The present disclosure relates to the field of Train Brake and Locomotive Brake.
More particularly, it relates to Microprocessor Controlled Brake System (EMCBS),
developed for use in three Phase Electric Locomotive, suitable for Application &
Release of Train Brake and Locomotive Brake in accordance with Twin Pipe
Graduated Release Air Brake System. The present disclosure provides ElectroPneumatic line replaceable intelligent sub-systems connected in local network
which function together in conjunction with the Loco Computer to achieve the
desired Brake functionality.
Background of the Present Invention
Different Brake Systems in Locomotive provide control of pneumatic pipes
running through the train and there has been improvement on pneumatic pipes
which were controlled through electrical means.
Present mechanisms offer solutions to control Brake System by computer means in
order to improve the efficiency of Braking and other control mechanism which is
also interfaced with pneumatic pipes. However, there are constraints with existing
systems wherein fully Automatic and Independent Brake Control for mainline
locomotives has not been provided.
EP1201525B1 provides integrated operation of Brake and Propulsion Systems for
a train which includes a train Brake pipe extending through locomotives and cars
in the train, Electro-Pneumatic Brakes on the Locomotives and the cars connected
to the Train Brake Pipe and an electrical network. A Brake Controller on the
locomotives provides Brake Commands, a propulsion system on the locomotives
is connected to the network, and a propulsion controller on the locomotives
provides propulsion commands.
3
The method of operating the Brake and Propulsion Systems includes determining
if the Brake command signal is a pneumatic or electrical system initiated Brake
command or an operator initiated Brake command. A Brake Signal and
Emergency Propulsion Signal are transmitted on the network for pneumatic and
Electrical System and operator initiated Emergency Brake Commands. A Brake
Signal is transmitted on the Train Brake Pipe for operator and pneumatic system
initiated Brake commands.
Further, US5412572A discloses computerized locomotive control system which
receive, as input, electrical signals representing Automatic and Independent
Braking Control Signals and a computer for determining, from said input signals,
electrical signals representing desired Equalization Reservoir pressure, desired
Independent Application and Release pressure and desired actuating pressure. An
Electro-Pneumatic Valves Control the pressure in the equalization reservoir, on the
Independent Application and Release pipe and as the actuating pipe in response to
the desired pressure signals. Electro-Pneumatic Valve for the Control Reservoir of
the locomotive brake is controlled by the computer in response to pipe pressures.
The computer provides penalties and interlocks electrically.
US5862048A is directed towards Microprocessor based Electro-Pneumatic
Locomotive Brake Control and Train Monitoring System. The disclosure discloses
a computerized Electro-Pneumatic Braking System that includes a Train
Monitoring System. Preferably, the Braking System Control Device is installed on
all Vehicles on the train. When Braking is initiated, the system applies the Brakes
instantaneously and simultaneously to all the vehicles on the train, bringing the
train to a stop quickly. Sensors on the system's control device also monitor
operating conditions of each vehicle and report the results to the master controller.
These methods have limited efficacy. The disclosures, as discussed above do not
provide better reliability to meet the railroad industry demand. Further, the existing
arts also fails to address the problem of providing compact, reliable and modular
4
design. Further, the disclosures do not provide a user friendly system and intelligent
electro pneumatic sub-systems to ensure safety and complete back-up in case of
Electronic Brake Failure.
Summary of the Present Invention
The above- mentioned problems and limitations are overcome by means of the
present invention which provides a Microprocessor Controlled Brake System, in a
preferred embodiment is a Modular Braking System developed for use in three
phase electric locomotive, suitable for application and release of train brake and
locomotive brake in accordance with graduated release twin pipe Air Brake System.
The Brake System’s electro pneumatic line replaceable intelligent Controllers
connected in local network function together in conjunction with the loco computer
to achieve the desired Brake functionality.
The system as disclosed in the present disclosure has following major parts:
1. Electronic Control Unit (ECU) consisting of Brake Control Electronics
2. Brake Control Unit with Header for pneumatic connections
3. Auxiliary Control Unit
4. Driver’s Brake Controller with diagnostics display
5. Driver’s Back-up valve
The Microprocessor controlled brake system is located inside the Locomotive and
the system interfaces with the Locomotive both pneumatically and electronically.
Pneumatic interfaces include pipes from Main Reservoirs, Auxiliary compressor,
Feed Pipe, Brake Pipe, Brake Cylinder etc., through the Header located at the
bottom of the Panel system. Vigilance Control Device, Vacuum Circuit Breaker,
etc. of Locomotive, interface with EMCBS through Locomotive wiring
connections from Electronic Control Unit located at the top of EMCBS. When
Driver operates the Brake lever, the Driver’s Brake Controller sends Electronic
signal input to the EMCBS Electronics system, which triggers the appropriate
5
pneumatic circuit in the Panel, depending upon the type of input received (Service
Braking, Emergency Braking, etc.) to deliver the desired output to the Locomotive
braking system and entire train braking system, as needed.
In an embodiment, during the normal operation, the present invention provides that
a Brake Pipe Controller controls the brake pipe pressure. It can also overcharge the
brake pipe pressure if required by the operator. The Brake Pipe Controller monitors
the Air flow in the Brake Pipe line as well. In faulty condition, when the brake pipe
controller is not working, the Automatic and Emergency Controller automatically
takes over the Brake Pipe Controller and does the above functions as a redundancy
feature.
In another embodiment, the present invention provides an Independent Controller
which controls the Brake Cylinder pressure and BCEP pressure. However, if the
Independent Controller is faulty, a Lead & Trail Controller takes over and generates
Brake Cylinder pressure and BCEP pressure as a redundancy feature.
In yet another embodiment of the present invention, the Lead & Trail Controller
generates Brake cylinder pressure and BCEP pressure. The Lead & Trail Controller
comes in function when Independent Controller fails.
In another embodiment, the present invention discloses, during the normal
operation, the Automatic and Emergency controller vents out the brake pipe
pressure. The brake pipe pressure is vented when Auto handle is moved to
Emergency position in Driver’s Brake Controller. Automatic and Emergency
controller takes over the Brake Pipe (BP) controller functions when the BP
controller fails.
In yet another embodiment, the present invention provides an ergonomically
designed Electronic Brake Controller and an interface between the brake system
and the locomotive Pilot. An easy-to-read digital display provides instantaneous
6
information on the Brake Pipe Control target pressure. As a fail-safe design, the
Electronic Brake Controller permits direct-acting emergency venting of the brake
pipe. The Electro-Pneumatic Control Unit (EPCU) manages the pneumatic
interfaces between the locomotive brake system and the train consist. It controls
the locomotive’s Brake Cylinders, Brake Pipe, independent application and release
pipe, and the actuating pipe. A Redundant Pneumatic Backup System is integrated
into the EPCU, which provides backup for partial loss of computer control in the
Lead Locomotive, or functions in the trail mode when the system is unpowered.
Further, the networked sub-systemic Controllers are in a constant state of
communication with one another, actively controlling a number of functions.
Collectively, these networked Controllers provide faster response time, simplified
troubleshooting, and easier train setup.
Advantages of the Present Invention:
The present disclosure provides a novel and technically enabled Brake System
which is controlled by Microprocessor and is designed to provide better reliability
to meet the railroad industry's demand for increased locomotive availability.
Further, the claimed invention is a Microprocessor based system designed to
provide fully Automatic and Independent Brake Control for Mainline Locomotives.
Its network-based design permits faster response, and its self-diagnostic routines
and sub-systemic modular approach, reduces maintenance costs. Further, the
claimed invention, is a highly reliable CANBUS network-based, electronic air
brake system designed for main line freight and passenger locomotives and
incorporates a number of redundant functions and has the unique ability to identify,
reconfigure, delivering exceptional mission reliability.
Further, the claimed invention also provides advantages such as:
1. Compact, modular & reliable design.
2. Distributed control through 8 nos. of high performance Micro Controllers.
7
3. Intelligent Electro Pneumatic sub-systems
4. Redundancy features between sub-systems to ensure safety
5. Apply Penalty Brake in case Driver becomes incapacitated.
6. Complete back up in case of Electronic Brake failure.
7. Seamless interface with Loco Propulsion System.
8. User friendly operation & Easy Maintenance.
9. User friendly GUI based diagnostics Software with advanced features.
10. Check and configure the programmable variables, fault data viewing and status
display.
Brief Description of Figures
The detailed description is described with reference to the accompanying figures.
In the figures, the left-most digit(s) of a reference number identifies the figure in
which the reference number first appears. The same numbers are used throughout
the drawings to reference like features and components.
Figure 1 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
Figure 2 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
Figure 3 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
Figure 4 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
Figure 5 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
Figure 6 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
8
Figure 7 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
Figure 8 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
Figure 9 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
Figure 10 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
Figure 11 illustrates a block diagram of the system, according to an exemplary
embodiment of the present invention.
LIST OF ABBREVIATIONS:
S. No. ABBREVIATION NAME
1 BC BRAKE CYLINDER
2 BCC BRAKE CYLINDER CONTROL
3 BCEP BRAKE CYLINDER EQUALIZING PRESSURE
4 BCEPS BRAKE CYLINDER EQUALIZING PRESSURE
SENSOR
5 BCS BRAKE CYLINDER SENSOR
6 BKP_BPC BACK UP BRAKE PIPE CONTROL
7 BL BAIL OFF
8 BOS BAIL OFF SENSOR
9 BP BRAKE PIPE
10 BPC BRAKE PIPE CONTROL
11 BPS BRAKE PIPE SENSOR
12 CV CONTROL VALVE
13 DCV DOUBLE CHECK VALVE
14 DE DEAD ENGINE
15 DV DISTRIBUTOR VALVE
16 EM EMERGENCY
17 FL FLOW CONTROL
18 FLS FLOW SENSOR
19 FLTR FILTER
20 FP FEED PIPE
21 MR MAIN RESERVOIR
22 MREPS MAIN RESERVOIR EQUALIZING PIPE
SENSOR
23 MRS MAIN RESERVOIR SENSOR
9
24 NRV NON-RETURN VALVE
25 PS PARKING BRAKE
26 PRV PRESSURE REDUCING VALVE
27 PV PNEUMATIC VALVE
28 QC QUICK CHARGING
29 SV SOLENOID VALVE
30 TP TEST POINT
31 A MAIN RESEVOIR-1 (MR-1)
32 H BRAKE CYLINDER CUT OUT COCK
33 J UNLOADER VALVE
34 K MAIN RESEVOIR EQUALISING PIPE
35 L BRAKE CYLINDER
36 M BRAKE CYLINDER EQUALIZING PRESSURE
(BCEP)
37 U MR2 (MAIN RESEVOIR-2)
38 W MR1 (MAIN RESEVOIR-1)
39 X MREP (MAIN RESEVOIR EQUALISING PIPE)
40 Z PER (PNEUMATIC EQUALIZING PRESSURE)
41 AA BP (BRAKE PIPE)
Detailed Description
Exemplary embodiments now will be described with reference to the
accompanying drawings. The disclosure may, however, be embodied in many
different forms and should not be construed as limited to the embodiments set forth
herein; rather, these embodiments are provided so that this disclosure will be
thorough and complete, and will fully convey its scope to those skilled in the art.
The terminology used in the detailed description of the particular exemplary
embodiments illustrated in the accompanying drawings is not intended to be
limiting.
The specification may refer to “an”, “one” or “some” embodiment(s) in several
locations. This does not necessarily imply that each such reference is to the same
embodiment(s), or that the feature only applies to a single embodiment. Single
features of different embodiments may also be combined to provide other
embodiments.
10
As used herein, the singular forms “a”, “an” and “the” are intended to include the
plural forms as well, unless expressly stated otherwise. It will be further understood
that the terms “includes”, “comprises”, “including” and/or “comprising” when used
in this specification, specify the presence of stated features, integers, steps,
operations, elements, and/or components, but do not preclude the presence or
addition of one or more other features, integers, steps, operations, elements,
components, and/or groups thereof. It will be understood that when an element is
referred to as being “connected” or “coupled” to another element, it can be directly
connected or coupled to the other element or intervening elements may be present.
Furthermore, “connected” or “coupled” as used herein may include operatively
connected or coupled. As used herein, the term “and/or” includes any and all
combinations and arrangements of one or more of the associated listed items.
Unless otherwise defined, all terms (including technical and scientific terms) used
herein have the same meaning as commonly understood by one of ordinary skill in
the art to which this disclosure pertains. It will be further understood that terms,
such as those defined in commonly used dictionaries, should be interpreted as
having a meaning that is consistent with their meaning in the context of the relevant
art and will not be interpreted in an idealized or overly formal sense unless
expressly so defined herein.
The figures depict a simplified structure only showing some elements and
functional entities, all being logical units whose implementation may differ from
what is shown. The connections shown are logical connections; the actual physical
connections may be different. It is apparent to a person skilled in the art that the
structure may also comprise other functions and structures. It should be appreciated
that the functions, structures, elements and the protocols used in communication
are irrelevant to the present disclosure. Therefore, they need not be discussed in
more detail here.
11
Also, all logical units described and depicted in the figures include the software
and/or hardware components required for the unit to function. Further, each unit
may comprise within itself one or more components which are implicitly
understood. These components may be operatively coupled to each other and be
configured to communicate with each other to perform the function of the said unit.
The embodiments described herein can be practiced with other system
configurations, including hand held devices, multi-processor systems,
microprocessor based or programmable consumer electronics, network PCs, mini
computers, mainframe computers and the like. The embodiments can be embodied
in a special purpose computer or data processor that is specifically programmed
configured or constructed to perform one or more of the computer executable
mechanisms explained in detail below.
Exemplary embodiments now will be described with reference to the
accompanying drawings. The disclosure may, however, be embodied in many
different forms and should not be construed as limited to the embodiments set forth
herein; rather, these embodiments are provided so that this disclosure will be
thorough and complete, and will fully convey its scope to those skilled in the art.
Unless otherwise defined, all terms (including technical and scientific terms) used
herein have the same meaning as commonly understood by one of ordinary skill in
the art to which this disclosure pertains. It will be further understood that terms,
such as those defined in commonly used dictionaries, should be interpreted as
having a meaning that is consistent with their meaning in the context of the relevant
art and will not be interpreted in an idealized or overly formal sense unless
expressly so defined herein.
In addition, all logical units described and depicted in the figures include the
software and/or hardware components required for the unit to function. Further,
each unit may comprise within itself one or more components, which are implicitly
12
understood. These components may be operatively coupled to each other and be
configured to communicate with each other to perform the function of the said unit.
The present invention provides a microprocessor controlled brake system (EMCBS)
and method thereof. The microprocessor controlled brake system is located inside
the Locomotive and the system interfaces with the Locomotive both pneumatically
and electronically. Pneumatic interfaces include pipes from Main Reservoirs,
Auxiliary compressor, Feed Pipe, Brake Pipe, Brake Cylinder etc., through the
Header located at the bottom of the Panel system. Vigilance Control Device,
Vacuum Circuit Breaker, etc. of Locomotive, interface with EMCBS through
Locomotive wiring connections from Electronic Control Unit located at the top of
EMCBS. When Driver operates the Brake lever, the Driver’s Brake Controller
sends Electronic signal input to the EMCBS Electronics system, which triggers the
appropriate pneumatic circuit in the Panel, depending upon the type of input
received (Service Braking, Emergency Braking, etc.) to deliver the desired output
to the Locomotive braking system and entire train braking system, as needed.
Figure 1 depicts an overview of EMCBS SYSTEM.
In an example implementation of EMCBS SYSTEM, various components could be
as follows:
1. Pneumatic Panel
2. Electronic Control Unit
3. Driver’s Brake Controller
4. Driver’s Back-Up Valve
5. Various Communication Channels
6. Data/Fault Logging, Diagnostics and Display
7. Programmable Parameters
8. Integrated Vigilance Control Device
Figure 2 depicts a view of Pneumatic panel
13
The pneumatic panel consist of:
1. Brake Panel
2. Auxiliary Panel
3. Electronic Control Unit (ECU)
4. Header for interface piping connection in locomotive.
Figure 3 depicts a view of Brake panel
The Brake Panel consists of:
1. BP Controller
2. INDEPENDENT Controller
3. AUTOMATIC & EMERGENCY Controller
4. LEAD & TRAIL Controller
5. Distributor Valve (DV)
Figure 4 depicts a schematic view of Brake panel.
The schematic view of Brake Panel shows connections and configurations of
different controllers such as Brake Controller, Independent Controller, Brake Pipe
Controller and an Automatic and Emergency Controller.
Figure 5 depicts a schematic flow of Brake Pipe Control.
During normal Brake pipe charging, when Auto handle is placed in RUN position
BP_RELAY produces BP equal to pilot pressure from CV_BP which is 5 kg/cm2
using MR as input wherein CV_BP1 receives Voltage Signal based on the handle
position in DBC. The CV_BP1 then generates pneumatic output proportional to the
Voltage signal received which goes to PV_BPC1. The PV_BPC1 receives pilot
signal from SV_BPC as it gets energized. As a result, PV_BPC1 allows pneumatic
signal received from CV_BP1 to BP_RELAY 1 as pilot pressure. Simultaneously
14
MR1 after passing through Chokes, reaches BP_RELAY1 as input. The
BP_RELAY 1 then generates output pressure (BP) equivalent to the pilot pressure.
BP Pressure reaches to PV_BP1 valve and same time BP pressure also pilots the
PV_BP1 valve through the SV_BP1 valve. After BP1 valve BP pressure fed in the
BP line throughout the train.
In another mode of operation, when the brake pipe is charged quickly, i.e. when
Auto Handle is placed in REL position for 3 seconds, BP is overcharged up to
5.5kg/cm2 with MR1 as input received by BP_RELAY1, bypassing Chokes
through a 25mm port. Therefore, when the Auto handle of the DBC is moved to
Release position, SV_QC1 is energized which allows pressure to reach PV_QC1
as pilot. Thus MR1 passes through PV_QC1 to reach BP_RELAY1 directly as
input. Also CV_BP1 produces pneumatic signal equal to 5.5 kg/cm2 which goes to
BP_RELAY1 as pilot. As a result, BP_RELAY1 starts to produce BP equivalent
to 5.5 kg/cm2. Further, the BP Pressure reaches to PV_BP1 valve and same time
BP pressure also pilots the PV_BP1 valve through the SV_BP1 valve. After BP1
valve BP pressure fed in the BP line throughout the train. This condition is also
known as Quick Charging which comes to normal state of 5 kg/cm2 within 180
seconds automatically.
Figure 6 depicts a schematic flow of Independent Controller.
When a driver applies the Brake from Auto Handle / IND Handle, computer
commands the proportionate valve to generate the BC pilot pressure according to
handle position and further BC pressure is generated by Relay valve in accordance
with BC pilot pressure wherein MR2 comes as input to CV_BC. The CV_BC
receives Voltage Signal based on the handle positions in DBC and in turn the
CV_BC generates Proportionate Pneumatic signal which goes to SV_BCC. The
SV_BCC when energized allows input pressure to pass through, which goes to
SV_BL1 after passing through DCV_DV. The pressure passes SV_BL1 which
reaches BC_RELAY as pilot after passing through DCV1. The MR2 reaches
15
BC_RELAY as input pressure. This input pressure is used by BC_RELAY to
produce output pressure (BC) which is equivalent to pilot pressure received. This
pressure passes through PV_BC1, after receiving pilot pressure from SV_BC1
when energized, and enters BC line. Thus BC is generated in Locomotive.
Further, when the Brake Cylinder equalizing pressure is generated from a Lead
Loco, it enters the EMCBS of the trail loco. The Brake Cylinder equalizing pressure
directly goes to the BC relay and BC is generated.
The Brake Cylinder equalizing pressure is generated when a driver applies the
Brake from the auto handle or independent handle. The computer commands the
proportionate valve to generate the BCEP pilot pressure according to handle
position and further BCEP pressure is generated by Relay Valve in accordance with
pilot pressure. The MR2 comes as input to CV_BC. CV_BC receives Voltage
Signal based on the handle positions in DBC. CV_BC generates Proportionate
Pneumatic signal which goes to SV_BCC. The SV_BCC when energized allows
input pressure to pass through, which goes to SV_BL1 after passing through
DCV_DV. Further, the pressure passes SV_BL1 which reaches BC_RELAY as
pilot after passing through DCV1. MR2 reaches BC_RELAY as input pressure.
This input pressure is used by BC_RELAY to produce output pressure (BCEP)
which is equivalent to pilot pressure received. This pressure passes through
PV_BCEP1, after receiving pilot pressure from SV_BCEP2 when energized, and
enters BCEP line. Thus BCEP is generated in Locomotive.
Further, the figure also provides a schematic flow of bail off command. When the
bail off command is activated, the Bail off Solenoid Valve is energized, this cuts
off and vents the supply of the Control port of the BC RELAY valve. Thus the
control pressure of the BC RELAY valve is reduced resulting in the reduction of
the BC pressure. In order to generate BC pressure in the event of bail off condition,
upon the press of foot pedal (PVEF), the SV_BL1 Valve is energized, which cuts
16
off and vents the supply to the control port of the BC_RELAY valve. Since the
Pilot Pressure Is cut-off, the BC RELAY drains out the BC Pressure.
Figure 7 depicts a schematic flow of Automatic and Emergency Controller.
The Automatic and Emergency Controller is used for Emergency Braking wherein
when the Emergency Brake is applied by Auto Handle, the Emergency Solenoid
Valve gets energised which in turn vent the pilot of PV_EM. As a result, PV_EM
starts to vent BP. Thus Emergency Brakes are applied.
In normal mode of operation, the input port of PV_EM is connected to BP pressure.
The PV_EM is designed in such a way that it generates pilot pressure by itself from
the input pressure, which helps to keep input disconnected from output.
The output of PV_EM is connected to exhaust. When driver applies Emergency,
SV_EM Exhaust the internal pilot of PV_EM which in-turn connects input of
PV_EM to its output resulting in BP exhaust. Thus Emergency Brakes are applied.
In redundant mode of operation, when the BP Controller fails, A&E Controller
takes over and starts generating BP pressure through A&E Controller.
In redundant mode, the CV_BP2 receives MR2 pressure at input port. Based on the
Auto handle position in DBC, CV_BP2 receives voltage signal accordingly.
CV_BP2 generates output pressure proportionate to Voltage signal received, which
goes to BP_RELAY2 as pilot. MR2 pressure reaches BP_RELAY2 as input, after
passing through Chokes. BP_RELAY2 generates output pressure equivalent to the
pilot pressure received. This output pressure goes to PV_BP2 receives MR2 as
input. This output pressure reaches input port PV_BP2. When SV_BP2 is energized
PV_BP2 receives MR2 as pilot.
Further, in order to quickly charge the brake pipe in redundant mode, when the
A&E Controller has taken over to generate BP and Auto handle is moved to release
17
position, SV_QC2 is energized. Thus PV_QC2 receives pilot pressure from
SV_QC2 Valve wherein the MR2 reaches input of BP_RELAY2 directly through
PV_QC2. Also CV_BP2 produces pneumatic signal equal to 5.5 kg/cm2 which
goes to BP_RELAY2 as pilot. As a result, BP_RELAY2 starts to produce BP
equivalent to 5.5 kg/cm2.
Figure 8 depicts a schematic flow of Lead and Trail Controller.
The Lead and Trail Controller functions during the redundant mode to generate BC
and BCEP.
In order to charge BP in redundant mode in the event of failure of independent
controller, the BC charging is done through lead and trail controller in redundant
mode wherein MR1 pressure reaches input port of CV_BCEP. Based on the handle
position in DBC, CV_BCEP receives Voltage signal. The CV_BCEP generates
output pressure proportionate to the Voltage signal received. This pressure reaches
BCEP_RELAY as pilot after passing through SV_BL2. BCEP_RELAY generates
output pressure equivalent to pilot pressure from input pressure (MR1). The output
of BCEP_RELAY reaches PV_BC3. When SV_BC2 is energized, PV_BC3
receives pilot pressure which connects input with output. Thus BC is generated.
In the event of BCEP charging in redundant mode, the output generated by
BCEP_RELAY also reaches the input of PV_BCEP2. When SV_BCEP2 is
energized, PV_BCEP2 receives MREP as pilot. As a result, input port of
PV_BCEP2 is connected to its output which is directly connected to BCEP line.
Thus, BCEP is generated.
Figure 9 depicts a schematic flow of BP charging from Backup valve.
In the scenario of complete electronic failure, BP charging happens through
Driver’s Backup Valve. The Backup Valve receives MR2 at its input with which it
generates Brake Pipe Control pressure, which stops at the input of BKP_BPC Valve.
18
Further, upon Driver’s recognition of the electronic failure, turns ON the
BKP_BPC Valve which is mounted on the Brake Panel. Then the output of Backup
Valve can go further to the Pilot Port of BP_RELAY1. As a result, BP_RELAY1
starts to generate BP pressure equivalent to the pilot pressure received using MR1
at its input. BP Pressure reaches to PV_BP1 valve and same time BP pressure also
pilots the PV_BP1 valve through the SV_BP1 valve. After BP1 valve BP pressure
fed in the BP line throughout the train.
Figure 10 depicts a schematic flow of BC charging from DV.
When both Independent Controller and Lead &Trail Controller fail, BC generated
from DV is used in generating BC for the Locomotive. The BC is generated from
DV passes through SV_DV1, PRV_DV, DCV_DV, SV_BL1, and DCV1 and
reaches the pilot port of BC_RELAY in IND Controller. BC_RELAY using the
MR2 pressure at input, generates output pressure equivalent to pilot received. The
output pressure after passing through PV_BC2 fills BC line of the Locomotive.
Thus BC is generated.
Figure 11 depicts a schematic flow of BC charging in the event of Dead Engine
condition.
When the Locomotive is being used as a Dead Locomotive, Driver turns ON
IC_DE which is mounted on A&E Controller. The BP can now pass through
NRV_DE, IC_DE, PRV_DE and reach DV as AR and also charges MR2 line of
the Dead Locomotive. The BC generated by the DV goes to BC_RELAY as pilot
and MR2 pressure reaches as input. BC_RELAY generates BC equivalent to the
pilot received using MR2. Thus BC is generated in the Dead Locomotive.
The invention also provides an AUXILIARY PANEL which hosts different
Controller’s namely:
19
1. Pantograph Controller
2. Sanding Controller
3. Parking Brake Controller
4. Unloader Controller
5. Emergency Controller
6. Pressure switches
PANTOGRAPH CONTROLLER:
Pantograph Controller is provided for raising and lowering of Pantograph through
the Panto Isolating Cock which is kept open, and when Panto Magnet Valve is
driven by VCU command, Pantograph would be raised by air pressure from
Auxiliary Compressor through Pantograph Isolating Cock and Panto Magnet Valve.
Pantograph of Cab-1 or Cab-2 is raised according to the position of Panto Selection
Switch.
SANDING CONTROLLER:
Pneumatic sanding provision is provided for the leading axles of each Locomotive
in either direction of travel. When Driver pushes the Sanding Foot Switch, Sanding
Magnet Valve in Auxiliary Panel gets energized which initiates sanding according
to Locomotive’s moving direction.
PARKING BRAKE CONTROLLER:
Parking Brake is used for parking the Train when the train is stand still.
To apply Parking Brake, Mode Selector is turned to Standby position and “Parking
Brake Push Button (BPPB) to be pushed ‘ON’. When Parking Brake is applied, the
Push-Button Switch gets illuminated (Red). Parking Brakes are also automatically
applied in the event of loss of the Main Reservoir pipe pressure. When Main
Reservoir pressure is low, it is possible to release individual Parking Brake
20
manually by pulling out the manual release device installed at the Parking Brake
Cylinder near the wheel.
UNLOADER CONTROLLER:
To avoid the Main Compressor to start against air pressure, an Unloader Magnet
Valve is provided in Auxiliary Panel. An Unloader Valves is also provided for both
the Main Compressors. During Compressor start, the Unloader Magnet Valve is
energized resulting in Unloader Valve operation so that the Compressors can start
without any back pressure.
REGENERATIVE BRAKE:
When Regenerative Brakes are applied, the Locomotive Brakes will be cut off if
the Brakes are applied through Automatic Brake Valve. However, in case of
Emergency Brake
Application by Driver's Brake Valve or by Assistant Driver's Emergency Brake
Valve, the Regenerative Brakes will be cut-off and Locomotive Brakes will be
applied.
BRAKE BLENDING:
In case train is being controlled by Regenerative Brake on Locomotive and
regenerative brakes are not sufficient to slow down the Locomotive then pneumatic
brakes also applied as per the pneumatic brake force demand received from
Locomotive computer.
In case, if the Regenerative Brake fails, purely Air Brakes on Locomotive will be
automatically applied in proportion to the position of Automatic Brake Handle
through Brake Blending Feature.
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BANKING OPERATION:
The Brake System has necessary provision for using the Locomotive as Banking
Locomotive. When Locomotive is used for banking operation, it should not be
possible to apply/ release the Train Brakes from Banking Locomotive. But it is
possible to apply Independent and Emergency Brake from Banking Locomotive.
DEAD ENGINE FEATURE:
While hauling a Dead Locomotive as a trailing Locomotive, application and release
of brakes on this Locomotive from the leading Locomotive would be enabled.
While hauling a Dead Locomotive as a piped vehicle, application and release of
brakes with the help of Distributor Valve on this Locomotive would be possible.
LOSS OF POWER FEATURE:
When voltage supply feed to Microprocessor Controlled Brake System (MCBS) is
disrupted or in the case of Over Head Equipment power failure, brakes can be
applied on rolling stock through Driver’s Back Up Valve working directly via
Distributor Valve.
BAIL OFF FUNCTION:
Release of an Automatic Locomotive Brake while retaining the Train’s Brake
Cylinder pressure shall be possible by operating Foot Pedal (PVEF). Bail Off will
remain inactive during emergency application.
DRIVER’s BACK-UP VALVE includes:
It is a pneumatic Back-Up Valve which pneumatically controls Train Brake in case
of EMCBS non-functional. It is used to run the train at slow speed. There is also a
provision of Emergency Braking in this valve.
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DBV Handle has 3 positions:
1. Emergency
2. Lap
3. Run
The Electrical connectivity between different systems and interfacing with
Locomotive is through CAN BUS communication protocol
The electronic control unit is interfaced with auxiliary panel, brake panel. The
auxiliary panel is interfaced with pressure switch and magnet valve through 19 pin
connectors and the brake panel is interfaced with brake panel module connectors.
As will be appreciated by one of skill in the art, that the total system as described
and claimed in the present description, is technically advanced and provides
technical advantage wherein it is designed to have adequate redundancies, in case
of intended primary sub-systems failure, for BP Generation, BC Generation and
BCEP Generation, within a compact space, to ensure braking and safety of rolling
stock carrying goods or passengers.
Further, as it will also be appreciated by one of skill in the art, the present invention
may be embodied as a method, system, or computer program product but not
limited thereto. Accordingly, the present invention may take the form of an entirely
hardware embodiment or an embodiment combining software and hardware
aspects all generally referred to herein as a "circuit" or "module."

We claim:

1. An Electronic Brake Control System of a locomotive, comprising:
a pneumatic panel;
an electronic Control Unit;
an electro-pneumatic control unit;
a driver’s Brake Controller;
a driver’s Back-Up Valve;
at least one communication channel;
a data/Fault Logging, Diagnostics and Display;
an Integrated Vigilance Control Device; wherein the pneumatic panel
comprises of: a Brake Panel, an Auxiliary Panel and an interface for piping
connection through a header, wherein the Brake Panel comprises of a Brake
Pipe Controller, an Independent Controller, an Automatic and Emergency
controller, a Lead and Trail Controller and a Distributor Valve which are
connected with each other through pneumatic and electronic means, wherein
the Brake Pipe Controller is configured to generate a Brake pipe pressure
based on a voltage signal generated proportionally to the handle position and
a pneumatic signal generated proportionally to the voltage signal to generate
an input for a Brake Pipe Relay in order to generate an output pressure equal
to a pilot pressure to feed the Brake pipe line throughout the locomotive.
2. The system as claimed in claim 1, wherein the Independent Controller is
configured to generate the Brake Cylinder pressure proportionate to the
handle position, wherein the Independent Controller is also configured to
generate Brake Cylinder pressure through a Relay Valve in accordance with
Brake Cylinder pilot pressure.
3. The system as claimed in claim 1, wherein a Brake Cylinder equalizing
pressure is generated by the Electronic Control Unit proportional to brake
handle position through a Proportionate Valve and also by Relay Valve in
accordance with pilot pressure
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4. The system as claimed in claim 1, wherein the Electronic Control Unit is
configured to reduce to the Brake Cylinder Pressure by energizing a Bail Off
Solenoid Valve, wherein the Solenoid Valve cuts off and vents the supply of
a control port of the Brake Cylinder Relay Valve.
5. The system as claimed in claim 1, wherein the Automatic and Emergency
Controller is configured to energise an Emergency Solenoid Valve, wherein
the Emergency Solenoid Valve vent the pilot of a pneumatic valve of
emergency.
6. The system as claimed in claim 1, wherein the Automatic and Emergency
Controller configured to generate a Brake Pipe pressure upon failure of Brake
Pipe Controller.
7. The system as claimed in claim 1, wherein the Lead and Trail Controller is
configured to generate Brake Cylinder pressure and Brake control equalizing
pressure upon failure of independent controller.
8. The system as claimed in any of the claims 1-7, wherein a Driver Back-Up
Valve is configured to generate a brake pipe pressure upon failure of
Electronic Control Unit.
9. The system as claimed in any of the claims 1-7, wherein a Distribution Valve
is configured to generate Brake Cylinder Pressure upon failure of both
Independent Controller and Lead & Trail Controller.
10. The system as claimed in claims 1-9, wherein the Electro-Pneumatic Control
Unit configured to interface a pneumatic and a redundant pneumatic back-up
system for controlling Locomotive’s Brake Cylinders, Brake pipe, release
pipe and actuating pipe.
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12. The system as claimed in claim 11, wherein an Electronic Brake Controller
configured to interface the Brake System and locomotive pilot and comprises
of a graphical user interface, wherein the user interface configured to
provide real-time information of the brake pipe control target pressure.
13. A method of operating an Electronic Brake System of a locomotive,
comprising:
generating an electronic/voltage signal, by an electronic control unit,
proportionate to a handle position of a Brake;
generating a pneumatic pressure, by a pneumatic panel, proportionate to the
electronic signal generated by the Electronic Control Unit;
transmitting a desired output to the Locomotive Brake System, by the
pneumatic as well as electronic means, upon detection of input signal,
wherein the input signal is Service Braking or an Emergency Braking.
14. The method as claimed in claim 13, comprising:
generating a Brake pipe pressure, by a Brake Pipe Controller based on a
voltage signal generated proportionally to the handle position; and
generating a pneumatic signal proportionally to the voltage signal for
generating an input for a Brake Pipe Relay in order to generate an output
pressure equal to a pilot pressure to feed a Brake pipe line throughout the
locomotive.
15. The method as claimed in claim 14, comprising;
generating a brake cylinder pressure proportionate to a handle position, by an
Independent Controller, wherein the brake cylinder pressure is also generated
by the Independent Controller through a Relay Valve in accordance with a
Brake Cylinder pilot pressure.
16. The method as claimed in claim 15, comprising:
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generating a Brake Cylinder equalizing pressure, by the Electronic Control
Unit, proportional to brake handle position through a Proportionate Valve
and also by Relay Valve in accordance with pilot pressure
17. The method as claimed in claim 16, comprising:
reducing the brake cylinder pressure, by the Electronic Control Unit, by
energizing a Bail Off Solenoid Valve, wherein the Solenoid Valve cuts off
and vents the supply of a control port of the Brake Cylinder Relay Valve.
18. The method as claimed in claim 17, comprising:
energising an Emergency Solenoid Valve, by the Automatic and emergency
Controller, wherein the Emergency Solenoid Valve vent the pilot of a
pneumatic valve of emergency.
19. The method as claimed in claim 17, comprising:
generating a Brake Pipe pressure, by the Automatic and Emergency
Controller upon failure of the Brake Pipe Controller.
20. The method as claimed in claim 13, comprising:
generating a brake cylinder pressure and a brake control equalizing pressure,
by a Lead and Trail Controller, upon failure of the independent controller.
21. The method as claimed in any of the claims 13-20, comprising:
generating a brake pipe pressure by a Driver Back-Up Valve upon failure of
Electronic Control Unit.
22. The method as claimed in any of the claims 13-21, comprising:
generating a Brake Cylinder Pressure by a Distribution Valve upon failure of
both Independent Controller and the Lead & Trail Controller.
23. The method as claimed in claims 13-22, comprising:
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interfacing a pneumatic and a redundant pneumatic back-up system by the
Electro-Pneumatic Control Unit, for controlling Locomotive’s Brake
Cylinders, Brake pipe, release pipe and actuating pipe.
24. The method as claimed in claim 23, comprising:
interfacing the Brake System and locomotive pilot, by the Electronic Brake
Controller; and
providing real-time information of the brake pipe control target pressure on
a graphical user interface.