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 IMMOBILIZATION OF TRAINS FOR UNATTENDED TRAIN OPERATION (DRIVERLESS) IN METRO CARS
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 driverless metro train. The present invention in particular relates to a system and method for Immobilization of trains for unattended train operation (driverless) in metro cars.
DESCRIPTION OF THE RELATED ART:
[002] Existing metro trains in India doesn’t have this Train Immobilization function. For metro trains with driverless operation, to ensure the safety of Passengers this Immobilization signal is must to consider along with Signaling system interface and is an attempt to address new requirement.
[003] Reference may be made to the following:
[004] Publication No. KR20160143961 relates to an automatic inching control, and more specifically, to an automatic inching control method when an automatic unmanned train fails in stopping at a right site and a system thereof, wherein the method enables a train to stop at a right sight via automatic inching control when overdriving or under driving (e.g. train slip/slide, over damping, etc.) occurs due to a track environment and a break property if an automatic unmanned train fails in stopping at a right site on a track, and enables a train to stop at a right site by automatically rearranging the train for right site stop via an automatic inching command in a state that a train door and a PSD are not automatically open when an automatic unmanned train fails in stopping at a right site on a track due to overdriving or under driving.
[005] IN Publication No. 201611001237 relates to the same model for driverless trains. We are using 8051 microcontroller which controls the rotation of motor. The speed of the train is controlled by the dc geared motor. This train is designed for five stations named station 1, station 2, station 3, station 4, station 5 etc. The train is programmed for specific path. Every station on the path is defined. It is also the buzzer system. The train is going to leave the station, operates buzzer. Liquid Crystal Display for showing different messages in the train for public. Stoppage time is 4 Sec and time between two stations is 7 sec. These trains are equipped with the CPU which control the train. Every station on the paths is predefined. After stopping at a station, the trains announce the station’s name. The monitoring system of the station and door system operated by embedded "C" language programming, and DC geared motor operated by metro train forward and back and door closed and opened according to stations. The function of "electronics circuit motor driver IC L293D is to amplify the weak signal received by DC motor. The amplification and filtering is done in multiple. We have use power supply +5V/500mA power supply for IC AT89S52, ULN 2003, APR 9600 and 12 volt for DC geared motor.
[006] IN Publication No. 202244030932 relates to control and drive assembly comprises a main control unit including electronic control means, a main motor for driving the or each leaf of the door, an auxiliary control module, as well as an auxiliary motor for driving the or each leaf. The main control unit is capable of transmitting, to the auxiliary control module, a signal called reference signal (S), representative of a proper operation of both the main motor, the main control unit, as well as the electronic control means, this auxiliary control module being capable of actuating the auxiliary motor, when this control module no longer receives said reference signal. The maximum displacement speed, allowed by the auxiliary motor, is significantly lower than that allowed by the main motor.
[007] IN Publication No. 201817046761 relates to systems and methods for determining a control parameter associated with a vehicle. The systems may perform the methods to determine a first reference acceleration at a first time point; determine a second reference acceleration at a second time point, wherein the first time point and the second time point are separated by a predetermined time period; obtain a correction coefficient by using a simulation model, which is configured to simulate operation of the vehicle; and determine a target acceleration at the second time point based on the first reference acceleration, the second reference acceleration, and the correction coefficient.
[008] IN Publication No. 3355/KOLNP/2013 relates to a vehicle management system for automatic vehicles running on a guideway independent of wayside signals or inter-locking devices including intelligent on-board controllers (VOBC1- VOBCn) on each vehicle for controlling operation of the vehicle. The onboard controllers communicate with each other as well as individual wayside devices and a data storage system to identify available assets needed to move along the guide way and to reserve these assets for their associated vehicle.
[009] Publication No. CN1331701 relates to an automatic train stop system in which a track circuit is divided into track circuit sections (1T; 2T; and 3T), and a digitized train control information telegram (ATS telegram) is transmitted through the track circuit sections on carriers having different frequencies, a carrier sensor mounted on a train receives a carrier in the track circuit and detects a track circuit boundary by detecting a level change of the carrier, whereby an onboard system grasps the position thereof and controls the train based on the information of the ATS telegram.
[010] Publication No. JP4948616 relates to false recognition of an ATS signal transmitted to a track circuit with a train being on-rail and an ATS signal transmitted to the other track circuits, while controlling the speed of the train and detecting the train with a simplified ground apparatus by using the ATS signal transmitted to each track circuit for train detection. Transmitters 5a-5e of the ground apparatus 2 allows ATS signals transmitted to the non-insulating track circuits 1T-5T to include a track ID and a front track ID. An on-vehicle apparatus 3 controls the speed of a train 1 by selecting the ATS signal with the track ID corresponding to the front track ID included in the ATS signal selected when the train 1 enters into the track circuit 3T, when the ATS signal transmitted to the track circuits 3T-5T is received, and when the train 1 enters into and travels on the track circuit 2T.
[011] Publication No. JP5683203 relates to accurately detect a travel position of a train by stably detecting a track circuit boundary on a vehicle. When a signal receiving level of an ATC signal received by an on-board device becomes lower than a threshold, the location A at that moment is determined as a tentative track circuit boundary. Thereafter, when the signal receiving level of the ATC signal becomes higher than the threshold, a carrier frequency or the like being the content of the ATC signal is confirmed. When the contents of the ATC signal before and after when the signal receiving level decreases and then increases are the same, the determined tentative track circuit boundary is discarded. When the contents of the ATC signal before and after when the signal receiving level decreases and then increases are different from each other, the determined tentative track circuit boundary is determined as the true track circuit boundary. Accordingly, even when the signal receiving level of the ATC signal that is received under the interference of an object existing in the vicinity of a railroad and hindering electromagnetic induction action decreases, the location where the signal receiving level decreases is prevented from incorrectly recognized as the track circuit boundary.
[012] Publication No. DE102012217426 relates to method involves detecting the supply points by the sensors of the track electric circuits. The detected supply points are used for the calibration of odometrischer systems. The rail vehicle is inductively provided with two rails coupled to an antenna for the detection of track electric circuit transmitters. The antenna is connected to the filter unit for the separation of the antenna signal into track-electric circuit-periodical signals, and for the stimulation of level with a track Atlas. An independent claim is included for device for obtaining on-vehicle position data for rail vehicle.
[013] Publication No. DE10146465 relates to the sensor carrier is implemented to move in the direction of the track of the vehicle. The vehicle is e.g. a road vehicle, train or tram, and the term track indicates its path or a physical track, as appropriate
[014] In existing metro trains, there is no Immobilization request demand to Rolling stock and no Train immobilized feedback to Signaling and the entire responsibility will be under Signaling & Train Operator.
[015] If the train is docked at platform and the train is not mobilized properly at station, then there may be the chances of accident during passenger exchange and will create a panic to passengers wherever Platform Screen Door (PSD) is not available.
[016] In order to overcome above listed prior art, the present invention aims to provide a system and method for Immobilization of trains for Unattended Train Operation (driverless) in metro cars. The present invention provides an improved safety layer enforced with in rolling stock alongside signaling safety layers, to have proper co-ordination/ synchronization between rolling stock and signaling to ensure the utmost safety of passenger exchange at platform. The proposed invention ensures that the train is docked/ stationary at Platform which can be achieved by brake applied signal i.e., zero velocity input will be provided by rolling stock to signaling to indicate the status of traction inhibition and holding brake application after signaling requested for zero velocity request in order to ensure safe immobilization of train at station platforms for passenger exchange.
OBJECTS OF THE INVENTION:
[017] The principal object of the present invention is to provide a system and method for Immobilization of trains for Unattended Train Operation (driverless) in Metro cars.
[018] Another object of the present invention is to provide enforcement of controlled mobilization between Rolling stock & Signaling in driverless Metro trains.
SUMMARY OF THE INVENTION:
[019] The present invention relates to a system and method for immobilization of trains for unattended train operation (driverless) in metro cars. This invention relates to ensure that the train never moves in station during passenger exchange when the train is correctly docked at platform. To ensure this, traction cut-off and holding brakes applied signal will be ensured in a train level and the feedback will go to carborne controller (CC) that the train is immobilized safely and in turn, CC enables the door opening sequence for passenger exchange. The system comprises relays, cable through jumpers and carborne controller (CC) which is the signaling system available in train/ vehicle.
BREIF DESCRIPTION OF THE INVENTION
[020] 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.
[021] Figure 1 shows system for immobilization of trains for unattended train operation (driverless) in metro cars;
[022] Figure 2 shows flowchart according to the present invention.
DETAILED DESCRIPTION OF THE INVENTION:
[023] The present invention provides a system and method for immobilization of trains for unattended train operation (driverless) in metro cars. This invention relates to ensure that the train never moves in station during passenger exchange when the train is correctly docked at platform. To ensure this, traction cut-off and holding brakes applied signal will be ensured in a train level and the feedback will go to carborne controller (CC) that the train is immobilized safely and in turn, carborne controller (CC) enables the door opening sequence for passenger exchange. The system comprises relays, cable through jumpers and carborne controller (CC) which is the signaling system available in train/ vehicle (fig 1).
[024] In metro trains during ATO (automatic train operation) or UTO (unattended train operation) mode of operation - Once the train has come to a platform station & stopped completely, doors are opened automatically at the correct station side through input form Signaling. In other degraded modes like ATP, signaling authorizes the door opening and the train operator manually opens the door.
[025] Once the train has come to station, CC will request for train immobilization request demand to rolling stock. Based on the demand request & to ensure that the train is stopped completely - traction cut-off & holding brakes applied feedback is taken from the train level from the rolling stock by interfacing with converter / inverter & brake system and both the feedback signals will be interfaced using relay logic & this feedback is provided to Signaling system i.e., Train is immobilized. Based on this Immobilization feedback, signaling system will enable the door opening sequence for passenger exchange.
[026] 110VDC supply is given to the system. When train is docked at platform, carborne controller (CC) sends (ZVRD) train immobilisation request signal to propulsion system to cut off Traction (TCR) and Brake system to apply Holding Brake (HBR). Based on the ZVRD feedback, Propulsion system cut-off the traction (TCR) relay de-energized & brake system applies holding brake (HBR) relays energized. The signals - traction cut & holding brake applied feedback has taken from all motor cars at train level and the feedback is given as input to carborne controller (CC) to indicate that the train is safely immobilized (ZVBA). Upon receipt of ZVBA signal, carborne controller (CC) enables the door open command for smooth passenger exchange.
[027] The train immobilization feedback to signaling is provided by considering the traction cut-off feedback & holding brake applied feedback from all motor cars and the same achieved at train level for smooth execution of passenger exchange to avoid accidents / panic to passengers. (fig 2)
[028] 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 and method for immobilization of trains for unattended train operation (driverless) in metro cars comprises-
a) Control unit;
b) traction cut-off and holding brakes;
c) relays, cable through jumpers and carborne controller (CC) which is the signaling system available in train/ vehicle;
d) Power supply is given to the system.
2. The system and method for immobilization of trains for unattended train operation (driverless) in metro cars, as claimed in claim 1, wherein the traction cut-off and holding brakes applied signal are ensured in a train level and the feedback goes to carborne controller (CC) that the train is immobilized safely and in turn, carborne controller (CC) enables the door opening sequence for passenger exchange.
3. The system and method for immobilization of trains for unattended train operation (driverless) in metro cars, as claimed in claim 1, wherein once the train has come to station, CC requests for train immobilization request demand to rolling stock. Based on the demand request & to ensure that the train is stopped completely traction cut-off & holding brakes applied feedback is taken from the train level from the rolling stock by interfacing with converter / inverter & brake system and both the feedback signals are interfaced using relay logic & this feedback is provided to signaling system and based on this immobilization feedback, signaling system enables the door opening sequence for passenger exchange.