, and a track vehicle information system (TVIS) providing information relating to the track vehicle to the TCS, the method comprising: 15 providing an electronic map of at least a portion of the rail system at the TCS; creating at the TCS protection for a track vehicle for a track section defining an intended route of the track vehicle wherein the protection is dependent on 20 communication status between the TCS and the signaling system; wherein when the TCS is in communication with the signaling system the TCS creates an electronic protection wherein the TCS via the signaling system provides 25 appropriate interlocks for the rail network preventing access to other rail vehicles to the track section, and linking the track vehicle to the electronic protection upon detecting that the track vehicle is on the section of track wherein the electronic protection is maintained 30 while the track vehicle is determined as remaining on the track; and, wherein when there is a communications failure between the TCS and the signaling system, creating protection comprises the TCS creating an authority to move 35 for the track vehicle for a section of track defining an intended route for the track vehicle wherein the track section covered by the authority to move is displayed on - 7 the electronic map in a visually distinct manner, and linking the track vehicle to the authority to move upon determining via the information provided by the TVIS that the track vehicle is on the track section wherein the 5 authority to move is maintained while the track vehicle is determined as remaining on the track section. The method further comprises transferring the protection for a track vehicle between an authority to move to 10 electronic protection upon in accordance with the communications status between the TCS and the signaling system. Detecting the track vehicle on the track section may 15 comprise the TCS receiving GPS derived data from a GPS located on the track vehicle and resolving from the data that the track vehicle is at a location coincident with a location on the track section. 20 When the track vehicle is a hi-rail, detecting the track vehicle, the track section may comprise the TCS receiving a signal independent of the signaling system indicating a down position of a hi-rail gear of the track vehicle. 25 Detecting the track vehicle on the track section may comprise the TCS receiving a signal independent of the signaling system indicating the ignition of the track vehicle is ON. 30 The method may further comprise issuing an alarm in the event that a track vehicle is detected as moving into any track section beyond its defined electronic protection or the authority to move. 35 The method may further comprise providing a visually distinct indication on the electronic map of the track - 8 section into which the track vehicle has entered where no protection exists. The method may comprise extending the protection of a 5 track vehicle to at least one adjacent track section, wherein extending the protection comprises linking a new protection for the track vehicle with one or more track sections contiguous to track sections of a current protection for that track vehicle. 10 The method may also comprise rolling up of the protection for a previously occupied track section subsequent to detection of the track vehicle no longer occupying the previously occupied track section. 15 The method may also comprise utilizing positional data sent from the track vehicle to enable roll up of protection when the positional data indicates that of the track vehicle no longer occupying the previously occupied 20 track section. The method may comprise enabling removal of protection upon receipt of one or more automatic indications of the track vehicle having moved clear of the rail track. 25 When the track vehicle is a hi-rail, one indication of the track vehicle having moved clear of the rail network may comprise receipt of a signal from the track vehicle independent of the signaling system that the hi-rail gear 30 is in an up position. In one embodiment an indication of the track vehicle having moved clear of the rail network comprises receiving GPS data from the GPS located on the track vehicle and 35 resolving from the GPS data that the track vehicle is at a location greater than a predetermined distance from the - 9 track section for which protection was previously provided. Providing an indication of the position of the track 5 vehicle on the electronic map may comprise providing an indication of the trustworthiness of the GPS based position of the track vehicle. The indication of the trustworthiness may comprise one or 10 both of (a) an indication of the age of the GPS based position, and (b) perceived positional accuracy of the GPS based position. The method may also comprise operating TCS to provide a 15 visually distinct indication on the electronic map in an event of a loss of the GPS based data from the track vehicle. 1. A further aspect of the invention provides a method 20 of protecting a track vehicle in a rail system comprising a plurality of track sections, wherein the track vehicle is any vehicle capable of travelling along a rail track but excludes a locomotive or a consist, a signaling system associated with the track sections, a train control system 25 (TCS) associated with the signaling system, and, a track vehicle information system (TVIS) providing information relating to the track vehicle to the TCS independently of the signaling system, the method comprising: providing an electronic map of at least a portion of 30 the rail system at the TCS; creating at the TCS protection for a track vehicle for a track section defining an intended route of the track vehicle wherein the protection is dependent on communication status between the TCS and the signaling 35 system; wherein when the TCS is in communication with the signaling system the TCS creates an electronic protection - 10 wherein the TCS via the signaling system provides appropriate interlocks for the rail network preventing access to other rail vehicles to the track section, and linking the track vehicle to the electronic protection 5 upon detecting that the track vehicle is on the section of track wherein the electronic protection is maintained while the track vehicle is determined as remaining on the track; and, wherein when there is a communications failure 10 between the TCS and the signaling system, creating protection comprises the TCS creating an authority to move for the track vehicle for a section of track defining an intended route for the track vehicle wherein the track section covered by the authority to move is displayed on 15 the electronic map in a visually distinct manner, and linking the track vehicle to the authority to move upon determining via the information provided by the TVIS that the track vehicle is on the track section wherein the authority to move is maintained while the track vehicle is 20 determined as remaining on the track section. Brief Description of the Drawings An embodiment of the present invention will now be 25 described by way of example only with reference to the accompanying drawings in which: Figure 1 is a schematic representation of a rail system incorporating a track vehicle protection system; 30 Figure 2 is a schematic representation of an electronic map depicted location of rail vehicles on rail networks; Figure 3 is a depiction of the rail network shown in Figure 2 depicting the location of a hi-rail vehicle; and, Figure 4 is a further representation of an electronic map 35 depicting a rail network and incorporating menus, submenus and dialogue operable via a human machine interface for managing protection of a track vehicle.

- 11 Detailed Description of Preferred Embodiment In broad terms, a method and system is described for providing protection to track vehicles on a train network. 5 In the specification, the term "rail vehicle" is intended to denote all vehicles that are able to travel along a rail track and includes a locomotive, a consist, a hi rail, and track machines. 10 The term "track vehicle" is intended to encompass a hi rail, a track machine, or any other vehicle that is capable of travelling along a rail track but excludes a locomotive or a consist. 15 A hi-rail is a road going vehicle such as a four wheel drive or truck that is modified to include a hi-rail gear which in essence comprises rail wheels attached to axes that can be raised, to enable the vehicle to travel on a road, or lowered to allow the vehicle to travel along a 20 train track. A hi-rail usually can not short circuit a track circuit (i.e. cannot "drop a block") either due to the construction of the hi-rail gear or due to the relatively low weight of the hi-rail vehicle. 25 A track machine is a custom build rail going vehicle and most often (but no always) drops a block. However track machines are often parked on uncircuited sidings and thus their position cannot be detected until they move onto a circuited block of the track. 30 Embodiments of the method and system provide protection of the track vehicle to minimise the risk of collision with other rail vehicles. The protection may be either a field based protection also known as "electronic protection" or 35 an office based protection know as "authority to move". The form of protection provided is dependent on the status of communications between a train control system (TCS) - 12 located at a train control centre (TCC) and a signaling system of a rail transport system on which the rail vehicles travel. When the TCS and signaling system are in communication with each other an electronic protection may 5 be provided which provides field based protection where appropriate interlocks are affected to prevent other rail vehicles from entering protected track sections. However in the event of a communications failure between the signaling system and the TCS, the authority to move office 10 based protection is provided where a train controller at the TCS designates one or more track sections along which the track vehicle is authorised to move. The protected track sections are highlighted in a visually distinct manner from each other on an electronic map controlled by 15 the TCS. The electronic map displays the rail network, vehicles on the network, point settings, interlocks and other information relating to the rail system. For both forms of protection, the protection is linked to 20 the protected vehicle so that the protection can not be removed while the protected vehicle is detected or otherwise determined as being on the protected track sections. Also an alarm is raised if the track vehicle is detected as moving outside of its protection. 25 One substantive difference between the forms of protection is that for the authority to move no interlocks are effected in the network. In all other respects the electronic protection and the authority to move function 30 and operate in the same way. Figure 1 is a schematic representation of a rail system 10 incorporating a track vehicle information system (TVIS) 12. The rail system 10 comprises a rail network 14 35 comprising a plurality of track sections, a signaling system 16, and a train control system (TCS) 18 which incorporates an electronic map 20 or display of the rail - 13 network 14 and vehicle on the network 14. The train control system 18 is housed at a train control centre (TCC) 22 at which train operators operate and manage the rail system 10. The TCS 18 communicates with the 5 signaling system 16 to control movement on the rail network 14. The TVIS 12 provides information relating to the position and status of track vehicles 24 to the TCS 18. The TVIS 10 12 comprises a communication system 25 (e.g. a satellite radio communication system), at least one GPS transmitter on each track vehicle to provide position data relating to the vehicle to the TCS, and various sensors on the track vehicles. The sensors may provide status information such 15 as ignition state of the engine of the track vehicle (i.e. ignition ON or ignition OFF) and, for a hi-rail, the position of the hi-rail gear (i.e. gear down or gear up). Figure 2 is a schematic representation of the electronic 20 map 20 displaying the rail network 14 under the control of the TCS 18. The map 20 can be manipulated to display all or selected track sections of the rail network. In Figure 2 a portion of a rail network 14 is depicted comprising a plurality of track sections A-N. The track sections may 25 be of different lengths. For the sake of clarity the direction of point settings is not shown. Unoccupied sections of track are uncoloured (i.e. white). Typically a section of track occupied by a light engine or consist is shown in a specific colour such as red. However for 30 the purposes of the present description, cross hatching will be used to depict a section of track that is detected by the signaling system as being occupied. In figure 2 section G is depicted as being occupied. An arrow head is also displayed on the map 20 indicating the direction of 35 travel of a rail vehicle on a specific track section. An example of a method for applying electronic protection - 14 will be described in relation to a hi-rail. Assume that a the hi-rail wishes to access the rail network 14 at a crossing between track sections B and C and to travel along track sections C, D, E and N. 5 A hi-rail operator positions his vehicle near the track crossing and activates a hot button in the hi-rail vehicle which triggers the communication system 25 of the TVIS 12 to send the latest position of the hi-rail to the TCS 18. 10 The hi-rail operator also verbally requests permission via radio to access track section C at the crossing from the train controller at the TCS 18. The train controller viewing the display 20 checks that: there is no traffic on the intended route of the hi-rail; there is otherwise an 15 opportunity to allow the hi-rail to access the track; and, the hi-rail is in the vicinity of the track crossing required to access track section C using the GPS derived position data. 20 Using a human machine interface (HMI) at the TCS 18 for the map 20, the train controller creates an electronic protection block to cover the track sections C, D, E and N. With reference to Figure 4, the electronic protection is created by the train controller using the HMI to input 25 data into a dialogue 30 via a menu 32 and submenu 34 displayed on the map 20. (The specific dialogue depicted is in relation to removal of protection however the configuration of the menus and dialogue is the same for all management of the protection). The dialogue 30 allows 30 entry for example of an identification number or reference for the hi-rail, a time stamp for the GPS data, identification of the track crossing at which access is granted to the rail network, identification of control points between which the electronic protection block is 35 granted. When the train controller enters the hi-rail in the dialogue an association is created between the hi-rail and the electronic protection. At this point in time, the - 15 hi-rail has not yet accessed the track. The train controller now requests that the hi-rail operator applies shorting cables on the track. The 5 shorting of the track is communicated by the signaling system 16 to the TCS 18 and can be verified by the train controller at the TCC 22 as this will drop the block and will thus be visualised on the map 20 by a change in the colour of that section from white to red. 10 At this time, the train controller is able to verify that the GPS position data provided by the TVIS 12 coincides with the track shorting indication on the display 20. If there is a mismatch between GPS position of a hi-rail and 15 the block for which the protection is to be applied (when granting protection), providing the track shorting indication agrees with the location where the protection is intended to be applied, the GPS data is overruled. 20 The train controller then requests that the hi-rail operator remove the shorting cables. The train controller then provides the hi-rail operator with permission to access the track. The hi-rail operator 25 lowers the hi-rail gear which is communicated automatically to the TCS 18 by the TVIS 12. Indeed the TVIS 12 operates to automatically communicate a change hi rail gear position. 30 The track sections C, D, E and N for which the electronic protection block is applied will be displayed in a visually distinct manner at the map 20. This may for example be by way of flashing the appearance of track sections between alternating colours such as white and 35 blue. The hi-rail operator now mounts the track at section C.

- 16 The mounting of the track is confirmed by the position data provided by TVIS 12. At this time the electronic protection is linked to the hi-rail and the sections of track for which protection is provided appear in a 5 distinct manner for example as solid blue lines. This is represented in figure 3 as a shading of sections C, D, E and N. The effect of creating the electronic protection is that the TCS 18 via the signaling system 16 now affects appropriate interlocks on the track network 14 to prevent 10 access by other rail vehicles to the protected track sections C, D, E and N. The hi-rail now appears on the electronic map 20 as an arrow head 35, pointing in the direction of travel, 15 proportionally along the track section to the best resolution that can be achieved. The map 20 may be further configured so that the track section (in this instance C) occupied by the hi-rail is highlighted in a visually distinct manner to the electronic protection. 20 For example this may be by depicting the occupied section in light blue. In Figure 3 this is represented by the overlaying of vertical lines on the track section in question. 25 Thus with reference to Figure 3, if the hi-rail were to now cross from track section C to track section D, track section D would now be depicted with the vertical bars while the track section C would revert to the same depiction of the remainder of the electronic protection 30 block. The linking of the hi-rail to its electronic protection is maintained while the hi-rail is detected or otherwise determined as remaining on the track sections. The hi 35 rail can be determined as remaining on its protected track sections by the GPS position data provided by the TVIS 12. The sensed Hi-rail gear position can also be used. The hi- - 17 rail gear being sensed as down is a strong indicator that the hi-rail is on a track section, while hi-rail gear being sensed as being up is a strong indicator that the hi-rail has left the track. 5 When a hi-rail vehicle has travelled to the end of (but remains on) track section N which coincides with the end of the electronic protection. Several scenarios are possible: 10 (a) the hi-rail stops at the end of, and remains on, section N, (which may be the default scenario); (b) following (a) the hi-rail wishes to clear (i.e. dismount) the track; (c) following (a) the hi-rail wishes to extend its 15 journey along the track; (d) the hi-rail travels into the next track section I outside of its protection. The TCS 18 is configured to prevent removal of the 20 electronic protection while the hi-rail is detected as remaining in its protected block (i.e. scenario (a) above). This occurs is as follows. To remove electronic protection the train controller is required to access the dialogue 30 via the HMI. However the dialogue 30 is 25 locked (as specifically shown in Figure 4) to prevent a train controller from removing the electronic protection while the information provided by the TVIS 12 indicates that the hi-rail remains within the track sections covered by its electronic protection. This information comprise 30 one or a combination of GPS position data, Hi-rail gear position (i.e. down position) data, distance from track data and ignition status data. To this end the dialogue may be configured to present the train controller with a message indicating that the electronic protection cannot 35 be removed because the track section N is still occupied by the hi-rail. Thus all of the appropriate interlocks preventing access to the protected track sections remain.

- 18 When a hi-rail wishes to clear or dismount (scenario (b), above) the track the electronic protection is removed. To remove the protection, the hi-rail operator must stop the hi-rail vehicle at a track crossing specified by the train 5 controller within its electronic protection. (If the hi rail travels outside its protection an alarm is raised). The train controller at the TCS 18 is able to visualise that the hi-rail has stopped at the track crossing by inspection of the electronic map 20 due to the GPS data 10 being relayed by the TVIS 12 to the TCS 18. As previously mentioned, the link between the hi-rail and its electronic protection will always remain unless the train controller manually unlinks the two or transfers the 15 link to a different electronic protection or authority to move. The TCS 18 is configured to enable the removal of the electronic protection once the hi-rail has lifted its gear. This is detected and communicated to the TCS by the TVIS automatically when the hi-rail gear is raised. 20 Additional information may be used to determine whether the ability to unlink should be granted. This may include for example a determination using the TVIS that the hi rail has moved a prescribed minimum distance off the track. 25 Assuming the hi-rail has now moved off the track the train controller now notifies the hi-rail operator via radio that the electronic protection is being removed. In reply the hi-rail operator confirms removal of the electronic 30 protection is acceptable (as the hi-rail has moved off the track). The train controller now removes the electronic protection utilising the menu 32, submenu 34 and dialogue 30 breaking the association between the hi-rail and the protection and removing the protection. The track section 35 will now be shown as clear on the map 20. In the event that the hi-rail, having reached the end of - 19 its initial electronic protection wishes to travel along further track sections (e.g. I, J, K) where it has no current protection (i.e. scenario (C) above), the hi-rail operator initially stops at the end of its current 5 protection and requests clearance via radio to extend its journey. The train controller is able to extend the protection for the hi-rail by utilising the menus 32, 34 and dialogue 30 to extend the hi-rails electronic protection. In this instance, it is not necessary for the 10 hi-rail operator to short the track circuit as the location of the hi-rail is known by virtue of the initial requirements to provide electronic protection and on-going tracking by the TVIS. In extending the electronic protection, further interlocks are affected to prevent 15 access by other rail vehicles to the extended electronic protection block. The electronic protection is linked to the hi-rail for the extended journey in a manner identical to that described above in relation to the initial electronic protection, save for the requirement to short 20 the track circuit. Once the extension of electronic protection has been granted and the vehicle moves into the new extended electronic protection block, the electronic protection 25 previously granted may be rolled up. The roll up of a previous electronic protection block may often occur shortly after the hi-rail has moved onto a track section covered by the newly created electronic protection. When rolling up the previous protection, the train controller 30 checks that the hi-rail is showing clear of the track section in question on the map 20. The train controller then notifies the hi-rail operator by radio that the electronic protection will be rolled up for the previously cleared track section. The hi-rail operator must 35 acknowledge and agree to roll up the protection of the previously cleared track sections. The train controller uses the menu and dialogues displayed on the map 20 - 20 accessed by the HMI to roll up protection for the cleared track section behind the hi-rail. The hi-rail then continues to be shown on the map 20 in the manner described above in relation to the initial electronic 5 protection. The above description for providing, removing, extending, and rolling up of electronic protection for hi-rails may be affected in a substantially identical manner for track 10 vehicles that are able to short the track circuits such as a track machine. The main differences between a hi-rail and a track machine are that the track machine would in most instances drop a block and thus its position will ordinarily be detected by the signaling system. 15 Nevertheless the TVIS will also provide the same information concerning the location and status of the track machine with the exception of hi-rail gear position as the track machine does not have a hi-rail gear. Further, the track machine generally will not leave the 20 rail network although it may move to a "track section of no interest" which is an unsignalled track section on which the track machine can be parked without interfering with the normal movement of rail vehicles on the rail network. 25 However for the purposes of completeness, brief descriptions will now be provided on various operational scenarios of the current method and system for track machines. In the first scenario, assume a track machine 30 has started but does not wish to leave its current track position. Initially, the track machine is parked with its ignition OFF. The track machine operator notifies the train controller at the TCS that he needs to start his track machine. The train controller checks the location 35 of the track machine and if it is not located in a track section that is controlled by the electronic protection or authority to move, (i.e. it is on a track section of no - 21 interest) then no further action is required. Otherwise, the train controller creates an electronic protection block to cover the train section where the train machine is located. This is created in exactly the same manner as 5 described above in relation to the hi-rail. In brief, the track controller selects the track machine in question with the dialogue appearing on the map 20 thereby creating a link between the track machine and the electronic protection. The track machine will appear on the map 20 10 within the track section proportionally along the section to the best resolution that can be achieved. This track section may be highlighted in a manner virtually distinct to the colour used for electronic protection. 15 Assume now a scenario where a track machine wishes to start and move out of where it is currently parked onto the main track line. When the track machine operator turns the ignition ON, the TVIS 12 automatically commences broadcasting GPS based position data to the TCS 18. The 20 track machine operator notifies the train controller by radio of the requirements to move the track machine. The train controller creates an electronic protection block to cover the track sections where the track machine is located and where it wants to move to. This is created by 25 selecting the track sections in question and using the HMI at the TCS to navigate to the dialogue 30 via the menu 32 and submenu 34. The train controller selects the track machine in question within the dialogue thereby creating the link between the track machine and each electronic 30 protection. It should be noted that if the track machine were to turn OFF its ignition while in its electronic protection block, it will still be protected via the electronic protection. If the ignition is OFF the TVIS 12 ceases sending GPS location data and thus the last 35 received GPS data would be time stamped and the link between the track machine and electronic protection is maintained as the track machine remains within its - 22 electronic protection. However, assuming the track machine is moving, it will appear on the map 20 proportionally along the occupied 5 track section to the best resolution that can be achieved. The extension of electronic protection for a track machine and the roll up of the protection is the same as described above in relation to the hi-rail. 10 In terms of the track machine, the equivalent to a hi-rail leaving a track section, is the track machine moving to or being parked on a track section of no interest. In this scenario, the track machine operator has secured this track machine where directed by a train controller and 15 turned OFF the ignition for the track machine. The track machine operator notifies the train controller that the track machine has been secured and the ignition turned OFF. The train controller confirms that the track machine has been parked accordingly. The location of the track 20 machine is communicated to the train controller via the signaling system. The TVIS is no longer transmitting GPS based data for the track machine because the ignition has been turned OFF. Thus the GPS data appearing on the map 20 previously derived via the TVIS will have a constant 25 time stamp. The train controller notifies the track machine operator that his electronic protection is being removed. Confirmation of the track machine being on a track section 30 of no interest via the signaling system and/or the latest known GPS position enables an unlinking of the protection from the track machine enabling the electronic protection to removed via the dialogue on the map 20. If it were the case the track machine remained on a track section of 35 interest then the train controller would be blocked from removing the electronic protection by disabling the corresponding "remove" buttons on the dialogue in the same - 23 manner as described above in relation to the hi-rail. If a track vehicle travels on to a track section exceeding or outside of its electronic protection, the TCS 5 automatically generates an alarm. Moving outside of the electronic protection is detected by the TCS comparing GPS position data received from the TVIS with the scope of the electronic protection. When this occurs, the track section that the track vehicle entered will be shown as 10 flashing on the map 20 and a critical alarm will be raised. The TCS 18 is configured to prevent any fresh routes to be called in to this track section. In order to rectify the situation, a train controller communicates with the operator of the track vehicle by radio requesting 15 that they stop in the affected track section. The TCS will continue to operate the map 20 to flash the track section in question until such time as the condition is rectified by either the electronic protection being granted to the track section, or the track vehicle exiting 20 the track section in question. The authority to move is provided when communication between the signaling system 16 and the TCS 18 is lost. In this event, it is not possible to create or change 25 interlocks within the rail network. Thus the authority to move is a office based protection in that it provides a train controller at the TCC, an ability to designate certain sections of track upon which a hi-rail or other track vehicle may travel. The location of the hi-rail is 30 transmitted to the TCS via the TVIS 12 and displayed on the map 20 controlled by the TCS 18. Thus the train controller is still able to visualise the location of the hi-rail on the rail network and thus have knowledge of the location of the hi-rail. In addition information relating 35 to the position of the hi-rail gear and the ignition state of the hi-rail will still be communicated by the TVIS to the TCS. As the signaling system 16 is no longer in - 24 communication with the TCS, there is no need for the hi rail operator to short the track circuit as such shorting cannot be communicated to the TCS. However in all other respects, the method of granting, extending and rolling up 5 of the authority to move is the same as for the electronic protection. Granting an authority to move to a track vehicle prevents the TCS 18 raising an alarm that would otherwise be 10 generated if the track vehicle were to move into a track section without being linked to an electronic protection. When communications between the signaling system and the TCS are deemed to be restored in a track section where an authority to move exits, the TCS 18 is arranged to raise 15 an alarm which will be maintained until a train controller changes the authority to move to an electronic protection. The authority to move is then removed by the train controller. 20 If a track vehicle is travelling along track sections protected by electronic protection and communications between the signal system 16 and the TCS 18 fails, an alarm is raised at the TCS 18. The track vehicle can continue to operate within this existing electronic 25 protection. However if the track vehicle wishes to continue beyond the track section covered by the previous electronic protection, it must be granted authority to move by train controller. The authority to move may only be granted to track sections adjacent to the track 30 sections covered by the previous electronic protection. In the event that communications are returned then the authority to move is replaced by the controller with the electronic protection. 35 From the above description, it will be apparent to those skilled in the relevant arts that numerous applications and variations may be made to embodiments of the present - 25 invention without departing from the basic inventive concepts. For example, embodiments of the present method and system can be applied to convoys of track vehicles for the granting and removal of protections based on 5 information pertaining to a leading and trailing track vehicle in the convoy. These forms of protection may also be applied to track vehicle leading or following a light engine or consist. 10 All, modifications and variations together with others that would be obvious to persons of ordinary skilled in the art who deemed it to be within the scope of the present invention then they should be produced from the above description and the appended claims. 15

Claims

1. A method of protecting a track vehicle in a rail system, wherein the track vehicle is any vehicle capable 5 of travelling along a rail track but excludes a locomotive or a consist, the rail system having a rail network comprising a plurality of track sections, a signaling system and a train control system (TCS) communicating with the signaling system to control access to track sections 10 and to receive field information regarding rail vehicles on the track sections, the method comprising: creating an electronic protection for a track section defining an intended route for the track vehicle wherein the electronic protection corresponds to the signaling 15 system providing interlocks for the rail network preventing access to other rail vehicles to the track section of the electronic protection; and, linking the track vehicle with the electronic protection upon detecting that the track vehicle is on the 20 track section, wherein detecting the track vehicle is on the track section comprises the TCS receiving a signal independent of the signalling system, and wherein the electronic protection is maintained while the track vehicle is determined as remaining on the track. 25

2. The method according to claim 1 wherein, detecting the track vehicle is on the track section comprises the TCS receiving a signal from the signaling system that the track vehicle is on the track section. 30

3. The method according to claim 1 or 2 wherein, detecting the track vehicle is on the track section comprises the TCS receiving GPS derived data from a GPS located on the track vehicle and resolving from the data 35 that the track vehicle is at a location coincident with a location on the track section. - 27

4. The method according to claim 3 wherein, when the track vehicle is a hi-rail, detecting the track vehicle is on the track section comprises the TCS receiving a signal independent of the signaling system indicating a down 5 position of a hi-rail gear of the track vehicle.

5. The method according to any one of claims 1-4 wherein, detecting the track vehicle is on the track section comprises the TCS receiving a signal independent 10 of the signaling system indicating the ignition of the track vehicle is ON.

6. The method according to any one of claims 1-5 further comprising providing an electronic map of the rail network 15 and providing on the map an indication of the position of the track vehicle based on the GPS data received from the track vehicle.

7. The method according to any one of claims 1-6 further 20 comprising issuing an alarm in the event that a track vehicle is detected as moving into any track section beyond its defined electronic protection.

8. The method according to claim 7 further comprising 25 when the alarm is issued, the TCS automatically affecting interlocking of adjacent track sections preventing any new routing onto or through the track section.

9. The method according to any one of claims 1-6 30 comprising providing a visually distinct indication on the electronic map of the track section into which the track vehicle has entered where no electronic protection exists.

10. The method according to any one of claims 1-9 35 comprising extending the electronic protection of a track vehicle to at least one adjacent track section, wherein extending the electronic protection comprises linking a - 28 new electronic protection for the track vehicle with one or more track sections contiguous to track sections of a current electronic protection for that track vehicle. 5

11. The method according to any one of claims 1-10 comprising rolling up of the electronic protection for a previously occupied track section subsequent to detection of the track vehicle no longer occupying the previously occupied track section. 10

12. The method according to claim 11 comprising utilizing positional data sent from the track vehicle to enable roll up of electronic protection when the positional data indicates that the track vehicle no longer occupies the 15 previously occupied track section.

13. The method according to any one of claims 1-10 comprising enabling removal of electronic protection upon receipt of one or more automatic indications of the track 20 vehicle having moved clear of the rail track.

14. The method according to claim 13 wherein, when the track vehicle is a hi-rail, one indication of the track vehicle having moved clear of the rail network comprises 25 receipt of a signal from the track vehicle independent of the signaling system that the hi-rail gear is in an up position.

15. The method according to claim 13 or 14 wherein, an 30 indication of the track vehicle having moved clear of the rail network comprises receiving GPS data from the GPS system located on the track vehicle and resolving from the GPS data that the track vehicle is at a location greater than a predetermined distance from the track section for 35 which electronic protection was previously provided. - 29

16. The method according to any one of claims 6-15 wherein, providing an indication of the position of the track vehicle on the electronic map comprises providing an indication of the trustworthiness of the GPS based 5 position of the track vehicle.

17. The method according to claim 16 wherein, the indication of the trustworthiness comprises one or both of (a) an indication of the age of the GPS based position, 10 and (b) perceived positional accuracy of the GPS based position.

18. The method according to any one of claims 6-17 comprising operating TCS to provide a visually distinct 15 indication on the electronic map in an event of a loss of the GPS based data from the track vehicle.

19. A method of protecting a track vehicle in a rail system, wherein the track vehicle is any vehicle capable 20 of travelling along a rail track but excludes a locomotive or a consist, the rail system comprising a plurality of track sections, a signaling system associated with the track sections, a train control system (TCS) associated with the signaling system, and a track vehicle information 25 system (TVIS) providing information relating to the track vehicle to the TCS independently of the signaling system, the method comprising: providing an electronic map of one or more of the track sections; 30 creating at the TCS protection for a track vehicle for one or more track sections defining an intended route of the track vehicle; wherein when there is a communications failure between the TCS and the signaling system, creating 35 protection comprises the TCS creating an authority to move for the track vehicle for a section of track defining an intended route for the track vehicle wherein the track - 30 section covered by the authority to move is displayed on the electronic map, and linking the track vehicle to the authority to move upon determining via the information provided by the TVIS that the track vehicle is on the 5 track section wherein the authority to move is maintained while the track vehicle is determined as remaining on the track section.

20. The method of claim 19 wherein when the TCS is in 10 communication with the signaling system the TCS creates an electronic protection wherein the TCS via the signaling system provides appropriate interlocks for the rail network preventing access to other rail vehicles to the track section, and linking the track vehicle to the 15 electronic protection upon detecting that the track vehicle is on the section of track wherein the electronic protection is maintained while the track vehicle is determined as remaining on the track. 20

21. A method of protecting a track vehicle in a rail system comprising a plurality of track sections, wherein the track vehicle is any vehicle capable of travelling along a rail track but excludes a locomotive or a consist, a signaling system associated with the track sections, a 25 train control system (TCS) associated with the signaling system, and, a track vehicle information system (TVIS) providing information relating to the track vehicle to the TCS independently of the signaling system, the method comprising: 30 providing an electronic map of at least a portion of the rail system at the TCS; creating at the TCS protection for a track vehicle for a track section defining an intended route of the track vehicle wherein the protection is dependent on 35 communication status between the TCS and the signaling system; wherein when the TCS is in communication with the - 31 signaling system the TCS creates an electronic protection wherein the TCS via the signaling system provides appropriate interlocks for the rail network preventing access to other rail vehicles to the track section, and 5 linking the track vehicle to the electronic protection upon detecting that the track vehicle is on the section of track wherein the electronic protection is maintained while the track vehicle is determined as remaining on the track; and, 10 wherein when there is a communications failure between the TCS and the signaling system, creating protection comprises the TCS creating an authority to move for the track vehicle for a section of track defining an intended route for the track vehicle wherein the track 15 section covered by the authority to move is displayed on the electronic map in a visually distinct manner, and linking the track vehicle to the authority to move upon determining via the information provided by the TVIS that the track vehicle is on the track section wherein the 20 authority to move is maintained while the track vehicle is determined as remaining on the track section.

22. The method of any one of claims 19 - 21 further comprising transferring the protection for a track vehicle 25 between an authority to move to electronic protection in accordance with the communications status between the TCS and the signaling system.

23. The method according to any one of claims 19 to 22 30 wherein, detecting the track vehicle is on the track section comprises the TCS receiving GPS derived data from a GPS located on the track vehicle and resolving from the data that the track vehicle is at a location coincident with a location on the track section. 35

24. The method according to any one of claims 19 to 23 wherein, when the track vehicle is a hi-rail, detecting - 32 the track vehicle is on the track section comprises the TCS receiving a signal independent of the signaling system indicating a down position of a hi-rail gear of the track vehicle. 5

25. The method according to any one of claims 19-24 wherein, detecting the track vehicle is on the track section comprises the TCS receiving a signal independent of the signaling system indicating the ignition of the 10 track vehicle is ON.

26. The method according to any one of claims 19-25 further comprising issuing an alarm in the event that a track vehicle is detected as moving into any track section 15 beyond its defined electronic protection or the authority to move.

27. The method according to claim 26 comprising providing a visually distinct indication on the electronic map of 20 the track section into which the track vehicle has entered where no protection exists.

28. The method according to any one of claims 19-27 comprising extending the protection of a track vehicle to 25 at least one adjacent track section, wherein extending the protection comprises linking a new protection for the track vehicle with one or more track sections contiguous to track sections of a current protection for that track vehicle. 30

29. The method according to any one of claims 19-28 comprising rolling up of the protection for a previously occupied track section subsequent to detection of the track vehicle no longer occupying the previously occupied 35 track section. - 33

30. The method according to claim 29 comprising utilizing positional data sent from the track vehicle to enable roll up of protection when the positional data indicates that of the track vehicle no longer occupying the previously 5 occupied track section.

31. The method according to any one of claims 19-27 comprising enabling removal of protection upon receipt of one or more automatic indications of the track vehicle 10 having moved clear of the rail track.

32. The method according to claim 31 wherein, when the track vehicle is a hi-rail, one indication of the track vehicle having moved clear of the rail network comprises 15 receipt of a signal from the track vehicle independent of the signaling system that the hi-rail gear is in an up position.

33. The method according to claim 31 or 32 wherein, an 20 indication of the track vehicle having moved clear of the rail network comprises receiving GPS data from the GPS located on the track vehicle and resolving from the GPS data that the track vehicle is at a location greater than a predetermined distance from the track section for which 25 protection was previously provided.

34. The method according to any one of claims 19-23 wherein, providing an indication of the position of the track vehicle on the electronic map comprises providing an 30 indication of the trustworthiness of the GPS based position of the track vehicle.

35. The method according to claim 34 wherein, the indication of the trustworthiness comprises one or both of 35 (a) an indication of the age of the GPS based position, and (b) perceived positional accuracy of the GPS based position. - 34

36. The method according to any one of claims 34 or 35 comprising operating TCS to provide a visually distinct indication on the electronic map in an event of a loss of the GPS based data from the track vehicle. 5 33.

37. A method of providing protection for a track vehicle in a rail system as claimed in any one of the preceding claims wherein the signaling system provides a track 10 circuit for each track section and the signaling system detects the presence of a locomotive in a track section through the shorting or completing of the track circuit through a leading axle of the locomotive. 15

38. A method of providing protection for a track vehicle in a rail system as claimed in any one of claims 1 to 37 wherein the signaling system provides a track circuit for each track section and signaling system detects the presence of a locomotive in a track section through the 20 shorting or completing of the track circuit through the leading axle of the locomotive and wherein a track vehicle is a vehicle capable of travelling along track sections of the rail network without being detected or without being reliably detected by the signaling system. 25

39. A method of providing protection for a track vehicle in a rail system as claimed in any one of claims 1 to 37 wherein the track vehicle is a hi-rail. 30

40. A method of providing protection for a track vehicle in a rail system as claimed in any one of claims 1 to 37 wherein the track vehicle is a track machine.

41. A method of providing protection for a track vehicle 35 substantially as herein described with reference to an as illustrated in the accompanying drawings.