Description:TECHNICAL FIELD
[0001] The present disclosure relates to the field of vehicle braking systems. More particularly, the present disclosure relates to a simple, efficient, and reliable system implemented in the parking brake mechanism/brake system of Railway vehicles, to control the parking brakes and further allow automatic activation of the parking brakes in the event of low pressure in the main reservoir line and/or the parking brake line associated with the parking brake mechanism.

BACKGROUND
[0002] In a parking mechanism of vehicles, a parking brake (PB) line is utilized to control the application and release of parking brakes. The PB line is charged through a main reservoir (MR), which is maintained at a specific pressure. The purpose of the MR is to ensure a constant supply of pressurized air to the parking brake line. To regulate the pressure in the PB line, several components are incorporated. A non-return valve is installed in the PB line to prevent backflow of air. Additionally, an auxiliary reservoir and a pressure-reducing valve are included in the parking brake line.
[0003] The pressure-reducing valve is responsible for reducing the pressure from the MR to a lower value, ensuring that the entire PB line, including the parking braking cylinder of the vehicle, is consistently charged at a predefined threshold pressure. This threshold pressure is necessary to keep the parking brakes in a released condition. The heavy coiled spring located in the parking brake cylinder chamber is compressed by the PB line pressure, allowing the brakes to remain disengaged.
[0004] When the driver or crew of the vehicle wants to apply the parking brake, they can discharge the air pressure from the parking brake cylinder chamber by pressing an electrical or mechanical push button. This action releases the heavy coiled spring, causing it to expand and apply the parking brake. However, in the existing parking brake system, the parking brake may not automatically engage when there is a drop in MR pressure or if the MR pipeline pressure reaches zero. This is due to the presence of the non-return valve, which restricts the backflow of air in the PB line. As a result, the non-return valve in the PB line prevents the parking brake from automatically applying during static conditions or when the vehicle is on a slope.
[0005] Therefore, there is a need in the art to overcome the above-mentioned drawbacks, shortcomings, and limitations associated with existing parking brake mechanisms, and provide a simple, efficient, and reliable system implemented in the parking brake mechanism/brake system of vehicles, to control the parking brakes and further allow automatic activation of the parking brakes and alert generation in the event of low pressure in the main reservoir line and/or the parking brake line associated with the parking brake mechanism.

OBJECTS OF THE PRESENT DISCLOSURE
[0006] Some of the objects of the present disclosure, which at least one embodiment herein satisfies are as listed herein below.
[0007] It is an object of the present disclosure to overcome the drawbacks, shortcomings, and limitations associated with the existing parking brake mechanism of vehicles.
[0008] It is an object of the present disclosure to allow automatic activation of the parking brakes in the event of low pressure in the main reservoir line and/or the parking brake line associated with the parking brake mechanism.
[0009] It is an object of the present disclosure to provide a system that automatically indicates or alerts a driver or crew of the vehicle in the event of a low pressure or pressure drop in the main reservoir line and/or the parking brake line.
[00010] It is an object of the present disclosure to restrict the rolling down of vehicles in the event of a low pressure or pressure drop in the main reservoir line and/or the parking brake line of the vehicles.
[00011] It is an object of the present disclosure to provide a simple, efficient, and reliable system implemented in the parking brake mechanism/brake system of vehicles, to control the parking brakes and further allow automatic activation of the parking brakes and alert generation in the event of low pressure in the main reservoir line and/or the parking brake line associated with the parking brake mechanism.

SUMMARY
[00012] The present disclosure relates to the field of Railway vehicle braking systems. More particularly, the present disclosure relates to a simple, efficient, and reliable system implemented in the parking brake mechanism/brake system of vehicles, to control the parking brakes and further allow automatic activation of the parking brakes in the event of low pressure in the main reservoir line and/or the parking brake line associated with the parking brake mechanism.
[00013] According to an aspect of the present disclosure, a system for activating a parking brake mechanism of a vehicle in a static condition is disclosed. The system comprises a pneumatic valve fluidically connected to a main reservoir (MR) and a parking brake (PB) line associated with the parking brake mechanism. The pneumatic valve is configured to, based on a monitored pressure of the MR to drop below a pre-defined threshold, fluidically couple the PB line to the atmosphere. Further, the coupling of the PB line to the atmosphere causes a pressure drop in the PB line which activates the parking brake mechanism. Furthermore, the parking brake activation is indicated to a driver or crew via a plurality of pneumatic brake indicators and/or a light indicator.
[00014] In an aspect, the main reservoir (MR) may be fluidically coupled to the pneumatic valve through a first isolating cock.
[00015] In an aspect, the parking brake (PB) line may be fluidically coupled to the pneumatic valve through a second isolating cock.
[00016] In an aspect, the fluidic coupling of the PB line pressure to the atmosphere may cause the PB line pressure to drop to about 0 bar.
[00017] In an aspect, each of the plurality of pneumatic brake indicators may be operatively coupled to the pneumatic valve through a check valve and an isolating cock. The plurality of pneumatic brake indicators, upon activation of the parking brake mechanism of the vehicle, may provide an indication to the driver or crew.
[00018] In an aspect, the light indicator may be operatively coupled to the pneumatic valve and the MR through a pressure switch. Upon application of the parking brake mechanism, the pressure drop in the MR line may cause the pressure switch to activate the light indicator.
[00019] In an aspect, the pneumatic valve may be configured to be reset by the driver or crew to revert the parking brake mechanism to a released condition.
[00020] In an aspect, when the pressure of the MR remains above or equal to the pre-defined threshold, the pneumatic valve remains in a closed condition to fluidically disconnect the PB line from the atmosphere, thereby keeping the parking brake mechanism in a released condition.
[00021] Various objects, features, aspects and advantages of the present disclosure will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like features.
[00022] Within the scope of this application, it is expressly envisaged that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible.

BRIEF DESCRIPTION OF DRAWINGS
[00023] The accompanying drawings are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure. The diagrams are for illustration only, which thus is not a limitation of the present disclosure.
[00024] FIG. 1 illustrates an exemplary block diagram of the proposed parking brake system implemented in a vehicle, in accordance with an embodiment of the present disclosure.
[00025] FIGs. 2A and 2B illustrates an exemplary representation of the pneumatic valve of FIG. 1 in a de-energized (charged-PB release) state and an energized (vented-PB apply) state, respectively, to elaborate upon the working principle of the pneumatic valve.
[00026] FIG. 3A illustrates an exemplary cross-section view of the pneumatic valve depicting the internal operation when the parking brakes are released (Normal Running condition).
[00027] FIG. 3B illustrates an exemplary cross-section view of the pneumatic valve depicting the internal operation when the parking brakes are applied (PB applied condition)

DETAILED DESCRIPTION
[00028] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.
[00029] Embodiments of the present disclosure relate to a simple, efficient, and reliable system implemented in the parking brake mechanism/brake system of vehicles, to control the parking brakes and further allow automatic activation of the parking brakes in the event of low pressure in the main reservoir line and/or the parking brake line associated with the parking brake mechanism.
[00030] According to an aspect, the present disclosure elaborates upon a system for activating a parking brake mechanism of a vehicle in a static condition. The system comprises a pneumatic valve fluidically connected to a main reservoir (MR) and a parking brake (PB) line associated with the parking brake mechanism. The pneumatic valve is configured to, based on a monitored pressure of the MR to drop below a pre-defined threshold, fluidically couple the PB line to the atmosphere. Further, the coupling of the PB line to the atmosphere causes a pressure drop in the PB line which activates the parking brake mechanism. Furthermore, the parking brake activation is indicated to a driver or crew via a plurality of pneumatic brake indicators and/or a light indicator.
[00031] In an embodiment, the main reservoir (MR) can be fluidically coupled to the pneumatic valve through a first isolating cock (116-1).
[00032] In an embodiment, the parking brake (PB) line can be fluidically coupled to the pneumatic valve through a second isolating cock (116-2).
[00033] In an embodiment, the fluidic coupling of the PB line pressure to the atmosphere can cause the PB line pressure to drop to about 0 bar.
[00034] In an embodiment, each of the plurality of pneumatic brake indicators (118-1, 118-2) can be operatively coupled to the pneumatic valve (114) through a check valve (120) and an isolating cock (122). The plurality of pneumatic brake indicators, upon activation of the parking brake mechanism of the vehicle, can provide an indication to the driver or crew.
[00035] In an embodiment, the light indicator (124) can be operatively coupled to the pneumatic valve and the MR through a pressure switch (126). Upon application of the parking brake mechanism, the pressure drop in the MR line can cause the pressure switch to activate the light indicator.
[00036] In an embodiment, the pneumatic valve can be configured to be reset by the driver or crew to revert the parking brake mechanism to a released condition.
[00037] In an embodiment, when the pressure of the MR remains above or equal to the pre-defined threshold, the pneumatic valve remains in a closed condition to fluidically disconnect the PB line from the atmosphere, thereby keeping the parking brake mechanism in a released condition.
[00038] Referring to FIG. 1, the proposed parking brake system 100 can include a parking brake (PB) line including one or more parking brake modules configured with each bogie or coach of the vehicle. The PB line can be in fluidic communication with a main reservoir (MR) line associated with a brake system of the vehicle. The System 100 can include one or more parking brake cylinders 102-1, 102-2 (collectively referred to as parking brake cylinders 102, herein) associated with the parking brake system 100. The actuators can be operable to enable the charging and discharging of the corresponding parking brake cylinders 102 based on pressure in the PB line, which may accordingly control the parking braking application in the vehicle. The System 100 can further include a solenoid valve 104 fluidically configured with the actuator in the PB line.
[00039] The system 100 or PB line can further include a pressure regulator (PR) 106 (also referred to as pressure regulating valve) fluidically connected to the MR line and the solenoid valve 104 via an isolation cock 108 and a non-return valve 110. The MR line can be configured to supply air at a first pressure to the PB lines and the pressure regulator 106 is further operable to regulate the first pressure supplied by the MR line to supply air at a predefined second pressure for the solenoid valve 104. Further, the isolation cock 108 can be operable to isolate the entire parking brake line from the MR line and the non-return valve 110 can be further operable to enable the unidirectional flow of air from the MR line toward the PB line or the pressure regulator 106 while restricting the backflow of air towards the MR line. Furthermore, the PB line can include an auxiliary reservoir 112 in fluidic communication with the PB line.
[00040] In an exemplary embodiment, but not limited to the like, the PB line can be charged through the MR reservoir with an 8.0 bar air pressure, with the non-return valve 110, a 9-liter auxiliary reservoir 112, and the pressure regulator 106 configured in the PB line. The MR pressure (8.0 bar) can be reduced to 6.0 bar by the pressure regulator 106, and the complete PB line up to the parking braking cylinder 102 can be always charged with the same 6.0 bar pressure.
[00041] The system can further include a pneumatic valve 114 fluidically connected to the MR line and the PB line. In an embodiment, the MR or MR line can be fluidically coupled to a first port of the pneumatic valve 114 through a first isolating cock 116-1. Further, the PB line downstream of the actuator can be fluidically coupled to a second port of the pneumatic valve 114 through a second isolating cock 116-2. The pneumatic valve 114 can be configured to couple or decouple the PB line from the atmosphere or ambient based on the pressure in the MR line and/or the PB line.
[00042] Accordingly, in an embodiment, referring to FIG. 2B, when the pressure in the MR line drops below a pre-defined threshold, the pneumatic valve 114 can automatically move to an open position to fluidically couple the PB line to the atmosphere, which can cause a pressure drop in the PB line to correspondingly activate the parking brakes. Internally, the heavy coiled spring located in the parking brake cylinder chamber 102 (which normally remains compressed by the PB line pressure), can be de-compressed upon a drop in the PB line pressure, thereby applying the parking brakes. However, referring to FIG. 2A, when the pressure of the MR remains above or equal to the pre-defined threshold, the pneumatic valve 114 can remain in or move to a closed condition to fluidically disconnect the PB line from the atmosphere, thereby keeping or moving the parking brake mechanism in a released condition. Internally, the heavy coiled spring located in the parking brake cylinder chamber 102 remains compressed by the PB line pressure, allowing the brakes to remain disengaged or in the released condition. Further, the pneumatic valve 114 can be manually reset by the driver or crew to revert the parking brake mechanism to the released condition, thereby moving the parking brakes to the released condition.
[00043] Thus, if the MR line drops below a pre-defined threshold, during static and/or service, the pneumatic valve 114 can automatically apply the parking brakes to prevent the rolling down of the vehicle or corresponding bogies. Further, once the MR line is restored after failure, the pneumatic valve 114 can be reset by the driver or crew to revert the parking brake mechanism to the released condition using one or more switches 128,
[00044] In addition, the system 100 can include a plurality of pneumatic brake indicators 118-1, 118-2 operatively coupled to the pneumatic valve 114 through a check valve 120 and an isolating cock 122. The pneumatic brake indicators 118-1, 118-2, upon activation of the parking brake mechanism of the vehicle, can provide an indication to the driver or crew. Further, the system 100 can include a light indicator 124 operatively coupled to the pneumatic valve 114 and the MR through a pressure switch 126, such that upon application of the parking brake mechanism, the pressure drop in the MR line can cause the pressure switch 126 to activate the light indicator 124. Thus, the parking brake activation can be indicated to the driver or crew via the pneumatic brake indicators 118-1, 118-2 and/or the light indicator 124.
[00045] Referring to FIG. 3A and 3B, the pneumatic valve 114 used in the proposed system 100 can include an exhaust port 302, and two inlet ports (not desginated) comprising a first inlet port in fluidic communication with the MR line by a first isolating cock 116-1, a second inlet port in fluidic communication with the PB line by a second isolating cock 116-2. The pneumatic valve 114 can further include a valve stem 304, a valve seat 306, and a check valve 308. The valve stem 304 being a movable component controls the opening and closing of the pneumatic valve 114. The valve seat 306 is a sealing surface where the valve stem 304 makes contact to close the pneumatic valve 114. When the valve stem 304 is pressed against the seat 306, it forms a tight seal, preventing the flow of air. The check valve 308 is a one-way valve that allows the flow of air (from MR line) in only one direction. The exhaust port 302 is an outlet port that allows the air to escape from the pneumatic valve into the atmosphere when the valve 114 is in the open position. Herein, the PB line input pressure has been designated as (A), the MR input pressure (above the valve stem 304) has been designated as B, and the MR balanced pressure (below the valve stem 304) has been designated as C.
[00046] Referring to FIG. 3A, during normal running conditions, when the MR line pressure is above the predefined threshold, the MR air pressure from the MR line at the first port applies force on the valve stem 304 to keep the valve stem 304 seated on the valve seat 306 in the closed position, thereby keeping the exhaust port 302 closed and decoupling the PB line from the atmosphere. This restricts the venting of the air from the PB line into the atmosphere via the pneumatic valve 114. Accordingly, the heavy coiled spring located in the parking brake cylinder chamber remains compressed by the PB line pressure, thereby keeping the parking brakes in the released condition.
[00047] Referring to FIG. 3B, in the event the main reservoir fails or the MR line pressure drops below the pre-defined threshold, the air pressure in the PB line still remains available. This air pressure from the PB line at the second port moves the valve stem 304 to an open position away from the valve stem 306, thereby opening the exhaust port 302 and venting the air from the PB line into the atmosphere. Accordingly, the heavy coiled spring located in the parking brake cylinder chamber (which normally remains compressed by the PB line pressure), can be de-compressed upon a drop in the PB line pressure, thereby applying the parking brakes.
[00048] In an embodiment, the parking brake system 100 can be in communication with a train control system and brake control electronics associated with the vehicle or metro train. The brake control electronics can include electrical and electronic circuitry configured with a transceiver or communication module to establish communication between the train control system, the brake control electronics, and the components of the brake system. The train control system and brake control electronics can allow the driver or users or service crew of the vehicle or train to instruct for the application and release of the parking brakes of the vehicle or train.
[00049] Thus, the present disclosure overcomes the above-mentioned drawbacks, shortcomings, and limitations associated with existing parking brake mechanisms, by providing a simple, efficient, and reliable system implemented in the parking brake mechanism/brake system of vehicles, to control the parking brakes and further allowing automatic activation of the parking brakes and alert generation in the event of low pressure in the main reservoir line and/or the parking brake line associated with the parking brake mechanism.
[00050] It would be obvious to a person skilled in the art that while various embodiments and drawings of the present disclosure elaborate upon the system having two parking brake modules for the sake of easier explanation, however, the teachings of the present disclosure are equally applicable for any number of parking brake modules based on the number of bogie or coaches of the vehicle, and all such embodiments are well within the scope of the present disclosure without any limitation.
[00051] While some embodiments of the present disclosure have been illustrated and described, those are completely exemplary in nature. The disclosure is not limited to the embodiments as elaborated herein only and it would be apparent to those skilled in the art that numerous modifications besides those already described are possible without departing from the inventive concepts herein. All such modifications, changes, variations, substitutions, and equivalents are completely within the scope of the present disclosure. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims.

ADVANTAGES OF THE PRESENT INVENTION
[00052] The present invention overcomes the drawbacks, shortcomings, and limitations associated with the existing parking brake mechanism of vehicles.
[00053] The present invention allows automatic activation of the parking brakes in the event of low pressure in the main reservoir line and/or the parking brake line associated with the parking brake mechanism.
[00054] The present invention provides a system that automatically indicates or alerts a driver or crew of the vehicle in the event of a low pressure or pressure drop in the main reservoir line and/or the parking brake line.
[00055] The present invention restricts the rolling down of vehicles in the event of a low pressure or pressure drop in the main reservoir line and/or the parking brake line of the vehicles.
[00056] The present invention provides a simple, efficient, and reliable system implemented in the parking brake mechanism/brake system of vehicles, to control the parking brakes and further allow automatic activation of the parking brakes and alert generation in the event of low pressure in the main reservoir line and/or the parking brake line associated with the parking brake mechanism.

, Claims:1. A system (100) for activating a parking brake mechanism of a vehicle in a static and/or service condition, the system (100) comprising:
a pneumatic valve (114) fluidically connected to a main reservoir (MR) and a parking brake (PB) line associated with the parking brake mechanism, wherein the pneumatic valve (114) is configured to, based on a monitored pressure of the MR to drop below a pre-defined threshold, fluidically couples the PB line to the atmosphere,
wherein the coupling of the PB line to the atmosphere causes a pressure drop in the PB line which activates the parking brake mechanism, and
wherein the parking brake activation is indicated to a driver or crew via a plurality of pneumatic brake indicators (118) and/or a light indicator (124).
2. The system (100) as claimed in claim 1, wherein the main reservoir (MR) is fluidically coupled to the pneumatic valve (114) through a first isolating cock (116-1).
3. The system (100) as claimed in claim 1, wherein the parking brake (PB) line is fluidically coupled to the pneumatic valve (114) through a second isolating cock (116-2).
4. The system (100) as claimed in claim 1, wherein the fluidic coupling of the PB line pressure to the atmosphere causes the PB line pressure to drop to about 0 bar.
5. The system (100) as claimed in claim 1, wherein each of the plurality of pneumatic brake indicators (118) is operatively coupled to the pneumatic valve (114) through a check valve (120) and an isolating cock (122), wherein the plurality of pneumatic brake indicators (118), upon activation of the parking brake mechanism of the vehicle, provides an indication to the driver or crew.
6. The system (100) as claimed in claim 1, wherein the light indicator (124) is operatively coupled to the pneumatic valve (114) and the MR through a pressure switch (126), wherein upon application of the parking brake mechanism, the pressure drop in the MR line causes the pressure switch (126) to activate the light indicator (124).
7. The system (100) as claimed in claim 1, wherein the pneumatic valve (114) is configured to be reset by the driver or crew to revert the parking brake mechanism to a released condition.
8. The system (100) as claimed in claim 1, wherein when the pressure of the MR remains above or equal to the pre-defined threshold, the pneumatic valve (114) moves or remains in a closed condition to fluidically disconnect the PB line from the atmosphere, thereby keeping the parking brake mechanism in a released condition.