Description:TECHNICAL FIELD
The present subject matter is generally related to automatic brake regulation mechanism and more particularly, but not exclusively, to a system and a method for remote braking of a locomotive.

BACKGROUND
In locomotive, an operator may communicate with a driver of the locomotive through a two-way radio transceiver for applying brake to the locomotive during coupling and de-coupling of compartments of the locomotive. Upon receiving instructions from the operator, the driver may manually apply brake to control movement of each compartment of the locomotive for coupling or de-coupling purposes. However, there may be a possibility of failure in communication from the operator to the driver. Further, the driver may not be efficient enough to adjust and control the movement of the locomotive in absence of operator’s instructions. This, in turn, may give rise to hazardous accidents during coupling and de-coupling operations of locomotive. In some scenarios, accurate coupling and decoupling may not be achieved due to manual error introduced by the driver while applying brake of the locomotive. Hence, the existing systems do not ensure efficient brake regulation mechanism for proper coupling and decoupling of compartments of the locomotive.

The information disclosed in this background of the disclosure section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.

SUMMARY
Disclosed herein is a system for remote braking of a locomotive. The system comprises a transmitter, a receiver, a first circuit and a second circuit. The transmitter receives a brake input from an operator and transmits the received brake input to the receiver which is communicatively coupled to the transmitter. Upon receiving signal associated with the brake input from the transmitter, the receiver sends an energising signal associated with the brake input to the first circuit, which is coupled to the receiver. Upon receiving the signal from the receiver, the first circuit becomes energised and activates a magnetic valve to apply brake. Further, the receiver sends a de-energising signal associated with the brake input to the second circuit, which is also coupled to the receiver. Upon receiving the signal from the receiver, the second circuit becomes de-energised and deactivates a plurality of traction motors associated with each compartment of the locomotive to terminate propulsion of driving wheels of each compartment of the locomotive.

Further, the present disclosure discloses a method for remote braking of a locomotive. The method comprises receiving, by a receiver of the locomotive, a signal associated with a brake input received from a transmitter. Upon receiving the brake input, an energising signal is sent to a first circuit which is coupled to the receiver. Thereafter, the method comprises activating a magnetic valve of the locomotive to apply brake when the energising signal associated with the brake input is received at the first circuit of the locomotive. Upon receiving the brake input at the receiver, a de-energising signal is sent to a second circuit which is coupled to the receiver. The method further comprises deactivating a plurality of traction motors associated with each compartment of the locomotive to terminate propulsion of driving wheels of each compartment of the locomotive when the de-energising signal associated with the brake input is received at the second circuit of the locomotive.

Further, the present disclosure discloses a locomotive having compartments. The locomotive comprises a receiver, which is communicatively coupled to a transmitter operated by an operator. The receiver is configured to receive a brake input from the transmitter. The locomotive further comprises a first circuit which is coupled to the receiver at one end and coupled to a brake assembly of the locomotive at another end. The first circuit activates a magnetic valve to apply brake when the brake input is received at the first circuit. The locomotive further comprises a second circuit which is coupled to the receiver at one end and coupled to a plurality of traction motors of each compartment of the locomotive at another end. The second circuit deactivates a plurality of traction motors associated with each compartment of the locomotive to terminate propulsion of driving wheels of each compartment when the brake input is received at the second circuit.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, explain the disclosed principles. 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 figures to reference like features and components. Some embodiments of system and/or methods in accordance with embodiments of the present subject matter are now described, by way of example only, and regarding the accompanying figures, in which:

Fig.1A shows a block diagram of a system for remote braking of a locomotive in accordance with some embodiments of the present disclosure.

Fig.1B shows a first circuit of a locomotive in accordance with some embodiments of the present disclosure.

Fig.1C shows a second circuit of a locomotive in accordance with some embodiments of the present disclosure.

Fig.2 shows a flowchart illustrating method for remote braking of a locomotive in accordance with some embodiments of the present disclosure.

It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present subject matter. Similarly, it will be appreciated that any flow charts, flow diagrams, state transition diagrams, pseudo code, and the like represent various processes which may be substantially represented in computer readable medium and executed by a computer or processor, whether such computer or processor is explicitly shown.

DETAILED DESCRIPTION
In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however that it is not intended to limit the disclosure to the specific forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
The terms “comprises”, “comprising”, “includes”, “including” or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, device, or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or method.
The present disclosure relates to a system and a method for remote braking of a locomotive. At first, the system may receive a brake input from an operator for applying brake. In one embodiment the brake input may be provided during coupling or de-coupling of the compartments of the locomotive. The transmitter may transmit the brake input to a receiver of the locomotive. The receiver may be communicatively coupled to the transmitter for receiving signal associated with the brake input from the transmitter. Upon receiving the signal, a relay configured in the receiver may send an energising signal to a first circuit and a de-energising signal to a second circuit. Both the first circuit and the second circuit may be coupled to the receiver, to receive the signals from the relay. The received energising signal may energise a normally open switch of the first circuit, resulting in closed state. Thereafter, a solenoid in the first circuit may be activated to open the magnetic valve. Upon activation, compressed air from an air tank may be regulated towards the magnetic valve of the first circuit to apply the brake. Similarly, the received de-energising signal may de-energise a normally closed switch of the second circuit, resulting in open state. Thereafter, current flow to a generator of the second circuit may be terminated. Consequently, the generator may terminate producing voltage signal to the plurality of traction motors associated with each compartment of the locomotive. In absence of voltage signal, the plurality of traction motors of the second circuit may discontinue producing torque to terminate propulsion of driving wheels of each compartment. In this manner, the present disclosure discloses a method for remote braking of a locomotive thereby avoiding manual intervention of a driver to control the movement of the compartments of the locomotive during coupling and de-coupling of the compartments.

Fig.1A shows a block diagram of a system for remote braking of a locomotive in accordance with some embodiments of the present disclosure.
The block diagram of the system 100 as shown in Fig.1A, may include a transmitter 101, and a locomotive 103. The locomotive 103 may include a receiver 105, a first circuit 109, a second circuit 119, an engine 115, a compressor 113, an air tank 111 and a brake pedal 117. The transmitter 101 may be configured to send a brake input received from an operator during coupling or de-coupling of the compartments of the locomotive 103. The receiver 105 may be communicatively coupled to the transmitter 101 to receive a signal associated with the brake input from the transmitter 101.
In some embodiments, upon receiving the brake input, a relay 107 configured in the receiver 105 may send an energizing signal to a first circuit 109. The energizing signal may close a normally open switch 1091 [shown in Fig.1B] thereby allowing current flow in the first circuit 109. When the current flows to a magnetic valve 1095 [shown in Fig.1B] of the first circuit 109, a solenoid 1093 [shown in Fig.1B] of the magnetic valve 1095 may be activated to open the magnetic valve 1095. The compressed air may be regulated from the air tank 111 towards the magnetic valve 1095. The compressed air may be generated by a compressor 113, which is driven by an engine 115 of the locomotive 103. The compressor 113 may force the air into the air tank 111, increasing the pressure inside the air tank 111. When the magnetic valve 1095 is opened, the air pressure from the air tank 111 may exert force on the brake pedal 117 of the locomotive 103.
In some embodiments, upon receiving the brake input, the relay 107 configured in the receiver 105 may send a de-energizing signal to the second circuit 119. The de-energizing signal may open a normally closed switch 1191 [shown in Fig.1C] thereby terminating flow of current in the second circuit 119. When the current flow to a generator 1193 [shown in Fig.1C] of the second circuit 119 is terminated, the generator 1193 may stop producing voltage signal to the plurality of traction motors 1195 of each compartments of the locomotive 103. As a result, the plurality of traction motors 1195 may discontinue producing torque to drive wheels associated with each compartment. This terminates propulsion of the locomotive 103 by restricting further movement of the driving wheels.
Fig.1B shows a first circuit of a locomotive in accordance with some embodiments of the present disclosure.

The first circuit 109 of the locomotive 103 as shown in Fig.1B, may be coupled to a receiver 105 of the locomotive 103 at one end and coupled to a brake assembly of the locomotive 103 at another end. The first circuit 109 may include a normally open switch 1091, and a magnetic valve 1095 with a solenoid 1093. The normally open switch 1091 may be electrically coupled to the relay 107 configured in the receiver 105 of the locomotive 103. Further, the magnetic valve 1095 with the solenoid 1093 may be electrically coupled to the normally open switch 1091 at one end and coupled to an air tank 111 of the brake assembly at another end.

In some embodiments, the first circuit 109 may receive an energizing signal from the relay 107 of the receiver 105. Upon receiving the energizing signal, the normally open switch 1091 may switch to closed state. This may enable flow of current in the first circuit 109 by drawing power from an external power supply 1097. Due to flow of current into the solenoid 1093 of the magnetic valve 1095, a magnetic field may be generated. The magnetic field may exert a force on a plunger of the magnetic valve 1095. As a result, the plunger is pulled toward the center of the solenoid 1093 to open an orifice of the magnetic valve 1095. Thus, the magnetic valve 1095, which is normally in closed state, may now switch to open state when the solenoid 1093 is activated. Once magnetic valve 1095 is opened, compressed air may be regulated from the air tank 111 to the brake assembly through the magnetic valve 1095. The pressure of the compressed air may exert force on the brake pedal 117 of the locomotive 103 to apply appropriate brake during coupling or decoupling of the compartments of the locomotive 103.

Fig.1C shows a second circuit of a locomotive in accordance with some embodiments of the present disclosure.

The second circuit 119 of the locomotive 103 as shown in Fig.1C, may be coupled to a receiver 105 of the locomotive 103 at one end and coupled to a plurality of traction motors 1195 of each compartment of the locomotive 103 at another end. The second circuit 119 may include a normally closed switch 1191, a generator 1193 and the plurality of traction motors 1195. The normally closed switch 1191 may be electrically coupled to a relay 107 configured in the receiver 105 of the locomotive 103. Further, the generator 1193 may be electrically coupled to the normally closed switch 1191 at one end and grounded at another end. The plurality of traction motors 1195 may be coupled to the normally closed switch 1191 at one end and grounded at another end.

In some embodiments, the second circuit 119 may receive a de-energizing signal from the relay 107 of the receiver 105. Upon receiving the de-energizing signal, the normally closed switch 1191 of the second circuit 119 may switch to open state. This may terminate flow of current in the second circuit 119. As a result, the second circuit 119 may not draw power from a locomotive power supply 1197. Due to termination of flow of current to the generator 1193, coil of the generator 1193 field conductor may get de-energized. As a result, the generator 1193 may stop producing voltage signal to the plurality of traction motors 1195 of each compartments of the locomotive 103. This may deactivate the plurality of traction motors 1195 to discontinue producing torque. Consequently, the movement of the driving wheels of the compartments may be ceased.

Fig.2 shows a flowchart illustrating method for remote braking of a locomotive in accordance with some embodiments of the present disclosure.

As illustrated in Fig.2, the method 200 includes one or more blocks illustrating a method for remote braking of a locomotive 103. The order in which the method 200 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the spirit and scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.

At block 201, the method may include receiving, by a receiver 105 of the locomotive 103, a signal associated with a brake input received from a transmitter 101. Upon receiving, the signal may be decoded to generate an energizing signal and a de-energizing signal corresponding to the brake input. The energizing signal may be sent from a relay 107 configured in the receiver 105 to a first circuit 109 of the locomotive 103. At the same instant, the de-energizing signal may be sent from the relay 107 configured in the receiver 105 to a second circuit 119 of the locomotive 103.
At block 203, the method may include activating a magnetic valve 1095 of the locomotive 103 to apply brake when the brake input is received at the first circuit 109 of the locomotive 103. The first circuit 109 may be coupled to the receiver 105 to receive the energizing signal corresponding to the brake input from the relay 107. Upon receiving the energizing signal, the normally open switch 1091 of the first circuit 109 may switch to closed state. A solenoid 1093 associated with the magnetic valve 1095 may be activated when the normally open switch 1091 of the first circuit 109 is in closed state. Thereafter, compressed air may be regulated from an air tank 111 towards the magnetic valve 1095 to apply the brake upon activation of the solenoid 1093 of the magnetic valve 1095.
At block 205, the method may include deactivating a plurality of traction motors 1195 associated with each compartment of the locomotive 103 to terminate propulsion of driving wheels of each compartment of the locomotive 103 when the brake input is received at a second circuit 119 of the locomotive 103. The second circuit 119 may be coupled to the receiver 105 to receive the de-energizing signal corresponding to the brake input from the relay 107. Upon receiving the de-energizing signal, the normally closed switch 1191 of the second circuit 119 may switch to open state. Consequently, current flow to a generator 1193 of the second circuit 119 may be terminated. Thereafter, the generator 1193 may terminate generation of voltage signal to the plurality of traction motors 1195 associated with each compartment of the locomotive 103. Upon termination of voltage signal from the generator 1193, production of torque may be discontinued from the plurality of traction motors 1195, which in turn may terminate propulsion of driving wheels of each compartment of the locomotive 103.
Advantages of the embodiment of the present disclosure are illustrated herein:
In an embodiment, the present disclosure provides a system and a method for remote braking of a locomotive.

In an embodiment, the present disclosure provides a system which avoids manual intervention of a driver to control the movement of the compartments of the locomotive during coupling and de-coupling of the compartments.

In an embodiment, in the present disclosure, the control of the brake rests with the operator. Once the operator goes for operation such as disconnecting the wagons by wagons, he applies the brake with his handheld device, and performs the operation and releases the brake once he is out from the operation zone which is accident prone

The terms "an embodiment", "embodiment", "embodiments", "the embodiment", "the embodiments", "one or more embodiments", "some embodiments", and "one embodiment" mean "one or more (but not all) embodiments of the invention(s)" unless expressly specified otherwise.

The terms "including", "comprising", “having” and variations thereof mean "including but not limited to", unless expressly specified otherwise. The enumerated listing of items does not imply that any or all the items are mutually exclusive, unless expressly specified otherwise.

The terms "a", "an" and "the" mean "one or more", unless expressly specified otherwise.
A description of an embodiment with several components in communication with each other does not imply that all such components are required. On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention.

When a single device or article is described herein, it will be clear that more than one device/article (whether they cooperate) may be used in place of a single device/article. Similarly, where more than one device or article is described herein (whether they cooperate), it will be clear that a single device/article may be used in place of the more than one device or article or a different number of devices/articles may be used instead of the shown number of devices or programs. The functionality and/or the features of a device may be alternatively embodied by one or more other devices which are not explicitly described as having such functionality/features. Thus, other embodiments of the invention need not include the device itself.

Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Referral Numerals:
Reference Number Description
100 System
101 Transmitter
103 Locomotive
105 Receiver
107 Relay
109 First circuit
1091 Normally open switch
1093 Solenoid
1095 Magnetic valve
1097 Power supply
111 Air tank
113 Compressor
115 Engine
117 Brake pedal
119 Second circuit
1191 Normally closed switch
1193 Generator
1195 Traction motors
1197 Locomotive power supply

Claims:WE CLAIM:
1. A system 100 for remote braking of a locomotive 103, the system 100 comprises:
a transmitter 101 configured to send a brake input received from an operator;
a receiver 105 communicatively coupled to the transmitter 101 for receiving signal associated with the brake input from the transmitter 101;
a first circuit 109 coupled to the receiver 105 for activating a magnetic valve 1095 to apply brake when the brake input is received; and
a second circuit 119 coupled to the receiver 105 for deactivating a plurality of traction motors 1195 associated with each compartment of the locomotive 103 to terminate propulsion of driving wheels of each compartment of the locomotive 103 when the brake input is received.

2. The system 100 as claimed in claim 1, wherein the first circuit 109 comprises a normally open switch 1091 electrically coupled to a relay 107 configured in the receiver 105 at one end and electrically coupled to a solenoid 1093 associated with the magnetic valve 1095 at another end.

3. The system 100 as claimed in claim 1, wherein the first circuit 109 is connected to an external power supply 1097.

4. The system 100 as claimed in claim 2, wherein the normally open switch 1091 of the first circuit 109 is in closed state upon receiving an energizing signal from the relay 107 for activating the solenoid 1093 of the magnetic valve 1095.

5. The system 100 as claimed in claim 4, wherein upon activation of the solenoid 1093 of the magnetic valve 1095, compressed air from an air tank 111 is regulated towards the magnetic valve 1095 to apply the brake.

6. The system 100 as claimed in claim 1, wherein the second circuit 119 comprises a normally closed switch 1191 electrically coupled to the relay 107 at one end and electrically coupled to a generator 1193 and the plurality of traction motors 1195 associated with each compartment of the locomotive 103.

7. The system 100 as claimed in claim 1, wherein the second circuit 119 is connected to a locomotive power supply 1197.

8. The system 100 as claimed in claim 7, wherein the normally closed switch 1191 of the second circuit 119 is in open state upon receiving a de-energizing signal from the relay 107 to terminate current flow to the generator 1193.

9. The system 100 as claimed in claim 9, wherein the generator 1193 of the second circuit 119 terminates producing voltage signal to the plurality of traction motors 1195 associated with each compartment of the locomotive 103 when normally closed switch 1191 is in open state.

10. The system 100 as claimed in claim 10, wherein the plurality of traction motors 1195 associated with each compartment of the locomotive 103 discontinue producing torque to terminate propulsion of driving wheels of each compartment of the locomotive 103 upon termination of voltage signal from the generator 1193 of the second circuit 119.

11. A method for remote braking of a locomotive 103, the method comprising:
receiving, by a receiver 105 of the locomotive 103, a signal associated with a brake input received from a transmitter 101;
activating a magnetic valve 1095 of the locomotive 103 to apply brake when the brake input is received at a first circuit 109 of the locomotive 103, wherein the first circuit 109 is coupled to the receiver 105; and
deactivating a plurality of traction motors 1195 associated with each compartment of the locomotive 103 to terminate propulsion of driving wheels of each compartment of the locomotive 103 when the brake input is received at a second circuit 119 of the locomotive 103, wherein the second circuit 119 is coupled to the receiver 105.

12. The method as claimed in claim 11, wherein activating the magnetic valve 1095 of the locomotive 103 comprises:
receiving an energizing signal at a normally open switch 1091 of the first circuit 109 from a relay 107 configured in the receiver 105;
activating a solenoid 1093 associated with the magnetic valve 1095 when the normally open switch 1091 of the first circuit 109 is in closed state upon receiving the energizing signal; and
regulating compressed air from an air tank 111 towards the magnetic valve 1095 to apply the brake upon activation of the solenoid 1093 of the magnetic valve 1095.

13. The method as claimed in claim 11, wherein deactivating the plurality of traction motors 1195 associated with each compartment of the locomotive 103 comprises:
receiving a de-energizing signal at a normally closed switch 1191 of the second circuit 119 from the relay 107 configured in the receiver 105;
terminating current flow to a generator 1193 of the second circuit 119 when the normally closed switch 1191 of the second circuit 119 is in open state upon receiving the de-energizing signal;
terminating generation of voltage signal from the generator 1193 of the second circuit 119 to the plurality of traction motors 1195 associated with each compartment of the locomotive 103 upon termination of current flow to the generator 1193: and
discontinuing production of torque from the plurality of traction motors 1195 to terminate propulsion of driving wheels of each compartment of the locomotive 103 upon termination of voltage signal from the generator 1193.

14. A locomotive 103 having compartments, comprising:
a receiver 105, communicatively coupled to a transmitter 101 operated by an operator, to receive a brake input from the transmitter 101;
a first circuit 109 coupled to the receiver 105 at one end and coupled to a brake assembly of the locomotive 103 at another end for activating a magnetic valve 1095 to apply brake when the first circuit 109 receives the brake input; and
a second circuit 119 coupled to the receiver 105 at one end and coupled to a plurality of traction motors 1195 of each compartment of the locomotive 103 at another end for deactivating a plurality of traction motors 1195 associated with each compartment of the locomotive 103 to terminate propulsion of driving wheels of each compartment when the second circuit 119 receives the brake input.

15. The locomotive 103 as claimed in claim 14, wherein the first circuit 109 comprises:
a normally open switch 1091 electrically coupled to a relay 107 configured in the receiver 105 of the locomotive 103; and
a magnetic valve 1095 with a solenoid 1093 electrically coupled to the normally open switch 1091 at one end and coupled to an air tank 111 of the brake assembly at another end.

16. The locomotive 103 as claimed in claim 14, wherein the normally open switch 1091 of the first circuit 109 is in closed state upon receiving an energizing signal from the relay 107 for activating the solenoid 1093 of the magnetic valve 1095.

17. The locomotive 103 as claimed in claim 14, wherein upon activation of the solenoid 1093 of the magnetic valve 1095, compressed air from an air tank 111 is regulated towards the magnetic valve 1095 to apply the brake.

18. The locomotive 103 as claimed in claim 14, wherein the second circuit 119 comprises:
a normally closed switch 1191 electrically coupled to the relay 107 configured in the receiver 105 of the locomotive 103;
a generator 1193 electrically coupled to the normally closed switch 1191 at one end and grounded at another end;
a plurality of traction motors 1195 coupled to the normally closed switch 1191 at one end and grounded at another end.

19. The locomotive 103 as claimed in claim 14, wherein the normally closed switch 1191 of the second circuit 119 is in open state upon receiving a de-energizing signal from the relay 107 to terminate current flow to the generator 1193.

20. The locomotive 103 as claimed in claim 14, wherein the generator 1193 of the second circuit 119 terminates producing voltage signal to the plurality of traction motors 1195 associated with each compartment of the locomotive 103 when normally closed switch 1191 is in open state.

21. The locomotive 103 as claimed in claim 14, the plurality of traction motors 1195 associated with each compartment of the locomotive 103 discontinue producing torque to terminate propulsion of driving wheels of each compartment of the locomotive 103 upon termination of voltage signal from the generator 1193 of the second circuit 119.

22. The locomotive 103 as claimed in claim 14, wherein the first circuit 109 is connected to an external power supply 1097 and the second circuit 119 is connected to a locomotive power supply 1197.