Description:TECHNICAL FIELD
[0001] The present disclosure relates to the field of braking systems. More particularly, the present disclosure relates to a simple, efficient, and reliable system implemented in the braking mechanism/brake system of vehicles such as metro trains and the like, to override unintended brake application in the event of solenoid failure in the braking mechanism and also restrict the unintended activation of brakes of the vehicle.

BACKGROUND
[0002] In existing braking (brake) systems of vehicles such as metro trains and locomotives, each bogie of the vehicle is generally equipped with a separate braking module to handle the braking functionality specific to that particular bogie during normal service and emergency operations. However, it has been observed that the failure of an emergency pneumatic valve electrically ventilating solenoid cutout cock (EP Valve EVSOCC) in an emergency braking line of the brake system during operations and service can lead to unintended brake application without any demand.
[0003] The unintended brake application caused by the failure of the emergency EP Valve EVSOCC can have several adverse effects. Firstly, it can result in wheel flats due to undue and prolonged braking action, leading to increased maintenance costs and potential safety hazards. In addition, the affected bogie or coach in which the unintentional braking occurred may need to be isolated from the rest of the train, resulting in disruptions to the overall service. Further, the loss of service brake functionality due to the isolation of the affected coach significantly compromises the operational efficiency and passenger safety of the metro train.
[0004] Therefore, there is a need in the art to overcome the above-mentioned drawbacks, shortcomings, and limitations associated with existing brake systems and failure of the emergency EP Valve EVSOCC in the existing brake systems, and provide a simple, efficient, and reliable system implemented in a braking mechanism of vehicles such as metro trains and the like, to override unintended brake application in an event of solenoid failure in the braking mechanism, and also restrict the unintended activation of brakes of the vehicle.

OBJECTS OF THE PRESENT DISCLOSURE
[0005] Some of the objects of the present disclosure, which at least one embodiment herein satisfies are as listed herein below.
[0006] It is an object of the present disclosure to overcome the drawbacks, shortcomings, and limitations associated with existing brake systems of vehicles and the failure of an emergency brake line or an emergency EP Valve EVSOCC in the existing brake system.
[0007] It is an object of the present disclosure to override unintended brake/undue brake application in the event of solenoid failure associated with the emergency brake line of the brake systems, and also restrict the unintended activation of brakes of the vehicle.
[0008] It is an object of the present disclosure to provide a simple, efficient, and reliable system implemented in a braking mechanism or brake system of vehicles such as metro trains and the like, to override unintended brake application in the event of solenoid failure in the braking mechanism, and also restrict the unintended activation of brakes of the vehicle.
[0009] It is an object of the present disclosure to provide a simple, efficient, and reliable system implemented in a braking mechanism or brake system of vehicles, which keeps the emergency and service brake functionality operations active even during the failure of the emergency brake line.
[00010] It is an object of the present disclosure to provide a system that can be easily implemented in the existing braking mechanism or brake system of vehicles without any modifications, to override unintended brake application in the event of solenoid failure in the braking mechanism, and further restrict the unintended activation of brakes of the vehicle.

SUMMARY
[00011] The present disclosure relates to the field of braking systems. More particularly, it pertains to a simple, efficient, and reliable system implemented in the braking mechanism/brake system of vehicles such as metro trains and the like, to override unintended brake application in the event of solenoid failure in the braking mechanism and also restrict the unintended activation of brakes of the vehicle.
[00012] According to an aspect of the present disclosure, a system for overriding unintended brake application due to solenoid valve failure and restricting activation of a braking mechanism of a vehicle is disclosed. The system comprises an isolation valve operably configured between a variable pressure regulator (VPR) and a relay valve of the braking mechanism. The isolation valve is configured to, based on a false pressure of a brake cylinder being generated upon application of an unintended brake, isolate a pilot pressure to the relay valve. Further, after the isolation of the pilot pressure to the relay valve, the isolation valve vents pilot pressure to the relay valve, and venting the supply of pilot pressure to the relay valve releases the unintended applied brake and further restricts the unintended activation of the braking mechanism of the vehicle.
[00013] In an aspect, the system may be configured to restrict the unintended activation of the braking mechanism of the vehicle due to the failure of an emergency application solenoid valve that is operatively configured between the VPR and the relay valves. The isolation valve may be configured upstream of the emergency application solenoid valve.
[00014] In an aspect, the system may comprise at least two transducers configured to monitor the pressure of the brake cylinder, and based on the monitored pressure of the brake cylinder, may generate the false brake cylinder pressure, thereby allowing a brake control electronics or a brake control unit of the vehicle to determine or identify the unintended brake application and release of the unintended applied brake.
[00015] In an aspect, the system, based on a received request for activation of the braking mechanism of the vehicle, may cause the isolation valve to supply a predefined amount of the pilot pressure from the VPR to the relay valve.
[00016] In an aspect, the isolation valve may be a normally open valve fluidically connecting the pilot pressure from the VPR to the solenoid valve in a de-energized condition.
[00017] In an aspect, when the solenoid valve is healthy, during an emergency brake application, the pilot pressure may be generated by the VPR is supplied to the relay valve through the isolation valve and the solenoid valve.
[00018] In an aspect, the solenoid valve may be a normally open valve, wherein the solenoid valve may remain in an energized condition during normal operation, and may get de-energized to enable flow of the pilot pressure from the VPR to the relay valve for emergency brake application.
[00019] In an aspect, when the solenoid valve is healthy, during a brake release, the solenoid valve may energize and correspondingly stop the supply of the pilot pressure to the relay valve and the pilot pressure from the relay valve is further vented into atmosphere, thereby resulting in release if the brakes.
[00020] 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.
[00021] 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
[00022] 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.
[00023] FIG. 1 illustrates an exemplary block diagram of the proposed braking system implemented in a vehicle, to elaborate upon the working of the system during service brake application and release in normal working conditions, in accordance with an embodiment of the present disclosure.
[00024] FIG. 2 illustrates an exemplary block diagram of the proposed braking system implemented in a vehicle to elaborate upon the working of the system during emergency brake application and release in normal working conditions, in accordance with an embodiment of the present disclosure.
[00025] FIG. 3 illustrates an exemplary block diagram of the proposed braking system implemented in a vehicle to elaborate upon the working of the system in the event of failure of the EVSOCC, in accordance with an embodiment of the present disclosure.

DETAILED DESCRIPTION
[00026] 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.
[00027] Embodiments of the present disclosure relate to a simple, efficient, and reliable system implemented in the braking mechanism/brake system of vehicles such as metro trains and the like, to override unintended brake application in the event of solenoid failure in the braking mechanism and also restrict the unintended activation of brakes of the vehicle.
[00028] According to an aspect, the present disclosure elaborates upon a system for overriding unintended brake application due to solenoid valve failure and restricting activation of a braking mechanism of a vehicle. The system can include an isolation valve operably configured between a variable pressure regulator (VPR) and a relay valve of the braking mechanism. The isolation valve can be configured to, based on a false pressure of a brake cylinder being generated upon application of an unintended brake, isolate a pilot pressure to the relay valve. Further, the isolation of the pilot pressure to the relay valve, vents a pilot pressure to the relay valve, and venting the supply of pilot pressure to the relay valve releases the unintended applied brake and further restricts the unintended activation of the braking mechanism of the vehicle.
[00029] In an embodiment, the system can be configured to restrict the unintended activation of the braking mechanism of the vehicle due to failure of an emergency application solenoid valve that is operatively configured between the VPR and the relay valves. The isolation valve can be configured upstream of the emergency application solenoid valve.
[00030] In an embodiment, the system can include at least two transducers configured to monitor the pressure of the brake cylinder, and based on the monitored pressure of the brake cylinder, can generate the false brake cylinder pressure, thereby allowing brake control electronics or a brake control unit of the vehicle to determine or identify the unintended brake application and release of the unintended applied brake.
[00031] In an embodiment, the system, based on a received request for activation of the braking mechanism of the vehicle, can cause the isolation valve to supply a predefined amount of the pilot pressure from the VPR to the relay valve.
[00032] In an embodiment, the isolation valve can be a normally open valve fluidically connecting the pilot pressure from the VPR to the solenoid valve in a de-energized condition.
[00033] In an embodiment, when the solenoid valve is healthy, during an emergency brake application, the pilot pressure can be generated by the VPR is supplied to the relay valve through the isolation valve and the solenoid valve.
[00034] In an embodiment, the solenoid valve can be a normally open valve, wherein the solenoid valve can remain in an energized condition during normal operation, and can get de-energized to enable flow of the pilot pressure from the VPR to the relay valve for emergency brake application
[00035] In an embodiment, when the solenoid valve is healthy, during an emergency brake release, the solenoid valve may energize and correspondingly stop the supply of the pilot pressure to the relay valve and the pilot pressure from the relay valve is further vented into atmosphere.
[00036] Referring to FIGs. 1 to 3, the proposed brake system 100 can include one or more brake modules configured with each bogie or coach of the vehicle. The system 100 or brake modules can include one or more relay valves (RV) 102-1, 102-2 (collectively referred to as relay valves 102, herein) operatively connected to one or more brake cylinders (BC) 104-1, 104-2 (collectively referred to as brake cylinders 104, herein) associated with the brake system 100, such that an output port of each relay valve 102 remains operatively connected to one of the brake cylinders 104. The relay valves 102 can be operable to enable the charging and discharging of the corresponding brake cylinders 104, which may accordingly control the braking application in the corresponding bogie of the vehicle. The system 100 can further include one or more first solenoid valves 106-1, 106-2 (collectively referred to as application electro-pneumatic (EP) valves or EVF 106, herein), each fluidically connected to a first signal port associated with one of the RV valves 102. In addition, the system 100 can include one or more second solenoid valves 108-1, 108-2 (collectively referred to as release EP valves or EVSF 108, herein), each fluidically connected to the first signal port associated with one of the RV valves 102. For instance, as illustrated, the first brake module can include a first solenoid valve EVF-1 and a first solenoid valve EVSF-1 operatively connected to the signal port of the relay valve RV-1 that may be further operatively connected to the brake cylinder BC-1 of the brake system. Similarly, the second brake module can include a second solenoid valve EVF-2 and a second solenoid valve EVSF-2 operatively connected to the signal port of the relay valve RV-2 that may be further operatively connected to the brake cylinder BC-2 of the brake system Further, the system 100 can include an emergency signal line comprising an emergency application EP valve 110 (also referred to as emergency pneumatic valve electrically ventilating solenoid cutout cock or EVSOCC 110, herein) operatively connected to a second signal port associated with all the relay valves 102.
[00037] 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 brake modules or two sets of EVF, EVSF, RV, and BC for the sake of easier explanation, however, the teachings of the present disclosure are equally applicable for any number of brake modules or the sets of EVF, EVSF, RV, and BC, and all such embodiments are well within the scope of the present disclosure without any limitation.
[00038] The system 100 can further include a pressure regulator (PR) 112 fluidically connected between an air inlet port 116 and each of the first solenoid valves/EVF 106 via an isolation cock 118 (also referred to as RIBK) and a check valve 120. The air inlet port 116 can be configured to supply air (from ambient or a reservoir) at a first pressure to the brake lines and the pressure regulator is further operable to regulate the first pressure supplied by the air inlet port 116 to supply air at a predefined second pressure for the EP valves 106. Further, the system can include a variable pressure regulator (VPR) 114 fluidically connected between the air inlet port 116 and the emergency application EP valve/EVSOCC 110. The air inlet port 116 can be configured to supply air at the first pressure to the brake lines and the pressure regulator 112 is further operable to regulate the first pressure supplied by the air inlet port 116 to supply air at predefined third pressures for the EVSOCC 110. Further, the isolation cock 118 can be operable to isolate the entire brake module from the air inlet port and the check valve 120 can be further operable to enable the unidirectional flow of air from the air inlet port 116 towards the brake module or the pressure regulator 112 and the variable pressure regulator 114 while restricting the backflow of air towards the air inlet port 116. Furthermore, the system 100 can include an air filter 122 fluidically configured between the air inlet port 116 and the check valve 120 to enable the supply of clean filtered air into the brake modules and emergency brake line.
[00039] In an embodiment, in the emergency brake line, the variable pressure regulator 114 can be fluidically connected to the emergency application EP valve/EVSOCC 110 via an isolation valve 124 (also referred to as isolation EP valve (EVSB) 124, herein). The brake cylinder signal pressure generated by the variable pressure regulator 114 in the emergency brake line can be supplied to the second signal port of the relay valves 102 through the isolation solenoid valves EVSB 124 and the EVSOCC 110.
[00040] In an embodiment, the system can include one or more first pressure sensors or transducers (TP-BC1 & TP-BC2) 126 configured with the brake cylinders 104 downstream of the relay valve to monitor the output pressures supplied by the relay valve 102 to the brake cylinders 104. The first pressure sensors 126 downstream of the relay valve 102 facilitate ensuring that the output pressures are equivalent to the pilot pressures and a target pressure/brake demand set by users or drivers or brake control electronics/brake control unit/brake software of the vehicle for the corresponding brake cylinders 104 of each bogie.
[00041] In an embodiment, the system can further include one or more second pressure sensors or transducers 128 configured with each set of the first solenoid valve (EVF) 106 and the second solenoid valve (EVSF) 108 to monitor pilot pressure signals supplied by the combination of the EVF 106 and EVSF 108 to the corresponding relay valves 102. Further, the system 100 can include one or more third pressure sensor or transducer 130 configured downstream of the EVSOCC 110 to monitor pilot pressure signals supplied by the EVSOCC 110 to the relay valves 102 in the emergency brake line.
[00042] The 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 an 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 brakes of the vehicle or train.
[00043] Referring to FIG. 1, in an embodiment, in a normal working condition, the input pressure from the air inlet port 116 may be fed to the pressure regulator 112 and the variable pressure 114 via the filter 122, the check valve1 120, and the isolation cock 118. Further, in an implementation, for brake application, the target brake cylinder 104 can be selected and set by the train control system and brake control electronics. Accordingly, the first solenoid valves EVF-1 106-1 and/or EVF-2 106-2 can be energized to fluidically connect the pressure regulator 112 to the respective relay valves 102-1 and/or 102-2 to generate and supply pilot signal pressure for the selected brake cylinders 104-1 and/or 104-2. In addition, the second solenoid valves EVSF-1 108-1 and/or EVSF-2 108-2 can also be energized to prevent the venting of the pilot pressure to the ambient or atmosphere. The first solenoid valves EVF 106 and second solenoid valves EVSF 108 can be accordingly energized/de-energized (or switched ON/OFF) in synchronization to generate the required pilot or signal pressure corresponding to the target pressure set for or required by the first signal port of the relay valve 102 for controlling the brake cylinders 104. The relay valve 102 being a pneumatic valve can further generate high-volume output pressure based on the received pilot pressure and the selected brake cylinders 104 are accordingly actuated for brake application.
[00044] Further, in another implementation, for brake release, the first solenoid valves EVF-1 106-1 and/or EVF-2 106-2 can be de-energized (or switched OFF), which can stop the supply of pilot pressure to the respective relay valves 102-1 and/or 102-2. At the same time, the second solenoid valves EVSF-1 108-1 and/or EVSF-2 108-2 can also be de-energized to release the pilot pressure present in the relay valve 102-1 and/or 102-2 being exhausted to the atmosphere, thereby depleting the pilot pressure and the relay valve 102 causing venting of the air from the selected brake cylinders 104-1 and/or 104-2 to the atmosphere to release the brakes. In an embodiment, during the brake release or application, the first and second pressure sensors 126, 128 can monitor the brake pressure and pilot cylinder pressure, and further allow the brake control electronics/brake control unit/brake software to monitor the operation and ensure the brake application or release process in the selected brake modules.
[00045] Referring to FIG. 2, in an embodiment, in normal working conditions, the input pressure from the air inlet port 116 may be fed to the pressure regulator 112 and the variable pressure regulator 114 via the air filter 122, the check valve 120, and the isolation cock 118. The VPR 114 is a pure pneumatic valve that generates brake signals or pilot pressure according to the weight of the car or bogie of the vehicle. In an implementation, for emergency brake application, the brake cylinder signal pressure generated by the VPR 114 can be supplied to the second signal port of the relay valves 102 through the isolation solenoid valves EVSB 124 and EVSOCC 110. The EVSB 124 is a normally open valve that fluidically connects the pilot pressure from the VPR 114 to the EVSOCC 110 during a de-energized condition. Further, the EVSOCC 110 is also a normally open valve, however, it can be kept in an energized condition. The EVSOCC 110 can isolate the pilot pressure from the relay valves 102 during the service of the vehicle. Accordingly, for the application of emergency brakes, the EVSOCC 110 can be de-energized. This can fluidically connect all the brake cylinders 104 to the VPR 114 to supply the pilot pressure from the VPR 114 to the second signal port of all the relay valves 102. The relay valves 102 can further create brake cylinder pressure equivalent to the received pilot pressure and supply the pressure to all the brake cylinders 104 via output ports of the relay valves 102 to apply the emergency brakes.
[00046] Further, in another implementation, for releasing emergency brakes, the EVSOCC 110 can be energized. Once the EVSOCC 110 is energized, the EVSOCC 110 can stop the supply of pilot pressure to the relay valves 102 vent and the pilot pressure from the second signal port of the relay valves 102 can be further vented into the atmosphere. Accordingly, the relay valve 102 can vent the brake cylinder pressure to the atmosphere, thereby releasing all the brakes. In an embodiment, during the emergency brake release or application, the first and second pressure sensors 126, 128 can monitor the brake pressure and pilot cylinder pressure, and further allow the brake control electronics/brake control unit/brake software to monitor the operation and ensure the emergency brake application or release process in the emergency brake line.
[00047] In the event that the EVSOCC 110 fails during operation or service, the pilot pressure supplied from the VPR 114 to the relay valves 102 can result in the generation of brake cylinder pressure which can cause unintentional braking. However, the proposed system 100 mitigates this failure with the help of the isolation valve EVSB 124 in the emergency signal line. In an implementation, as shown in FIG. 3, any unintentional brake cylinder pressure generation can be identified by the third pressure sensors 130 associated with the emergency pilot pressure and the first pressure sensors 126 associated with the brake cylinders 104. Once the undue or unintentional braking is identified by the system 100, the isolation solenoid valve EVSB 124 can be energized, which can result in isolating or restricting the supply of the pilot pressure from the VPR 114 to the second signal port of the relay valve 102. Further, the EVSB 124 can also vent the signal pressure supplied to the relay valve 102. As the pilot pressure to the relay valve 102 is depleted, the relay valves 102 can further vent the pressure from the brake cylinder 104 into the atmosphere, thereby releasing the brakes if any are applied. Thus, the proposed system 100 ensures there is no unintentional/undue braking. This system also ensures availability of the emergency braking by de-energizing the isolation valve (EVSB) 124 and supplying the signal pressure from VPR 114 to the relay valve 102 during emergency brake demand.
[00048] Thus, the present disclosure overcomes the above-mentioned drawbacks, shortcomings, and limitations associated with existing brake systems and failure of the emergency EP Valve EVSOCC in the existing brake systems, by providing a simple, efficient, and reliable system implemented in a braking mechanism for vehicles such as metro trains and the like, to override unintended brake application in an event of solenoid (EVSOCC) failure in the braking mechanism, and also restrict the unintended activation of brakes of the vehicle.
[00049] 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
[00050] The present invention overcomes the drawbacks, shortcomings, and limitations associated with existing brake systems of vehicles and the failure of an emergency brake line or an emergency EP Valve EVSOCC in the existing brake system.
[00051] The present invention overrides unintended brake/undue brake application in the event of solenoid failure associated with the emergency brake line of the brake systems and also restricts the unintended activation of brakes of the vehicle.
[00052] The present invention provides a simple, efficient, and reliable system implemented in a braking mechanism or brake system of vehicles such as metro trains and the like, to override unintended brake application in the event of solenoid failure in the braking mechanism, and also restrict the unintended activation of brakes of the vehicle.
[00053] The present invention provides a simple, efficient, and reliable system implemented in a braking mechanism or brake system of vehicles, which keeps the emergency and service brake functionality operations active even during the failure of the emergency brake line.
[00054] The present invention provides a system that can be easily implemented in the existing braking mechanism or brake system of vehicles without any modifications, to override unintended brake application in the event of solenoid failure in the braking mechanism, and further restrict the unintended activation of brakes of the vehicle.
, Claims:1. A system (100) for overriding unintended brake application due to solenoid valve (110) failure and restricting activation of a braking mechanism of a vehicle, the system (100) comprising:
an isolation valve (124) operably configured between a variable pressure regulator (VPR) (114) and a relay valve (102) of the braking mechanism, wherein the isolation valve (124) is configured to, based on a false pressure of a brake cylinder (104) being generated upon application of an unintended brake, isolate a pilot pressure to the relay valve (102),
wherein after the isolation of the pilot pressure from the relay valve (102), the isolation valve (124) vents pilot pressure to the relay valve (102), and
wherein venting the supply of pilot pressure to the relay valve (102) releases the unintended applied brake and further restricts the unintended activation of the braking mechanism of the vehicle.

2. The system (100) as claimed in claim 1, wherein the system (100) is configured to restrict the unintended activation of the braking mechanism of the vehicle due to failure of an emergency application solenoid valve (110) that is operatively configured between the VPR (114) and the relay valve (102), wherein the isolation valve (124) is configured upstream of the emergency application solenoid valve (110).

3. The system (100) as claimed in claim 1, further comprising at least two transducers (126) configured to:
monitor the pressure of the brake cylinder (104); and
based on the monitored pressure of the brake cylinder (104), generate the false brake cylinder pressure, thereby allowing brake control electronics or a brake control unit of the vehicle to determine or identify the unintended brake application and release of the unintended applied brake.

4. The system (100) as claimed in claim 1, further comprising:
based on a received request for activation of the braking mechanism of the vehicle, causes the isolation valve (124) to supply a predefined amount of the pilot pressure from the VPR (114) to the relay valve (102).

5. The system (100) as claimed in claim 1, wherein the isolation valve (124) is a normally open valve fluidically connecting the pilot pressure from the VPR (114) to the solenoid valve (110) in a de-energized condition.

6. The system (100) as claimed in claim 2, wherein when the solenoid valve (110) is healthy, during an emergency brake application, the pilot pressure generated by the VPR (114) is supplied to the relay valve (102) through the isolation valve (124) and the solenoid valve (110).

7. The system (100) as claimed in claim 6, wherein the solenoid valve (110) is a normally open valve that remains in an energized condition during normal operation, wherein the solenoid valve (110) enables flow of the pilot pressure from the VPR (114) to the solenoid valve (110) in a de-energized condition for emergency brake application.

8. The system (100) as claimed in claim 2, wherein when the solenoid valve (110) is healthy, during a brake release, the solenoid valve (110) energizes and correspondingly stops the supply of the pilot pressure to the relay valve, and the pilot pressure from the relay valve (102) is further vented into atmosphere, thereby resulting in release of the brakes.