A train loading system

Abstract

A train loading system for loading material onto cars of a train is disclosed. The system comprises a plurality of loading gates disposed so as to be above a train as the train moves, each loading gate disposable between an open position and a closed position, and an open level of the loading gate being controllable so that a flow rate of material through the loading gate into the car is controllable. The system also has at least one position sensor that detects a location of the train at a position before a loading gate along the train movement path, and at least one speed sensor that senses a speed of the train. The system uses the detected train location and the sensed train speed to predict when a car is located at a start loading position below a loading gate and at an end loading position below the loading gate, produces material volume information indicative of a volume of material in a car after the car has been loaded with material by a loading gate, and uses the material volume information to predict the relationship between flow rate at the loading gate and open levels of the loading gate. The system also has a gate control system that automatically controls each loading gate to be used for car loading such that movement of the loading gate from the closed position to the open position occurs when a car of the train is disposed at the start loading position, the open level of the loading gate corresponds to a desired material flow rate associated with deposition of a desired material volume between the start loading position and the end loading position, and movement of the loading gate from the open position to the closed position occurs when the train is disposed at the end loading position.

Description

[0001] A TRAIN LOADING SYSTEM

[0002] Field of the Invention

[0003] The present invention relates to a train loading system, and in particular to an autonomous train loading system.

[0004] Backoround of the Invention

[0005] In the resources industry, it is common to provide a train loading facility arranged to load mined material onto dedicated material transport trains under control of train loadout operators.

[0006] The current process for loading trains is essentially manual in that train loadout operators disposed locally at the train loading facility control train car loading by manually controlling when to open and close material gates in response to visual monitoring of the volume of material in a train car and communication with other train loadout operators.

[0007] However, such a manual process for loading trains is cumbersome, inefficient and has an insufficient level of safety.

[0008] Summary of the Invention

[0009] In accordance with a first aspect of the present invention, there is provided a train loading system for loading material onto cars of a train, each car having a defined material amount, the system comprising: a plurality of loading gates disposed so as to be above a train as the train moves through the train loading system along a train movement path, each loading gate disposable between an open position wherein material is able to pass through the loading gate into a car if the car is disposed below the loading gate and a closed position wherein material is not able to pass through the loading gate, and an open level of the loading gate being controllable so that a flow rate of material through the loading gate into the car is controllable; at least one position sensor that detects a location of the train at a position before a loading gate along the train movement path; and at least one speed sensor that senses a speed of the train; the system arranged to use the detected train location and the sensed train speed to predict when a car is located at a start loading position below a loading gate corresponding to commencement of car loading, and at an end loading position below the loading gate corresponding to ceasing of car loading; the system arranged to produce material volume information indicative of a volume of material in a car after the car has been loaded with material by a loading gate, and to use the material volume information to predict the relationship between flow rate at the loading gate and open levels of the loading gate; and the system comprising a gate control system that automatically controls each loading gate to be used for car loading such that: movement of the loading gate from the closed position to the open position occurs when a car of the train is disposed at the start loading position; the open level of the loading gate corresponds to a desired material flow rate associated with deposition of a desired material volume between the start loading position and the end loading position; and movement of the loading gate from the open position to the closed position occurs when the train is disposed at the end loading position.

[0010] In an embodiment, the system comprises a material profile determiner associated with each loading gate, each material profile determiner producing determined material profile information indicative of an upper profile of material in a car, wherein the system uses the determined material profile information to produce predicted material volume information indicative of a predicted volume of material in a car after material has been deposited into the car by a loading gate.

[0011] In an embodiment, each material profile determiner is disposed after an associated loading gate at a location such that a profile of a frontmost part of the material in the car is determined as material is being loaded into a rearmost part of the car.

[0012] In an embodiment, wherein each material profile determiner comprises a radar sensor.

[0013] In an embodiment, the system comprises a plurality of material volume determiners, each material volume determiner producing the material volume information. In an embodiment, the system comprises a plurality of material volume determiners, each material volume determiner producing measured material volume information, the measured material volume information used to correct the predicted material volume information based on the material profile information.

[0014] In an embodiment, the number of material volume determiners is less than the number of material profile determiners.

[0015] In an embodiment, a material volume determiner is disposed after every 4 loading gates.

[0016] In an embodiment, the system is arranged to use the measured material volume information to update the prediction of the relationship between flow rate at the loading gate and open levels of the loading gate.

[0017] In an embodiment, each material volume determiner comprises a LIDAR sensor.

[0018] In an embodiment, the system comprises a material profile predictor arranged to produce predicted material profile information indicative of a profile of material in a car after deposition of material by a loading gate based on a predicted flow rate and duration of gate opening, the system arranged to use the predicted material profile information instead of the determined profile information to produce the predicted material volume information when a material profile determiner is inoperative.

[0019] In an embodiment, the system comprises an empty volume determiner disposed before all loading gates, the empty volume determiner arranged to determine a capacity of a car.

[0020] In an embodiment, the system is arranged to select the open level of a loading gate and thereby the flow rate of material into a car based on defined criteria.

[0021] In an embodiment, the defined criteria includes whether the car is empty, the amount of material already loaded into a car and the capacity of the car. In an embodiment, the system is arranged to determine additional train speed information based on position information from the at least one position sensor.

[0022] In an embodiment, the additional speed information is used instead of speed information produced by the at least one speed sensor and / or the additional speed information is used to update speed information produced by the at least one speed sensor.

[0023] In an embodiment, the position sensor comprises a car trailing and / or leading edge determiner.

[0024] In an embodiment, the system comprises an emergency stop device actuable by an operator to cause the loading gate to move from the open position to the closed position.

[0025] In an embodiment, the emergency stop device is located locally relative to the loading gate.

[0026] In an embodiment, the emergency stop device is located remotely relative to the loading gate.

[0027] In an embodiment, the position sensor comprises a microwave transmitter and receiver sensor pair.

[0028] In an embodiment, the speed sensor comprises a doppler radar sensor.

[0029] In an embodiment, the system includes a manually operable control arranged to facilitate manual movement of the loading gate between the open position and the closed position by an operator.

[0030] In an embodiment, the manually operable control is disposed locally relative to the loading gate.

[0031] In an embodiment, the manually operable control is disposed remotely relative to the loading gate. In an embodiment, the system comprises a gate actuator arranged to effect movement of the loading gate between the open and closed positions.

[0032] In an embodiment, the gate actuator is a pneumatic actuator.

[0033] In an embodiment, the system comprises a gate position sensor arranged to determine a position of the loading date.

[0034] In an embodiment, the loading gate is a clamshell loading gate.

[0035] In an embodiment, the defined material amount is a defined capacity of a car.

[0036] In an embodiment, the defined material amount is an amount that is less than a defined capacity of a car.

[0037] In accordance with a second aspect of the present invention, there is provided a train loadout tunnel comprising a train loading system according to the first aspect.

[0038] In accordance with a third aspect of the present invention, there is provided a method of loading material onto cars of a train, each car having a defined material amount, the method comprising: disposing a plurality of loading gates so as to be above a train as the train moves through the train loading system along a train movement path, each loading gate disposable between an open position wherein material is able to pass through the loading gate into a car if the car is disposed below the loading gate and a closed position wherein material is not able to pass through the loading gate, and an open level of the loading gate being controllable so that a flow rate of material through the loading gate into the car is controllable; detecting a location of the train at a position before a loading gate along the train movement path; sensing a speed of the train; using the detected train location and the sensed train speed to predict when a car is located at a start loading position below a loading gate corresponding to commencement of car loading, and at an end loading position below the loading gate corresponding to ceasing of car loading; producing material volume information indicative of a volume of material in a car after the car has been loaded with material by a loading gate; using the material volume information to predict the relationship between flow rate at the loading gate and open levels of the loading gate; and automatically controlling each loading gate to be used for car loading such that: movement of the loading gate from the closed position to the open position occurs when a car of the train is disposed at the start loading position; the open level of the loading gate corresponds to a desired material flow rate associated with deposition of a desired material volume between the start loading position and the end loading position; and movement of the loading gate from the open position to the closed position occurs when the train is disposed at the end loading position.

[0039] In accordance with a fourth aspect of the present invention, there is provided a train loading system for loading material onto cars of a train, each car having a defined material amount, the system comprising: a plurality of loading gates disposed so as to be above a train as the train moves through the train loading system along a train movement path, each loading gate disposable between an open position wherein material is able to pass through the loading gate into a car if the car is disposed below the loading gate and a closed position wherein material is not able to pass through the loading gate, and an open level of the loading gate being controllable so that a flow rate of material through the loading gate into the car is controllable; at least one position sensor that detects a location of the train at a position before a loading gate along the train movement path; at least one speed sensor that senses a speed of the train; at least one memory; at least one data storage device that stores data indicative of at least one program; and at least one processor operatively connected to the memory and the data storage device to implement the at least one program using the memory to: use the detected train location and the sensed train speed to predict when a car is located at a start loading position below a loading gate corresponding to commencement of car loading, and at an end loading position below the loading gate corresponding to ceasing of car loading; produce material volume information indicative of a volume of material in a car after the car has been loaded with material by a loading gate, and to use the material volume information to predict the relationship between flow rate at the loading gate and open levels of the loading gate; and implement a gate control system that automatically controls each loading gate to be used for car loading such that: movement of the loading gate from the closed position to the open position occurs when a car of the train is disposed at the start loading position; the open level of the loading gate corresponds to a desired material flow rate associated with deposition of a desired material volume between the start loading position and the end loading position; and movement of the loading gate from the open position to the closed position occurs when the train is disposed at the end loading position.

[0040] Brief Description of the Drawinqs

[0041] The present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0042] Figure 1 is a diagrammatic representation of a train loading facility of the type suitable for inclusion of a train loading system according to the present invention;

[0043] Figure 2 is a diagrammatic representation of a train loadout tunnel of a train loading system according to an embodiment of the present invention;

[0044] Figure 3 is a schematic block diagram showing components of a train loading system according to an embodiment of the present invention;

[0045] Figure 4 is a schematic block diagram showing functional components of the train loading system shown in Figure 3; Figure 5 is a schematic block diagram showing program components of the train loading system shown in Figures 3 and 4; and

[0046] Figure 6 is a flow diagram illustrating a method of loading a train in accordance with an embodiment of the present invention.

[0047] Description of an Embodiment of the Invention

[0048] Referring to the drawings, Figure 1 shows a diagrammatic representation of a train loading facility 10 of the type suitable for inclusion of a train loading system according to an embodiment of the present invention.

[0049] The train loading facility 10 is typically used in the resources industry to load mined material into cars 14 of a train 12 that is then used to transport the mined material from a mine, for example to a port. An empty train 12 moves into the loading facility 10 on a dedicated track 16 that directs the train 12 to move along a train movement path under several material loading chutes 18, for example that receive mined material 20 from a loadout conveyor.

[0050] Conventionally, train loading occurs manually as the train 12 moves, with train loadout operators controlling the relevant loadout gate(s) 24 to open and close at appropriate times to cause car loading to occur without excessive spillage.

[0051] According to an embodiment, the train loading facility 10 includes several loading chutes 18 and operation is such that a plurality of the loading chutes 18 are used to load each train car 14, with each loading chute 18 depositing a proportion of the car capacity into the car 14 as the car 14 moves under the loading chute 18 in the direction of arrow A. Mined material is delivered to the cars 14 by controlling a loading gate 24 at each loading chute 18 between an open position wherein material is able to pass through the loading gate 24 into a car 14 if the car is disposed below the loading gate, and a closed position wherein material is not able to pass through the loading gate. Each loading gate 24 is also disposable in a partially open position such that by controlling the level of opening of the loading gate 24 it is possible to control the flow rate of material into the car 14 from the loading chute 18, and therefore the volume of material deposited in the car when the loading gate 24 is open and the car 14 is disposed below the loading chute 18. In an example, 24 loading chutes may be provided and the train loading facility 10 controlled such that a defined set of loading chutes 18 are used for loading each car 14, such as a defined set of loading gates for each batch of mined material from the same stockpile.

[0052] As discussed in more detail below, the train loading facility 10 also includes a material profile determiner 73 that uses a profile sensor 42 at each loading chute 18 to produce information indicative of an upper profile 15 of material in a car 14. Each material profile sensor 42 in this example is disposed after an associated loading chute 18 at a distance from the loading chute 18 so that the profile of a frontmost part of the material in the car 14 can be determined as material is being loaded into a rearmost part of the car 14. An example material profile 15 is shown in Figure 2, the material profile 15 including a central portion 17 and freeboard portions 19.

[0053] The profile information produced by the material profile determiner 73 is used by the train loading facility 10 to predict the volume of material in a car 14 after material has been deposited into the car 14 by a loading chute 18.

[0054] The train loading facility 10 also includes several volume determiners 74 that use respective volume sensors 43 to produce information indicative of the shape and capacity of an empty car 14, and information indicative of the volume of material currently in a car, as discussed in more detail below.

[0055] Referring to Figures 2 and 3, components of a train loading system 28 according to an embodiment are shown, the train loading system 28 incorporated into a train loadout tunnel 30 through which a train 12 moves. Like and similar features are indicated with like reference numerals.

[0056] The train loading system 28 includes a gate position sensor 32 arranged to determine whether the loading gate 24 is in the closed position or the open position and the open level of the loading gate 24, and a gate actuator 34 arranged to effect movement of the loading gate 24 in response to a gate control signal to the closed position or desired open level so that a controlled flow rate is used for loading material into a car 14 of the train 12 and therefore a predictable volume of material is loaded into the car 14 when the car 14 is disposed under the loading gate 24 and the loading gate 24 is open. In this example, the loading gate 24 is of clamshell type, the gate actuator 34 is a pneumatic actuator and the gate position sensor 32 is a linear variable differential transformer (LVDT), although it will be appreciated that any suitable loading gate 24, gate actuator 34 and gate position sensor 32 are envisaged.

[0057] The train loading system 28 also includes at least one camera 36 arranged to capture video of the train loading process and communicate data indicative of the video to a relevant computing device, for example associated with a train loadout operator that may be located at the train loading facility 10 or remotely. The video may be used by the train loadout operator in a semi-automated implementation during a final material loading step after a portion of a car has been automatically loaded by the system 28.

[0058] The train loading system 28 also includes a plurality of sensors 45 that in this example include: at least one speed sensor 38 arranged to sense the speed of the train 12 as the train approaches and passes through the train loadout tunnel 30; at least one position sensor 40 arranged to sense the position of cars of the train before the cars arrive at the loading chutes 18; a plurality of profile sensors 42, each profile sensor associated with a loading chute 18 and used to produce information indicative of a profile 15 of material in a car after the material has been loaded into the car 14 by the loading chute 18; and a plurality of volume sensors 43 used to produce information indicative of the volume of material in a car 14 at several locations along the loadout tunnel 30.

[0059] In this example, each speed sensor 38 comprises a doppler radar-based speed sensor produced by Indurad GmbH, although it will be understood that any suitable speed sensor capable of determining the speed of the train 12 is envisaged.

[0060] In this example, each position sensor 40 is arranged to detect a trailing or leading edge of a car 14 and this information is used to define a time from detection of the car edge at which to automatically open the loading gate 24, and an associated start loading position at which a front portion of the car is located below the loading gate 24. The position sensor 40 may include a microwave-based sensor pair that includes a transmitter component and a receiver component, such as a Vegamip R61 / T61 sensor pair produced by Vega Australia Pty Ltd, although it will be understood that any suitable sensor capable of detecting an end of a car 14 is envisaged.

[0061] In this example, each profile sensor 42 comprises a radar-based sensor such as a VegaPus 6X Radar sensor that is arranged to produce a plurality of distance measurements for each car, such as 8 or 9 measurements captured every 1 m of train movement. The distance measurements correspond to a distance from the profile sensor 42 to the upper material surface in the car as the car 14 moves beneath the profile sensor along the track 16. In this way, a set of distance measurements is produced that are indicative of the profile 15 of an upper surface of the material in a car 14.

[0062] In this example, each volume sensor 43 comprises a LIDAR device, for example produced by Sick, that produces a point cloud indicative of the shape of an empty car or the shape of an upper surface of material in a car, the point cloud being used to produce information indicative of the volume capacity of a car 14, the volume of material currently in the car 14, and the remaining capacity of material in the car 14.

[0063] In the present embodiment, the train loading system 28 operates such that each car 14 of a train is automatically loaded using multiple loading chutes 18, with each loading chute 18 automatically delivering a portion of the volume capacity of the car 14 during an automatic loading stage, and a final loading operation for each car 14 being carried out manually by a train loadout operator, for example using a video feed from the cameras 36.

[0064] During the automatic loading stage, the amount of material to be loaded into each car 14 is controlled by predicting the flow rate of material associated with each gate open position using determined car volumes and the train speed, and selecting an appropriate gate open position for the duration of gate opening.

[0065] The flow rate is predicted based on the determined material volume in a car after a loading chute has deposited material into the car, and in this example the material profile information produced by each profile sensor 42 after a loading chute 18 is used to predict the volume of material in the car 14. In this example, since the volume information provided by the volume sensors 43 is more accurate than the volume information provided by the profile sensors 42, the parameters for prediction of material volume in a car 14 are updated as necessary based on the volume information derived using the LIDAR sensors 43.

[0066] In the present example, therefore, both of the profile sensors 42 and LIDAR sensors 43 are used to produce material volume information. A profile sensor 42 is associated with each loading chute 18 and a volume sensor 43 is disposed for example after every 4thloading chute 18. This implementation was used because of constraints on how many LIDAR-type sensors 43 could practically be included in the train loadout tunnel 30. The profile sensors 42 provide profile information that can be used to produce an indicative volume measurement of material in a car and the LIDAR-type sensors are used to produce more accurate volume measurements that are used to modify the parameters of the volume prediction based on the profile information.

[0067] However, it will be understood that other arrangements are possible. For example, an embodiment may include a plurality of LIDAR sensors 43 and no profile sensors 42, with each LIDAR sensor used to measure the volume of material in a car 14 after material has been deposited into the car 14 by a loading chute 18, the volume measured by the LIDAR sensors 43 used to predict the flow rate of the loading chutes 18 when the loading gates are open, and the predicted flow rates used to select the open position of the loading chutes 18 and therefore the volume of material deposited by the loading chutes 18.

[0068] A block diagram representation of the train loading system 28 is shown in Figure 3. As shown more particularly in Figure 3, the train loading system 28 includes a gate control system 44 arranged to automatically control opening and closing of the loading gates 24 in response to signals received from the sensors 45, and automatically control the open position of the loading gates 24 based on the volume of material to be deposited in the cars 14 by the loading chutes 18.

[0069] In this example, the train loading system 28 also includes remote controls 46 that are remotely located relative to the train loadout tunnel 30, the remote controls facilitating control of the loading gates 24 from a remote location if necessary. In addition or instead of providing remote controls for the gate 24, the system 28 may include controls for the loading gates 24 that are disposed locally relative to the train loadout tunnel 30, such as in a control room or facility located adjacent to or perhaps within the train loadout tunnel 30.

[0070] As shown in Figure 3, the system 28 may also provide the remote location with video of the train loading process, for example through a wide area network such as the Internet 48. Instead or in addition to providing video at the remote location, video of the train loading process may be provided to an operator station local to the train loadout tunnel 30.

[0071] Referring to Figure 4, functional components 50 of the train loading system 28 are shown. Like and similar features are indicated with like reference numerals.

[0072] In this example, the functional components 50 are implemented using a computing device architecture that includes a processor 52 arranged to implement programs 56, for example stored in a data storage device 54, using a memory 60, the programs using and / or producing data 58. As shown, each of the gate position sensor 32, the train speed sensors 38, the train position sensors 40, the profile sensors 42 and the volume sensors 43 provides relevant signals to the processor 52, and the processor uses the signals to control the position of the loading gate 24 and thereby the flow rate of material 20 into a car 14 by controlling the gate actuator 34.

[0073] As shown in Figure 4, also included in this example is an emergency stop device 62 that is activatable by a user to cause immediate closure of the loading gate 24, for example in the event of an emergency situation. The emergency stop device 62 may be disposed at the train loadout tunnel 30 and / or at a remote location, such as at the same location as the remote controls 46.

[0074] It will be understood that functionality of a subsystem may be implemented with program code instructions resident in one or more memories and executed by one or more processors, and that these subsystems may in some instances be implemented using the same processor(s) and / or memory. Subsystems may be implemented at least in part using various dedicated circuit logic, various processors, various field programmable gate arrays (“FPGA”), various application-specific integrated circuits (“ASIC”), various real time controllers, and the like, as noted above, multiple subsystems may utilize circuitry, processors, sensors, and / or other components. Further, the various components in the vehicle control system may be networked in various manners.

[0075] In general, an innumerable number of different architectures, including various combinations of software, hardware, circuit logic, sensors, networks, etc. may be used to implement the various components illustrated in Figures 3 and 4. Each processor may be implemented, for example, as a microprocessor and each memory may represent the random-access memory (“RAM”) devices comprising a main storage, as well as any supplemental levels of memory, e.g., cache memories, non-volatile or backup memories (e.g., programmable or flash memories), read-only memories, etc. In addition, each memory may be considered to include memory storage physically located elsewhere, e.g., any cache memory in a processor, as well as any storage capacity used as a virtual memory, e.g., as stored on a mass storage device or another computer controller. One or more processors illustrated in Figure 3, or entirely separate processors, may be used to implement additional functionality outside of the purposes of autonomous control.

[0076] In addition, for additional storage, the system may include one or more mass storage devices, e.g., a removable disk drive, a hard disk drive, a direct access storage device (“DASD”), an optical drive (e.g., a CD drive, a DVD drive, etc.), a solid-state storage drive (“SSD”), network attached storage, a storage area network, and / or a tape drive, among others.

[0077] Furthermore, the system may include a user interface to enable the system to receive a number of inputs from and generate outputs for a user or operator, e.g., one or more displays, touchscreens, voice and / or gesture interfaces, buttons, and other tactile controls, etc. Otherwise, user input may be received via another computer or electronic device, e.g., via an app on a mobile device or via a web interface.

[0078] Moreover, the system may include one or more network interfaces, e.g., network interface, suitable for communicating with one or more networks 48 to permit the communication of information with other computers and electronic devices, including, for example, a central service, such as a cloud service, from which the system receives information including trained machine learning models and other data for use in autonomous control thereof. The one or more networks 48, for example, may be a communication network that includes a wide area network (“WAN”) such as the Internet, one or more local area networks (“LANs”) such as Wi-Fi LANs, mesh networks, etc., and one or more bus subsystems. The one or more networks 48 may optionally utilize one or more standard communication technologies, protocols, and / or inter-process communication techniques. In some implementations, data collected by the one or more sensors 32, 38, 40, 42 can be uploaded to a remote data center, that may include a computing system (not illustrated) via the network 48 for additional processing.

[0079] In the illustrated implementation, the system may communicate via the network 48 with a remote data center for the purposes of implementing various functions described below.

[0080] Each processor illustrated in Figure 4, as well as various additional controllers and subsystems disclosed herein, operates under the control of an operating system and executes or otherwise relies upon various computer software applications, components, programs, objects, modules, data structures, etc., as will be described in greater detail below. Moreover, various applications, components, programs, objects, modules, etc. may also execute on one or more processors in another computer coupled to system via network 48 , e.g., in a distributed, cloud-based, or client-server computing environment, whereby the processing required to implement the functions of a computer program may be allocated to multiple computers and / or services over a network.

[0081] In general, the routines executed to implement the various implementations described herein, whether implemented as part of an operating system or a specific application, component, program, object, module, or sequence of instructions, or even a subset thereof, will be referred to herein as “program code.” Program code typically comprises one or more instructions that are resident at various times in various memory and storage devices, and that, when read and executed by one or more processors, perform the steps necessary to execute steps or elements embodying the various aspects of the present disclosure. Moreover, while implementations have and hereinafter will be described in the context of fully functioning computers and systems, it will be appreciated that the various implementations described herein are capable of being distributed as a program product in a variety of forms, and that implementations can be implemented regardless of the particular type of computer readable media used to actually carry out the distribution.

[0082] Examples of computer readable media include tangible, non-transitory media such as volatile and non-volatile memory devices, floppy and other removable disks, solid state drives, hard disk drives, magnetic tape, and optical disks (e.g., CD-ROMs, DVDs, etc.) among others.

[0083] In addition, various program codes described hereinafter may be identified based upon the application within which it is implemented in a specific implementation. However, it should be appreciated that any particular program nomenclature that follows is used merely for convenience, and thus the present disclosure should not be limited to use solely in any specific application identified and / or implied by such nomenclature. Furthermore, given the typically endless number of manners in which computer programs may be organized into routines, procedures, methods, modules, objects, and the like, as well as the various manners in which program functionality may be allocated among various software layers that are resident within a typical computer (e.g., operating systems, libraries, API’s, applications, applets, etc.), it should be appreciated that the present disclosure is not limited to the specific organization and allocation of program functionality described herein.

[0084] The example environment illustrated in Figures 3 and 4 is not intended to limit implementations disclosed herein. Indeed, other alternative hardware and / or software environments may be used without departing from the scope of implementations disclosed herein.

[0085] Figure 5 shows example programs 56 that in this example are implemented by the processor 52.

[0086] In this example, the programs 56 include a train speed determiner 70 that receives speed signals indicative of the speed of a train 12 from the train speed sensor 38 and produces train speed data usable by the processor 52 for other programs.

[0087] The programs 56 also include a car edge determiner 72 that uses the position sensor 40 to detect a trailing or leading edge of a car 14 and produce an edge detection signal indicative of the time at which detection of the car edge occurs.

[0088] The programs 56 also include a profile determiner 73 that uses the profile sensors 42 to produce material profile data indicative of the profile 15 of an upper surface of material that has been loaded into a car 14. In this example, a profile sensor 42 is disposed after each loading chute 18 and therefore material profile data is produced after each material depositing operation by a loading chute 18.

[0089] The programs 56 also include a volume determiner 74 that uses the volume sensors 43 to produce volume data indicative of the current volume of material in a car 14. In this example, a volume sensor 43 is present before the first loading chute 18 and after 4 successive loading chutes 18, and therefore the volume data is not produced for every material depositing operation.

[0090] The programs 56 also include a volume predictor 75 that uses the material profile data to predict the amount of material that has been deposited into a car 14 by a loading chute, the parameters of the volume prediction used by the volume predictor 75 being updated as necessary based on the volume data produced by the volume determiner 74. The volume prediction may be carried out in any suitable way. For example, in an embodiment, the height of material in a car 14 may be first calculated at multiple, such as 8, points along a generally central line of the car 14 as the train 12 moves, based on the profile measurements produced by the profile sensors 42, the height of the car from the ground and the dimensions of the car 14. Calculations are then carried out to produce predicted volume values by calculating the volume of a defined length and width (such as 1 m x 1 m) of material at each height along the centreline. In this example, this produces 8 centre volume values. Similar volume values are also produced in a similar way for sides of the centreline, but using modified height values that take into account the side angle of repose of the material. In this example, this produces 8 volume values for each side. The predicted 24 volume values are then added together to produce a predicted volume value for the material in the car 14.

[0091] The predicted volume may be updated in any suitable way. For example, a correction factor may be added to the produced volume value, the correction factor determined based on the predicted volume value and the volume value produced by the volume determiner 74. Modifications may also be made to the predicted angle of repose of the material, which affects the predicted volumes of material at the sides of the centreline.

[0092] The programs 56 also include an open gate controller 76 arranged to use the train speed data and the edge detection signal to produce an open time at which to open the loading gate 24, and based on this a train start loading position at which a frontmost part of the next car 14 is below the loading gate 24.

[0093] The open gate controller 76 also controls the open position of the loading gate 24 for the duration of gate opening, and therefore the flow rate of material into a car 14 and the volume of material loaded into the car by a loading chute 18. The flow rate associated with each loading chute 18 is predicted based on the measured volume of material in the cars, the train speed and the gate open durations. The open gate controller 76 selects a flow rate for each loading chute 18 and therefore the volume of material to be loaded into a car by the loading chute 18 based on defined criteria, for example based on how much material has already been loaded into the car and the capacity of the car 14. For example, an empty car may be loaded at a greater flow rate than a car that is 50% full, and a car that is close to a defined automatic volume limit may be loaded using a flow rate that corresponds to a material volume required to bring the car 14 up to the automatic volume limit during the gate open duration.

[0094] The programs 56 also include a close gate controller 78 arranged to use the train speed data to produce a close time at which to close the loading gate 24, and based on this a predicted train end loading position at which a rearmost part of the next car 14 is below the loading gate 24.

[0095] In a variation, the programs 56 may also include a material profile predictor 79 arranged to predict the profile 15 of material after loading by a loading chute 18 based on the gate open level, the duration of gate opening and the predicted flow rate at the loading chute 18. The predicted material profile may be used instead of the determined material profile in circumstances wherein the profile determiner 73 is not functioning correctly, and in this way the train loading system 28 can continue to operate despite a material profile determiner 73 that is inoperative. The material profile prediction may be carried out in any suitable way. For example, in an embodiment, the profile prediction is based on historical data of the relationship between previous loading conditions and measured material profile. The prediction may take into account train speed, open gate duration and gate open level.

[0096] The programs 56 may also be arranged to estimate and / or predict other parameters associated with the loaded material and / or system operation, such as material freeboard and material angle of repose.

[0097] In a variation, the train speed determiner 70 may also include additional speed determination functionality, for example that is used instead of the speed determined using the speed sensors 38 and / or to correct the speed data produced by the train speed sensor 38. For example, the car edge determiners72 may be used to produce train speed data based on the time between successive car edge detections.

[0098] It will be understood that the defined volume loading limit for a car 14 may be a predefined stored value or alternatively the car volume loading limit may be estimated by directly detecting a volume of an empty car, for example using a volume sensor 43, such as a LIDAR sensor, disposed before the first loading chute 18, and associated volume estimating software.

[0099] Figure 6 shows a flow diagram 82 illustrating steps 84 to 106 of an example method of loading a train 12 according to an embodiment of the present invention.

[0100] As indicated at step 84, in this example an operator station may be provided with live video of the train loading process so that an operator is able to monitor the loading process and for example intervene if necessary to carry out part of the loading process, manually close the loading gate 24 or activate the emergency stop device 62. The live video may also be used by a loadout operator to manually load the train cars, for example in a semi-automatic train loading process wherein train cars are automatically loaded to a defined volume, then manually loaded to volume capacity.

[0101] As indicated by steps 86 and 88, the speed of an approaching train 12 and the trailing or leading edge of a car 14 are respectively detected by the train speed determiner 70 and the car edge detector 72, and based on the determined train speed and car edge, a time is determined at which to open the loading gate 24, and based on this a train start loading position at which a frontmost part of the next car 14 is below the loading gate 24. As indicated at step 90, the shape volume capacity of each car is determined using a volume sensor 43 disposed before the first loading chute 18, and the system 28 subsequently uses the shape and capacity of each car to determine the volume of material currently in a car 14.

[0102] It will be understood that the train loading system 28 includes several, such as 24, loading chutes 18, and a set of loading chutes is selected from the available loading chutes 18 to use for the cars 14 of the train. For example, a defined set of loading chutes 18, such as 7 loading chutes, may be selected for material derived from the same stockpile.

[0103] As indicated at step 92, when a car is disposed at a determined loading start location relative to a loading chute 18 to be used for loading, the associated loading gate 24 is automatically opened, and the gate opening level is controlled to deposit material into the car 14 based on the required flow rate for the desired material load volume.

[0104] As indicated at step 94, at a gate closing time corresponding to a determined loading end location of the car relative to the loading chute 18, the associated loading gate 24 is automatically closed, and therefore the volume of material loaded into the car by the loading chute is dependent on the gate open level and associated flow rate of material whilst the loading gate is open.

[0105] After material has been loaded into a car 14 by a loading chute 18, a profile sensor 42 associated with the loading chute 18 and disposed after the loading chute 18 produces profile information indicative of the profile 15 of the loaded material, and the volume predictor 75 uses the profile information to predict the volume of material currently in the car 14, as indicated at step 96.

[0106] As indicated at step 98, the volume sensors 43 intermittently produce information indicative of the volume of material in the cars 14, and since the volume sensors 43 produce volume information that is more accurate than the predicted volumes derived from the profile sensors 42, the volume information produced by the volume sensors 43 is used to modify the prediction methodology used by the volume predictor 75. As indicated at step 100, if a profile sensor 42 indicates that the material in a car 14 is not at a desired fill volume level, a subsequent loading chute 18 is used to deposit a further volume of material into the car 14. If the profile sensor 42 indicates that the material in a car 14 is at a desired fill volume level, in this example because the car 14 is at a desired full capacity in a fully automatic loading embodiment, automatic loading of the car ceases and the car is manually loaded up to a desired full capacity volume by an operator, as indicated at step 102.

[0107] As indicated at step 104, if all cars have been filled to capacity, the loading process stops. Otherwise, piecemeal loading of cars continues.

[0108] It will be understood that in the present embodiment loading of the train cars 14 is partly automatic and partly manual by defining a volume limit that is less than the maximum volume of a car 14. In this way, the cars 14 may be coarsely loaded automatically, for example up to 70% of the capacity of a car 14, then finely loaded manually by an operator that may be locally disposed or remotely disposed relative to the train loadout tunnel 30.

[0109] In an alternative embodiment, the system 28 may be configured so that loading of train cars 14 is fully automatic by using measured material profiles 15 to predict the volume of material in a car and controlling the flow rate of a loading chute to deliver a volume of material less that the remaining volume capacity in a car 14.

[0110] It will be understood that if any prior art publication is referred to herein, such reference does not constitute an admission that the publication forms a part of the common general knowledge in the art, in Australia or any other country.

[0111] 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” is 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.

[0112] Modifications and variations as would be apparent to a skilled addressee are determined to be within the scope of the present invention.

Claims

The claims defininq the invention are as follows:1 . A train loading system for loading material onto cars of a train, each car having a defined material amount, the system comprising: a plurality of loading gates disposed so as to be above a train as the train moves through the train loading system along a train movement path, each loading gate disposable between an open position wherein material is able to pass through the loading gate into a car if the car is disposed below the loading gate and a closed position wherein material is not able to pass through the loading gate, and an open level of the loading gate being controllable so that a flow rate of material through the loading gate into the car is controllable; at least one position sensor that detects a location of the train at a position before a loading gate along the train movement path; and at least one speed sensor that senses a speed of the train; the system arranged to use the detected train location and the sensed train speed to predict when a car is located at a start loading position below a loading gate corresponding to commencement of car loading, and at an end loading position below the loading gate corresponding to ceasing of car loading; the system arranged to produce material volume information indicative of a volume of material in a car after the car has been loaded with material by a loading gate, and to use the material volume information to predict the relationship between flow rate at the loading gate and open levels of the loading gate; and the system comprising a gate control system that automatically controls each loading gate to be used for car loading such that: movement of the loading gate from the closed position to the open position occurs when a car of the train is disposed at the start loading position; the open level of the loading gate corresponds to a desired material flow rate associated with deposition of a desired material volume between the start loading position and the end loading position; and movement of the loading gate from the open position to the closed position occurs when the train is disposed at the end loading position.

2. A train loading system as claimed in claim 1 , comprising a material profile determiner associated with each loading gate, each material profile determiner producing determined material profile information indicative of an upper profile ofmaterial in a car, wherein the system uses the determined material profile information to produce predicted material volume information indicative of a predicted volume of material in a car after material has been deposited into the car by a loading gate.

3. A train loading system as claimed in claim 2, wherein each material profile determiner is disposed after an associated loading gate at a location such that a profile of a frontmost part of the material in the car is determined as material is being loaded into a rearmost part of the car.

4. A train loading system as claimed in claim 2 or claim 3, wherein each material profile determiner comprises a radar sensor.

5. A train loading system as claimed in claim 1 , comprising a plurality of material volume determiners, each material volume determiner producing the material volume information.

6. A train loading system as claimed in any one of claims 2 to 4, comprising a plurality of material volume determiners, each material volume determiner producing measured material volume information, the measured material volume information used to correct the predicted material volume information based on the material profile information.

7. A train loading system as claimed in claim 6, wherein the number of material volume determiners is less than the number of material profile determiners.

8. A train loading system as claimed in claim 7, wherein a material volume determiner is disposed after every 4 loading gates.

9. A train loading system as claimed in any one of claims 6 to 8, wherein the system is arranged to use the measured material volume information to update the prediction of the relationship between flow rate at the loading gate and open levels of the loading gate.

10. A train loading system as claimed in any one of claims 6 to 9, wherein each material volume determiner comprises a LIDAR sensor.

11. A train loading system as claimed in any one of claims 2 to 10, comprising a material profile predictor arranged to produce predicted material profile information indicative of a profile of material in a car after deposition of material by a loading gate based on a predicted flow rate and duration of gate opening, the system arranged to use the predicted material profile information instead of the determined profile information to produce the predicted material volume information when a material profile determiner is inoperative.

12. A train loading system as claimed in any one of the preceding claims, comprising an empty volume determiner disposed before all loading gates, the empty volume determiner arranged to determine a capacity of a car.

13. A train loading system as claimed in any one of the preceding claims, wherein the system is arranged to select the open level of a loading gate and thereby the flow rate of material into a car based on defined criteria.

14. A train loading system as claimed in claim 13, wherein the defined criteria includes whether the car is empty, the amount of material already loaded into a car and the capacity of the car.

15. A train loading system as claimed in any one of the preceding claims, wherein the system is arranged to determine additional train speed information based on position information from the at least one position sensor.

16. A train loading system as claimed in claim 15, wherein the additional speed information is used instead of speed information produced by the at least one speed sensor and / or the additional speed information is used to update speed information produced by the at least one speed sensor.

17. A train loading system as claimed in any one of the preceding claims, wherein the position sensor comprises a car trailing and / or leading edge determiner.

18. A train loading system as claimed in any one of the preceding claims, wherein the system comprises an emergency stop device actuable by an operator to cause theloading gate to move from the open position to the closed position.

19. A train loading system as claimed in claim 18, wherein the emergency stop device is located locally relative to the loading gate.

20. A train loading system as claimed in claim 18, wherein the emergency stop device is located remotely relative to the loading gate.21 . A train loading system as claimed in any one of the preceding claims, wherein the position sensor comprises a microwave transmitter and receiver sensor pair.

22. A train loading system as claimed in any one of the preceding claims, wherein the speed sensor comprises a doppler radar sensor.

23. A train loading system as claimed in any one of the preceding claims, wherein the system includes a manually operable control arranged to facilitate manual movement of the loading gate between the open position and the closed position by an operator.

24. A train loading system as claimed in claim 23, wherein the manually operable control is disposed locally relative to the loading gate.

25. A train loading system as claimed in claim 23, wherein the manually operable control is disposed remotely relative to the loading gate.

26. A train loading system as claimed in any one of the preceding claims, wherein the system comprises a gate actuator arranged to effect movement of the loading gate between the open and closed positions.

27. A train loading system as claimed in claim 26, wherein the gate actuator is a pneumatic actuator.

28. A train loading system as claimed in any one of the preceding claims, wherein the system comprises a gate position sensor arranged to determine a position of the loading date.

29. A train loading system as claimed in any one of the preceding claims, wherein the loading gate is a clamshell loading gate.

30. A train loading system as claimed in any one of the preceding claims, wherein the defined material amount is a defined capacity of a car.31 . A train loading system as claimed in any one of claims 1 to 29, wherein the defined material amount is an amount that is less than a defined capacity of a car.

32. A train loadout tunnel comprising a train loading system as claimed in any one of claims 1 to 31.

33. A method of loading material onto cars of a train, each car having a defined material amount, the method comprising: disposing a plurality of loading gates so as to be above a train as the train moves through the train loading system along a train movement path, each loading gate disposable between an open position wherein material is able to pass through the loading gate into a car if the car is disposed below the loading gate and a closed position wherein material is not able to pass through the loading gate, and an open level of the loading gate being controllable so that a flow rate of material through the loading gate into the car is controllable; detecting a location of the train at a position before a loading gate along the train movement path; sensing a speed of the train; using the detected train location and the sensed train speed to predict when a car is located at a start loading position below a loading gate corresponding to commencement of car loading, and at an end loading position below the loading gate corresponding to ceasing of car loading; producing material volume information indicative of a volume of material in a car after the car has been loaded with material by a loading gate; using the material volume information to predict the relationship between flow rate at the loading gate and open levels of the loading gate; and automatically controlling each loading gate to be used for car loading such that: movement of the loading gate from the closed position to the openposition occurs when a car of the train is disposed at the start loading position; the open level of the loading gate corresponds to a desired material flow rate associated with deposition of a desired material volume between the start loading position and the end loading position; and movement of the loading gate from the open position to the closed position occurs when the train is disposed at the end loading position.

34. A method as claimed in claim 33, comprising associating a material profile determiner with each loading gate, each material profile determiner producing determined material profile information indicative of an upper profile of material in a car, wherein the method comprises using the determined material profile information to produce predicted material volume information indicative of a predicted volume of material in a car after material has been deposited into the car by a loading gate.

35. A method as claimed in claim 34, comprising disposing each material profile determiner after an associated loading gate at a location such that a profile of a frontmost part of the material in the car is determined as material is being loaded into a rearmost part of the car.

36. A method as claimed in claim 33, comprising providing a plurality of material volume determiners, each material volume determiner producing the material volume information.

37. A method as claimed in claim 34 or claim 35, comprising providing a plurality of material volume determiners, each material volume determiner producing measured material volume information, and using the measured material volume information to correct the predicted material volume information based on the material profile information.

38. A method as claimed in claim 37, wherein the number of material volume determiners is less than the number of material profile determiners.

39. A method as claimed in claim 38, comprising disposing a material volume determiner after every 4 loading gates.

40. A method as claimed in any one of claims 37 to 39, comprising using the measured material volume information to update the prediction of the relationship between flow rate at the loading gate and open levels of the loading gate.41 . A method as claimed in any one of claims 34 to 40, comprising producing predicted material profile information indicative of a profile of material in a car after deposition of material by a loading gate based on a predicted flow rate and duration of gate opening, and using the predicted material profile information instead of the determined profile information to produce the predicted material volume information when a material profile determiner is inoperative.

42. A method as claimed in any one of claims 33 to 41 , comprising disposing an empty volume determiner before all loading gates, the empty volume determiner arranged to determine a capacity of a car.

43. A method as claimed in any one of claims 33 to 42, comprising selecting the open level of a loading gate and thereby the flow rate of material into a car based on defined criteria.

44. A method as claimed in claim 43, wherein the defined criteria includes whether the car is empty, the amount of material already loaded into a car and the capacity of the car.

45. A method as claimed in any one of claims 33 to 44, comprising determining additional train speed information based on position information from the at least one position sensor.

46. A method as claimed in claim 45, comprising using the additional speed information instead of speed information produced by the at least one speed sensor and / or using the additional speed information to update speed information produced by the at least one speed sensor.

47. A method as claimed in any one of claims 33 to 46, wherein detecting a location of the train comprises detecting a car trailing and / or leading edge.

48. A method as claimed in any one of claims 33 to 47, comprising providing an emergency stop device actuable by an operator to cause the loading gate to move from the open position to the closed position.

49. A method as claimed in any one of claims 33 to 48, comprising providing a manually operable control arranged to facilitate manual movement of the loading gate between the open position and the closed position by an operator.

50. A method as claimed in any one of claims 33 to 49, comprising automatically loading the car to a defined material amount and manually controlling at least one loading gate to load the car from defined material amount to the capacity of the car.51 . A train loading system for loading material onto cars of a train, each car having a defined material amount, the system comprising: a plurality of loading gates disposed so as to be above a train as the train moves through the train loading system along a train movement path, each loading gate disposable between an open position wherein material is able to pass through the loading gate into a car if the car is disposed below the loading gate and a closed position wherein material is not able to pass through the loading gate, and an open level of the loading gate being controllable so that a flow rate of material through the loading gate into the car is controllable; at least one position sensor that detects a location of the train at a position before a loading gate along the train movement path; at least one speed sensor that senses a speed of the train; at least one memory; at least one data storage device that stores data indicative of at least one program; and at least one processor operatively connected to the memory and the data storage device to implement the at least one program using the memory to: use the detected train location and the sensed train speed to predict when a car is located at a start loading position below a loading gate corresponding to commencement of car loading, and at an end loading position below the loading gate corresponding to ceasing of car loading; produce material volume information indicative of a volume of material in a car after the car has been loaded with material by a loading gate, and to usethe material volume information to predict the relationship between flow rate at the loading gate and open levels of the loading gate; and implement a gate control system that automatically controls each loading gate to be used for car loading such that: movement of the loading gate from the closed position to the open position occurs when a car of the train is disposed at the start loading position; the open level of the loading gate corresponds to a desired material flow rate associated with deposition of a desired material volume between the start loading position and the end loading position; and movement of the loading gate from the open position to the closed position occurs when the train is disposed at the end loading position.

52. A train loading system as claimed in claim 51 , wherein the at least one processor uses the memory to implement at least one program that implements a material profile determiner associated with each loading gate, each material profile determiner producing determined material profile information indicative of an upper profile of material in a car, wherein the at least one program uses the determined material profile information to produce predicted material volume information indicative of a predicted volume of material in a car after material has been deposited into the car by a loading gate.

53. A train loading system as claimed in claim 52, wherein each material profile determiner is disposed after an associated loading gate at a location such that a profile of a frontmost part of the material in the car is determined as material is being loaded into a rearmost part of the car.

54. A train loading system as claimed in claim 52 or claim 53, wherein each material profile determiner comprises a radar sensor.

55. A train loading system as claimed in claim 51 , wherein the at least one processor uses the memory to implement at least one program that implements a plurality of material volume determiners, each material volume determiner producingthe material volume information.

56. A train loading system as claimed in any one of claims 52 to 54, wherein the at least one processor uses the memory to implement at least one program that implements a plurality of material volume determiners, each material volume determiner producing measured material volume information, the measured material volume information used to correct the predicted material volume information based on the material profile information.

57. A train loading system as claimed in claim 56, wherein the number of material volume determiners is less than the number of material profile determiners.

58. A train loading system as claimed in claim 57, wherein a material volume determiner is disposed after every 4 loading gates.

59. A train loading system as claimed in any one of claims 56 to 58, wherein the at least one processor uses the memory to implement at least one program that uses the measured material volume information to update the prediction of the relationship between flow rate at the loading gate and open levels of the loading gate.

60. A train loading system as claimed in any one of claims 56 to 59, wherein each material volume determiner comprises a LIDAR sensor.61 . A train loading system as claimed in any one of claims 52 to 60, wherein the at least one processor uses the memory to implement at least one program that produces predicted material profile information indicative of a profile of material in a car after deposition of material by a loading gate based on a predicted flow rate and duration of gate opening, and uses the predicted material profile information instead of the determined profile information to produce the predicted material volume information when a material profile determiner is inoperative.

62. A train loading system as claimed in any one of claims 52 to 61 , wherein the at least one processor uses the memory to implement at least one program that implements an empty volume determiner disposed before all loading gates, the empty volume determiner arranged to determine a capacity of a car.

63. A train loading system as claimed in any one of claims 52 to 62, wherein the system is arranged to select the open level of a loading gate and thereby the flow rate of material into a car based on defined criteria.

64. A train loading system as claimed in claim 63, wherein the defined criteria includes whether the car is empty, the amount of material already loaded into a car and the capacity of the car.

65. A train loading system as claimed in any one of claims 52 to 64, wherein the system is arranged to determine additional train speed information based on position information from the at least one position sensor.

66. A train loading system as claimed in claim 65, wherein the additional speed information is used instead of speed information produced by the at least one speed sensor and / or the additional speed information is used to update speed information produced by the at least one speed sensor.

67. A train loading system as claimed in any one of claims 52 to 66, wherein the position sensor comprises a car trailing and / or leading edge determiner.

68. A train loading system as claimed in any one of claims 52 to 67, wherein the system comprises an emergency stop device actuable by an operator to cause the loading gate to move from the open position to the closed position.

69. A train loading system as claimed in claim 68, wherein the emergency stop device is located locally relative to the loading gate.

70. A train loading system as claimed in claim 68, wherein the emergency stop device is located remotely relative to the loading gate.71 . A train loading system as claimed in any one of claims 52 to 70, wherein the position sensor comprises a microwave transmitter and receiver sensor pair.

72. A train loading system as claimed in any one of claims 52 to 71 , wherein thespeed sensor comprises a doppler radar sensor.

73. A train loading system as claimed in any one of claims 52 to 72, wherein the system includes a manually operable control arranged to facilitate manual movement of the loading gate between the open position and the closed position by an operator.

74. A train loading system as claimed in claim 73, wherein the manually operable control is disposed locally relative to the loading gate.

75. A train loading system as claimed in claim 73, wherein the manually operable control is disposed remotely relative to the loading gate.

76. A train loading system as claimed in any one of claims 52 to 75, wherein the system comprises a gate actuator arranged to effect movement of the loading gate between the open and closed positions.

77. A train loading system as claimed in claim 76, wherein the gate actuator is a pneumatic actuator.

78. A train loading system as claimed in any one of claims 52 to 77, wherein the system comprises a gate position sensor arranged to determine a position of the loading date.

79. A train loading system as claimed in any one of claims 52 to 78, wherein the loading gate is a clamshell loading gate.

80. A train loading system as claimed in any one of claims 52 to 79, wherein the defined material amount is a defined capacity of a car.81 . A train loading system as claimed in any one of claims 52 to 79, wherein the defined material amount is an amount that is less than a defined capacity of a car.

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