Claims:1. A system (100) for enhancing brake performance in a vehicle, the system comprising:
a brake pipe (132) interconnects locomotive and plurality of passenger cars that is coupled to the locomotive in the vehicle, the brake pipe adapted to distribute pressurized air to each passenger car of the plurality of passenger cars from the locomotive;
a controller (106) coupled to a brake panel equipment (102) in the locomotive, the controller, upon operation of a user, adapted to generate electrical signals pertaining to a set of commands from the locomotive; and
an electro pneumatic (EP) assist device (104) integrated with the brake panel equipment, and adapted to receive the set of commands from the locomotive triggered by the controller, wherein on receipt of the set of commands, the electro pneumatic assist device (104) in the locomotive configured to individually control the brake pipe pressure in each passenger car of the plurality of passenger cars at same time interval so as to reduce the halt distance of the vehicle.

2. The system as claimed in claim 1, wherein said set of commands comprise initiation of braking application, release application and any combination thereof.

3. The system as claimed in claim 1, wherein the EP assist device (104) control the set of commands in the plurality of passenger cars rapidly through international union of railways (UIC) cables.

4. The system as claimed in claim 1, wherein the electro pneumatic assist device (104) is coupled to international union of railways (UIC)-approved cables (124-1) of the locomotive through a junction box.
5. The system as claimed in claim 1, wherein the UIC-approved cables (124-2) are incorporated to connect the locomotive to the plurality of passenger cars.

6. The system as claimed in claim 1, wherein the electro pneumatic assist device (104) inhibits the low pressure overcharge (LPO) cycle by controlling the brake pipe separately in each passenger car of the plurality of passenger cars.

7. The system as claimed in claim 1, wherein the brake commands from the controller (106) is transformed as emergency brake, in the event of failure of the electro pneumatic assist device, using an application valve, the application valve is in air communication with brake cylinder device.

8. The system as claimed in claim 1, wherein the electro pneumatic assist device comprises control unit (136) that is located at a position in the locomotive to interface with the brake panel equipment.

9. The system as claimed in claim 1, wherein the electro pneumatic assist device comprise relays (138) for energizing and de-energizing train line wires.

10. A method (400) for enhancing brake performance in a vehicle, the method comprising:
distributing (402), by a brake pipe, pressurized air to each passenger car of a plurality of passenger car from a locomotive, the brake pipe interconnects the locomotive and the plurality of passenger cars that is coupled to the locomotive in the vehicle;
generating (404), at a controller, electrical signals pertaining to a set of commands from the locomotive, the controller coupled to a brake panel equipment in the locomotive; and
receiving (406), at an electro pneumatic assist device, the set of commands from the locomotive triggered by the controller, the electro pneumatic assist device integrated with the brake panel equipment, wherein on receipt of the set of commands, the electro pneumatic assist device in the locomotive configured to individually control the brake pipe pressure in each passenger cars of the plurality of passenger cars at same time interval so as to reduce the halt distance of the vehicle.
, Description:TECHNICAL FIELD
[0001] The present disclosure relates, in general, to an electronic pneumatic brake system, and more specifically, relates to a system for enhancing brake performance in vehicles, such as a train.

BACKGROUND
[0002] Railroad trains of the world are equipped with some form of pneumatic brake systems, sometimes referred to as air brakes. This strictly pneumatic brake system provides a simple, reliable, and generally fail-safe means for permitting the engineer, conductor, or train crew to apply the brakes throughout the train as well as on the locomotive. The pneumatic brake system is a continuous power brake system having an air compressor on the locomotive connected to a brake pipe extending throughout the train. A brake valve is located on the locomotive, which the engineer uses to reduce or increase air pressure in the brake pipe.
[0003] While air brakes are used on both freight and passenger trains, the demands on each system are quite different due to the length of the train, the weight of the train, the speed of the train, and other various factors. Accordingly, the existing pneumatic brake systems on freight trains and passenger trains suffer from limitations of more halt time as brake pipe drop/fill may take time to reach the end of the train in formation, which leads to more halt time.
[0004] Therefore, there is a need for a fail-safe electronic pneumatic brake system for passenger trains and freight trains, which significantly reduces braking distances by providing substantially instantaneous, simultaneous, and uniform application of brakes on all passenger cars in the trains.

OBJECTS OF THE PRESENT DISCLOSURE
[0005] An object of the present disclosure relates, in general, to an electronic pneumatic brake system, and more specifically, relates to a system for enhancing brake performance in vehicles, such as a train.
[0006] Another object of the present disclosure is to provide a system that minimises halt time and reduces the duration of the trip in long-distance trains.
[0007] Another object of the present disclosure is to provide a system integrated with E70 brake system in the locomotive to control the brake function in coaches rapidly.
[0008] Another object of the present disclosure is to provide a system that enables inhibition of the LPO cycle that reduces the journey time and saves power.
[0009] Yet another object of the present disclosure is to provide a system that converts the brake request to an emergency brake application in an event of failure of the assist system.

SUMMARY
[0010] The present disclosure relates, in general, to an electronic pneumatic brake system, and more specifically, relates to a system for enhancing brake performance in vehicles, such as a train.
[0011] In an aspect, the present disclosure provides a system for enhancing brake performance in a vehicle, the system includes a brake pipe that interconnects locomotive and plurality of passenger cars that is coupled to the locomotive in the vehicle, the brake pipe adapted to distribute pressurized air to each passenger car of a plurality of passenger cars from a locomotive, a controller coupled to a brake panel equipment in the locomotive, the controller, upon operation of a user, adapted to generate electrical signals pertaining to a set of commands from the locomotive; and an electro pneumatic assist device integrated with the brake panel equipment, and adapted to receive the set of commands from the locomotive triggered by the controller, wherein on receipt of the set of commands, the electro pneumatic assist device in the locomotive configured to individually control the brake pipe pressure in each passenger cars of the plurality of passenger cars at same time interval so as to reduce the halt distance of the vehicle.
[0012] According to an embodiment, the set of commands comprise initiation of braking application, release application and any combination thereof.
[0013] According to an embodiment, the EP assist device control the set of commands in the plurality of passenger cars rapidly through international union of railways (UIC) cables.
[0014] According to an embodiment, the electro pneumatic assist device is coupled to the UIC-approved cables of the locomotive through a junction box.
[0015] According to an embodiment, the UIC-approved cables are incorporated to connect the locomotive to the plurality of passenger cars.
[0016] According to an embodiment, the electro pneumatic assist device inhibits the low pressure overcharge (LPO) cycle by controlling the brake pipe separately in each passenger car of the plurality of passenger cars.
[0017] According to an embodiment, the brake commands from the controller is transformed as emergency brake, in the event of failure of the electro pneumatic assist device, using an application valve, the application valve is in air communication with the brake cylinder device.
[0018] According to an embodiment, the electro pneumatic assist device comprises control unit that is located at a position in the locomotive to interface with the brake panel equipment.
[0019] According to an embodiment, the electro pneumatic assist device comprises a relay for energizing and de-energizing train line wires.
[0020] In an aspect, the present disclosure provides a method for enhancing brake performance in a vehicle, the method includes distributing, by a brake pipe, pressurized air to each passenger car of a plurality of passenger cars from a locomotive, the brake pipe interconnects locomotive and the plurality of passenger cars that is coupled to the locomotive in the vehicle, generating, at a controller, electrical signals pertaining to a set of commands from the locomotive, the controller coupled to a brake panel equipment in the locomotive and receiving, at an electro pneumatic assist device, the set of commands from the locomotive triggered by the controller, the electro pneumatic assist device integrated with the brake panel equipment, wherein on receipt of the set of commands, the electro pneumatic assist device in the locomotive configured to individually control the brake pipe pressure in each passenger cars of the plurality of passenger cars at same time interval so as to reduce the halt distance of the vehicle.
[0021] 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 THE DRAWINGS
[0022] The following drawings form part of the present specification and are included to further illustrate aspects of the present disclosure. The disclosure may be better understood by reference to the drawings in combination with the detailed description of the specific embodiments presented herein.
[0023] FIG. 1A illustrates an exemplary representation of an electro pneumatic assist system, in accordance with an embodiment of the present disclosure.
[0024] FIG. 1B illustrates a schematic view of E70 brake panel, in accordance with an embodiment of the present disclosure.
[0025] FIG. 1C illustrates an exemplary functional component of the brake apply/release of the system, in accordance with an embodiment of the present disclosure.
[0026] FIG. 1D illustrates an exemplary functional component of EP rack, in accordance with an embodiment of the present disclosure.
[0027] FIG. 1E illustrates an exemplary schematic view of EP assist components, in accordance with an embodiment of the present disclosure.
[0028] FIG. 1F illustrates an exemplary schematic view of UIC cable connection, in accordance with an embodiment of the present disclosure.
[0029] FIG. 2A is a high-level flow diagram illustrating working of the LPO inhibition in the system, in accordance with an embodiment of the present disclosure.
[0030] FIG. 2B illustrated graphical view of LPO cycle, in accordance with an embodiment of the present disclosure.
[0031] FIG. 3 is a high-level flow diagram illustrating working of emergency transformation in the system, in accordance with an embodiment of the present disclosure.
[0032] FIG. 4 illustrates a flow diagram of a method for enhancing brake performance in a vehicle, in accordance with an embodiment of the present disclosure.

DETAILED DESCRIPTION
[0033] 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. If the specification states a component or feature “may”, “can”, “could”, or “might” be included or have a characteristic, that particular component or feature is not required to be included or have the characteristic.
[0034] 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.
[0035] The present disclosure relates, in general, to an electronic pneumatic brake system, and more specifically, relates to a system for enhancing brake performance in vehicles, such as a train. The system and method of the present disclosure enable to overcome the limitations of the prior art by providing electronic pneumatic (EP) assist device integrated with existing brake system e.g., E70 brake panel for enhancing brake performance. The EP assist system proposes that the brake pipe pressure can be made to drop locally, i.e., in individual coaches rather than the current practice of channelling/conveying the pressure drop from the locomotive to the coaches, which results in a larger/longer halt time. There are three main functions: 1) Brake apply/release; 2) Low pressure over charge (LPO) inhibition; and 3) EP brake to emergency brake transformation in case of EP brake failure. In an embodiment, each coach of the train is equipped with an EP assist feature, where exclusive special UIC approved EP connectors and cables are to be connected from locomotive and coach.
[0036] The system of the present disclosure enables to overcome the limitation of the prior art by avoiding more halt time in high-speed trains which contains Linke Hofmann Busch (LHB) coaches. For example, in a conventional brake system, brake pipe apply/release function may vary from locomotive to end coach and may take more time and stopping distance to stop the train. To overcome the limitation, the EP assist system can perform the apply/release function of the brake pipe at the same time in all the coaches and the stopping distance is less compared to the conventional brake system.
[0037] The system of the present disclosure has multiple stages or applications including a charging stage, a braking application, various types of emergency braking applications, release applications and any combination thereof. In an embodiment, the system of the present disclosure enables to overcome the limitation of the prior art by inhibiting LPO function in the brake system when the EP assist system is activated without major failures. In an embodiment, the system of the present disclosure enables to overcome the limitation of the prior art by converting every brake request to an emergency brake application in an event of failure of the EP assist system and the consequent loss of EP assist main function. The description of terms and features related to the present disclosure shall be clear from the embodiments that are illustrated and described; however, the invention is not limited to these embodiments only. Numerous modifications, changes, variations, substitutions, and equivalents of the embodiments are possible within the scope of the present disclosure. Additionally, the invention can include other embodiments that are within the scope of the claims but are not described in detail with respect to the following description.
[0038] FIG. 1A illustrates an exemplary representation of an electro pneumatic assist system, in accordance with an embodiment of the present disclosure.
[0039] Referring to FIG. 1A, electro-pneumatic (EP) brake system 100 (also referred to as system 100, herein) of the present disclosure can include an EP assist device 104 (also referred to as EP assist system 104, herein) that is integrated with brake panel equipment 102 e.g., E70 brake panel equipment. The brake panel equipment 102 is the brake system installed on a vehicle such as three-phase locomotives for both freight train WAG-9 and passenger train WAP-7 and WAP-5 applications. The system 100 of the present disclosure is adapted for installation on existing freight trains and passenger trains and works in conjunction with substantially all the brake rigging or equipment of the brake system.
[0040] The brake panel equipment 102 is shown in FIG. 1B based on a tri-plate concept. The panel can include three plates that are fastened together, and various brake and auxiliary equipment are mounted to it. The tri-plate panel is attached to the equipment manifold and then mounted onto the loco pipe bracket manifold. The loco pipe bracket is fixed in the locomotive at the bottom floor to aid inlet and outlet port connections, where pipe connections are taken at the loco pipe bracket, which is permanently piped in the locomotive.
[0041] The system 100 of the disclosure incorporates brake pipe (BP) 132 shown in FIG. 1C which runs along the length of the vehicle e.g., train. The brake pipe interconnects the locomotive and one or more passenger cars that are coupled to the locomotive in the vehicle, the brake pipe 132 is adapted to distribute pressurized air to each passenger car from the locomotive. On each passenger car/coach, the brake pipe 132 is connected at each end to the adjacent passenger car in the train by suitable couplings. The brake pipe 132 distributes pressurized air from a tank (not shown) on the locomotive (not shown) throughout the entire train. A control reservoir 134 coupled to the brake pipe 132 and stores the pressurized air. An application valve 116 is in air communication with brake cylinder device and the reservoirs for controlling the flow of pressurized air from the reservoirs to the brake cylinder device.
[0042] In an embodiment, system 100 can include an automatic brake controller (106-1, 106-2 (which are collectively referred to as automatic brake controller 106, herein)). The automatic brake controller 106 (also interchangeably referred to as driver brake controller (DBC) 106, herein) is an electric switching device located on the driver's console. Rotating the handle generates a variable voltage code in accordance with the position of the controller. The automatic brake controller 106 can be coupled to the brake panel equipment 102. In normal operation, the voltage code is sent to the E70 brake panel equipment 102 within the machine room. The E70 brake panel equipment 102 coupled to the EP assist device 104 then calculates the optimal braking requirements and applies the brakes accordingly. The automatic brake controller 106 has different positions of operation, each position indicating a different DBC demand of the braking system based on driver operation of automatic brake controller 106 and brake pipe pressure may follow the DBC command such as release, running, initial, full-service brake, emergency brake.
DBC Position BP Pressure Brake Status
Release (LPO) 5.4 Kg/cm2 No Brake
Run 5.0 Kg/cm2 No Brake
Initial 4.6 Kg/cm2 Minimum Brake
Full service brake (FSB) 3.35 Kg/cm2 Maximum Brake
Emergency 0 Kg/cm2 Maximum Brake

[0043] The brake pipe pressure regulation is performed through an electronically controlled closed-loop servo system actuated by the DBC 106. The electrical signals from DBC 106 are fed to an electronic card called a control card to charge and discharge the brake pipe depending on the movement of the DBC handle. System 100 can include a vehicle control unit (VCU) 108 coupled to the brake panel equipment 102.
[0044] The E70 brake panel equipment 102 is coupled to EP assist device 104 (also interchangeably referred to as EP rack 104, herein) shown in FIG. 1C that include control units 136, relays 138 and direct current (DC)-DC converters 140. The system 100 of the present disclosure, therefore, utilizes the components of the existing braking system except for the addition of the EP assist device 104 on the locomotive of the train.
[0045] In an embodiment, and as depicted in FIGs. 1A and 1E, test boxes (110-1, 110-2 (which are collectively referred to as test box 110, herein)) are provided on both sides of the vehicle to check for continuity by pressing the push button while the brake signal is generated by the locomotive. Indication panel (112-1, 112-2 (which are collectively referred to as indication panel 112, herein)) may be mounted in a suitable place in the driver’s desk with proper visual and easy access. Suitable junction boxes such as end junction box and central junction box (114-1, 114-2, 114-3 (which are collectively referred to as junction box 114, herein)) can be provided along the locomotive to receive or deliver brake commands signals and other associated signals for the proper functioning of the system 100 in the locomotive. EP plug (118-1, 118-2 (which are collectively referred to as EP plug 118, herein)) and EP receptacle (120-1, 120-2 (which are collectively referred to as EP receptacle 120, herein)) and dummy receptacle (122-1, 122-2 (which are collectively referred to as dummy receptacle 122, herein)) are used in the vehicle may conform to the international union of railways (UIC) standard.
[0046] FIG. 1C illustrates an exemplary functional component of the brake apply/release of the system, in accordance with an embodiment of the present disclosure.
[0047] In an exemplary embodiment, the three main functions performed by the proposed EP assist device can include
• Brake apply/release.
• Low pressure overcharge (LPO) inhibition; and
• EP brake to emergency brake transformation in case of EP brake failure.
[0048] The automatic brake controller 106 can be coupled to the E70 brake panel equipment, the E70 equipment is coupled to EP rack 104. As depicted in FIG. 1D, the EP rack 104 can include control units 136, relays 138 and DC-DC converters 140. The EP assist device 104 can be provided in the locomotive of the vehicle. The control unit 136 manages input/output ports of the system, and is located at a position in the locomotive to interface with the brake panel equipment. The relays138 configured to energise and deenergise the train lines and DC-DC converters 140 configured for powering coach circuit.
[0049] The controller 106 coupled to the brake panel equipment 102 in the locomotive, the controller, upon operation of a user, adapted to generate electrical signals pertaining to a set of commands from the locomotive. The set of commands can include initiation of braking application, release application and any combination thereof. The EP assist device 104 integrated with the brake panel equipment 102, and adapted to receive the set of commands from the locomotive triggered by the controller 106, where on receipt of the set of commands, the electro pneumatic assist device 104 configured to individually control the brake pipe pressure in each passenger car through UIC cables at same time interval so as to reduce the halt distance of the vehicle. The brake apply/release signals (also referred to as set of commands) pass through junction box/UIC cables (124-1, 124-2).
[0050] FIG. 1F illustrates an exemplary schematic view of UIC cable connection, in accordance with an embodiment of the present disclosure. The EP rack 104 is connected to the UIC cables 124-1 of the locomotive through the junction box 114 and special UIC-approved EP connectors and cables 124-2 are incorporated to connect the locomotive to the passenger cars. Each coach/ passenger car can include usual existing brake panel 126, activation/deactivation unit 128 of EP coils and brake apply/release unit 130. The brake apply/release unit is adapted to supply pressurized air to produce the braking application and exhaust the pressurized air to produce a release of the braking application. The EP assist device 104 in the locomotive can control the brake function (apply/release) in coaches rapidly through UIC cables using EP valve 142 compared to the conventional system. The brake pipe pressure is dropped in each/every coach of the train rather than dropping the pressure through low-pressure overcharge (LPO), which results in a larger/longer halt time in trains.
[0051] In the conventional brake system, brake apply/release may vary from locomotive to end coach and may take more time and stopping distance to stop the train. To overcome the above limitation, the proposed system 100 can provide uniform application of brakes on all coaches and the stopping distance is less compared to the conventional brake system. For example, in response to the set of commands from the locomotive, the EP assist device 104 actuate the valve to supply pressurized air into the brake cylinder device to perform uniform application of brakes on all coaches.
[0052] The embodiments of the present disclosure described above provide several advantages. The advantages achieved by the system and method of the present disclosure can be clear from the embodiments provided herein. The EP assist device 104 coupled with the brake panel equipment 102 and adapted to apply/release the brake pipe pressure by sensing electrical signal transmitted from locomotive triggered by the DBC 106 locally in each coach at the same time thereby reducing the stopping distance of the train. The system of the present disclosure avoids more halt time, reduce the duration of the trip in the long-distance trains, control the brake function in coaches in a faster way. The EP assist device 104 inhibits the LPO function/cycle thereby reducing the journey time/power. The system 100 converts the brake request to an emergency brake application in an event of failure of the assist device.
[0053] FIG. 2A is a high-level flow diagram illustrating working of the (LPO) inhibition in the system, in accordance with an embodiment of the present disclosure.
[0054] Referring to FIG. 2A, LPO is a means by which the brake pipe can be overcharged to 5.4 kg/cm2 during heavy brake releases, if desired by the driver. FIG. 2B illustrated graphical view of LPO cycle, in accordance with an embodiment of the present disclosure. In E70 system this feature is automated when the handle of the DBC 106 is moved into release position even momentarily. The LPO energizes the release EP valve and charges the control reservoir to 5.4 kg/cm2. The pressure build-up time and the pressure maintain time in the brake pipe is automatically governed by the LPO card in such a way that the train release is faster than otherwise. Since the control reservoirs of all the distributor valve (DVs) in the train would have received the overcharge, the excess pressure in brake pipe is slowly dissipated in the ‘in-sensitivity pressure drop range’ of the DVs. During dissipation cycle, EP valve on the control unit to bleed the CR pressure at a controlled rate back to 5 kg/cm2 in such a way that the transmission valve also exhausts the brake pipe pressure at a similar controlled rate, not to cause a re-application of brakes in the train.
[0055] The LPO function is inhibited in the E70 brake system when the EP assist device 104 is ON without major failures. In the conventional brake system, the LPO function is used to raise brake pipe pressure from 5.0 Kg/cm2 to 5.4 Kg/cm2 to increase the flow of the brake pipe till the end of the coach. The system 100 of the present disclosure can overcome the limitation of the prior art by controlling the brake pipe separately in each coach, so it is inhibited to avoid the LPO function initiated unknowingly by the driver. If release (LPO) is triggered by the DBC, it may take 3-5mins to complete the LPO cycle. Therefore, inhibition of the LPO cycle may help to reduce the journey time and save power.
[0056] At block 202, the brake pipe pressure regulation is performed through electronically controlled closed-loop servo system actuated by the DBC. At block 204, the electrical signals from DBC are fed to the E70 electronics 102 integrated with the EP rack 104. At block 206, if the system is in ON state without major failure, release demand from the DBC for brake pipe overcharge, where the LPO function is inhibited in E70 brake system.
[0057] FIG. 3 is a high-level flow diagram illustrating working of emergency transformation in the system, in accordance with an embodiment of the present disclosure. In an embodiment, emergency application at the DBC 106 and at assistant driver’s emergency cock. This is pipe mounted valve underneath cab, so that emergency application at DBC or at assistant driver’s valve may vent the control pressure only in cab. Assistant driver’s valve vents underneath the cab. Since control pressure being of a very low volume, there is no noise or dust pollution in cab during an emergency application. Rapid venting of control pressure opens brake pipe to atmosphere and causes an emergency rate of brake pipe pressure drop but outside of cab.
[0058] In case of failure of the EP assist device 104 and the consequent loss of EP assist main function, every brake request may convert to an emergency brake application by using the application valve 116 (also referred to as emergency brake valve 116, herein). The application valves air communication with the brake cylinder device supply pressurized air to the brake cylinder device from the reservoir of pressurized air to operate the brakes on each passenger car. The brake request is not only read through the pressure transducer at the brake cylinder but also read through an overcurrent relay DI connected to the DBC.
The effects of this function are the following:
• EP Assist failed and ON => a first brake step (initial or minimum reduction) can always be transformed as the emergency brake
• EP Assist failed and OFF => no brake transformation
[0059] This function helps to stop the train immediately without crossing the signal when brake is initiated by the driver.
[0060] At block 302, the brake pipe pressure regulation is performed through the electronically controlled closed-loop servo system actuated by the DBC. At block 304, the electrical signals from DBC are fed to E70 electronics integrated with an EP rack. At block 306, if the EP assist device failed and is in ON state, initial brake demand from the DBC is transformed as an emergency brake. If the EP assist device failed and is off state, brake transformation is not performed.
[0061] FIG. 4 illustrates a flow diagram of a method for enhancing brake performance in a vehicle, in accordance with an embodiment of the present disclosure.
[0062] Referring to FIG. 4, the method includes at block 402, the brake pipe can distribute pressurized air to each passenger car of a plurality of passenger car from a locomotive, the brake pipe interconnects locomotive and the plurality of passenger cars that is coupled to the locomotive in the vehicle.
[0063] At block 404, the controller can generate electrical signals pertaining to a set of commands from the locomotive, the controller coupled to a brake panel equipment in the locomotive.
[0064] At block 406, the electro pneumatic assist device can receive the set of commands from the locomotive triggered by the controller, the electro pneumatic assist device integrated with the brake panel equipment, wherein on receipt of the set of commands, the electro pneumatic assist device configured to individually control the brake pipe pressure in each passenger cars at same time interval so as to reduce the halt distance of the vehicle.
[0065] It will be apparent to those skilled in the art that the system 100 of the disclosure may be provided using some or all of the mentioned features and components without departing from the scope of the present disclosure. While various embodiments of the present disclosure have been illustrated and described herein, it will be clear that the disclosure is not limited to these embodiments only. Numerous modifications, changes, variations, substitutions, and equivalents will be apparent to those skilled in the art, without departing from the spirit and scope of the disclosure, as described in the claims.

ADVANTAGES OF THE PRESENT DISCLOSURE
[0066] The present disclosure provides a system that avoids more halt time and reduce the duration of the trip in the long-distance trains.
[0067] The present disclosure provides a system integrated with E70 brake system in the locomotive to control the brake function in coaches rapidly.
[0068] The present disclosure provides a system that enables inhibition of the LPO cycle that reduces the journey time and saves power.
[0069] The present disclosure provides a system that converts the brake request to an emergency brake application in an event of failure of the assist system.