[1] The present invention relates to an improved system of rail locomotive transport. Particularly, but not exclusively, the present invention relates to passenger and/or freight transporting rail locomotives, such as suburban, interstate and international public and private passenger transport as well as suburban, interstate and international freight transport.

Background of the Invention

[2] Conventional passenger or freight rail networks comprise carriages trains that move together between stations under control of a central control system.

[3] The present invention seeks to provide an improved railway transportation network system that provides both time and energy savings as compared to conventional rail networks.

[4] It is to be understood that, if any prior art information is referred to herein, such reference does not constitute an admission that the information forms part of the common general knowledge in the art, in Australia or any other country.

Summary of the Disclosure

[5] There is provided herein and improved railway transportation network comprising a controller in operable communication with a plurality of carriage trains across a data network to control coupling actuators between adjacent carriages of the carriage trains and drive subsystems (controlling drive motors and/or braking systems) of the carriage trains.

[6] In this way, the control system is able to control the coupling actuators to decouple a rearmost carriage from a travelling carriage train and control the drive subsystem to stop the carriage at a station whilst the remainder of the carriages continue travelling at a substantial constant velocity.

[7] Later, the control system is able to control the drive subsystem to accelerate the carriage to join another carriage train.

[8] The control system may comprise passenger signalling and/or freight conveying subsystems to move the appropriate passengers and/or freight to the rearmost carriage according to a transportation schedule. In embodiments, the control system may track the locations of passengers and/or freight between the carriages including for optimised placement thereof.

[9] The present system saves energy in that the acceleration and deacceleration of the remainder carriages is avoided. Furthermore, this arrangement saves transportation time in that all passengers and/or freight need not stop at each station. [10] The present system may furthermore be implemented without modification of existing railway tracks. Furthermore, the present system derives further efficiencies from stations comprising sidings wherein the carriage trains may continue travelling past stationary carriages.

[11] In embodiments, the control system may dynamically adjust the acceleration and/or deceleration rates and the departure and/or decoupling times to maximise energy savings in accordance with various parameters, including station specific parameters such as rail gradient and the like, carriage specific parameters such as carriage mass and the like and other carriage train specific parameters such as travel velocity.

[12] Furthermore, the control system may dynamically optimise the decoupling and coupling of carriages, including optimising the departure and acceleration/deacceleration rate thereof in accordance with dynamic multivariable parameters including departure delays, schedules and schedule changes, variable load masses and the like. The control system may further optimise such in accordance with certain constraints such as track section grading constraints, which, for example, may necessitate an increased number of motorised carriages for uphill gradient sections.

[13] As such, with the foregoing in mind, in accordance with one aspect, there is provided an improved railway transportation network control system comprising a controller in operable communication with a plurality of carriage trains across a data network to control coupling actuators between adjacent carriages and to control drive subsystems of the carriage trains wherein, for an upcoming station for a carriage train along a route, and in accordance with a schedule identifying a passenger or freight scheduled for disembarkation at the upcoming station, the controller is configured for decoupling a rearmost carriage from the carriage train and to slow the rearmost carriage to stop at the station whilst other carriages of the carriage train continue travelling in train at substantial constant velocity.

[14] The controller may be configured for ascertaining the load mass of the carriage and controlling at least one of a deacceleration rate and decoupling time according to the mass.

[15] The controller may be configured for tracking passengers or freight within the carriage and estimating the load mass in accordance with the number of passengers or freight within the carriage.

[16] The controller may be further configured for accelerating the carriage to accelerate to join another travelling carriage train.

[17] The controller may be configured for controlling the acceleration of the carriage according to the speed and location of the other travelling carriage train to join the front of the other travelling carriage train and to control a coupling actuator to couple the carriage and a front carriage of the other travelling carriage train. [18] The station may be located on a siding and wherein the controller may be configured for controlling the acceleration of the carriage according to the speed of the other travelling carriage train to join the rear of the other travelling carriage train and to control a coupling actuator to couple the carriage and a rear carriage of the other travelling carriage train.

[19] In embodiments, only front and rear carriages of the train are motorised.

[20] The controller may be configured for controlling the accelerating of the carriage according to the speed and location of the other travelling carriage train to minimise energy consumption.

[21] The controller may be configured for determining a departure time and an acceleration rate of the carriage to minimise energy consumption.

[22] The controller may be configured to determining the load mass of the carriage and determining at least one of the departure time and the acceleration rate according to the load mass.

[23] The network control system may comprise a display at the station indicative of the departure time.

[24] The controller may be configured for dynamically adjusting the acceleration time in accordance with an actual departure time of the carriage.

[25] The carriages may further comprise a passenger signalling subsystem for providing carriage travel directions to passengers and wherein the controller may be configured for controlling the passenger signalling subsystem to direct passengers to the carriage for the upcoming station.

[26] The controller may be configured for controlling the passenger signalling subsystem to optimise passenger carriage space.

[27] The carriages further comprise a passenger location identification system and wherein the controller may be further configured for controlling the signalling system according to identified locations of passengers.

[28] The network may further comprise a ticketing system and wherein the passenger location identification system may be configured for identifying passenger locations using the ticketing system.

[29] The ticketing system may be configured for directing passengers to particular carriages when alighting.

[30] The passenger location identification system may comprise a plurality of ticket readers configured for reading passenger tickets for identifying passenger locations within the carriages.

[31] The carriages further comprise inter-carriage doors and wherein the controller may be further configured for closing the inter carriage doors prior decoupling the carriage.

[32] The carriages may comprise a freight conveyor system and wherein the controller may be configured for controlling the freight conveyor system to convey the freight to the rearmost carriage or the most appropriate carriage enroute. [33] The freight conveyor system may comprise a plurality of conveyors between the carriages.

[34] The freight conveyor system may comprise a freight tracking system configured for tracking freight items on the conveyors.

[35] A subset of the carriages are motorised and wherein the controller may be configured for increasing the number of motorised carriages of the carriage train for sections of track comprising a uphill gradient.

[36] The control system may comprise an optimiser for dynamically optimising at least one of: the carriages; number of carriages for decoupling; decoupling times; departure times; and acceleration rates in accordance with dynamically changing parameters including at least one of: passenger or freight numbers; actual departure times; transportation schedules changes and carriage load masses.

[37] The optimiser further dynamically optimises according to constraints including at least one of track section gradient and station type constraints.

[38] Other aspects of the invention are also disclosed.

Brief Description of the Drawings

[39] Notwithstanding any other forms which may fall within the scope of the present invention, preferred embodiments of the disclosure will now be described, by way of example only, with reference to the accompanying drawings in which:

[40] Figure 1 shows an illustrative railway transportation network in accordance with an embodiment of the present disclosure;

[41] Figure 2 shows a control system for the railway transportation network of Figure 1 in accordance with an embodiment of the present disclosure;

[42] Figure 3 shows an exemplary carriage train scenario in accordance with an illustrative embodiment;

[43] Figure 4 shows a carriage train freight conveyor subsystem in accordance with an embodiment.

Description of Embodiments

[44] For the purposes of promoting an understanding of the principles in accordance with the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended. Any alterations and further modifications of the inventive features illustrated herein, and any additional applications of the principles of the disclosure as illustrated herein, which would normally occur to one skilled in the relevant art and having possession of this disclosure, are to be considered within the scope of the disclosure. [45] Before the structures, systems and associated methods relating to the improved railway transportation network system are disclosed and described, it is to be understood that this disclosure is not limited to the particular configurations, process steps, and materials disclosed herein as such may vary somewhat. It is also to be understood that the terminology employed herein is used for the purpose of describing particular embodiments only and is not intended to be limiting since the scope of the disclosure will be limited only by the claims and equivalents thereof.

[46] In describing and claiming the subject matter of the disclosure, the following terminology will be used in accordance with the definitions set out below.

[47] It must be noted that, as used in this specification and the appended claims, the singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise.

[48] As used herein, the terms "comprising," "including," "containing," "characterised by," and grammatical equivalents thereof are inclusive or open-ended terms that do not exclude additional, unrecited elements or method steps.

[49] It should be noted in the following description that like or the same reference numerals in different embodiments denote the same or similar features.

[50] In the accompanying illustrations, there is provided an improved railway transportation network and controller system. Specifically, Figures 1 and 3 show exemplary railway transportation network scenarios primarily for illustrative purposes, figure 2 shows an exemplary railway transportation network controller system 4 for controlling the railway transportation network 1 of Figure 1 and Figure 4 shows a carriage train freight conveyor subsystem in accordance with an embodiment.

[51] The control system 4 may comprises a central control system 5 which, in embodiments, may take the form of a computer server or servers at a central control station location. The central control system 5 is in operable communication with the plurality of carriages 3 across the railway signalling network 16. In embodiments, the system 4 may utilise the existing railway signalling network 16 or alternatively utilise additional data networks, such as a GSM data network. As can be seen from Figure 3, each carriage 3 may comprise a wireless network interface 17 for communicating with corresponding network interface 17 the central control system 5.

[52] As will become apparent from the ensuing description, the controller system 4 is configured for controlling a plurality of carriages so as to reduce station stoppage delays and associated energy consumption requirements.

[53] Specifically, as will be described in further detail below, the controller system 4 is configured for controlling railway carriages to travel in carriage trains wherein, for particular freight or a passenger of the carriage train, the freight or the passenger for disembarkation is moved to a rearmost carriage of the carriage train which is then controlled by the controller system 4 to decouple from the other forward carriages of the carriage train so as to be able to deaccelerate and stop at the intended station while the forward carriages of the carriage train continue onwards without having to stop at the station.

[54] Freight or passengers not disembarking may move or be moved forward through the carriages away from the rearmost carriage that is to be decoupled.

[55] In particular embodiments as will be described in further detail below, the controller system 4 may be configured for controlling also the signalling for such passengers or the automated movement of such freight accordingly. Furthermore, in embodiments, the controller system 4 may optimise the space utilisation of the carriages so as to, for example, evenly distribute the passengers or freight throughout the available carriages.

[56] Later, after exchanging passengers and/or freight, the carriage 3 at the station may accelerate again so as to join the front of a next passing carriage train. The control system 5 may control a display indicator at the station indicative of the departure time for the carriage 3 to meet the next carriage train 28. Should the carriage 3 depart early, or late, the control system may dynamically adjust the acceleration rate of the carriage 3 or the travel speed of the next carriage train 28 accordingly.

[57] Now, turning to Figures 1 and 3, there is shown the network 1 comprising a railway line 3, represented as being substantially circular for illustrative convenience. Along the railway line 3 are railway stations 2. As can be seen, certain of the railway stations 2 may be along the main railway line 3 whereas others may be located on railway sidings 28.

[58] Now, the network 1 comprises a plurality of railway carriage trains 28 travelling along the railway track 37. As alluded to above, the network 1 is controlled such that the railway carriages 3 travel in these carriage trains 28. Specifically, as is shown in the exemplary diagram of figure 1, the network 1 is shown as comprising two carriage trains 28 each comprising four carriages travelling anticlockwise around the railway track 37.

[59] Now, further for illustrative convenience, each train 28 is represented in figure 1 as comprising a lead carriage 3L, ordinary carriages 3C and rearmost carriages 3R. As will be described in further detail below, when approaching a station 2, the rearmost carriage 3R may decouple from the forward carriages of the train 28 so as to be able to stop at the relevant station 2 while the remainder forward carriages 3 of the train 8 continue onwards. Thereafter, the carriage 3R may accelerate again so as to join as a lead carriage 3L of a next passing carriage train 28.

[60] Decoupling actuators 31, controlled by the coupling controller 27, may interface each carriage 3 for the coupling and decoupling adjacent carriages. The decoupling actuators 31 may comprise electromagnets acting on intercoupling mechanical clasps. [61] Each carriage 3 may be driven by an electric motor 29 (under control of the drive controller 20) and, in embodiments, comprise independent braking systems, so as to be able to independently controllable to de-accelerate and accelerate when required. In this regard, for each carriage train 28, each of the carriages 3 may propel the train 28 forward.

[62] However, in alternative embodiments, only a subset of the carriages 3 comprise motors 29 and/or braking subsystems. In accordance with this arrangement, non-motorised carriages may always be permanently coupled with at least one motorised carriage by the controller 5. As such, for a carriage train 28 comprising motorised lead 3L and rear 3 carriages, either the rearmost carriage 3R only or the rearmost carriage 3R and a plurality of non-motorised carriages may be decoupled for stopping at a station 2 with remainder of the carriages 3 continuing travelling under power of the lead carriage 3L.

[63] Now, in further detail, and considering the first train 28A shown in figure 1, as can be seen, the train 28 is currently travelling between a station 2 ahead and a station behind 2. Now, for the station ahead 2, there may be identified a particular item of freight or a passenger requiring unloading or disembarkation at the station ahead 2. As such, in this embodiment, the freight or the passenger may move or be moved to the rearmost carriage 3R.

[64] The scenario shown in figure 3A which shows three carriages 3 comprising five passengers. The central carriage 3C comprises two passengers with one disembarking at the upcoming station and the other not.

[65] As such, the disembarking passenger would move to the rearmost carriage 3R. The other passengers not disembarking may remaining within the carriage 3 or move to the lead carriage 3L as is shown in Figure 3B

[66] In embodiments, and as is substantially shown in Figure 4, each train 28 may comprise an automated freight conveyor system 22 configured to convey freight items 32 between the carriages such as by utilising conveyors 30. The freight conveyor system 22 may comprise a freight tracking system 33 configured for tracking freight items 32 between the conveyors 30. The freight tracking system 33 may comprise a plurality of sensors 33 which read barcodes or other data from the freight items 32 so as to track the locations thereof.

[67] For passengers, each train 28 may comprise a passenger signalling system 21 comprising indicators or displays 32 which, as is shown in Figure 3A, indicates to the relevant passenger to move to the appropriate carriage when required. In this embodiment, the passenger signalling system 21 may integrate with the ticketing system 23 and/or on-board passenger location detection systems 34 so as to be able to identify passengers and their respective locations so as to be able to signal the relevant passengers accordingly. In embodiments, the passenger location detection system 34 reads passenger tickets 33 to ascertain the respective locations of the passengers.

[68] Inter-carriage doors/gates 34 may selectively block the forward and rearward carriage exits prior decoupling.

[69] In further in embodiments, the ticketing system 23 may direct passengers to the appropriate carriages at the time of the alighting.

[70] In embodiments, the passenger signalling system need not necessarily ascertain the location of the passengers wherein, for example, the electronic signage 32 indicates to passengers their appropriate locations.

[71] Now, a certain distance from the station ahead 2, the decoupling actuator 31 of the rearmost carriage 3R would be controlled such the rearmost carriage or carriages 3R (depending on the number of passengers disembarking) decouples from the forward carriages of the train 28 as is shown in Figure 3C. Specifically, the decoupling actuator 31 between the forward carriages in the rearmost carriage 3R may be electronically controlled by the coupling controller 27 so as to disengage the rearmost carriage 3R.

[72] As such, the forward carriages 3L and 3C continue the journey whereas the rearmost carriage 3R deaccelerates in anticipation of stopping at the station ahead 2.

[73] In one embodiment, the network 1 is controlled so as to disengage the rearmost carriage 3R at the optimal time for maximising energy savings wherein the rearmost carriage 3R is allowed to coast so as to stop approximately at the station ahead 2 without necessarily having to engage a braking system or utilise the motors 29.

[74] Such optimal disengagement timing may be intelligently controlled by the control system 4 in accordance with various operational parameters, such as those specific to the location, such as track gradient and the like in those specific to the rearmost carriage 3R such as current load and the like. In embodiments, the controller 4 may utilise historical disengagement data, including, in embodiments, the training of an artificial neural network utilising the historical disengagement data so as to be able to judge the optimal disengagement location and/or time in advance of the station 2 in accordance with the historical disengagement data.

[75] In embodiments, the network 1 may take into account environmental conditions such as wind, rainfall, humidity, heat and the like which may affect track friction and aerodynamics.

[76] As such, the rearmost carriage 3R stops at the station 2 for unloading or disembarkation. Additionally, additional freight may be added and additional passengers may join the carriage 3. As is represented in figure 1, while stationary at the station 2, the carriage 3 is shown as a stationary carriage 3S. [77] Now, to continue the journey, the stationary carriage 3S would then accelerate away from the station 2 in advance of the next approaching train 28. For example, in the embodiment shown in figure 1, the stationary carriage 3S may join at the front of the next train 28B.

[78] As such, where the carriage 3 is motorised, the carriage 3 would accelerate at the appropriate time so as to be able to join the front of the next train 28 of the lead carriage 3L. Alternatively, the carriage 3 could join the rear of the next train 28.

[79] Similarly, the departure time and acceleration rate may be optimised including for energy reduction purposes. For example, the controller 4 may take into account the current speed of the next approaching train 28 and, in embodiments, the load mass of the carriage 3, so as to be able to control the exact departure time and the acceleration rate such that the carriage 3 may accelerate appropriately without expending unnecessary energy on account of having to accelerate too rapidly while yet being able to join as the lead carriage 3 at substantially the same velocity of the next train 28. Once joined the carriages may be coupled together utilising the electronically controllable mechanical couplings 31.

[80] In embodiments, the controller 5 may estimate the load mass of each carriage in accordance with the number of passengers and/or freight. As such, the controller 5 would control the carriage 3 to depart earlier or to accelerate more rapidly should the carriage 3 comprise a relatively larger number of passengers and/or freight.

[81] Once having joined as a lead carriage 3 the process continues wherein, for example, passengers and freight may move forwards and backwards between the carriages of the train 28 in accordance with the schedule.

[82] As alluded to above, certain carriages 3 may be motorised and others not wherein, as also alluded to above, only the lead 3L and the rear 3 carriages may be motorised. In this embodiment, as opposed to the rear carriage 3R rejoining another train 28 at the front once having stopped, the rear carriage 3R is configured for rejoining another (such as when departing from a siding 36) or the same train 28 at the rear so as to maintain motorised carriages 3 both at the front and the rear of the train 28. In embodiments, the rear carriage 3R may comprise higher power motors 29 or be controlled to comprise a plurality of motorised carriages 3 so as to be able to accelerate more quickly as compared to the lead carriage 3L which requires less energy to maintain substantially constant travel speed.

[83] In embodiments, for sections of the track 37 having a steep uphill gradient, the controller 5 may dynamically increase the number of motorised carriages 3 in train and, conversely, decrease the number of motorised carriages for sections of the track 37 having level or downhill gradients. [84] As alluded to above, in the embodiment shown in figure 1, whereas certain stations 2 may be along the main railway line 3, in embodiments, stations 2 may be located on a railway siding 36.

[85] In this embodiment, the process works in substantially the same way as described above except that the rearmost carriage 3L is diverted by the controller 4 down the railway siding 36 such that, while the rearmost carriage 3 is stationary at the station, other trains 28 may pass thereby.

[86] As such, the stationary carriage 3S may wait on the siding 36 so as to be able to join the appropriate train 28, such as a train 28 proceeding to a particular destination. For example, in embodiments, the control system 4 may group trains 28 optimally by schedule destinations. For example, the control system 4 may keep the stationary carriage 3S at the siding 36 so as to join the optimally selected train 28 in accordance with freight or passenger destination. For example, should the stationary carriage 3 as have an item of freight and passenger bound for a particular destination station, the control system 4 may join the stationary carriage 3S with the appropriate train 28 also having freight or passengers for the same destination.

[87] As can be seen, the central control system 5 may comprise a plurality of software modules 6 and a database 7. The software modules 6 may comprise a carriage location and/or speed detection module 11 configured to determine the current locations and/or speeds of the carriages 3. As can be seen, each carriage 3 may comprise a GPS receiver 18 for detecting the location of the relevant carriage 3. Furthermore, each carriage 3 may comprise a speedometer 19 for ascertaining the current speed of the relevant carriage 3. As such, data may be conveyed from the GPS receiver 18 and/or the speedometer 19 across the signalling network 16 to the location detection module 11.

[88] The software modules 6 may further comprise a carriage controller module 10. The carriage controller module 10, in embodiments, may be configured for controlling both the speed and the coupling of the carriages 3. Specifically, as can be seen, each carriage 3 may comprise a drive controller 20 configured for controlling the motor system 29 of the relevant carriage 3 in accordance with drive control instructions received across the signalling network 16 from the carriage controller module 10. Furthermore, each carriage 3 may comprise a coupling controller 27 configured to electronically control mechanised coupling mechanisms 31 so as to be able to couple with forward or rearward carriages 3.

[89] The database 7 may store various requisite data for the operation of the system 1 in the manner described herein. Specifically, the database 7 may comprise carriages data 12 configured to store various information in relation to the carriages 3, such as by recording train groupings, freight and passenger information and the like. Location and/or speed data 13 may be stored in relation to each of the carriages 3 recorded within the carriages data 12 such that, at a particular time, the central control system 5 is able to ascertain the location and/or speeds of each carriages 3 of the network 1. [90] Furthermore, the database 7 may comprise a freight schedule 14 and/or a passenger schedule 15 representing various freight and passenger schedule parameters including destination stations.

[91] As such, when operational, the carriage controller 10 is able to control the carriages 3 in accordance with the freight schedule 14 and/or passenger schedule 15 in the manner described herein.

[92] In embodiments, the control system 5 may comprise an optimiser 35 to dynamically optimise the operation of the network.

[93] In one abutment, the optimiser 35 optimises at least one of the carriages and the number of carriages for decoupling, the decoupling times, the departure times and acceleration rate thereof in accordance with dynamically changing parameters. These dynamically changing parameters may include actual passenger and/or freight numbers actual departure times, transportation schedule changes and dynamically variable carriage load masses.

[94] The optimiser 35 may further work in accordance with various constraints including track section gradient constraints wherein, for example, an increased number of motorised carriages 3 required for steep uphill gradient sections as alluded to above. Further constraints may comprise the type of stations 2, including whether each station comprises a siding or not.

[95] In embodiments, the optimiser 35 may utilise an intelligent optimisation algorithm comprising these multivariable input parameters and constraints so as to output the dynamically optimised control parameters. In embodiments, the optimiser may utilise an artificial neural network trained utilising historical operational data.

Interpretation

Wireless:

[96] The invention may be embodied using devices conforming to other network standards and for other applications, including, for example other WLAN standards and other wireless standards. Applications that can be accommodated include IEEE 802.11 wireless LANs and links, and wireless Ethernet.

[97] In the context of this document, the term "wireless" and its derivatives may be used to describe circuits, devices, systems, methods, techniques, communications channels, etc., that may communicate data through the use of modulated electromagnetic radiation through a non-solid medium. The term does not imply that the associated devices do not contain any wires, although in some embodiments they might not. In the context of this document, the term "wired" and its derivatives may be used to describe circuits, devices, systems, methods, techniques, communications channels, etc., that may communicate data through the use of modulated electromagnetic radiation through a solid medium. The term does not imply that the associated devices are coupled by electrically conductive wires.

Processes:

[98] Unless specifically stated otherwise, as apparent from the following discussions, it is appreciated that throughout the specification discussions utilizing terms such as "processing", "computing", "calculating", "determining", "analysing" or the like, refer to the action and/or processes of a computer or computing system, or similar electronic computing device, that manipulate and/or transform data represented as physical, such as electronic, quantities into other data similarly represented as physical quantities.

Processor:

[99] In a similar manner, the term "processor" may refer to any device or portion of a device that processes electronic data, e.g., from registers and/or memory to transform that electronic data into other electronic data that, e.g., may be stored in registers and/or memory. A "computer" or a "computing device" or a "computing machine" or a "computing station" may include one or more processors.

[100] The methodologies described herein are, in one embodiment, performable by one or more processors that accept computer-readable (also called machine-readable) code containing a set of instructions that when executed by one or more of the processors carry out at least one of the methods described herein. Any processor capable of executing a set of instructions (sequential or otherwise) that specify actions to be taken are included. Thus, one example is a typical processing system that includes one or more processors. The processing system further may include a memory subsystem including main RAM and/or a static RAM, and/or ROM.

Computer-Readable Medium :

[101] Furthermore, a computer-readable carrier medium may form, or be included in a computer program product. A computer program product can be stored on a computer usable carrier medium, the computer program product comprising a computer readable program means for causing a processor to perform a method as described herein.

Networked or Multiple Processors:

[102] In alternative embodiments, the one or more processors operate as a standalone device or may be connected, e.g., networked to other processor(s), in a networked deployment, the one or more processors may operate in the capacity of a server or a client machine in server-client network environment, or as a peer machine in a peer-to-peer or distributed network environment. The one or more processors may form a web appliance, a network router, switch or bridge, or any machine capable of executing a set of instructions (sequential or otherwise) that specify actions to be taken by that machine.

[103] Note that while some diagram(s) only show(s) a single processor and a single memory that carries the computer-readable code, those in the art will understand that many of the components described above are included, but not explicitly shown or described in order not to obscure the inventive aspect. For example, while only a single machine is illustrated, the term "machine" shall also be taken to include any collection of machines that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein.

Additional Embodiments:

[104] Thus, one embodiment of each of the methods described herein is in the form of a computer- readable carrier medium carrying a set of instructions, e.g., a computer program that are for execution on one or more processors. Thus, as will be appreciated by those skilled in the art, embodiments of the present invention may be embodied as a method, an apparatus such as a special purpose apparatus, an apparatus such as a data processing system, or a computer-readable carrier medium. The computer-readable carrier medium carries computer readable code including a set of instructions that when executed on one or more processors cause a processor or processors to implement a method. Accordingly, aspects of the present invention may take the form of a method, an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of carrier medium (e.g., a computer program product on a computer-readable storage medium) carrying computer-readable program code embodied in the medium.

Carrier Medium :

[105] The software may further be transmitted or received over a network via a network interface device. While the carrier medium is shown in an example embodiment to be a single medium, the term "carrier medium" should be taken to include a single medium or multiple media (e.g., a centralized or distributed database, and/or associated caches and servers) that store the one or more sets of instructions. The term "carrier medium" shall also be taken to include any medium that is capable of storing, encoding or carrying a set of instructions for execution by one or more of the processors and that cause the one or more processors to perform any one or more of the methodologies of the present invention. A carrier medium may take many forms, including but not limited to, non-volatile media, volatile media, and transmission media.

Implementation :

[106] It will be understood that the steps of methods discussed are performed in one embodiment by an appropriate processor (or processors) of a processing (i.e., computer) system executing instructions (computer-readable code) stored in storage. It will also be understood that the invention is not limited to any particular implementation or programming technique and that the invention may be implemented using any appropriate techniques for implementing the functionality described herein. The invention is not limited to any particular programming language or operating system.

Means For Carrying out a Method or Function

[107] Furthermore, some of the embodiments are described herein as a method or combination of elements of a method that can be implemented by a processor of a processor device, computer system, or by other means of carrying out the function. Thus, a processor with the necessary instructions for carrying out such a method or element of a method forms a means for carrying out the method or element of a method. Furthermore, an element described herein of an apparatus embodiment is an example of a means for carrying out the function performed by the element for the purpose of carrying out the invention.

Connected

[108] Similarly, it is to be noticed that the term connected, when used in the claims, should not be interpreted as being limitative to direct connections only. Thus, the scope of the expression a device A connected to a device B should not be limited to devices or systems wherein an output of device A is directly connected to an input of device B. It means that there exists a path between an output of A and an input of B which may be a path including other devices or means. "Connected" may mean that two or more elements are either in direct physical or electrical contact, or that two or more elements are not in direct contact with each other but yet still co-operate or interact with each other.

Embodiments:

[109] Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment, but may. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner, as would be apparent to one of ordinary skill in the art from this disclosure, in one or more embodiments.

[110] Similarly it should be appreciated that in the above description of example embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. This method of disclosure, however, is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the Detailed Description of Specific Embodiments are hereby expressly incorporated into this Detailed Description of Specific Embodiments, with each claim standing on its own as a separate embodiment of this invention.

[Ill] Furthermore, while some embodiments described herein include some but not other features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form different embodiments, as would be understood by those in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.

Different Instances of Objects

[112] As used herein, unless otherwise specified the use of the ordinal adjectives "first", "second", "third", etc., to describe a common object, merely indicate that different instances of like objects are being referred to, and are not intended to imply that the objects so described must be in a given sequence, either temporally, spatially, in ranking, or in any other manner.

Specific Details

[113] In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practiced without these specific details. In other instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.

Terminology

[114] In describing the preferred embodiment of the invention illustrated in the drawings, specific terminology will be resorted to for the sake of clarity. However, the invention is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes all technical equivalents which operate in a similar manner to accomplish a similar technical purpose. Terms such as "forward", "rearward", "radially", "peripherally", "upwardly", "downwardly", and the like are used as words of convenience to provide reference points and are not to be construed as limiting terms.

Comprising and Including

[115] In the claims which follow and in the preceding description of the invention, except where the context requires otherwise due to express language or necessary implication, the word "comprise" or variations such as "comprises" or "comprising" are used in an inclusive sense, i.e. to specify the presence of the stated features but not to preclude the presence or addition of further features in various embodiments of the invention.

[116] Any one of the terms: including or which includes or that includes as used herein is also an open term that also means including at least the elements/features that follow the term, but not excluding others. Thus, including is synonymous with and means comprising.

Scope of Invention

[117] Thus, while there has been described what are believed to be the preferred embodiments of the invention, those skilled in the art will recognize that other and further modifications may be made thereto without departing from the spirit of the invention, and it is intended to claim all such changes and modifications as fall within the scope of the invention. For example, any formulas given above are merely representative of procedures that may be used. Functionality may be added or deleted from the block diagrams and operations may be interchanged among functional blocks. Steps may be added or deleted to methods described within the scope of the present invention.

[118] Although the invention has been described with reference to specific examples, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms.

Industrial Applicability

[119] It is apparent from the above, that the arrangements described are applicable to the railway transportation network industry.