Claims:1. An electronic air brake control system (100) for locomotives, the system (100) comprising:
a set of brakes associated with any or a combination of one or more locomotives and corresponding coaches, the set of brakes operatively coupled to a brake cylinder (BC) and a main reservoir (MR) via a set of pipes;
a driver brake controller (DBC) (102) comprising a set of brake handles, in communication with one or more units of the system (100) through a gateway (104-B); and
wherein the one or more units comprise a brake Intelligent Integrated Relay Valve (I2RV) unit (116), an isolation valve unit (118), an I2RV control unit (110), an I2RV multi unit (108), and an EM-ISO unit (114); and
wherein based on a position of the set of brake handles set by a loco pilot of the one or more locomotives, and health of the one or more units, the gateway (104-B) is configured to enable switching between the one or more units and transmit a set of control signals to at least one of the one or more units to control and operate braking of the one or more locomotives and the corresponding coaches in one or more modes.
2. The system (100) as claimed in claim 1, wherein when the brake I2RV unit (116) fails during a lead mode of operation, an electronic module of the I2RV control unit (110) generates the signal pressure, which is fed to the brake I2RV unit (116) through an auxiliary module (122), and a pneumatic module of the brake I2RV unit (116) correspondingly controls brake pipe pressure, and wherein an electronic module of the I2RV multi unit (108) generates the BC signal pressure based on the brake pipe pressure, which is fed to a pneumatic module of the I2RV multi unit (108) for controlling the BC pressure via a double check valve (120).
3. The system (100) as claimed in claim 1, wherein when the I2RV control unit (110) fails during any of a lead mode, trail mode, and helper mode, the gateway (104-B) replaces the I2RV control unit (110) with I2RV multi unit (108), and the I2RV multi unit (108) controls the operation of the set of brakes, wherein an electronic module of the I2RV multi unit (108) generates the BC signal pressure based on brake pipe pressure, which is fed to a pneumatic module of the I2RV multi unit (108) for controlling the BC via a double check valve (120).
4. The system (100) as claimed in claim 1, wherein when the I2RV multi unit (108) fails, the output of the I2RV control unit (110) is fed as signal pressure to the I2RV multi unit (108), and a pneumatic module of the I2RV multi unit (108) correspondingly generates and supplies required pressure in a brake cylinder equalizing pipe (BCEQ).
5. The system (100) as claimed in claim 1, wherein the system (100) comprises a first power supply configured to electrically couple the I2RV control unit (110) and the EM-ISO unit (114) to the gateway (104-B), and a second power supply configured to electrically couple the brake I2RV valve unit and the I2RV multi unit (108) to the gateway (104-B).
6. The system (100) as claimed in claim 5, wherein when the first power supply fails during auto brake operation, the gateway (104-B) replaces the I2RV control unit (110) with a distributor valve (DV) (112), wherein the DV (112) senses brake pipe pressure variations and accordingly controls the BC signal pressure to a pneumatic module of the I2RV control unit (110) through an auxiliary module (122), and wherein based on the received signal pressure, the pneumatic module of the I2RV control unit (110) correspondingly controls the BC pressure.
7. The system (100) as claimed in claim 5, wherein when the first power supply fails during independent brake operation, the gateway (104-B) replaces the I2RV control unit (110) with the I2RV multi unit (108), wherein the I2RV module controls charging and venting of BCEQ, and also controls the BC signal pressure based on brake pipe pressure for controlling the BC pressure via a double check valve (120), and wherein the brake I2RV valve unit and the isolation valve unit (118) continue to perform generation or dropping the brake pipe pressure.
8. The system (100) as claimed in claim 5, wherein when the second power supply fails in lead mode, an electronic module of the I2RV control unit (110) controls the generation of brake pipe signal pressure, which is fed to the Brake I2RV unit (116) through an auxiliary module (122), wherein based on the received signal pressure, a pneumatic module of the brake I2RV valve unit correspondingly controls the BP pressure.
9. The system (100) as claimed in claim 5, wherein when the second power supply fails during auto braking operation, the gateway (104-B) replaces the I2RV control unit (110) with a distributor valve (DV) (112), wherein the DV (112) senses brake pipe pressure variations and accordingly controls the BC signal pressure to a pneumatic module of the I2RV control unit (110) through an auxiliary module (122), and wherein based on the received signal pressure, the pneumatic module of the I2RV control unit (110) correspondingly controls the BC pressure.
10. The system (100) as claimed in claim 1, wherein an electronic module associated with the corresponding one or more units comprises one or more EP valves for charging, holding, and venting pressure between the one or more units, and one or more transducers to monitor the associated pressure; and
a pneumatic module associated with the corresponding one or more units comprises any or a combination of a relay valve, double check valve (120), and 3/2 valve to achieve a predefined output pressure and to reroute the signal pressures.
11. The system (100) as claimed in claim 1, wherein the set of pipes comprises:
brake pipes adapted to fluidically couple all the one or more locomotives and the corresponding coaches to each other, and configured to control each of the set of brakes;
brake cylinder equalizing pipes (BCEQ) adapted to fluidically couple all the one or more locomotives, and configured to independently control each of the set of brakes; and
main reservoir equalizing pipes (MREQ) adapted to fluidically couple all the one or more locomotives to the MR via hoses and configured to control the feeding of pressure between lead locomotives and trail locomotives among the one or locomotives.
12. The system (100) as claimed in claim 11, wherein the set of brake handles comprises:
an automatic brake handle to control and modulate pressure in the set of pipes, and correspondingly control braking of all the one or more locomotives and the corresponding coaches; and
a set of independent brake handles to independently control braking of the one or more locomotives.
13. The system (100) as claimed in claim 12, wherein for service brake during normal auto brake operation, driven by the automatic brake handle, the Brake I2RV unit (116) and the isolation valve unit generate or drop the pressure in the brake pipes to actuate and de-actuate the corresponding brakes respectively, and the I2RV control unit (110) monitors status of the brake pipes and correspondingly controls and adjusts pressure in the BC to a predefined value.
14. The system (100) as claimed in claim 12, wherein for bail-off during normal auto brake operation, driven by the independent brake handle, the gateway (104-B) transmits a set of bail-off signals to the I2RV control unit (110), which correspondingly reduces the pressure in the applied set of brakes to zero in locomotive, without changing the pressure in the brake pipes.
15. The system (100) as claimed in claim 12, wherein for an emergency braking during auto brake operation, the EM-ISO unit (114) is configured to actuate and de-actuate emergency valves associated with emergency brakes to vent pressure of the brake pipes at a predefined rate, and wherein the EM-ISO unit (114) cuts charging of the brake pipe during the emergency braking.
16. The system (100) as claimed in claim 12, wherein for independent braking during normal condition, driven the set of independent brake handles, the gateway (104-B) enables the I2RV control unit (110) to convert the MR pressure directly into the BC pressure, and wherein the I2RV multi unit (108) converts the MR pressure into the BCEQ pressure, which is fed to the trail locomotives.

, Description:TECHNICAL FIELD
[0001] The present disclosure relates to the field of the locomotive braking system. More particularly, the present disclosure relates to an efficient and reliable network-based, electro-pneumatic brake control system for UIC type compliant mainline, freight and passenger locomotives, which can handle failures in electronic modules through actuation or a shift in working of other modules to ensure effective braking in several failure situations.

BACKGROUND
[0002] Railway transport is one of the leading areas that play an important role in accomplishing shortage eradication and sustainable developments. However, many railway transportation problems are due to brake system failure. Deceleration of a railway vehicle (train) is a very complex process and of great importance for rail traffic safety. The vast majority of the world's trains are equipped with braking systems which generally use compressed air as the force to push blocks onto wheels or pads onto discs. These systems are known as air brakes or pneumatic brakes, which are configured with the locomotives and/or the coaches or wagons of the train. The compressed air is transmitted along the train through a brake pipe. Changing the level of air pressure in the pipe causes a change in the state of the brake on each vehicle. It can apply the brake, release it or hold it on after a partial application. However, the response time of this air braking system is more and the air release does not have regularity, making them unreliable and inefficient in ensuring effective braking.
[0003] Electronically controlled electro-pneumatic brake systems are now implemented in trains to overcome the deficiencies associated with air or pneumatic braking systems, which are configured with electronic modules and pneumatic modules, where the electronic modules enable communication between driver brake controller and the corresponding pneumatic modules, and the pneumatic modules enable application or release of the brakes.
[0004] In electro-pneumatic braking, the pressurized air brake is controlled by an electric brake and drain solenoid valves. When the brake is applied, the loco pilot presses a button or uses a brake handle, till the reader shows the amount of brake cylinder pressure that the loco pilot wants. When the button is released or the brake handle is stopped at a required position, the brake controller then sends the signal to electronic modules of the locomotive and/or the coaches, which then enables the pneumatic modules to supply compressed air to travel from the reservoir to the braking cylinders until the desired cylinder pressure is reached. This changes the level of air pressure in the brake pipe causing a change in the state of the brake on each locomotive or coach.
[0005] The existing electro-pneumatic brake systems are capable of overcoming the drawbacks associated with conventional air brake systems, however, failure of any of the electronic modules in the existing electro-pneumatic brake systems may lead to failure of the pneumatic modules and the brake cylinders to work on time as required, leading to ineffective braking, and brake failure in the worst case, leading to a fatal accident. Further, the electro-pneumatic brake control system is not compatible with all UIC type compliant mainline, freight and passenger locomotives.
[0006] Therefore, there is a need in the art to overcome the above-mentioned drawbacks, shortcomings, and limitations associated with existing brake systems, and provide an efficient and reliable network-based, electro-pneumatic brake control system for UIC type compliant mainline, freight and passenger locomotives, which can handle failures in electronic modules to ensure effective braking in several failure situations.

OBJECTS OF THE PRESENT DISCLOSURE
[0007] Some of the objects of the present disclosure, which at least one embodiment herein satisfies are as listed herein below.
[0008] It is an object of the present disclosure to ensure effective braking in locomotives and corresponding coaches in failure situations of the components of the associated electro-pneumatic brake system.
[0009] It is an object of the present disclosure to provide an efficient and reliable electro-pneumatic brake control system for UIC type compliant mainline, freight and passenger locomotives.
[00010] It is an object of the present disclosure to provide an electro-pneumatic brake control system for UIC type compliant vehicles, which allows efficient operation of the vehicles in lead mode, trail mode, helper mode, and test mode.
[00011] It is an object of the present disclosure to provide an electro-pneumatic brake control system that has the unique ability to identify, reconfigure, and back-up key components in the event of failure.
[00012] It is an object of the present disclosure to efficiently switch between and operate electronic modules of the electro-pneumatic brake control system to ensure effective braking in case of failure of some of the electronic modules.
[00013] It is an object of the present disclosure to provide an efficient and reliable network-based, electro-pneumatic brake control system for UIC type compliant mainline, freight and passenger locomotives, which can handle failures in electronic modules through actuation or a shift in working of other modules to ensure effective braking in several failure situations.

SUMMARY
[00014] The present disclosure relates to the field of the locomotive braking system. More particularly, the present disclosure relates to an efficient and reliable network-based, electronic air (electro-pneumatic) brake control system for UIC type compliant mainline, freight and passenger locomotives, which can handle failures in electronic modules through actuation or a shift in working of other modules to ensure effective braking in several failure situations.
[00015] According to an aspect of the present disclosure, the electronic air (electro-pneumatic) brake control system for locomotives may comprise a set of brakes associated with any or a combination of one or more locomotives and corresponding coaches. The set of brakes may be operatively coupled to a brake cylinder (BC) and a main reservoir (MR) via a set of pipes. A driver brake controller (DBC) comprising a set of brake handles may be in communication with one or more units of the system through a gateway. The one or more units may comprise a brake Intelligent Integrated Relay Valve (I2RV) valve unit, an isolation valve unit, an I2RV control unit, an I2RV multi unit, and an EM-ISO unit. Based on a position of the set of brake handles set by a loco pilot of the one or more locomotives, and the health of the one or more units, the gateway may be configured to enable switching between the one or more units and transmit a set of control signals to at least one of the one or more units to control and operate braking of the one or more locomotives and the corresponding coaches in one or more modes.
[00016] In an aspect, when the brake I2RV valve unit fails during a lead mode of operation, an electronic module of the I2RV control unit may generate the signal pressure, which may be fed to the brake I2RV valve unit through an auxiliary module, and a pneumatic module of the brake I2RV valve unit may correspondingly control brake pipe pressure. Further, an electronic module of the I2RV multi unit may generate the BC signal pressure based on the brake pipe pressure, which may be fed to a pneumatic module of the I2RV multi unit for controlling the BC pressure via a double check valve.
[00017] In an aspect, when the I2RV control unit fails during any of a lead mode, trail mode, and helper mode, the gateway may replace the I2RV control unit with I2RV multi unit, and the I2RV multi unit may control the operation of the set of brakes. An electronic module of the I2RV multi unit may generate the BC signal pressure based on brake pipe pressure, which is fed to a pneumatic module of the I2RV multi unit for controlling the BC via a double check valve.
[00018] In an aspect, when the I2RV multi unit fails, the output of the I2RV control unit may be fed as signal pressure to the I2RV multi unit, and a pneumatic module of the I2RV multi unit may correspondingly generate and supply required pressure in a brake cylinder equalizing pipe (BCEQ).
[00019] In an aspect, the system may comprise a first power supply configured to electrically couple the I2RV control unit and the EM-ISO unit to the gateway, and a second power supply may be configured to electrically couple the brake I2RV valve unit and the I2RV multi unit to the gateway.
[00020] In an aspect, when the first power supply fails during auto brake operation, the gateway may replace the I2RV control unit with a distributor valve (DV). The DV may sense brake pipe pressure variations and may accordingly control the BC signal pressure to a pneumatic module of the I2RV control unit through an auxiliary module. Further, based on the received signal pressure, the pneumatic module of the I2RV control unit may correspondingly control the BC pressure.
[00021] In an aspect, when the first power supply fails during independent brake operation, the gateway may replace the I2RV control unit with the I2RV multi unit. The I2RV module may control the charging and venting of BCEQ, and may also control the BC signal pressure based on brake pipe pressure for controlling the BC pressure via a double check valve. Further, the brake I2RV valve unit and the isolation valve unit may continue to perform generation or drop the brake pipe pressure.
[00022] In an aspect, when the second power supply fails during independent brake operation, an electronic module of the I2RV control unit may control the generation of brake pipe signal pressure, which may be fed to the brake I2RV unit through an auxiliary module. Further, based on the received signal pressure, a pneumatic module of the brake I2RV valve unit may correspondingly control the BC pressure.
[00023] In an aspect, when the second power supply fails during auto braking operation, the gateway may replace the I2RV control unit with a distributor valve (DV). The DV may sense brake pipe pressure variations and may accordingly control the BC signal pressure to a pneumatic module of the I2RV control unit through an auxiliary module. Further, based on the received signal pressure, the pneumatic module of the I2RV control unit may correspondingly control the BC pressure.
[00024] In an aspect, an electronic module associated with the corresponding one or more units may comprise one or more EP valves for charging, holding, and venting pressure between the one or more units, and one or more transducers to monitor the associated pressure. Further, the pneumatic module associated with the corresponding one or more units may comprise any or a combination of a relay valve, double check valve, and 3/2 valve to achieve a predefined output pressure and to reroute the signal pressures.
[00025] In an aspect, the set of pipes may comprise brake pipes adapted to fluidically couple all the one or more locomotives and the corresponding coaches to each other, and configured to control each of the set of brakes, brake cylinder equalizing pipes (BCEQ) adapted to fluidically couple all the one or more locomotives, and configured to independently control each of the set of brakes, and the main reservoir equalizing pipes (MREQ) adapted to fluidically couple all the one or more locomotives to the MR via hoses and configured to control the feeding of pressure between lead locomotives and trail locomotives among the one or locomotives.
[00026] In an aspect, the set of brake handles may comprise an automatic brake handle to control and modulate pressure in the set of pipes and correspondingly control braking of all the one or more locomotives and the corresponding coaches, and a set of independent brake handles to independently control braking of the one or more locomotives.
[00027] In an aspect, for service brake during normal auto brake operation, driven by the automatic brake handle, the brake I2RV unit and the isolation valve unit may generate or drop the pressure in the brake pipes to actuate and de-actuate the corresponding brakes respectively, and the I2RV control unit may monitor the status of the brake pipes and may correspondingly control and adjust the pressure in the BC to a predefined value.
[00028] In an aspect, for bail-off during normal auto brake operation, driven by the independent brake handle, the gateway may transmit a set of bail-off signals to the I2RV control unit, which may correspondingly reduce the pressure in the applied set of brakes to zero in locomotive, without changing the pressure in the brake pipes.
[00029] In an aspect, for emergency braking during auto brake operation, the EM-ISO unit may be configured to actuate and de-actuate emergency valves associated with emergency brakes to vent pressure of the brake pipes at a predefined rate. Further, the EM-ISO unit may cut charging of the brake pipe during the emergency braking.
[00030] In an aspect, for independent braking during the normal condition, driven by independent brake handle, the gateway may enable the I2RV control unit to convert the MR pressure directly into the BC pressure. The I2RV multi unit may convert the MR pressure into the BCEQ pressure, which is fed to the trail locomotives.
[00031] Various objects, features, aspects and advantages of the present disclosure will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like features.
[00032] Within the scope of this application it is expressly envisaged that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible.

BRIEF DESCRIPTION OF DRAWINGS
[00033] 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.
[00034] FIG. 1 illustrates an exemplary block diagram of the proposed electronic air brake control system, in accordance with an embodiment of the present disclosure.

DETAILED DESCRIPTION
[00035] 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.
[00036] Embodiments of the present disclosure relate to an efficient and reliable network-based, electro-pneumatic brake control system for UIC type compliant mainline, freight and passenger locomotives, which can handle failures in electronic modules through actuation or a shift in working of other modules to ensure effective braking in several failure situations.
[00037] According to an aspect, the present disclosure elaborates upon an electronic air brake (electro-pneumatic) brake control system for locomotives. The system can include a set of brakes associated with any or a combination of one or more locomotives and corresponding coaches, the set of brakes operatively coupled to a brake cylinder (BC), and a main reservoir (MR) via a set of pipes. Further, the system can include a driver brake controller (DBC) including a set of brake handles, in communication with one or more units (collectively referred to as units, herein) of the system through a gateway. One or more units can include but are not limited to a brake I2RV valve unit, an isolation valve unit, an I2RV control unit, an I2RV multi unit, and an EM-ISO unit.
[00038] In an embodiment, the set of brake handles can include an automatic brake handle to control and modulate pressure in the set of pipes, and correspondingly control braking of all the one or more locomotives and the corresponding coaches, and a set of independent brake handles to independently control braking of the one or more locomotives. In another embodiment, the DBC can include a set of buttons, instead of or in addition to the brake handles. The buttons can also allow the loco pilot to control and modulate pressure in the set of pipes, for automatic brake operation as well as independent brake operations.
[00039] In an implementation, the DBC can help operate the locomotives and corresponding coaches in any of a lead mode, helper mode, trail mode, and test mode. In lead mode, the locomotive can be utilized to haul the coaches/wagons alone or a leader consisting of multiple locomotives. Helper mode can be used when multiple locomotives are employed, where the engine of a trail locomotive is used to haul a long train on a gradient. In the trail mode, multiple locomotives can involve, where the locomotive can be used in a configuration like wagons/coaches. Further, the test mode can be used to test the brake pipe tightness by isolating the brake pipe from the brake pipe relay and carrying out a self-test to check the health of the system.
[00040] In an embodiment, the set of pipes can include brake pipes adapted to fluidically couple all the one or more locomotives and the corresponding coaches to each other to control each brake. To apply the brake, the pressure in the brake pipes can be decreased. The pipes can further include a brake cylinder equalizing pipes (BCEQ) adapted to fluidically couple all the one or more locomotives to independently control each of the set of brakes, and the main reservoir equalizing pipes (MREQ) adapted to fluidically couple all the one or more locomotives to the MR via hoses and configured to control the feeding of pressure between lead locomotives and trail locomotives among the one or locomotives.
[00041] In an embodiment, the system can implement CAN communications protocol, but not limited to the like, for establishing communication between one or more units and the DBC and gateway. The gateway can provide the electric and logic interface with the locomotive, and can also help manage internal communications and functionalities in the system. The system can include two power supplies, where a first power supply can connect the I2RV control unit and EM-ISO unit to the gateway, and a second power supply can connect the brake I2RV unit and I2RV multi unit to the gateway.
[00042] In an embodiment, one or more units can include an electronic module including electro-pneumatic (EP) valves and transducers. EP valves can be used for charging, holding & venting signal pressure and to reroute signal pressure from one unit to another. Transducers can be used to monitor the pressure, to check whether the target pressure is achieved, and thus form a closed-loop control. The pneumatic modules can include relay valves, double check valves, 3/2 valves, but not limited to the likes. to achieve the required output pressure and to reroute the signal pressures
[00043] Referring to FIG. 1, the proposed electronic air (electro-pneumatic) brake control system 100 for locomotives can include a set of brakes associated with any or a combination of one or more locomotives and corresponding coaches. The set of brakes can be operatively coupled to a brake cylinder (BC) and a main reservoir (MR) via a set of pipes. A driver brake controller (DBC 102) including a set of brake handles can be in communication with one or more units of the system 100 through a gateway 104-B that can be connected to an interface box 104-A of the locomotive, and accessible to the loco pilot. One or more units can include a brake Intelligent Integrated Relay Valve (I2RV) valve unit 116, an isolation valve unit 118, an I2RV control unit 110, an I2RV multi unit 108, and an EM-ISO unit 114. Based on the position of the set of brake handles set by a loco pilot of the one or more locomotives, and the health of the one or more units, the gateway 104-B can be configured to enable switching between the one or more units and transmit a set of control signals to at least one of the one or more units to control and operate braking of the one or more locomotives and the corresponding coaches in one or more modes.
[00044] In an embodiment, the system 100 can include a first power supply 104-1 configured to electrically couple the I2RV control unit 110 and the EM-ISO unit 114 to the gateway 104-B, and a second power supply 104-2 configured to electrically couple the brake I2RV unit 116 and the I2RV multi unit 108 to the gateway 104-B.
[00045] In an embodiment, the set of pipes can include brake pipes adapted to fluidically couple all the locomotives and the corresponding coaches to each other, to control each brake. Further, a brake cylinder equalizing pipes (BCEQ) can be adapted to fluidically couple all the locomotives to independently control each brake. Furthermore, the main reservoir equalizing pipes (MREQ) can be adapted to fluidically couple all the locomotives to the MR via hoses to control the feeding of pressure between lead locomotives and trail locomotives among the one or locomotives.
[00046] In an embodiment, the set of brake handles of the DBC 102 can include an automatic brake handle to control and modulate pressure in the set of pipes and correspondingly control braking of all the one or more locomotives and the corresponding coaches, and a set of independent brake handles to independently control braking of the locomotives.
[00047] In an embodiment, upon generation of automatic brake request when the loco pilot moves the automatic brake handle to service zone position in a lead mode, the DBC 102 can transmit CAN signal to with the gateway 104-B, which accordingly passes control signals onto the units. The brake I2RV unit 116 and the isolation valve unit 118 can accordingly generate or drop the pressure in the brake pipes to actuate and de-actuate the corresponding brakes respectively, and the I2RV control unit 110 can monitor the status of the brake pipes and can correspondingly control and adjust the pressure in the BC to a predefined value.
[00048] In an embodiment, upon generation of bail-off command during automatic brake operation when the loco pilot moves the independent brake handle to bail-off position, the DBC 102 can transit CAN signals to the gateway 104-B, which correspondingly transmits a set of bail-off signals to the I2RV control unit 110. The I2RV control unit 110 can then reduce the pressure in the applied set of brakes to zero, without changing the pressure in the brake pipes. The bail-off command can be used to release the locomotive brakes (by venting BC pressure) applied through automatic brakes, without changing the brake pipe pressure level. In order to develop pressure in BC again, the automatic brake handle of DBC 102 is moved for further brake application, however, it is not possible to bail off the BC pressure in an emergency condition.
[00049] In an embodiment, for an emergency braking during auto brake operation, the EM-ISO unit 114 can be configured to actuate and de-actuate emergency valves associated with emergency brakes to vent pressure of the brake pipes at an emergency rate, so that charging of the brake pipe can be cut/stopped.
[00050] In an embodiment, for independent braking during the normal condition, the loco pilot can move the set of independent brake handles accordingly. Based on the position of the independent brake handle, the DBC 102 can transmit CAN signal to gateway 104-B, which enables the I2RV control unit 110 to convert the MR pressure directly into the BC pressure. Further, the I2RV multi unit 108 can convert the MR pressure into the BCEQ pressure, which can be fed to the trail locomotives.
[00051] In an embodiment, in case of failure of electronics module 116-1 in brake I2RV unit 116 during lead mode of operation, the brake pipe functionality can be taken care of by I2RV control unit 110, and BC pressure functionality can be taken care of by I2RV multi unit 108. During this condition, electronics module 110-1 in the I2RV control unit 110 can take charge of brake pipe signal pressure generation. The brake pipe signal pressure can be generated in the I2RV control unit 110, which can be fed to brake I2RV unit 116 through an auxiliary module 122 including a pneumatic module 122-1. Upon receiving the signal pressure from the electronic module 110-1 of the I2RV control unit 110, the pneumatic module 116-2 in brake I2RV unit 116 can generate/deplete the brake pipe pressure accordingly. Further, during this condition, an electronic module 108-1 of the I2RV multi unit 108 can generate the BC signal pressure based on the brake pipe pressure, which can be fed to a pneumatic module 108-2 of the I2RV multi unit 108 for controlling the BC pressure via a double check valve 120. Here, brake pipe pressure measurement can be carried out using transducers in electronic module 110-1 of I2RV control unit 110 and EM-ISO unit 114.
[00052] In an embodiment, in case of failure of the I2RV control unit 110 during the lead mode of operation, the function of I2RV CTRL can be taken over by I2RV multi unit 108, and an electronic module 108-1 of the I2RV multi unit 108 can generate/deplete BC signal pressure according to brake pipe pressure and supplies the signal pressure to the pneumatic module 108-2 of I2RV multi unit 108. During this condition, the gateway 104-B can replace the I2RV control unit 110 with I2RV multi unit 108, and the I2RV multi unit 108 can control the operation of the set of brakes. Further, an electronic module 108-1 of the I2RV multi unit 108 can generate the BC signal pressure based on brake pipe pressure, which can be fed to a pneumatic module 108-2 of the I2RV multi unit 108 for controlling the BC via a double check valve 120. Here also, the brake pipe pressure measurement can be carried out using transducers in the electronic modules 110-1, 114-1 of I2RV control unit 110 and EM-ISO unit 114.
[00053] In an embodiment, in case of failure of the I2RV multi unit 108 during the lead mode, the output of the I2RV control unit 110 can be fed as signal pressure to the I2RV multi unit 108, and a pneumatic module 108-2 of the I2RV multi unit 108 can correspondingly generate and supply required output pressure in the BCEQ line.
[00054] In an embodiment, when the first power supply 104-1 fails during auto brake operation in lead mode, the gateway 104-B can replace the I2RV control unit 110 with the DV 112, where the DV 112 can sense brake pipe pressure variations and can accordingly control the BC signal pressure to a pneumatic module 110-2 of the I2RV control unit 110 through an auxiliary module 122. Further, based on the received signal pressure, the pneumatic module 110-2 of the I2RV control unit 110 can correspondingly control the BC pressure. In another embodiment, when the first power supply 104-1 fails during independent brake operation in lead mode, the gateway 104-B can replace the I2RV control unit 110 with the I2RV multi unit 108, where the I2RV module can control charging and venting of BCEQ, and can also control the BC signal pressure based on brake pipe pressure for controlling the BC pressure via a double check valve 120. Further, the brake I2RV valve unit and the isolation valve unit 118 can continue to perform generation or drop the brake pipe pressure as the normal running condition.
[00055] In an embodiment, when the second power supply 104-2 fails in lead mode, an electronic module 110-1 of the I2RV control unit 110 can control the generation of brake pipe signal pressure, which can be fed to the brake I2RV unit 116 through an auxiliary module 122. Further, based on the received signal pressure, a pneumatic module 116-2 of the brake I2RV unit 116 can correspondingly control the BP pressure. In another embodiment, when the second power supply 104-2 fails during auto braking operation, the gateway 104-B can replace the I2RV control unit 110 with the DV 112, where the DV 112 can sense brake pipe pressure variations and can accordingly control the BC signal pressure to a pneumatic module 110-2 of the I2RV control unit 110 through an auxiliary module 122. Further, based on the received signal pressure, the pneumatic module 110-2 of the I2RV control unit 110 can correspondingly control the BC pressure.
[00056] In an embodiment, during the normal working condition of the locomotive in trail mode, only the I2RV control unit 110 can be kept active, and all other units can be kept in idle condition. The electronics module 110-1 in the I2RV control unit 110 can sense charging/depletion in brake pipe pressure and can accordingly vents/charges BC pressure in the trail locomotive. As the generation/depletion of brake pipe pressure is taken care of by brake I2RV unit 116 of lead locomotive, hence, brake I2RV in the trail locomotive can remain in idle condition.
[00057] In an embodiment, in case of failure of the I2RV control unit 110 during trail mode, the gateway 104-B can replace the I2RV control unit 110 with I2RV multi unit 108, and the I2RV multi unit 108 can control the operation of the set of brakes. During this condition, an electronic module 108-1 of the I2RV multi unit 108 can generate the BC signal pressure based on brake pipe pressure, which can be fed to a pneumatic module 108-2 of the I2RV multi unit 108 for controlling the BC via a double check valve 120.
[00058] In an embodiment, in case of failure of first power supply 104-1 during trail mode, the gateway 104-B can replace the I2RV control unit 110 with I2RV multi unit 108, and the I2RV multi unit 108 can control the operation of the set of brakes. During this condition, an electronic module 108-1 of the I2RV multi unit 108 can generate the BC signal pressure based on brake pipe pressure, which can be fed to a pneumatic module 108-2 of the I2RV multi unit 108 for controlling the BC via a double check valve 120.
[00059] In an embodiment, during the normal working condition of the locomotives in helper mode, only the I2RV control unit 110 and I2RV multi unit 108 can be kept active by the gateway 104-B, and all other units can be kept in idle condition. During this condition, an electronic module 110-1 in I2RV control unit 110 can sense charging/depletion in brake pipe pressure, and can accordingly vent/charge BC pressure in the helper locomotive. Further, electronic modules 110-1 of the I2RV control unit 110 and I2RV multi unit 108 can sense the independent brake handle position, and can accordingly charge/deplete the BC and BCEQ pressures in the helper locomotive and other locomotives.
[00060] In an embodiment, in case of failure of the I2RV control unit 110 during helper mode, the gateway 104-B can replace the I2RV control unit 110 with I2RV multi unit 108, and the I2RV multi unit 108 can control the operation of the set of brakes. During this condition, an electronic module 108-1 of the I2RV multi unit 108 can generate the BC signal pressure based on brake pipe pressure, which can be fed to a pneumatic module 108-2 of the I2RV multi unit 108 for controlling the BC via a double check valve 120
[00061] In an embodiment, in case of failure of first power supply 104-1 during helper mode, the gateway 104-B can replace the I2RV control unit 110 with I2RV multi unit 108, and the I2RV multi unit 108 can control the operation of the set of brakes. During this condition, an electronic module 108-1 of the I2RV multi unit 108 can generate the BC signal pressure based on brake pipe pressure, which can be fed to a pneumatic module 108-2 of the I2RV multi unit 108 for controlling the BC via a double check valve 120.
[00062] As emergency functionalities are taken care of by EM-ISO unit 114 in lead mode, thus, failure of EM-ISO unit 114 in trail mode or helper mode can not cause any impact on the working of the system 100.
[00063] Those skilled in the art would appreciate that embodiments of the present disclosure enable monitoring the health of electronic modules and key components of the proposed system, and accordingly switching between and operating electronic modules of the brake control system to ensure effective braking in locomotives case of failure of some of the electronic modules. This allows the proposed system with the unique ability to operate in various modes, and identify, reconfigure, and back up key components in the event of failure, and also makes the system reliable and compliant to UIC type mainline, freight and passenger locomotives.
[00064] Accordingly, the present disclosure provides an efficient and reliable network-based, electro-pneumatic brake control system for UIC type compliant mainline, freight and passenger locomotives, which can handle failures in electronic modules through actuation or a shift in working of other modules to ensure effective braking in several failure situations.
[00065] While some embodiments of the present disclosure have been illustrated and described, those are completely exemplary in nature. The disclosure is not limited to the embodiments as elaborated herein only and it would be apparent to those skilled in the art that numerous modifications besides those already described are possible without departing from the inventive concepts herein. All such modifications, changes, variations, substitutions, and equivalents are completely within the scope of the present disclosure. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims.

ADVANTAGES OF THE PRESENT INVENTION
[00066] The present invention ensures effective braking in locomotives and corresponding coaches in failure situations of the components of the associated electro-pneumatic brake system.
[00067] The present invention provides an efficient and reliable electro-pneumatic brake control system for UIC type compliant mainline, freight and passenger locomotives.
[00068] The present invention provides an electro-pneumatic brake control system for UIC type compliant vehicles, which allows efficient operation of the vehicles in lead mode, trail mode, helper mode, and test mode.
[00069] The present invention provides an electro-pneumatic brake control system that has the unique ability to identify, reconfigure, and back-up key components in the event of failure.
[00070] The present invention efficiently switches between and operate electronic modules of the electro-pneumatic brake control system to ensure effective braking in case of failure of some of the electronic modules.
[00071] The present invention provides an efficient and reliable network-based, electro-pneumatic brake control system for UIC type compliant mainline, freight and passenger locomotives, which can handle failures in electronic modules through actuation or a shift in working of other modules to ensure effective braking in several failure situations.