Title of Invention

"A SYSTEM FOR AUTOMATIC STOPPING OF TRAINS ON OVERSHOOTING SIGNALS"

Abstract

Whenever the signal on signal post (81) is displaying RED signal (4B5, 4B6), the additional transformer (47) gets energized and rectified output (48) is fed in to additional rails that are on either side (50A) of the track through a cable (49) to charge them. Now if a train overshoots it, the curved arm of the pick up shoe (61) suspended from the Locomotive comes into physical contact (82) with additional rail pieces (50). Then, charged state is passed to Switching circuit (90) through pick up shoe (61) and cable (63) to activating it. The switching circuit (90) energizes a relay (9K) and through its TI set' pickup contact, power is supplied through cable (9D) to the spool valve (70) at one end (78) operating (72) & making the air pressure in the train brake pipe (223) to fall down suddenly. Fall of pressure in (223) causes the train brakes to be applied (33) to the running train. Simultaneously, the locomotive is brought to idle condition through the operation of appropriate relays (26). To normalize the system, the Locomotive driver needs to get down from locomotive and press l^t reset switch (9E) provided under the walkway of Locomotive. This normalizes the Electronic system. However, the Train brake system does not normalize until the driver gets back in to his seat and operates the 2^^^ reset switch provided in his cabin (9G). The reset voltage is now applied through cable (9F) to the resetting coil at one end (79) of the Solenoid (73) of spool valve (70) and normalcy is restored in the Train brake pipeline. When the pressure in the train brake (223) pipe attains 5 kg/cm^, the train can be moved normally.

Full Text

FORM 2 THE PATENTS ACT, 1970 (39 OF 1970) COMPLETE SPECIFICATION (See section 10-; rule 13) 44 A system for automatic stopping of trains on overshooting signals " II National Thermal Power Corporation Ltd; Ramagundam National Thermal Power Corporation Ltd; JYOTHINAGAR RAMAGUNDAM Dist: Karimnagar ANDHRA PRADESH; Pin : 505215 INDIA An Indian National Govt, of India Undertaking Company The following specification particularly describes and ascertains the nature of this invention and the manner in which it performs. A system for automatic stopping of trains on over shooting signals Background The present invention relates to a system that automatically brakes and brings to halt a running train (goods or passenger trains) in a situation where the driver of the train fails to brake and stop the train on approaching the stop or danger signal. This system is particularly useful where electric signaling systems are used on the rail network and where the locomotives and the attached wagons/coaches of the trains are provided with pneumatic braking systems. This system can also be used in Semaphore Signaling system using Position Switches and exclusive power supply. In most of the rail network in India and in the rail network used by NTPC at Ramagundam, India, the onus of braking the train and bringing it to halt at signal sites is entirely on the driver of the locomotive and is hence prone to human errors. If by oversight the driver fails to read the signal correctly or ignores the signal there are many possibilities of the running train ramming into or colliding with another train that is either rurming or stationary on the same track resulting in fatal accidents. At present there are no back-up systems on the rail network that can take over the job of braking the train and bringing it to halt under such situations. Summary of the invention To overcome the above drawback of the present system, a novel system- a system for automatic stopping of trains on over shooting signals - has been constructed with the incorporation of following inventive steps: • Means for generating a signal that is representative of signaling condition (Aspect of the Signal) and which is linked to the normal signal switching circuit operated from the control room • Means for picking up the generated signal • Means for processing the signal • Means for converting the processed signal into mechanical action of application of brakes and halting of the locomotive and the associated coaches/wagons. • Means for normalizing the system after the braking contingency is removed. The various means are exemplified here under. However it must be construed that the exemplified means are no way binding as many of the equivalent means are possible with in the realm of the known art and the scope of the invention and the claims covers these equivalences too. • The means for generating the signal can be either the Pentograph or Using a set of additional rails with an additional step down transformer incorporated in the normal signal switching circuitry. The means for picking up the signal can be either the Electromagnetic system. Optical system. Wireless system or a Pick up shoe in combination with a set of rails placed on either side of the track. The means for processing the generated signal includes IC 555 in Bi-stable multi vibrator mode, IC 7812 as voltage regulator or any other similar Switching circuit with different ICs (Integrated Circuits) or discreet components, relays. Voltage source, which is tapped from Locomotive battery or through a DC-DC converter or an exclusive additional battery arrangement, the associated cabling and electronics. • The means involved in the conversion of processed signal into mechanical action includes the braking solenoid, spool valve, air balancing tank and Nozzle apart from the normal braking subsystems present in the locomotive. However in the Preferred embodiment, • Means for generating a signal that is representative of signaling condition is an additional transformer incorporated in the normal signaling circuit • Means for picking up the generated signal is the pick up shoe in combination with set of rails placed on either side of the rail track. One such system has been successfully commissioned and operationalised at NTPC Ramagundam rail network and is known as Merry Go Round (MGR) System. Description of the Figures: Figure 1 is the MGR rail layout at Ramagundam, showing Railway track connecting Coal Mines and NTPC Thermal power plant. Figure 2 shows the scheme of the modified pneumatic brake system of Diesel Locomotive. Figure 3 shows the Wagon wheel and brake assembly. Figure 4 shows the Signaling circuitry at the Signal Unit. Figure 5 shows an assembly of the Set of additional rail pieces. Figure 6 shows the Pick up shoe Figure 7 shows the Spool valve Figure 8 shows the total scheme of the system depicting the flow of events. Figure 9 Shows the electronic circuit of Signal processing and resetting. Photographs 1- 7 also depict the various components of the system. List of parts (Legend) Figure 1: MGR Lay out 11 Unloading Bulb (Railway track in the shape of a bulb through which Loaded coal rakes arrive at Track hoppers.) 12 Track hoppers (The coal rakes arrive on top of these hoppers and unload Coal by opening the wagon doors provided at the bottom of the Wagons) 13 Double line section (For unidirectional movement of Empty and Load rakes) 14 Direction of loaded wagons 15 Directions of empty wagons 16 Laxmipuram Junction station. (Here, Double line section ends and two single line sections for two loading points start.) 17 Single line sections Figure 1: MGR Lay out continued 18 To Godavari khani niines 19 To Singareni Collieries Silo for flood loading 110 Loading bulb (Railway track in the shape of a bulb through which Empty rakes arrive under SOo for getting Loaded.) 111 Silo for flood loading of coal (Loads coal at 1 Wagon per minute) 112 Godavari Khani (GDK) Mines (Mechanical Loading takes 4 Hrs/34 wagons to load.) Figure 2: Modified Pneumatic brake system of Diesel locomotive 21 VA IB Train brake distribution Valve 22 MU2B Conmion Valve 23 A9 Train Brake Valve 24 HS 4 Air Balancing Valve 25 SA9 Valve Locomotive (alone) Brake Valve 26 C2 Relay Valve & Power Cut off Switch (PCS) (For sensing train brake pressure and bring the Loco to Idle (Neutral) when a sudden drop of air pressure in train brake system occurs) 27 Control valve 28 VB 28 VA 1 Relay Valve (Loco independent brake) 29 Al Pilot valve (Loco (alone) brake) 210 Vacuum Reservoirs 211 Main Reservoirs- 1 212 Main Reservoirs - 2 213 Brake Cylinders (Loco independent brake) Figure 2: Modified Pneumatic brake system of Diesel locomotive continued, 214 Duplex Pressure gauge 215 Brake Pipe pressure gauge 216 GD filter 217 FA4 Valve 218 Balancing cylinder 219 J Filter 220 Valve 21 (Hand cock) 221 Selector valve 222 Air balancing tank 223 Train brake Pipe 70 Spool valve assembly 74 Connection to Air balancing tank. 75 Nozzle 76 Air connection to braking system Figure 3: Wagon WTieel and brake Assembly 30 Wagon Wheel and brake assembly 31 Cast iron brake blocks (Shoes) 32 Wagon wheel 33 Movement of brake blocks/Shoes when brakes applied Figure 4 Signaling circuit 4 A OFF aspect (Green Signal) circuit 4 B ON aspect (Red Signal) circuit 4A1 110 V AC supply from station for OFF aspect 4A2 Signal interlocking for OFF aspect 4A3 Fuse for OFF aspect 4A4 110V/12V step down transformer for OFF aspect 4 A5 12V 33W Signal bulb for OFF aspect 4A6 Green lens 4B1 110 V AC supply from station for ON aspect 4B2 Signal interlocking for ON aspect 4B3 Fuse for ON aspect 4B4 110V/12V step down transformer for ON aspect 4B5 12V 33W Signal bulb for ON aspect 4B6 Red lens 43 Fuse for additional transformer. 47 Additional (Second) transformer 110V/12V for automatic stopping of trains on over shooting signals 48 Rectifier unit 49 Cable taking DC supply to the set of additional rails (50). Figure 5: Set of additional Rails 50 Assembly of set of additional rails 50A Arrangement of set of additional Rail pieces on the Permanent way (Railway Track) SOB Sectional view of the above (50A) 51 A rail of 2.0 meters length 52 Concrete sleep>ers 53 Insulation 54 Tapered ends for smooth movement of pick up shoe 55 Fixture for fastening rail on the sleepers 49 Cable bringing DC supply from Rectifier unit (48) 56 GI sheet coat for preventing corrosion Figure 6: Pick up shoe 60 Pick up shoe assembly 61 Curved arm of pick up shoe 62 Spring for exerting adequate pressure on pickup shoe to make a good electrical contact when it travels over the set of additional rails. 63 Cable with its one end connected to Curved arm of pick up shoe (61) and the other end connected to 'I set' normal contact of relay (9K), taking the DC voltage available on arm of pick up shoe (61) as input to switching circuit (90) at 9C. Figure 7: Spool valve 70 Spool valve assembly 70A Spool Valve assembly Cut section Plan 70B Spool Valve assembly Elevation 71 Spool of the Spool Valve 72 Brake applying solenoid coil 73 Resetting solenoid coil 74 Connection to Air balancing tank 74 A Air balancing tank port 75 Nozzle open to atmosphere 75A Nozzle port 76 Air connection from braking system 76A Port for air connection from braking system 71 One end of solenoid coils connected to body of Locomotive 78 Other end of Braking coil of Solenoid (One end of this coil is connected to the body of the Locomotive) to be connected to cable 9D. 79 Other end of Resetting coil of Solenoid (One end of this coil is connected to the body of the Locomotive) to be connected to cable 9F. 710 Additional ports Blocked/Dummied. Figure 8: The scheme of the over all lay-out of the system when loco approaches the additional rail pieces after over shooting signal 8 A Parts inside the locomotive 88 Parts on the ground besides the signal post 81 Signal post 82 Curved arm of pickup shoe making contact on the additional rail pieces (50) when locomotive approached them. Figure 9: Signal processing and resetting circuitry (Switching Circuit). 90 Switching circuit 9A 24 V DC Voltage supply source (Tapped from Locomotive battery) 63 Cable connected to the 'I set' normal contact of switching Relay 9K. The other end of this cable is connected to curved-arm of pick up shoe (61). 9B Cable connected to 'I set' common contact of relay 9K.The other end of this cable is connected to pin No 8, the positive supply voltage terminal of IC 555 9C 12 V DC Supply input from set of additional rails (50) through Pickup shoe curved-arm (61) and its cable (63) 9D Cable Connected to 'II set' Pickup contact of relay 9K. The other end of this cable is connected to one end (78) of Braking Coil (72) of Solenoid (70). 9E First Reset switch situated under the walkway of Locomotive. 9F Cable Connected to 'II set' Normal contact of relay 9K through 2^^^ Rest button 9G. The other end of this cable is connected to one end (79) of Reset Coil (73) of Solenoid (70) 9G Second Reset switch situated inside the cabin of the Locomotive driver. 9H Cable passing 12 V DC (obtained from Voltage regulator IC 7812) to Electronic Switching circuit through 1^* set of Pickup contact of the Relay 9K connected to pin No 8, the positive supply voltage terminal of IC 555 91 IC 7812 (12 V Voltage regulator) 9J IC 555 (Switching IC) 9K Switching Relay with two sets of contacts (I set and II set) Description of the Preferred embodiment. The preferred embodiment has the following features: • Incorporation of a set of additional rail pieces (50) which are electrically conducting, which are approximately equal (2.0 mts) in length, which are welded with GI sheets (56) to prevent corrosion, which are tapered (54) at the edges for smooth engagement and disengagement of curved arm of Pickup shoe (61), which are located on the permanent way, which are mounted in such a way using known means (55), which are electrically insulted (53) from the sleepers, which lie on the exteriors of either side of the track (50 A) such that these rails can be used in the UP and DOWN directions without any hindrance to normal movement, which are in parallel alignment to the track (50 A), which are at a suitable location at the Signal post, depending on the maximum speed allowed in that section as well as the gradient of that section so that the train can be brought to a stop safely in case of overshooting the signal post when the aspect is RED and is charged with the signal from the additional transformer & Rectifier (47 & 48) through a cable (49). • Incorporation of an additional step down transformer (47) and rectifier (48) in the signal switching circuit that can apply a DC voltage across the set of additional rail pieces (50) such that the applied voltage is a representative of the voltage existing across the signal bulb (4B5). This is achieved by tapping into the llOV AC line feeding (4B1) the red aspect of the signal. This AC voltage is stepped down by a transformer (47), rectified into 12V DC (48) and fed to set of additional rails (50) through cable (49) in such a way that the negative of this supply is connected to the main track. • Incorporation of a Pick up shoe (60), which is made of rail quality steel, that transmits the voltage, applied to the set of additional rail pieces (50) through a cable (63) as input voltage (9C) to Switching circuit (90). The arm of Pickup shoe (61) is in sectoral shape, which is firmly suspended from the mid-ladder portion of the Locomotive using known mechanical means such that the curved arm of pickup shoe (61) glides over the set of additional rail pieces (50) making an electrical contact and with out any hindrance to the normal traction of the locomotive. Incorporation of a spring (62) for loading the pickup shoe such that the spring exerts sufficient force on the curved arm of pickup shoe (61) to maintain the physical contact with the set of additional rail pieces (50) during its travel over it. Incorporation of an air balancing tank (222) and nozzle (75) in the airline of the braking system between MU2B valve (22) and A9 valve (23). Incorporation of switching relay (9K) through whose normal 'set Y contacts and its cable (9H), supplies the voltage from Pickup shoe (60) to Switching circuit IC (9J), making the relay (9K) to energize so that 24 V is available at 'set 11' pickup contact (9D) Incorporation of solenoid braking coil (72) which is energized when its other end (78) is connected to the cable (9D) from switching circuit (90) and operates the spool valve (70) in the pneumatic braking system so that the Train braking system of the prime mover is activated. Locomotive brought to idle condition (26) and the brakes (31) are applied (33) on the wheels (32) of the wagons. Incorporation of a set of reset switches (2 in number), first reset switch (9E) which resets the switching circuit (90) and makes the reset voltage available at (9G) the second reset switch and through this second reset switch, 24 V reset voltage is made available at cable (9F) which in turn energizes solenoid reset coil (73) of Solenoid (70) provided for restoring the normal operating conditions. Working of the System Usually there, are two pneumatic braking systems on the locomotives used in the rail network in India. The first brake system is used to brake the locomotive alone when it is not attached to any other wagon or coach. The second system is used to brake the train when the locomotive is attached to wagons or coaches or both. In the first system the driver of the locomotive operates valve SA9 (25). In the second system the driver operates the valve A9 (23). As a skilled person in the art is aware, the pneumatic braking system makes use of the pressure differential existing inside the braking cylinders and the outside atmosphere. The pressure is exerted on the piston head by the compressed air. Each wagon/coach is equipped with such brake piston, cylinders and a distributor valve to sense the pressure in the train pipeline. Usually the pressure is regulated by the use of A9 valve (23). This A9 valve has four Opening/braking positions (Viz. 25% opening; 50% opening; 75% opening and 100 % opening). The forth position of 100% represents Emergency Braking. The driver operates the valve depending on the situation he faces. In to this pipe line, a spool valve (70) is fixed. The spool valve (70) is a three-way passage valve. One passage (76) cormects to the Train air-braking pipeline, the second passage connects to the air-balancing tank (222) and the third passage cormects to a nozzle (75), which is open to the atmosphere. Usually a pressure of 5Kgf/cm2 is maintained through out the brake system and train brake pipeline. Even a drop of 0.2 Kg/cm2 is enough to activate the braking shoes (31) on to the wheels (32). Pressure differential is obtained in the Train brake distribution valve, VAIB (21) by opening the air in the Train brake pipeline (76) to atmosphere through nozzle (75). The braking effort obtained is in proportion to the nozzle diameter of the spool valve. Here in this case, the nozzle diameter is such that the resultant pressure on the brake shoes (31) is equal to the pressure obtained when A9 valve (23) is opened 100% or opened to emergency position and hence results in maximum braking effort. This sudden drop in pressure in brake pipe also activates C 2 relay valve and PCS (26) which brings the Locomotive to Idle or Neutral condition. As the over shooting of the signals occur, the curved arm of pick up shoe (61) contacts the set of additional rail pieces (50) making the electrical contact. The sensed DC voltage (12V) on the set of rails is passed through the pick up shoe curved arm (61) and is made available at pin No. 8 of the IC 555 through cable (63) and 'set V normal contact of the relay (9K). This circuit gets energized and pin No. 3 of the IC 555 goes high from OV to 12 V .The relay (9K) picks up. The picked up position is sustained as pin No. 8 of IC 555 continues to get supply through 'set-1 pick up contact. Meanwhile the 'set-IF relay contacts also operate simultaneously sending 24 V DC to braking solenoid coil (72) of the spool valve through cable 9D. The spool valve operates and brakes are applied to the railway wagons. After the train comes to a halt the driver of the locomotive needs to operate the reset button that is located below the walkway of the Locomotive (9E). Thus pin no 4 of IC 555 circuit is taken to a high position, driving pin No. 3 to low position or 0 Volts. The relay 9K drops as a result and a reset voltage is made available through 'set-II' normal contact to another push button (9G) situated in the driver's cabin. The driver should get into the cabin and operate this switch. Once this switch is also operated, the reset solenoid coil (73) of the spool valve gets 24 volts through cable (9F) at its other end (79). Then the spool valve operates resetting the train's pneumatic braking system. Eventually the train brake system attains 5kg/cm2 pressure releasing the wagon brakes and the train can be moved. We Claim: 1. A system for automatic stopping of trains on over shooting signals Comprising • Means for generating a signal, that is representative of signaling condition and which is linked to the normal signal switching circuit operated from the control room through an additional step down transformer (47) and rectifier (48). • Means for supplying this signal, to a set of additional rail pieces (50) through cable (49) and • Means for picking up the generated signal from a set of additional rail pieces (50) through curved arm of pickup shoe (61) to running Locomotive via cable (63) as an input (9C) to switching circuit (90) • Means for processing the signal by switching circuit (90) • Means for converting the processed signal into mechanical action of application of emergency braking and halting of the locomotive and the associated coaches/wagons by Electro pneumatic Spool valve (70) and there by bringing the Prime mover of the locomotive to Idle condition (26). • Means for normalizing the system after the braking contingency is overcome through reset switches (9E) & (9G). A system as claimed in claim one wherein the said means for generating the signal can be either the Pentograph or a set of additional rails with an additional step down transformer and rectifier incorporated in the normal signal switching circuitry. A system as claimed in claim one where in the said means for generating the signal is preferably the additional step down transformer (47) incorporated in the signal switching circuitry (4B). A system as claimed in claim one wherein the said means for picking up the signal can be either the Electromagnetic system. Optical system. Wireless system or a Pick up shoe in combination with a set of additional rail pieces placed on either side of the track. A system as claimed in claim one wherein the said means for picking up the signal is preferably a Pick up shoe (60) in combination with a set of additional rails (50) placed on either side of the Railway track (50A). A system as claimed in claim one wherein the means for processing the generated signal includes IC 555 (9j) in Bi-stable multi vibrator mode, IC 7812 as voltage regulator or any other similar Switching circuit, voltage regulator with different ICs (Integrated Circuits) or discreet components, relays. Voltage source, which is tapped from Locomotive battery or through a DC-DC converter or an exclusive additional battery arrangement, the associated cabling and electronics A system as claimed in claim one wherein the said means for converting the processed signal into mechanical action of application of brakes through Spool valve (70) with brake applying solenoid (72) and halting of the locomotive and the associated coaches/wagons and for normalizing the system after the braking contingency is overcome includes the Spool valve (70) with resetting solenoid (73), air balancing tank (222) and Nozzle (75) apart from the normal braking subsystems present in the locomotive. A system as claimed in claim three where in the said additional step down transformer (47) is located in the signal switching circuit which • taps into the llOV AC voltage of the signal switching circuit • steps down and rectifies the tapped voltage into 12 V DC which is representative of the Red aspect bulb (4B5) voltage (49) A system as claimed in claim eight wherein the stepped down and rectified voltage is applied to the said set of additional rails (50) through cable (49). A system as claimed in claim five where in the said set of additional rails (50) • are electrically conducting and are in electrical connection with the said step down transformer (47) through a cable (49), • are preferably equal in length (2.0 mts), • are welded with GI sheets (56) to prevent corrosion, • are tapered (54) at the edges for smooth engagement and disengagement with the pick up shoe (60), • are located on the permanent way (50-A&B), • are mounted (55) in such a way using known means • are electrically insulted (53) from the sleepers, • are made to lie on the exteriors of either side of the track such that ttiese rails do not hinder the normal movement of trains and tfiat they can be used in both UP and DOWN directions (50-A&B), • are in parallel alignment to the track (50A), • are at a suitable location at the Signal post, depending on the maximum speed allowed in that section as well as the gradient of that section so that the train can be brought to a stop safely in case of overshooting the signal post when the aspect is RED (4B5) and is charged with the signal from the additional transformer & Rectifier (47 & 48) through a cable (49). A system as claimed in claim five wherein the said pick up shoe (60) is • is made of rail quality steel, • and transmits the voltage applied to the set of rail pieces (50) to Switching circuit (90) through cable (63), • and is sectoral in shape (61), • and is firmly suspended from the mid-ladder portion of the Locomotive using known mechanical means such that the curved portion (61) glides over the set of additional rail pieces rail (50) physically making an electrical contact and with out any hindrance to the normal traction of the locomotive. A system as claimed in claim five where in the said pick up shoe is • spring (62) loaded so that the spring exerts sufficient force on the curved arm of pickup shoe (61) to maintain the physical contact with the set of additional rail pieces (50) during its travel over it. A system as claimed in claim six, claim seven and claim eight where in the said processing means energizes the spool valve braking solenoid (72) which operates the spool valve resulting in the engagement of the brakes onto the wheels of the wagons (31) (33). A system as claimed in claim eight wherein the operation of the said resetting buttons (9E & 9G) results in the restoration of the normal position of the spool valve and disengagement of the brakes. The system substantially as herein described with reference to the accompanying drawings.

Documents:

276-che-2004-abstract.pdf

276-che-2004-claims duplicate.pdf

276-che-2004-claims original.pdf

276-che-2004-correspondnece-others.pdf

276-che-2004-correspondnece-po.pdf

276-che-2004-description(complete) duplicate.pdf

276-che-2004-description(complete) original.pdf

276-che-2004-drawings.pdf

276-che-2004-form 1.pdf

276-che-2004-form 19.pdf

276-che-2004-form 3.pdf