FIELD OF INVENTION
The present invention relates to a wireless train control system. In particular the invention dispenses with the use of known wired multi-utility (MU) couplers for connecting two or more locomotives and provides a microprocessor controlled wireless MU coupler for railway locomotives.
BACKGROUNP OF THE INVENTION
In existing railway systems, for higher load requirements two or multiple locomotives are used. A lead locomotive and one rear locomotive or multiple rear locomotives can be placed one after the other with a train of wagons to follow. A 19 core cable runs from the lead locomotive to the rear locomotive/s placed next to the lead locomotive.
The connectivity between the two locomotives in such a system is with this 19 core cable. Here total control of the rear locomotive Is from the lead locomotive through a wired multi-utility (MU) coupler. Such a system is prone to loose connection between the locomotives and needs more than one driver to operate the locomotives. There is also a limitation in physical exchange of information between the two locomotives.

There is therefore, a need for controlling the two locomotives by a single driver with facility for physical exchange of information between the two locomotives.
SUMMARY OF THE INVENTION
The main object of the present invention therefore, is to control two or multiple locomotives of a railway train by a single driver, with the help of wireless technology.
Another object of the present invention is to avoid necessity for reversal of locomotives where the track is single.
These and other objects can be achieved by replacing the existing physical cable connectivity of the locomotives by wireless multi-utility (I^U) couplers. One driver can run the train either from the lead locomotive or from the rear locomotive depending on the direction in which he has to travel.

The present invention provides a microprocessor controlled wireless coupled multi-utility coupler working in narrow band ultra high frequency (UHF) frequency where the lead and rear engine critical parameters and other alarms are monitored and controlled from either the lead engine or the rear engine. A microprocessor is provided for handling the digital I/O and analog I/O and narrow band radios for communication with own special application software to handle all the parameters according to application requirements.
Regarding performance characteristics, the system of present Invention uses narrow band wireless with special diversity reception and only radio frequency (RF) signals are accepted with proper and acceptable strength. This gives 100% performance over normal 1:80 or 2:80 gradients, curves and slopes.
However, there is one limitation - the system cannot work Inside the tunnels and it requires radiating antenna to be put inside the tunnels in case operation is required Inside the tunnels.

Thus, the present invention provides a wireless train control system comprising a lead locomotive and one or more rear locomotives connected via a microprocessor controlled wireless coupled multi-utility (MU) coupler, thereby allowing control of the rear locomotive/s from the lead locomotive.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The invention can now be described in detail with the help of the figures of the accompanying drawings in which
Figure 1 shows the known system of running a wagon train with
multiple locomotives.
Figure 2 shows the arrangement of the present invention for running
a wagon train with multiple locomotives.

Figure 3 shows in block diagram form the main architecture of the
present invention.
Figures 4 and 5 illustrate the wireless technology used for controlling the two locomotives of the present invention.
Figure 6 shows the arrangement used in the system of the present
invention using two locomotives a lead locomotive and a trailing locomotive with upto 80 numbers of wagons.
Figure 7 shows the display panel displaying parameters of the rear
locomotive.
DETMIEP PESCRIPTIOW
In the prior art system, as shown in Figure 1, the lead and rear locomotives are connected by cables to a I^U coupler. The number of coaches or wagons depends on the capacity of the locomotives. Total control of the rear locomotives is from the lead locomotives through MU coupler.

As shown in Figure 2 the system of the present invention has one locomotive at lead and instead of putting the rear locomotive immediately after the lead locomotive, the rear locomotive is put at the end of the wagons.
The wireless coupled MU coupler of the present invention works in narrow band ultra high frequency (UHF) where the lead and rear engine brakes pressure and other alarms are monitored and controlled from either the lead engine or the rear engine. The performance characteristics of the system of the present invention is based on the use of narrow band wireless with special diversity reception and only radio frequency (RF) signals are accepted with proper and acceptable strength. This gives 100 % performance over normal 1: 80 or 2:80 gradients, curves and slopes,
As shown in Figure 3 a micro processor is provided for handling the digital I/O and analog I/O and narrow band radios for communication with own special application software to handle all the parameters according to application requirements.

with reference to the architecture of the present invention as illustrated in Figure 3 the details of the control of functions of the wireless MU coupler will now be explained in detail.
With remote control equipment, the following functions are carried out on remote unit when actuated from the lead unit and each operation when actually takes place on the remote locomotive after being actuated from lead unit is indicated on the lead unit.
Operation of throttle handle in each position from idle to 8* notch when carried out on the lead unit is transmitted and repeated on remote unit whether throttle handle is moved for notching up or notching down. Actual notch position after it has physically taken place on remote unit is indicated distinctly on the lead unit. Provision exists to indicate if power cut-off has taken place on the remote unit as a result of emergency application or due to any other reason. It shall not be possible for any unauthorized person to operate the wireless master controller.

As soon as lead unit dynamic brake selector handle is moved to dynamic braking position, the remote unit controls automatically switch over to the same position. The extent of dynamic brake applied by remote unit is displayed on lead unit either in terms of handle position or dynamic brake current. An interlock provided for cutting off dynamic brake and applying full locomotive brakes in case of emergency brake application when actuated on the lead unit actuate simultaneously on remote unit. Similarly, the interlock for cutting off the locomotive proportionate brake when dynamic brake is applied come into action automatically on remote unit. If any of the functions mentioned above, do not take place on remote unit, it is clearly indicated in the lead unit.
Locomotives are provided with 28UW-1 twin pipe dual brake system and pure air brake system IRABl. Remote control equipment caters for controlling of both types of stock, i.e. the stock fitted with air brakes or vacuum brakes. Extent of drop in vacuum in case of vacuum brake train or air brake pressure in case of air-braked train, when brakes are applied from lead unit, is repeated on remote unit and the actual level of braking taking place on remote unit is transmitted to the lead unit through indicators. While hauling air brake stock, the observations on the airflow indicator of remote unit is transmitted back to lead unit.

It is possible to apply and release brakes on remote unit when actuated from the lead unit and maintain any desired level of pressure in the brake cylinders between minimum and maximum in remote unit, depending upon the brake valve handle position. It is also be possible to release locomotive brakes in remote unit keeping the train brakes 'ON' after automatic application when the driver desires it.
System is provided with automatic sanding in case of wheel slip on remote unit without any action by the driver on the lead unit. When automatic sanding is taking place on the remote unit, indication comes on the lead unit.
In case, sanding switch is operated from the lead unit, it Is possible to operate sanding gear on the remote unit automatically with its indication being displayed on lead unit.
System is designed to over-ride the controls of remote unit when so desired by the lead unit driver or in case of discontinuity or loss of communication between lead and remote units or when the lead unit driver feels that he can operate the train with lead unit only.

For train operation, it may be necessary to have single locomotive as lead unit, or number of locomotives In MU. Similarly remote unit also may consist of a single locomotive or number of locomotives in MU. With the setting of lead unit control for MU operation, all control commands sent by lead control unit are transmitted to the remote unit for similar functions and these functions are repeated / executed in remote unit. In addition, provision exists for independent control of remote unit consists from lead unit in case of failure of lead unit.
If remote unit fails to receive and transmit the message to the lead unit because of defect in the transmission or train parting, the lead unit driver get indication for taking necessary steps for actuating over-ride control. In case, the lead driver does not respond to the indication of loss of continuity, automatic brake application take place and train should come to stop. Any failure in remote control equipment immediately bring engine of the train locomotive to idle.
In case of unintentional separation of the train, the remote unit equipment prevents collision between the parted portions. If break-ln-two occurs near the lead unit and the driver makes emergency brake application on the lead unit, this emergency condition is sensed and transmitted to the remote unit where similar brake application automatically take place.

The system have built in data logging, diagnostics and trouble shooting, including indication of fault status, and provision of necessary information to drivers / maintainers. All the message and information to the drivers and maintainers are given through a suitable alphanumeric display. The action suggested for troubleshooting, wherever applicable shall be displayed. Arrangement Is provided for indicating for indicating to the lead unit driver in case of hot engine alarm, wheel slip, ground relay, low lube oil pressure, low MR pressure, low BP pressure, PCS open talcing place in the remote unit.
Thus a wireless multi-utility (MU) coupler in the present invention replaces the physically connectivity of cables used in the prior art.
One driver can run the train either from the lead or rear arrangement in whichever direction the train has to travel instead of running from the lead or from the rear locomotive connected one after another.
The invention has several advantages over prior art system. The operational cost Is saved as it does not need second driver / guard for running the train. The system has improved reliability as rear engine is also controlled by the engine driver. The productivity also improves as railway is able to generate double revenue in single tracks. The system can be designed as per RDSO standards and thus, provides required robustness.

WE CLAIM
1. A wireless train control system comprising a lead locomotive and one or more rear locomotives connected via a microprocessor controlled wireless coupled multi-utility (MU) coupler, thereby allowing control of the rear locomotive/s from the lead locomotive.
2. The wireless train control system as claimed in claim 1, wherein said train control system comprises a first control sub-system defining a master unit and a second control sub-system defining a slave unit.
3. The wireless train control system as claimed in claim 1, wherein said wireless MU coupler comprises a narrow bandwidth ultra high frequency (UHF) dual diversity reception radio transmitter for communication between two locomotives over wireless medium.

4. The wireless train control system as claimed in claim 1, wherein reversal
of lead and rear locomotives is possible, where track is single.
5. The wireless train control system as claimed in claim 2, wherein the two
locomotives are provided with said masters control sub-system and said
slave control sub-system depending on which locomotive is acting as the
lead locomotive or the rear locomotive respectively.
6. A wireless train control system, substantially as herein described and
illustrated in the figures of the accompanying drawings.