Description:TECHNICAL FIELD
[0001] The present disclosure relates generally to the technical field of braking systems in locomotives. In particular, it pertains to a simple, compact, and efficient brake interface unit for E70 brake system in locomotives.

BACKGROUND
[0002] Background description includes information that may be useful in understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.
[0003] Train Collision Avoidance System (TCAS) / Train Protection Warning System (TPWS) are Automatic Train Protection (ATP) System that is meant to provide protection to trains against Signal Passing at Danger (SPAD) and excessive speed and collisions. These TCAS/TPWS is configured to provide a continuous update of distance up to which the train is permitted to travel without danger such that during unsafe situations when brake application is necessitated, and the Crew has either failed to do so or is not in a position to do so, the train’s safety is compromised. There is a requirement in art for developing a system for stopping the train for train safety upon receiving the signals from Train Collision Avoidance System (TCAS) / Train Protection Warning System (TPWS).
[0004] Efforts to address the above constraints have been explored in prior art. For instance, in patent document CN111661110A, discloses a self-checking method for an ATP (Automatic Train Protection) system of a railway vehicle where the method perform various steps. The various steps include the ATP system is powered on and started; the ATP system outputs a braking instruction; a rail vehicle brake control unit receives a brake instruction and applies a brake force; a brake applied signal is outputted when the brake force exceeds a threshold value; and the ATP system completes self-checking after receiving the brake applied signal. Using the self-checking method, in the self-checking stage of the ATP system, the working states of the ATP system and a braking system are detected, the safety level of a vehicle is improved, and the safety and reliability of the running of the vehicle are enhanced.
[0005] In another patent disclosure, CN218907224U discloses a utility model provides a train anti-collision system vehicle-mounted device that comprises an anti-collision relay, a normally open contact of the anti-collision relay is connected into an emergency braking loop of a train and used for cutting off or closing the emergency braking loop of the train to enable the train to apply or relieve emergency braking, and a coil positive electrode of the anti-collision relay is connected with a train power supply bus; and the train bottom jumper device is arranged on the side face of the bottom of the train and connected with a coil of the anti-collision relay, the train bottom jumper device is used for interacting with the trackside stop lever, and when the train passes through the section where the trackside stop lever is arranged, the trackside stop lever hangs off the train bottom jumper device. The normally open contact of the anti-collision relay is connected to the train emergency braking loop, when the train runs in a manual driving mode, once the train exceeds the running range limit due to human factors, the train bottom jumper wire is disconnected, the anti-collision relay falls, the train emergency braking loop is disconnected, emergency braking may be automatically applied, and the safety of the train is guaranteed. And collision accidents are avoided.
[0006] In another patent disclosure US20170050655A1, A train control system includes a unit that is disposed between the train control processors and the braking system. The unit ensures that any failure in the control processors or the interface itself is detectable and, when detected, causes the system to fail safely (i.e., the train's brakes are applied). By the use of redundant circuitry paths, the vital braking interface unit enables real-time verification of system circuitry without actually applying the train's brakes.
[0007] The above disclosures illustrate on actuation of the braking operation but lack an explanation of the methodology employed for such a manner of brake application. It does not specify whether the braking action entails sudden, gradual, or no application at all. Additionally, there is no specific explicit reference to manual braking by the train's driver or loco pilot. In addition, the disclosure does not address the ease of installation for the ATP system. Furthermore, there is no specific explanation regarding braking operations that serve the need for the train’s distinct breaking applications.
[0008] The prior art only says breaking operation is actuated, but it failed to disclose the manner of applying breaks whether be it sudden braking or gradual slow breaking or no breaking at all, or manual braking by the driver or the loco pilot of the train in the event of malfunction of the brake interface unit. Moreover, there is no easy installation of the ATP system. Moreover, there isn't any mention of any specific breaking operation for specific purposes.
[0009] There is, therefore, a requirement in the art to overcome the above-mentioned problems by providing a simple, compact, and efficient brake interface unit for assisting braking operations in locomotives.

OBJECTS OF THE PRESENT DISCLOSURE
[0010] A general object of the present disclosure is to overcome the problems associated with existing braking systems in locomotives, by providing a simple, compact, and efficient brake interface unit for E70 brake system in locomotives.
[0011] Another object of the present disclosure to communicate the one or more signals between TCAS/TPWS system, DBC and E70 Brake system.
[0012] Yet another object of the present disclosure is to actuate one or more brakes automatically upon receiving appropriate one or more signal from the TCAS/TPWS system.
[0013] Yet another object of the present disclosure is easily installed without disturbing the existing wire harness of the locomotive.
[0014] Yet another object of the present disclosure is to stop the locomotive upon receiving a signal passing at danger (SPAD) signal from the TCAS/TPWS system.
[0015] Yet another object of the present disclosure is to prevent collision between locomotives equipped with TCAS/TPWS system.
[0016] Yet another object of the present disclosure is to prevent over-speeding of the locomotive.
SUMMARY
[0017] Aspects of the present disclosure relate to the technical field of braking systems in locomotives. In particular, it pertains to a simple, compact, and efficient brake interface unit for E70 brake system in locomotives.
[0018] According to an aspect, the present disclosure elaborates upon a Brake Interface Unit (BIU) for E70 brake system in a locomotive. The BIU may include a relay unit. The relay unit may be configured to be electrically connected between a train collision avoidance system (TCAS) and/or a train protection warning system (TPWS) and a driver’s brake controller (DBC). The DBC may be associated with the locomotive. The relay unit may be operable to receive a braking signal. The braking signal may pertain to a predefined braking type from the TCAS, TPWS, and/or the DBC. The BIU may correspondingly actuate the E70 brake system. The BIU comprises a changeover switch. The changeover switch may include a lever. The changeover switch may be operatively connected to the relay unit. The lever may be configured to toggle the changeover switch. The toggling may be between a normal position and a bypass position. The changeover switch in the normal position may be configured to enable the relay unit to actuate the E70 brake system. The actuation may be based on the braking signal received from the TCAS, TPWS, and/or the DBC. The changeover switch in the bypass position may be configured to enable the relay unit to actuate the E70 brake system. The actuation may be based on the braking signal received from the DBC.
[0019] In an embodiment, the DBC may be configured to be actuated manually by a driver of the locomotive. The manual actuation may actuate the E70 brake system. The relay unit may be configured to supersede the manual actuation of the DBC by the driver and enable the E70 braking system. The E70 braking system may be actuated based on the braking signal received from the DBC.
[0020] In an embodiment, the predefined braking type may be selected from a group comprising an emergency type braking applied by the driver in an event of collision of the locomotive. The predefined braking type may be an emergency type braking predicted by the TCAS, TPWS in an event of collision of the locomotive. The predefined braking type may be a normal type braking manually applied by the driver in an over-speeding event. The predefined braking type may be a normal type braking predicted by the TCAS, TPWS in an over-speeding event. The predefined braking type may be a minimum reduced type applied by the driver for a Signal Passing at Danger (SPAD) event. The predefined braking type may be a minimum reduced type braking predicted by the TCAS, TPWS in the SPAD event.
[0021] In an embodiment, the BIU may include a housing. The housing may be configured to be positioned inside a cabin. The cabin may be associated with the locomotive. The housing may be configured to accommodate the relay unit and the changeover switch. The lever of the changeover switch may remain accessible outside the housing.
[0022] In an embodiment, the BIU may include one or more connectors. The connectors may be configured to electrically connect the relay unit to the TCAS and/or TPWS. The connector may be selected from a group comprising a 19-pin connector and a 10-pin connector.
[0023] In an embodiment, the BIU may include a cable configured to electrically connect the relay unit to the DBC.
[0024] In an embodiment, the BIU may be configured to each DBC of the locomotive equipped with E70 braking.
[0025] In an embodiment, the BIU may include a sealing string, configured on the lever of the changeover switch to lock the lever in the normal position, wherein the sealing string is configured to be detached from the lever to allow switching of the lever from the normal position to the bypass position.
[0026] In an embodiment, the BIU may include a human-machine interface. The human-machine interface may be operatively coupled to the relay unit. The HMI may be configured to display the predefined braking type applied by the DBC. In addition, the HMI may display the predefined braking type detected by the TCAS and/or TPWS.
[0027] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.
BRIEF DESCRIPTION OF DRAWINGS
[0028] The accompanying drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure. The diagrams are for illustration only, which thus is not a limitation of the present disclosure.
[0029] In the figures, similar components and/or features may have the same reference label. Further, various components of the same type may be distinguished by following the reference label with a second label that distinguishes among the similar components. If only the first reference label is used in the specification, the description is applicable to any one of the similar components having the same first reference label irrespective of the second reference label.
[0030] FIG. 1A illustrates an exemplary diagram of the proposed Brake Interface Unit (BIU), in accordance with an embodiment of the present invention.
[0031] FIG. 1B illustrates an exemplary side view of the proposed Brake Interface Unit (BIU), in accordance with an embodiment of the present invention.
[0032] FIG. 2 illustrates a flow diagram explaining the functioning of the proposed Brake Interface Unit (BIU), in accordance with an embodiment of the present invention.
[0033] FIG. 3 illustrates an exemplary block diagram of multiple Brake Interface Unit (BIU) connected within the locomotive, in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION
[0034] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.
[0035] In the following description, numerous specific details are set forth in order to provide a thorough understanding of embodiments of the present invention. It will be apparent to one skilled in the art that embodiments of the present invention may be practiced without some of these specific details.
[0036] If the specification states a component or feature “may”, “may”, “could”, or “might” be included or have a characteristic, that particular component or feature is not required to be included or have the characteristic.
[0037] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.
[0038] The use of “including”, “comprising” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. The terms “a” and “an” herein do not denote a limitation of quantity, but rather denote the presence of at least one of the referenced item. Further, the use of terms “first”, “second”, and “third”, and the like, herein do not denote any order, quantity, or importance, but rather are used to distinguish one element from another.
[0039] The use of any and all examples, or exemplary language (e.g., “such as”) provided with respect to certain embodiments herein is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention otherwise claimed. No language in the specification should be construed as indicating any non-claimed element essential to the practice of the invention.
[0040] Exemplary embodiments will now be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments are shown. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. These embodiments are provided so that this disclosure will be thorough and complete and will fully convey the scope of the invention to those of ordinary skill in the art. Moreover, all statements herein reciting embodiments of the invention, as well as specific examples thereof, are intended to encompass both structural and functional equivalents thereof. Additionally, it is intended that such equivalents include both currently known equivalents as well as equivalents developed in the future (i.e., any elements developed that perform the same function, regardless of structure).
[0041] Embodiments explained herein relate to a simple, compact, and efficient Brake Interface Unit (BIU) for E70 brake system in a locomotive.
[0042] Referring to FIGs. 1A & 1B, in an aspect, the proposed Brake Interface Unit (BIU) (collectively designated as 100, herein) for the E70 brake system in a locomotive is disclosed. In an embodiment, the BIU 100 may include a relay unit 102, a driver’s brake controller (DBC) 108, a changeover switch 110, a lever 112, a housing 114, a one or more connectors 116, a cable 118, a sealing string 120, a human-machine interface 122, a E70 brake system 124, and one or more mounting bracket 126.
[0043] In an embodiment, the relay unit 102 can be configured to be electrically connected between a train collision avoidance system (TCAS) 104 and/or a train protection warning system (TPWS) 106 and a driver’s brake controller (DBC) 108. The relay unit 102 may be operable to receive a braking signal. The braking signal may pertain to a predefined braking type from the TCAS 104, TPWS 106, and/or the DBC 108 to actuate the E70 brake system 124. The relay unit 102 may be configured to supersede the manual actuation of the DBC 108 by the driver and enable the E70 braking system 124.
[0044] The DBC 108 can be associated with the locomotive. The DBC 108 can be configured to be actuated manually by a driver of the locomotive. The manual actuation of the DBC 108 can actuate the E70 brake system 124. The E70 braking system 124 may be actuated based on the braking signal received from the DBC 108. The DBC 108 may actuate a predefined braking type. The predefined braking type may be a normal type braking manually applied by the driver in an over-speeding event. In addition, the predefined braking type may be a minimum reduced type applied by the driver for a Signal Passing at Danger (SPAD) event.
[0045] In an embodiment, the changeover switch can be operatively connected to the relay unit. The lever 112 can be configured to toggle the changeover switch 110. The toggling can be between a normal position and a bypass position. The changeover switch 110 in the normal position may be configured to enable the relay unit 102 to actuate the E70 brake system 124. The actuation may be based on the braking signal received from the TCAS 104, TPWS 106, and/or the DBC 108. The changeover switch 110 in the bypass position may be configured to enable the relay unit 102 to actuate the E70 brake system 124. The actuation may be based on the braking signal received from the DBC 108.
[0046] In an exemplary embodiment, the predefined braking type may be selected from a group comprising an emergency type braking applied by the driver in an event of collision of the locomotive. The predefined braking type may be an emergency type braking predicted by the TCAS 104, TPWS 106 in an event of collision of the locomotive. The predefined braking type may be a normal type braking predicted by the TCAS 104, TPWS 106 in an over-speeding event. The predefined braking type may be a minimum reduced type braking predicted by the TCAS 104, TPWS 106 in the SPAD event.
[0047] In an embodiment, the housing 114 may be configured to be positioned inside a cabin. The cabin may be associated with the locomotive. The housing 114 may be configured to accommodate the relay unit 102 and the changeover switch 110. The lever 112 of the changeover switch 110 may remain accessible outside the housing 114.
[0048] In an exemplary embodiment, the earthing stud 128 can be configured on the housing. The earthing stud 128 can be configured to facilitate earthing the BIU 100. The earthing stud 128 can be configured to earthing of the locomotive to ensure earthing of the BIU 100.
[0049] In an exemplary embodiment, the one or more mounting bracket 126 may be configured on the housing. The mounting bracket 126 may facilitate the housing 114 to be positioned inside the cabin of the locomotive.
[0050] In an embodiment, the one or more connectors 116 may be configured to electrically connect the relay unit 102 to the TCAS 104 and/or TPWS 106. The connector 116 may be selected from a group comprising a 10-pin connector (116-1) and a 19-pin connector (116-2).
[0051] In an embodiment, the cable 118 can be configured to electrically connect the relay unit 102 to the DBC 108.
[0052] In an embodiment, the BIU 100 may be configured to each DBC 108 of the locomotive equipped with E70 braking.
[0053] In an embodiment, the sealing string 120. The sealing string 120 can be configured on the lever 112 of the changeover switch 110. The sealing string 120 can lock the lever 112 in the normal position. The sealing string 120 can be configured to be detached from the lever 112 to allow the switching of the lever 112 from the normal position to the bypass position.
[0054] In an embodiment, the human-machine interface 122 can be operatively coupled to the relay unit 102. The HMI 122 can be configured to display the predefined braking type applied by the DBC 108. In addition, the HMI 108 may display the predefined braking type detected by the TCAS 104 and/or TPWS 106.
[0055] Referring to FIG. 2, the BIU 100 upon receiving the braking signals from either TCAS 104 or TPWS 106 or DBC 108 can transmit the received signal to the E70 braking system 124. The E70 braking system 124 can be configured to actuate the braking pipe upon receiving the braking signal that pertains to the braking type from the BIU 100. The locomotive can slowdown or stop based on the braking type actuate upon actuation of the braking type.
[0056] Referring to FIG. 3, the locomotive can comprises a first cabin and a second cabin. The first cabin comprises a DBC 100-1, a BIU 100-1. The second cabin comprises a DBC 100-2 and a BIU 100-2 such that each DBC can be equipped with the BIU. The BIU 100-1 and BIU 100-2 can be configured on the E70 braking system 124 such that the braking signals from BIU 100-1 or BIU 100-2 can be actuated by the E70 braking system 124. The driver of the locomotive can actuate one cabin among the first cabin or the second cabin at any instance for running of the locomotive, while the other cabin may remain non-functional.
[0057] While the foregoing describes various embodiments of the invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, versions or examples, which are included to enable a person having ordinary skill in the art to make and use the invention when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT INVENTION
[0058] The present invention overcomes the problems associated with braking systems in railways, by providing a simple, compact, and efficient brake interface unit for E70 brake system in locomotives.
[0059] The present invention communicates the one or more signals between TCAS/TPWS system, DBC and E70 Brake system.
[0060] The present invention actuates one or more brakes automatically upon receiving appropriate one or more signal from the TCAS/TPWS system.
[0061] The present invention is easily installed without disturbing the existing wire harness of the locomotive.
[0062] The present invention stops the locomotive upon receiving a signal passing at danger (SPAD) signal from the TCAS/TPWS system.
[0063] The present invention prevents collision between locomotives equipped with TCAS/TPWS system.
[0064] The present invention prevents over-speeding of the locomotive.
, Claims:1. A Brake Interface Unit (BIU) for E70 brake system in a locomotive, the BIU (100) comprising:
a relay unit (102) configured to be electrically connected between a train collision avoidance system (TCAS) (104) and/or a train protection warning system (TPWS) (106) and a driver’s brake controller (DBC) (108) associated with the locomotive, the relay unit (102) operable to receive a braking signal pertaining to a predefined braking type from the TCAS (104), TPWS (106), and/or the DBC (108), and correspondingly actuate the E70 brake system.
a changeover switch (110) comprising a lever (112), operatively connected to the relay unit (102), the lever (112) is configured to toggle the changeover switch (110) between a normal position and a bypass position,
wherein the changeover switch (112) in the normal position is configured to enable the relay unit (102) to actuate the E70 brake system based on the braking signal received from the TCAS (104), TPWS (106), and/or the DBC (108), and
wherein the changeover switch (110) in the bypass position is configured to enable the relay unit (102) to actuate the E70 brake system based on the braking signal received from the DBC (108).

2. The BIU (100) as claimed in claim 1, wherein the DBC (108) is configured to be actuated manually by a driver of the locomotive to actuate the E70 brake system, wherein the relay unit (102) is configured to supersede the manual actuation of the DBC (108) by the driver and enables the E70 braking system to be actuated based on the braking signal received from the DBC (108).

3. The BIU (100) as claimed in claim 1, wherein the predefined braking type is selected from a group comprising an emergency type manually braking applied by the driver in an event of collision of the locomotive, an emergency type braking predicted by the TCAS (104), TPWS (106) in an event of collision of the locomotive, a normal type braking manually applied by the driver in an over-speeding event, a normal type braking predicted by the TCAS (104), TPWS (106) in an over-speeding event, a minimum reduced type braking applied by the driver for a Signal Passing at Danger (SPAD) event, and a minimum reduced type braking predicted by the TCAS, TPWS in the SPAD event.

4. The BIU (100) as claimed in claim 1, wherein the BIU (100) comprises a housing (114) configured to be positioned inside a cabin associated with the locomotive, the housing (114) configured to accommodate the relay unit (102) and the changeover switch (110) such that the lever (112) of the changeover switch (110) remains accessible outside the housing (114).

5. The BIU (100) as claimed in claim 1, wherein the BIU (100) comprises one or more connectors (116) configured to electrically connect the relay unit (102) to the TCAS (104) and/or TPWS (106), wherein the connector (116) is selected form a group comprising a 10-pin connector (116-1) and a 19-pin connector (116-2).

6. The BIU (100) as claimed in claim 1, wherein the BIU (100) comprises a cable (118) configured to electrically connect the relay unit (102) to the DBC (108).

7. The BIU (100) according to claim 1, wherein the BIU (100) configured to each DBC (108) of the locomotive equipped with E70 braking.

8. The BIU (100) as claimed in claim 1, wherein the BIU (100) comprises a sealing string (120), configured on the lever (112) of the changeover switch (110) to lock the lever (112) in the normal position, wherein the sealing string (120) is configured to be detached from the lever (112) to allow switching of the lever (112) from the normal position to the bypass position.
9. The BIU (100) as per claim 1, wherein the BIU (100) comprises a human-machine interface (122), operatively coupled to the relay unit (102), the HMI (122) is configured to display the predefined braking type applied by the DBC (108) and the predefined braking type detected by the TCAS (104) and/or TPWS (106).