DESC:FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
The Patent Rules, 2003
COMPLETE SPECIFICATION
(See sections 10 & rule 13)
1. TITLE OF THE INVENTION
A SYSTEM AND METHOD FOR BRAKE CONTROL IN DEFECTIVE TRAINS WITH SINGLE PIPE BRAKE SYSTEM IN RESCUE OPERATION
2. APPLICANT (S)
NAME NATIONALITY ADDRESS
BEML LIMITED IN BEML Soudha, No 23/1, 4th Main S.R. Nagar, Bengaluru- 560027, Karnataka, India.
3. PREAMBLE TO THE DESCRIPTION
COMPLETE SPECIFICATION

The following specification particularly describes the invention and the manner in which it is to be performed.

FIELD OF INVENTION:
[001] The present invention relates to the field of brake control system for a metro rail vehicle during emergency. The present invention in particular relates to a system and method for brake control in defective trains with single pipe brake system in rescue operation.
DESCRIPTION OF THE RELATED ART:
[002] It is a practice in railway industry to train to a train rescue during passenger service occasionally when vehicles become unable to self-propel due to some critical failure such as loss of traction power, wiring issues, major failure of traction equipment, pneumatic failure, etc. As trains which are designed/equipped with single pipe EP-braking systems, the possibility of pneumatic control for driver brake in defective control from healthy train or shunting locomotive during rescue is ruled out due to unavailability of dedicated brake pipe (BP).
[003] Reference may be made to the following:
[004] Publication No. CN209037583 relates to a parking brake control system for rail vehicle rescue. The device comprises a throttle valve, a two-way valve, a cutout cock and a pressure switch, an electromagnetic valve is connected between a train pipe and a main air pipe of the railway vehicle; the electromagnetic valve is powered on, the main air pipe is communicated with the electromagnetic valve outlet, the electromagnetic valve loses power, the train pipe is communicated with the electromagnetic valve outlet, the electromagnetic valve outlet is sequentially connected with the throttle valve, the two-way valve, the cutout cock and the pressure switch and leads to the parking brake cylinder, and the other end of the two-way valve is connected with a brake cylinder pressure pipeline to prevent overload caused by superposition of air brake and parking brake force. During rescue, the electromagnetic valve is powered off, so that the train pipe can directly and pneumatically control the parking brake cylinder to work without any power supply. The train speed in the rescue process is increased, the rescue time is saved, and the influence on the normal operation order is reduced. And the problem that long-distance rescue cannot be guaranteed due to capacity limitation of the storage battery when a faulted vehicle set has an electrical fault is avoided. Train safety.
[005] Publication No. CN201882072 relates to an operating mechanism of a railway vehicle brake, in particular to an electro-pneumatic braking system for a railway vehicle. The electro-pneumatic braking system comprises an air brake valve and an electro-pneumatic valve seat which is connected with the air brake valve and provided with a plurality of channels, wherein the electro-pneumatic valve seat is respectively communicated with a braking air cylinder component and a controllable solenoid valve component for controlling the air inlet and air outlet of the braking air cylinder component through the channels, and the controllable solenoid valve component is directly connected with a control component and controlled by the control component. By adopting the technical scheme, the utility model provides the electro-pneumatic braking system which can ensure that a train can be almost completely and synchronously controlled and released, reduces the longitudinal impulse of the train, so as to enable the train to be more comfortable and stable during moving, and improve the traveling comfort of passengers; the electro-pneumatic braking system can reduce the idling time of the train, shorten the braking length of the train, and can periodically release train braking; and the electro-pneumatic braking system improves the stability of train braking, and guarantees the train braking safety.
[006] Publication No. CN201201610 relates to a rescue transfer device of a high-speed multiple unit braking system comprises an pneumatic-to-current converter, a main control unit and a power supply, a pressure input port of the pneumatic-to-current converter is connected with a train pipe of a train via an air pipe, a current signal output end of the pneumatic-to-current converter is electrically connected with a current signal input end of the main control unit, a braking signal output end of the main control unit is electrically connected with a braking signal input end of a distributor disc of the multiple unit cab. The pneumatic-to-current converter of the rescue transfer device transfers train pipe air pressure reducing signals generated when the motor train brakes into corresponding electric signals which are treated into multiple unit braking signals by the main control unit, the multiple nit braking signals are transmitted to the distributor disc of the multiple unit cab, and then, the multiple unit brakes according to the braking signals. The utility model enables the multiple units to brake according to the braking condition of railway vehicles, and enables the multiple units and the trains to generate brake and remission with an identical deceleration, thereby protecting wheel pairs of bogies and equipment in the trains.
[007] Publication No. US6964457 relates to method and apparatus for controlling braking on a train having ECP railcars using a conventional automatic brake valve. The locomotive and railcars are connected to brake pipe and a wireline, or use RF communications. A brake handle or other brake control valve interface is operated to cause a pressure change in an equalizing reservoir. The relay valve is isolated from the pressure change and connected to a reference pressure whereby brake pipe pressure is maintained. The pressure change is sensed and a signal generated representative thereof which is used to determine the level of braking commanded on the railcars. The apparatus includes an interface unit interposed between pertinent ports connecting the automatic brake valve, equalizing reservoir and brake pipe, and an equalizing reservoir pressure sensor to provide an output signal to an ECP controller for controlling braking on the railcars.
[008] Publication No. US5924774 relates to an electronic pneumatic brake system for trains which significantly improves brake cylinder pressure build-up time and facilitates essentially instantaneous and simultaneous braking on all cars of the train. The electronic pneumatic brake system includes electronic pneumatic control valves on the cars which individually control the braking on each car or a pack of cars and which are regulated by an electronic pneumatic controller on each car that receives electronic braking and release signals by way of wireless communication from an electronic head end unit on the lead locomotive, or where no head end unit is provided in the locomotive, receives pneumatic braking signals through the brake pipe.
[009] Publication No. CA2144812 relates to an electro-pneumatic railroad braking system is provided which uses a digital computer to provide enhanced performance and flexibility. The computer makes it possible to eliminate micro switches and other equipment used in present systems. Compatibility is provided for several different electro-pneumatic braking systems by providing routines in the computer for each of the alternative braking systems, and selecting the routine to be used when the locomotive or other vehicle carrying the system is coupled to a train of other vehicles.
[010] Publication No. GB2502252 relates to a brake system for a railway vehicle comprises a service brake with control valves and an emergency brake with an emergency brake valve adapted to permit or prevent emergency brake pressure from reaching the service brake control valves. The emergency brake is actuatable by a signal on an emergency brake wire. The brake system further comprises an isolating, circuit adapted to permit or prevent control of the service brake control valves. This allows the emergency brake to make use of the wheel slide protection means associated with the service brake.
[011] Publication No. CN107161132 relates to rail transportation equipment, in particular to an electro-pneumatic braking system and mitigation method for a railway passenger train. The electro-pneumatic braking system comprises a main air tube, a train tube, a mitigation magnetic valve, a service braking magnetic valve, an emergency electro-pneumatic device, an auxiliary air cylinder and a distribution valve. The distribution valve communicates with the train tube through a gas path and a gas path unit. One end of the auxiliary air cylinder communicates with the train tube through the distribution valve, and preferably, the other end of the auxiliary air cylinder communicates with the main air tube through a gas path and a gas path unit.
[012] Publication No. LV14187 relates to the rail transport sector. Trains braking way control device contains a train-mounted transmitting antenna, a data reception unit, a turning angle pickup meter, connected to a train wheel axle box, a rotation speed meter, a rotation acceleration meter 6, a brake efficiency detector, a data storage unit 8 provided with the additional input for data base programming, a train-mounted satellite communication receiver, a braking program unit. Besides it contains a train brake air main connected to a brake main pressure meter connected to a brake air main pressure changes detector, while the output is connected in parallel with the rotation speed meter. The rotational acceleration meter is connected to a mechanical time constant detector, which is connected to a braking process duration detector, which is connected to a braking distance detector, which is connected to the data storage unit and the data reception unit. In addition, the output of the data storage unit and the output of the data reception unit are connected to a detector of train location at braking process end and to a detector of train location at braking process beginning coupled with the braking distance detector. To the rotational speed meter a detector of rotational speed at braking process beginning is connected, to which the brake efficiency detector is coupled with parallel inputs from the braking distance detector, data storage unit, to the detector of train location on the route at braking process beginning, to the detector of train location on the route at braking process end and the rotation speed meter. In addition to the braking program unit an electro-pneumatic valve is connected, which is coupled to the train brake air main. Trains braking way control device records coordinates of the train's location at the beginning and end of braking process.
[013] Publication No. CN216734244 relates to an emergency braking hard wire control device and system. The device comprises a NOR gate, an OR gate and an AND gate, the NOR gate is connected with an external emergency train line and is used for receiving the first input signal and the second input signal which are subjected to redundancy processing from the external emergency train line and outputting a hard line control signal; the OR gate is connected with the NAND OR gate, the AND gate and an external electro-pneumatic controller, and is used for receiving an electro-pneumatic control signal from the external electro-pneumatic controller, processing the electro-pneumatic control signal and a hard wire control signal and outputting a processing result; and the AND gate is connected with an external anti-skid controller and is used for receiving the anti-skid control signal from the external anti-skid controller, processing the anti-skid control signal and a processing result and outputting a valve control signal.
[014] Publication No. ITUB20152565 relates to the braking system includes a first and a second braking actuator means associated with the wheels of a respective axle (A1, A2) or a respective bogie (B1, B2) of a railway vehicle (RV) and to which there are connected a first electro-pneumatic control assembly and a second electro- pneumatic control assembly respectively, each comprising a charging solenoid valve and a discharging solenoid valve adapted to cause an increase and a reduction, respectively, of a pneumatic pressure supplied to the corresponding braking actuators, and a control unit arranged to control the electro-pneumatic control assemblies as a function of a target braking pressure (Pt), so that the assemblies cause the application of respective pressures (P1, P2) to the corresponding braking actuators.
[015] Publication No. US2021107442 relates to an electro-pneumatic control system for braking, an emergency pressure monitoring and control unit providing weight signals, an emergency braking request signal, actual pressure signals, and provides emergency braking request signals, an emergency pressure module generating an emergency braking pressure, a braking control unit providing control signal pairs to generate corresponding braking pressures as a function of a service braking request signal or the emergency braking pressure request signal dependent upon whether the emergency braking request signal indicates an emergency braking request, and an emergency switching device comprising contact pairs which allow the connection of the control signal pairs from the braking control unit to the braking pressure generating modules when closed and prevent this connection of the control signal pairs when open.
[016] In existing technology there is no method for controlling the brakes in defective metro train during rescue operation which are designed with single pipe brake system and hence the brakes of individual cars of defective train to be manually release and access to the manual levers or cock are extremely difficult, also no brake application/release (brake control) is possible there.
[017] Hence there needed a system/method to recover/rescue the faulty/defective train. There needed a solution to control the brake application/release in defective train from rescue/healthy vehicle electrically.
[018] In order to overcome above listed prior art, the present invention aims to provide a system and method for brake control during rescue operation in defective metro trains which are equipped/designed with;
(i) Single pipe EP (Electro-pneumatic)-brake system.
(ii) Unavailability of electrical head in front end auto-coupler.
[019] The present invention is for rescue operation of defective metro trains with help of coupling of other metro trains (healthy train) or with shunting loco. Also, the proposed invention is specially for single pipe designed EP brake system (Electro-pneumatic brake system with no dedicated brake pipe-BP line) in metro trains where pneumatic control is not possible during rescue operation with train-train or train-shunting loco coupling operation.
OBJECTS OF THE INVENTION:
[020] The principal object of the present invention is to provide a system and method for brake control in defective trains with single pipe brake system in rescue operation which provides facility to control the Electro Pneumatic (EP) and Emergency Brake (EB) application/release in defective train from healthy train or locomotive.
[021] Another object of the present invention is to provides facility to provide brake demand automatically to defective train based on action taken by train operator in healthy train or shunting locomotive.
SUMMARY:
[022] The present invention relates to a system and method for brake control in defective metro trains (1) with single pipe brake system in rescue operation. The proposed method is new idea to provide the facility to control the Electro Pneumatic (EP) and Emergency Brake (EB) application/release in defective/dead train from healthy/rescue train or locomotive (2) in single pipe brake system by extending the electrical control for Electro Pneumatic (EP) and Emergency Brake (EB) application/release to the locomotive/recue/healthy train via jumper cable (10). The proposed method provides electrical control of Electro Pneumatic (EP) and Emergency Brake (EB) in defective train from healthy train/shunting loco with define logic to rescue the defective train from service.
[023] The invention makes it is possible to recover/rescue the faulty/defective train by extending the required hardwired train-lines to the locomotive/healthy train via jumper cable for controlling of Electro Pneumatic (EP) and Emergency Brake (EB) in defective train with define logic along with a pneumatic connection between defective & healthy train via coupling.
BREIF DESCRIPTION OF THE INVENTION
[024] It is to be noted, however, that the appended drawings illustrate only typical embodiments of this invention and are therefore not to be considered for limiting of its scope, for the invention may admit to other equally effective embodiments.
[025] Figure 1 shows a system for brake control in defective metro trains;
[026] Figure 2 shows Jumper cable for rescue operation;
[027] Figure 3 shows Layout of Braking control in defective train through Healthy train or locomotive;
[028] Figure 4a shows Case of rescue operation of a defective train with a healthy train;
[029] Figure 4b shows Case of rescue operation of a defective train with a locomotive;
[030] Figure 5 shows flowchart according to the present invention.
DETAILED DESCRIPTION OF THE INVENTION:
[031] The present invention provides a system and method for brake control in defective metro trains (1) with single pipe brake system in rescue operation. The proposed invention provides the facility to control the Electro Pneumatic (EP) and Emergency Brake (EB) application/ release in defective/ dead train from healthy/ rescue train or locomotive (2) in single pipe brake system by extending the electrical control for Electro Pneumatic (EP) and Emergency Brake (EB) application/release to the locomotive/recue/healthy train via jumper cable (10). The proposed method provides electrical control of Electro Pneumatic (EP) and Emergency Brake (EB) in defective train from healthy train/shunting loco with define logic to rescue the defective train from service.
[032] The invention makes it is possible to recover/rescue the faulty/defective train by extending the required hardwired train-lines to the locomotive/healthy train via jumper cable for controlling of Electro Pneumatic (EP) and Emergency Brake (EB) in defective train with define logic along with a pneumatic connection between defective & healthy train via coupling.
[033] Single pipe brake system is designed to reduce the complexity & making cost effect brake system in metro trains. In single pipe designed brake system, dedicated brake pipe (BP line) is not available and air supply to brake system equipment/reservoir is provided from MR line (Main Reservoir pipe line) only.
[034] Single pipe brake system is microprocessor controlled, electrically operated, pneumatically actuated through single pipe (MR supply only) brake system. In the absence of BP line, pneumatic brake through distributer valve is not possible as twin pipe system required for this operation, therefore pneumatic control of brake during rescue operation of train is not possible.
[035] Since the defective train may not have electrical control, the brakes are designed to always be applied and hence mobility of the defective train during rescue is restricted. Therefore, the proposed method provides solution to control the brake application/release in defective train from rescue/healthy vehicle electrically.
[036] As the BP line is not present in the single pipe designed brake system vehicle, therefore the proposed method provides solution to control the brake application/release in defective train from rescue/healthy vehicle electrically by extending the train line required for Electro Pneumatic (EP) and Emergency Brake (EB) application to the locomotive/recue train via jumper cable.
[037] Provision for rescue operation through jumper cable by extending the minimal train line required for application and release of brake will be available in the car. Application/release of Electro pneumatic (EP) and Emergency brake (EB) at regulated speed can be possible in defective train, provided the brake system is intact in train set.
[038] EP Brake control:
[039] Electro pneumatic brake can be controlled in dead train if the Brake Electronic Control Unit –BECU (3) can be energized through external supply of 110 V DC and hardwired brake demand signals will be provided from healthy train or locomotive by traction brake controller-TBC (5) or by other means of healthy train or shunting locomotive.
[040] In rolling stock, brake controller (BECU-Brake Electronic Control Unit) communicates with Train Control & Management System-TCMS (6) through Ethernet/RS485/MVB, etc. for required brake demands. Therefore, BECU of defective train to follow the demands (hardwired train-line) from healthy train (2), it is required to provide an addition signal named “Rescue bit signal” which gives priority over Ethernet/RS485/MVB signal from TCMS for application and release of brake. In the presence of rescue bit signal, the energized BECU (3) will be able to read the signal form train line and perform the task accordingly (fig 1).
[041] Emergency brake (EB) Control:
[042] As in rescue train safety become vital to avoid any untoward incident, it is always recommended to have at least emergency brake application in the defective train.
[043] In case an emergency brake effort is required from the train, Emergency brake line in electro-pneumatic system has to be de-energized i.e., de-energized emergency brake magnetic valve EBMV (4) & (9), to provide 100% emergency brake effort. This brake works even in case of brake electronics (3) & (7) failure. In un-braked condition this line shall be provided with 110V to EBMV so that EB shall be in released condition.
[044] Therefore, in proposed method EB brake (4) of defective train will be controlled by EB brake loop (8) of healthy train, when EB will apply in healthy train then it leads to apply EB in dead/defective train and when EB in released condition in healthy train then same leads to release the EB in dead/defective train.
[045] The invention implements the compatible electrical control circuit in train/shunting locomotive to provide define logics for brake control. It provides brake control to defective train from healthy train or shunting locomotive during rescue operation and provides brake demand automatically to defective train based on action taken by train operator in healthy train or shunting locomotive.
[046] Single pipe brake system is microprocessor controlled, electrically operated, pneumatically actuated through single pipe (MR supply only) brake system. In the absence of BP line, pneumatic brake through distributer valve is not possible as twin pipe system required for this operation, therefore pneumatic control of brake during rescue operation of train is not possible.
[047] In event of major failure in train like loss of traction, failure of auxiliary, failure of compressor, etc, further movement of train is not possible.
[048] Hence there needed a system/method to recover/rescue the faulty/defective train. There needed a solution to control the brake application/release in defective train from rescue/healthy vehicle electrically.
[049] The present invention in particular relates to a system and method for brake control in defective trains with single pipe brake system in rescue operation.
[050] Provision for rescue operation through jumper cable by extending the minimal train line required for application and release of brake in defective train from healthy train or locomotive. Application/release of Electro pneumatic (EP) and Emergency brake (EB) at regulated speed can be possible in defective train, provided the brake system is intact in train set.
[051] During rescue operation with this method defective train will just follow the command provided from healthy train/locomotive via jumper cable to defective train.
[052] Jumper cable is used for connection between healthy & detective train electrically in train with single pipe brake system for rescue operation and for each electrical signal, one cable is allotted inside the jumper cable assembly (fig 2). Fig 3 shows Layout of Braking control in defective train through Healthy train or locomotive.
[053] Case of rescue operation of a defective train with a healthy train is shown in fig 4a and case of rescue operation of a defective train with a locomotive is shown in fig 4b. The rescue operation will follow the following table for operation;
Table-1 EP/EB brake application and release signal
Train line Push/Pull
State Braking with EP Emergency Brake Jumper cable connector Pin No.
Supply Line (+) 110 VDC 110 V DC 110 VDC 1
Supply Line (-) (GND) 0 VDC 0 VDC 0 VDC 2
Rescue Mode Line 110 VDC 110 VDC 110 VDC 3
Powering Line 110 VDC 0V 0V 4
Brake Line 110 VDC 0V -- 5
FSB Line 110 VDC 0V -- 6
EB Line (+) 110 VDC 110 VDC 0V 7
EB Line (-) (GND) 0 VDC 0 VDC No 0 VDC 8
Holding Brake Release 110V 0V 0V 9
[054] Train line required for application and release of EP brake are mentioned below:
• Supply Line (+): DC supply of 110 V DC (-30% to +25%) required to energize the BECU of each car of defective train.
• Supply Line (-): DC supply of 0 V DC required for ground reference to positive supply line.
• Rescue Mode Line: It will be a hardwired signal and required 110 VDC (-30% to +25%) to make the line active. Shunting loco/healthy train shall provide 110V to this line on coupling with train.
• Powering Line: It will be a hardwired signal and required 110 VDC (-30% to +25%) to make the line active. Healthy train/ shunting loco shall provide 110V to this line during push/pull operation of the train. This line (High) is available for BECU to release the holding brake after certain time delay (2 sec approximately) to avoid any rollback after the train started moving forward.
• Braking Line: In case of braking requirement the healthy train/ shunting loco shall de-energize (0V) this line. In un-braked condition this line shall be provided with 110V (-30% to +25%). The brake effort provided by de-energizing this line will be at 70% of maximum service brake effort.
• FSB (Full Service Brake) Line: In case a higher brake effort is required from the train electro-pneumatic system FSB line has to be de-energized (0V) to provide 100% service brake effort. In un-braked condition this line shall be provided with 110V (-30% to +25%).
• Holding Brake Release Line: It will be a hardwired signal and required 110 VDC (-30% to +25%) to make the line active. Healthy train/ shunting loco shall provide 110V to this line during push/pull operation of the train. This line (High) is available for BECU to release the holding brake to avoid any rollback after the train started moving forward. This line shall provide redundancy to the powering line.
• Emergency Brake Line: In case an emergency brake effort is required from the train electro-pneumatic system Emergency brake line has to be de-energized i.e. de-energized EBMV (9), to provide 100% emergency brake effort. This brake works even in case of brake electronics failure. In un-braked condition this line shall be provided with 110V (-30% to +25%) to EB Line (+) & 0V DC to EB Line (-).
[055] Once jumper cable is connected between defective & healthy train, it gives control of EP Brake & EB brake control of defective train from healthy train. Train operator (TO) in healthy train can move TBC (5) to BRAKING/FSB/EB to apply the brake as per requirement and same will be applicable in defective train via jumper cable. When POWERING/MOTORING is provided from healthy train, all brakes in healthy as well as in defective train will be released and both train in coupled condition can move (fig 5).
[056] This method provide control for application and release of electro- pneumatic (EP) and emergency brake (EB) in defective train from healthy train/ locomotive during rescue operation. This method provide means to control the brake electrically, all command automatically communicated to defective train based on the status of healthy train (Braking/Emergency Braking/Full-service brake/Powering) via jumper cable connection.
[057] Numerous modifications and adaptations of the system of the present invention will be apparent to those skilled in the art, and thus it is intended by the appended claims to cover all such modifications and adaptations which fall within the true spirit and scope of this invention. ,CLAIMS:WE CLAIM:
1. A system for brake control in defective metro trains (1) with single pipe brake system in rescue operation comprises-
a) jumper cable (10),
b) the brake electronic control unit (BECU) (3),
c) traction brake controller-TBC (5) wherein brake electronic control unit communicates with train control & management system (TCMS) (6),
d) emergency brake magnetic valve (EBMV) (4) & (9).
2. The system for brake control in defective metro trains (1) with single pipe brake system, as claimed in claim 1, wherein in rolling stock, brake electronic control unit (3) communicates with train control & management system (TCMS) (6) for required brake demands; the brake electronic control unit of defective train to follow the demands (hardwired train-line) from healthy train (2), and provides rescue bit signal, the energized brake electronic control unit (3) will be able to read the signal form train line and perform the task accordingly.
3. The system for brake control in defective metro trains (1) with single pipe brake system, as claimed in claim 1, wherein the brake works even in case of brake electronics (3) & (7) failure. In un-braked condition this line shall be provided with 110V to EBMV so that EB shall be in released condition.
4. The system for brake control in defective metro trains (1) with single pipe brake system, as claimed in claim 1, wherein the brake (4) of defective train is controlled by EB brake loop (8) of healthy train, when EB will apply in healthy train then it leads to apply EB in dead/defective train and when EB in released condition in healthy train then same leads to release the EB in dead/defective train.
5. The invention implements the compatible electrical control circuit in train/shunting locomotive to provide define logics for brake control. It provides brake control to defective train from healthy train or shunting locomotive during rescue operation and provides brake demand automatically to defective train based on action taken by train operator in healthy train or shunting locomotive.