F O R M 2
THE PATENTS ACT, 1970
(39 of 1970)
The patent Rule, 2003
COMPLETE SPECIFICATION
(See section 10 and rule 13)
“METHOD AND SYSTEM FOR ENGINE OVERRUN PROTECTION IN A
VEHICLE”
Name and address of the applicant: TATA MOTORS LIMITED of Bombay House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra, India
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
[0001] The present disclosure, in general, relates to automobiles. More specifically, the present disclosure relates to method and system for engine overrun protection in vehicles.
BACKGROUND OF THE DISCLOSURE
[0002] A manual transmission vehicle, also known as a standard transmission vehicle, is a multi-speed motor vehicle transmission system, where gear change requires the driver to manually select the gears by operating a gear stick. The engine present in the manual transmission vehicle generates power to drive the wheels, necessitating a connection between the engine and the transmission system.
[0003] Engine overrun in a manual transmission vehicle refers to a situation where the speed of the engine, represented in terms of Revolutions Per Minute (RPM), is higher than maximum permissible limit of the engine. This can happened when the vehicle is over speeding. This can also occur when the vehicle is moving at a higher speed due to its momentum i.e., when the vehicle is going downhill or when a gear of the vehicle is skipped while shifting. However, the excessive engine overrun, especially at very high RPM’s potentially leads to mechanical stress on the engine and vehicle failure in long run Hence there is a need for a technique to keep the engine speed within maximum permissible range and to prevent the vehicle failure.
[0004] The information disclosed in this background of the disclosure section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
SUMMARY OF THE DISCLOSURE
[0005] Disclosed herein is a method for engine overrun protection in a vehicle. The method comprises receiving wheel speed data from a plurality of wheel speed sensors. Each wheel speed sensor being mounted on a respective wheel of the vehicle. Further, the method comprises determining an engine speed of the vehicle, based on the received wheel speed data. Furthermore, the method comprises continuously comparing the engine speed of the

vehicle with a predetermined engine speed range. Finally, in response to the engine speed increasing beyond the predetermined engine speed range, the method comprises actuating at least one solenoid valve to activate a braking system of the vehicle with a predetermined air pressure.
[0006] Further, the present disclosure relates to a system for engine overrun protection in a vehicle. The system comprises a control unit, a plurality of wheel speed sensors, and a memory. The memory and the plurality of wheel speed sensors is communicatively coupled to the control unit. The control unit is configured to receive wheel speed data from a plurality of wheel speed sensors. Each wheel speed sensor being mounted on a respective wheel of the vehicle. Further, the control unit is configured to determine an engine speed of the vehicle, based on the received wheel speed data. Furthermore, the control unit is configured to continuously compare the engine speed of the vehicle with a predetermined engine speed range. Finally, in response to the engine speed increasing beyond the predetermined engine speed range, the control unit is configured to actuate at least one solenoid valve to activate a braking system of the vehicle with a predetermined air pressure
[0007] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF DRAWINGS
[0008] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, explain the disclosed principles. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the figures to reference like features and components. Some embodiments of system and/or methods in accordance with embodiments of the present subject matter are now described, by way of example only, and regarding the accompanying figures, in which:
[0009] FIG. 1 illustrates an overview of an exemplary environment for engine overrun protection in a vehicle, in accordance with some embodiments of the present disclosure.

[0010] FIG. 2 shows detailed block diagram of a system for engine overrun protection in a vehicle, in accordance with some embodiments of the present disclosure.
[0011] FIG. 3 shows an exemplary representation of activating a braking system of a vehicle under engine overrun condition, in accordance with some embodiments of the present disclosure.
[0012] FIG. 4 illustrates a flowchart illustrating a method of comparison of the engine actual speed with the predetermined engine speed, in accordance with some embodiments of the present disclosure.
[0013] FIG. 5 illustrates a flowchart illustrating a method of actuating the solenoid valve, in accordance with some embodiments of the present disclosure.
[0014] FIG. 6 illustrates a flowchart illustrating a method for activating the braking system of the vehicle with the predetermined air pressure, in accordance with some embodiments of the present disclosure.
[0015] It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present subject matter. Similarly, it will be appreciated that any flow charts, flow diagrams, state transition diagrams, pseudo code, and the like represent various processes which may be substantially represented in computer readable medium and executed by a computer or processor, whether such computer or processor is explicitly shown.
DETAILED DESCRIPTION
[0016] In the present disclosure, the word “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any embodiment or implementation of the present subject matter described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.
[0017] The present disclosure relates to a method and a system for engine overrun protection in a vehicle. In an embodiment, the present disclosure provides a holistic solution of

automatically applying brake under engine overrun condition. Also, the present disclosure prevents the vehicle failure by reducing the mechanical stress on the engine.
[0018] In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings that form a part hereof, and in which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
[0019] FIG. 1 illustrates an overview of an exemplary environment 100 for engine overrun protection in a vehicle, in accordance with some embodiments of the present disclosure.
[0020] In an embodiment, the environment 100 may comprise a system 101 and a vehicle 102 navigating on the road. The vehicle 102 may comprise a plurality of wheel speed sensors 103, a solenoid valve 105, and a braking system 107. In one non-limiting embodiment, the system 101 may be any computing device configurable to protect engine overrun in the vehicle 102. In another non-limiting embodiment, the system 101 may be ab electronic control unit (ECU) of the vehicle 102. The vehicle 102 may be a manual gear transmission vehicle in which the driver may shift the gear manually. Further, the plurality of wheel speed sensors 103 may include passive sensors or active sensors. In an implementation, the system 101 may be deployed within the vehicle 102.
[0021] In an embodiment, the plurality of wheel speed sensors 103 may detect the speed of the wheels associated with the vehicle 102. The system 101 receives the wheel speed data from the plurality of the wheel speed sensors 103. In an embodiment, each wheel speed sensor may be mounted on a respective wheel of the vehicle 102.
[0022] Upon receiving the wheel speed data, the system 101 may determine an engine speed of the vehicle 102 based on the received wheel speed data. This is performed by calculating a number of revolutions performed by an engine per minute at least based on the wheel speed data. In an embodiment, the wheel speed data may correspond to the actual speed of the vehicle 102.

[0023] Upon comparing the engine speed with the predetermined engine speed range, the system 101 may actuate activate the braking system 107 of the vehicle 102 with a predetermined air pressure. In an embodiment, if the engine speed decreases below the predetermined engine speed range, the system 101 deactivates the braking system 107 of the vehicle 102 by deenergizing at least one solenoid valve 105 to remove the predetermined air pressure.us, the system 101 facilitates engine overrun protection and avoid undue stress on the engine.
[0024] FIG. 2 shows a detailed block diagram of a system 201 for engine overrun protection in a vehicle, in accordance with some embodiments of the present disclosure.
[0025] In an embodiment, the system 201 may include an I/O interface 203, a control unit 205, and a memory 207. The system 201 is similar to system 101 of FIG. 1. The I/O interface 203 may be communicatively interfaced with the vehicle 102 for collecting various information related to the navigation of the vehicle 102. The memory 207 may be communicatively coupled to the processing unit 205 and the one or more modules 209. The control unit 205 may be configured to perform one or more functions of the system 201 for protecting engine overrun in the vehicle 102 using one or more modules 209.
[0026] In an embodiment, the one or more modules 209 may include a wheel speed data receiving module 211, an engine speed determination module 213, an engine speed comparison module 215, a solenoid valve actuation module 217, and other modules 219. The other modules 219 may include any component or module, which may be necessary for protecting engine overrun in the vehicle 102.
[0027] In an embodiment, the wheel speed data receiving module 211 may be configured to receive the wheel speed data from the plurality of wheel speed sensors 103. Each wheel speed sensor is mounted on the respective wheel of the vehicle 102. The plurality of wheel speed sensors 103 may detect the speed of the wheels associated with the vehicle 102, which corresponds to the actual speed of the vehicle 102. The system 201 receives the wheel speed data from the plurality of the wheel speed sensors 103 using the wheel speed data receiving module 211. In an embodiment, each wheel of the vehicle is mounted with at least one speed sensor.

[0028] In an embodiment, the engine speed determination module 213 may be configured to determine the engine speed of the vehicle 102, based on the received wheel speed data. This may be performed by calculating the number of revolutions performed by the engine per minute which is proportional to the wheel speed data.
[0029] In an embodiment, the engine speed comparison module 215 continuously compares the engine speed of the vehicle 102 with the predetermined engine speed range. In an embodiment, the predetermined engine speed range may be determined at least based on the type of the engine installed in the vehicle 102.
[0030] In an embodiment, the solenoid valve actuation valve 217 may be configured to actuate at least one solenoid valve 105 to activate the braking system 107 of the vehicle 102 with the predetermined air pressure when the engine speed increases beyond the predetermined engine speed range. In an embodiment, the system 201 receives the predetermined air pressure from the at least one air tank through the at least one solenoid valve 105 associated with the vehicle 102. Further the system 201 determines an air pressure released by the brake pedal of the vehicle 102 and compares the predetermined air pressure and the air pressure released by the brake pedal. Furthermore, the solenoid valve actuation module 217 of the system 201 applies a maximum of the predetermined air pressure and the air pressure released by the brake pedal, to activate the braking system 107 of the vehicle 102. The braking system 107 is activated through the at least one dual check valve associated with the vehicle 102. The functionality of dual check valve is discussed in detail in below embodiments.
[0031] FIG. 3 shows an exemplary representation 300 of activating a braking system of a vehicle under engine overrun condition, in accordance with some embodiments of the present disclosure.
[0032] In an embodiment, the plurality of wheel speed sensors 103 mounted on the wheels of the vehicle 102 may detect the wheel speed of the vehicle 102. As illustrated in FIG. 3, the plurality of wheel speed sensors 103 may include a first wheel speed sensor 303 mounted on the front wheels 305 and a second wheel speed sensor 307 mounted on the rear wheels 309 of the vehicle 102. Further the system 301 receives the wheel speed data from the first wheel speed sensor 303 and the second wheel speed sensor 305. The system

301 is similar to the system 101 of FIG. 1 and the system 201 of FIG. 2. The system 301 may comprise all components of the system 201.
[0033] Upon receiving the wheel speed data, the control unit 205 of the system 301 determines the engine speed of the vehicle 102 based on the received wheel speed data. In an embodiment the control unit 205 calculates the number of revolutions performed by the engine per minute at least based on the wheel speed data. Further in an embodiment, the wheel speed data corresponds to the actual speed of the vehicle 102.
[0034] Once the control unit 205 determines the engine speed of the vehicle 102, the control unit 205 continuously compares the engine speed of the vehicle 102 with the predetermined engine speed range. In an embodiment, the predetermined engine speed range may be determined at least based on a type of the engine installed in the vehicle 102. For example, the predetermined engine speed range may be 1000 RPM for vehicle 102 of type 1, whereas the predetermined engine speed range may be 2000 RPM for vehicle 102 of type 2.
[0035] Upon the comparison, if the engine speed of the vehicle 102 increases beyond the predetermined engine speed range, the control unit 205 actuates at least one solenoid valve 105 of the vehicle 102 by sending an actuation signal to the solenoid valve 105. As shown in FIG. 3, the solenoid valve 105 may include, without limiting to, a solenoid valve 311 and a solenoid valve 313.
[0036] Once the solenoid valve 311 receives the actuation signal from the system 301 for its actuation, the solenoid valve 311 receives the predetermined air pressure from the front air tank 315 of the vehicle 102 through the pressure regulating valve 319. Similarly, if the solenoid valve 313 receives the actuation signal from the system 301, the solenoid valve 213 receives the predetermined air pressure from the rear air tank 319 of the vehicle 102 through the pressure regulating valve 321 as shown in FIG. 3.
[0037] Upon receiving the predetermined air pressure from the respective air tanks, the solenoid valve 311 and the solenoid valve 313 sends the predetermined air pressure to the dual check valve 323 and the dual check valve 325 respectively. Further the system 301 determines the air pressure released by the braking pedal of the vehicle 102. In an

embodiment, the dual check valve 323 and the dual check valve 325 may be coupled to a brake pedal through the dual brake valve 327.
[0038] In an embodiment, the system 301 compares the air pressure released by the brake pedal and the predetermined air pressure released from the air tanks. For example, the system 301 compares the air pressure released by the brake pedal and the predetermined air pressure released from the front air tank 315 using the dual check valve 323. Similarly, the system 301 compares the air pressure released by the brake pedal and the predetermined air pressure released from the rear air tank 319 using the dual check valve 325 as illustrated in FIG. 3.
[0039] Upon comparing the predetermined air pressure and the air pressure released by the brake pedal of the vehicle 102, the system 301 applies a maximum of the predetermined air pressure and the air pressure released by the brake pedal to activate the braking system 329 of the vehicle 102. Thus, the dual check valve 323 and the dual check valve 325 may be configured to release the maximum of the predetermined air pressure and the air pressure released by the brake pedal to the braking system 329 of the vehicle 102. The braking system 329 is similar to the braking system 107 of FIG. 1.
[0040] In an embodiment, the braking system 329 may include, without limiting to, a relay 331, a modulator valve 333, a brake chamber 335 and a spring brake actuator 337. Further in an embodiment, the brake chamber 335 may be configured to provide automatic braking to the front wheels 305 and the spring brake actuator 337 may be configured to provide automatic braking to the rear wheels 309 of the vehicle 102. Let us consider an example in which the air pressure released by the brake pedal may be represented using ‘A’ and the predetermined air pressure received from the front air tank 315 may be represented using ‘B’ as shown in FIG. 3. The output of the dual check valve 323 represented as ‘Y’ may be determined for four cases as represented below:
(i) If A=0 and B=0, Y=0, which means that there is no manual braking applied by the driver and there is no solenoid valve 311 actuation. Hence the output Y=0 corresponds to vehicle 102 running under normal condition. (ii) If A=1 and B=0, Y=1, which means that the vehicle 102 undergoes a normal braking due to the manual braking applied by the driver. The normal braking operation is performed by dual check valve 323 releasing the air pressure released by the brake pedal to the braking system 329.

(iii) If A=0 and B=1, Y=1, which means that there is a solenoid valve 311 actuation due to engine overrun condition and the braking operation is performed by dual check valve 323 releasing the predetermined air pressure released by the solenoid valve 311 to the braking system 329.
(iv) If A=1 and B=1, Y=1, which means that there is both manual braking applied by the driver and the solenoid valve 311 actuation due to the engine overrun condition. Under this condition, the dual check valve 323 releases the maximum of A and B having higher braking requirement.
[0041] FIG. 4 illustrates a flowchart illustrating a method 400 for comparison of the engine actual speed with the predetermined engine speed, in accordance with some embodiments of the present disclosure.
[0042] In an embodiment, at step 401, the method 400 includes monitoring of the engine actual speed by the control unit 205. In an embodiment, the system 101 may be configured to determine the engine speed of the vehicle 102, based on receiving wheel speed data from plurality of sensors 103. This may be performed by calculating the number of revolutions performed by the engine per minute at least based on the wheel speed data.
[0043] In an embodiment, at step 402, the method 400 includes comparing the engine actual speed with the predetermined engine speed range. In an embodiment, predetermined engine speed range may be categorized into a fly up speed, an engine protection speed and a maximum permissible engine speed. If the predetermined engine speed range is within the fly up speed and the engine protection speed, the engine status of the vehicle 102 is in safe zone. However, if the engine speed range exceeds the maximum permissible engine speed, then the engine status of the vehicle 102 is in danger zone leading to engine overrun condition in the vehicle 102. Taking an example into consideration, the fly up speed may be 2650 RPM and the engine protection speed may be 2800 RPM. The speed of the engine under this range is considered safe. However, if the engine speed exceeds the maximum permissible engine speed which may be 3250 RPM, the engine of the vehicle 102 is considered to be in overrun condition.
[0044] If the engine actual speed increases beyond the predetermined engine speed range, the method 400 moves to step 403. In an embodiment, at step 403, the system 101 performs an autobrake application using the solenoid valve 311 actuation. However, if the engine

actual speed is not increased beyond the predetermined engine speed range, then the system 101 does not perform any action of auto braking on the braking system 107 as indicated in step 404.
[0045] In an embodiment, at step 404, the method 400 includes again comparing the engine actual speed with the predetermined engine speed range. If the engine speed is again increased beyond the predetermined engine speed range, the method 400 moves to step 403 for performing the autobrake application using solenoid valve 105 actuation.
[0046] If the engine speed is decreased below the predetermined engine speed range, the system 101 deactivates the braking system 107 of the vehicle 102 by deenergizing the at least one solenoid valve 105, which removes the predetermined air pressure applied to the braking system.
[0047] FIG. 5 illustrates a flowchart illustrating a method of actuating the solenoid valve 105, in accordance with some embodiments of the present disclosure.
[0048] At block 501, the method 500 describes receiving wheel speed data from a plurality of wheel speed sensors 103. Each wheel speed sensor is mounted on a respective wheel of the vehicle 102. In an embodiment, the plurality of wheel speed sensors 103 may detect the speed of the wheels associated with the vehicle 102 and may send the detected values to the system 101.
[0049] At block 502, the method 500 describes determining the engine speed of the vehicle 102, based on the received wheel speed data. In an embodiment, the determining includes calculating the number of revolutions performed by the engine per minute at least based on the wheel speed data. Further, in an embodiment, the wheel speed data may correspond to the actual speed of the vehicle 102.
[0050] At block 503, the method 500 describes continuously comparing the engine speed of the vehicle 102 with a predetermined engine speed range. In an embodiment, the predetermined engine speed range may be determined at least based on a type of the engine installed in the vehicle 102.

[0051] At block 504, the method 500 describes actuating at least one solenoid valve 105 to activate the braking system 107 of the vehicle 102 with the predetermined air pressure when engine speed increases beyond the predetermined engine speed range.
[0052] FIG. 6 illustrates a flowchart illustrating a method for activating the braking system of the vehicle with the predetermined air pressure, in accordance with some embodiments of the present disclosure.
[0053] At block 601, the method 600 describes receiving the predetermined air pressure from at least one air tank through the at least one solenoid valve 105.
[0054] At block 602, the method 600 describes determining the air pressure released by a brake pedal of the vehicle 102. In an embodiment, the air pressure released by the brake pedal of the vehicle 102 corresponds to the pressure applied by the driver manually on the brake pedal of the vehicle 102.
[0055] At block 603, the method 600 describes comparing the predetermined air pressure and the air pressure released by the brake pedal.
[0056] At block 604, the method 600 describes applying a maximum of the predetermined air pressure and the air pressure released by the brake pedal, to activate the braking system 107 of the vehicle 102. The braking system 107 is activated through the at least one dual check valve associated with the vehicle 102.
Advantages of the embodiments of the present disclosure are illustrated herein. [0057] In an embodiment, the present disclosure helps in reducing the mechanical stress applied on the engine.
[0058] In an embodiment, the present disclosure prevents the vehicle failure due to overrun of the engine.
[0059] In an embodiment, the method of present disclosure helps in maintaining life of the engine of the vehicle for a long time.
[0060] Further in an embodiment, the method of present disclosure helps in avoiding accidents by applying auto brakes under vehicle excess speed condition.

[0061] As stated above, it shall be noted that the method and the system of the present disclosure may be used to overcome various technical problems related to protecting engine overrun in a vehicle. That is, the aforesaid technical advancements and practical applications of the proposed method may be attributed to the aspects of comparing the engine speed of the vehicle with the predetermined engine speed range and activating the braking system based on the comparison.
[0062] In light of the technical advancements provided by the disclosed method and system, the claimed steps, as discussed above, are not routine, conventional, or well-known aspects in the art, as the claimed steps provide the aforesaid solutions to the technical problems existing in the conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning of the system itself, as the claimed steps provide a technical solution to a technical problem.
[0063] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

[0064]Referral Numerals;

Reference Number Description
101 System
102 Vehicle
103 Wheel speed sensors
105 Solenoid valve
107 Braking system
201 System
203 I/O Interface
205 Control unit
207 Memory
209 Modules
211 Wheel speed data receiving module
213 Engine speed determination module
215 Engine speed comparison module
217 Solenoid valve actuation module
219 Other modules
301 System
303 First wheel speed sensor
305 Front wheels
307 Second wheel speed sensor
309 Rear wheels
311 Solenoid valve of front air tank
313 Solenoid valve of rear air tank
315 Front air tank
317 Pressure regulating valve of rear air tank
319 Rear air tank
321 Pressure regulating valve of rear air tank

323 Dual check valve of front air tank
325 Dual check valve of rear air tank
327 Dual brake valve
329 Braking system
331 Relay
333 Modulator valve
335 Brake chamber
337 Spring brake actuator

We claim:
1. A method for engine overrun protection in a vehicle, the method comprising:
receiving wheel speed data from a plurality of wheel speed sensors, wherein each wheel
speed sensor is mounted on a respective wheel of the vehicle;
determining an engine speed of the vehicle, based on the received wheel speed data;
continuously comparing the engine speed of the vehicle with a predetermined engine speed range; and
in response to the engine speed increasing beyond the predetermined engine speed range, actuating at least one solenoid valve to activate a braking system of the vehicle with a predetermined air pressure.
2. The method as claimed in claim 1, wherein activating the braking system of the vehicle
with the predetermined air pressure comprises:
receiving the predetermined air pressure from at least one air tank through the at least one solenoid valve;
determining an air pressure released by a brake pedal of the vehicle;
comparing the predetermined air pressure and the air pressure released by the brake pedal; and
applying a maximum of the predetermined air pressure and the air pressure released by the brake pedal, to activate the braking system of the vehicle.
3. The method as claimed in claim 1, further comprising:
in response to the engine speed decreasing below the predetermined engine speed range, deactivating the braking system of the vehicle by deenergizing the at least one solenoid valve to remove the predetermined air pressure.
4. The method as claimed in claim 1, wherein determining the engine speed based on the
received wheel speed data comprises:
calculating a number of revolutions performed by an engine per minute at least based on the wheel speed data.
5. The method as claimed in claim 1, further comprising:

determining the predetermined engine speed range at least based on a type of the engine installed in the vehicle.
6. A system for engine overrun protection in a vehicle, the system comprising:
a memory;
a plurality of wheel speed sensors; and
a control unit coupled to the memory and the plurality of wheel speed sensors, wherein the control unit is configured to:
receive wheel speed data from a plurality of wheel speed sensors, wherein each wheel speed sensor is mounted on a respective wheel of the vehicle;
determine an engine speed of the vehicle, based on the received wheel speed data;
continuously compare the engine speed of the vehicle with a predetermined engine speed range; and
in response to the engine speed increasing beyond the predetermined engine speed range, actuate at least one solenoid valve to activate a braking system of the vehicle with a predetermined air pressure.
7. The system as claimed in claim 6, further comprising:
at least one pressure regulating valve;
at least one dual check valve coupled to a brake pedal and the at least one solenoid valve;
at least one air tank coupled to the at least one solenoid valve through the at least one pressure regulating valve;
wherein to activate the braking system of the vehicle with the predetermined air pressure, the control unit is configured to:
receive the predetermined air pressure from the at least one air tank through the at least one solenoid valve;
determine an air pressure released by the brake pedal of the vehicle; compare the predetermined air pressure and the air pressure released by the brake pedal; and
apply a maximum of the predetermined air pressure and the air pressure released by the brake pedal, to activate the braking system of the vehicle, wherein the braking system is activated through the at least one dual check valve.

8. The system as claimed in claim 6, wherein the control unit is configured to:
in response to the engine speed decreasing below the predetermined engine speed range, deactivate the braking system of the vehicle by deenergizing the at least one solenoid valve to remove the predetermined air pressure.
9. The system as claimed in claim 6, wherein to determine the engine speed based on the
received wheel speed data, the control unit is configured to:
calculate a number of revolutions performed by an engine per minute at least based on the wheel speed data.
10. The system as claimed in claim 6, wherein the control unit is configured to:
determine the predetermined engine speed range at least based on a type of the engine
installed in the vehicle.