GB2448318A - Portable interface unit for interfacing between locomotives having different brake control systems - Google Patents

Abstract

A portable interface unit (6), and an interfacing system (100) including such a portable interface unit (6), for interfacing between a locomotive (104) having a pneumatic brake control system and second railway vehicle, for example a DMU/EMU (102), having an electrical brake control system. The portable interface unit (6) comprises a converter module (22) configured to convert a pneumatic brake pressure supplied via a pneumatic connection (7) from the locomotive (104) into an electrical brake control signal (TL10,TL11,TL12) supplied to the second railway vehicle (104). The portable interface unit (6) is furthermore configured to be removably mountable on the locomotive (104) or second railway vehicle (102). The interface system (100) further comprises an electrical power connection (4) from the interface unit (6) to the locomotive (104); a power converter (1); and a mechanical coupling between the locomotive (104) and second railway vehicle (102).

Description

1 2448318

EMERGENCY LOCOMOTIVE INTERFACE UNIT

The present invention relates generally to the haulage of a failed diesel multiple units (DMu) and/or electric multiple units (EMU) rail vehicles. In particular it relates to an interface system, and more specifically an interface unit, that allows an incompatible locomotive to be operatively connected to the failed DMU/EMU and to operate, in particular, the braking system of the failed DMU/EMU and allow the failed DMU/EMTJ to be hauled and operated.

Many DMUs or EMUS have braking systems that operate on an electro pneumatic principle. Modern EMUs use a braking system commonly known as the "Three Step" or "Westcode" brake system which uses the energise to release' principle of electro-pneumatjc braking. A number of brake control wires (typically three) run the length of the DMU/EMU, the particular combination of which being energised or de-energised giving a particular rate of braking. A system on each vehicle in the DMU/EMU recognises this sequence of energised or de-energised wires and feeds air to the brake cylinders as required.

In the event of failure, an DMU/EMu may be required to be hauled by a rescue' locomotive to remove the failed unit from the railway, and transport the unit back to the depot.

In addition it is often necessary to haul DMU/EMUs around the rail network using a locomotive for maintenance and/or other reasons.

However a failed DMIJ/EMU will be without the auxiliary power to provide the train brake pressure and the electrical control supply at llOV dc required by the brake system to release braking to enable the train to be moved. In order for the failed train to be moved brake pressure and electrical control has to be provided by the rescue locomotive.

2 P354053GB Typical locomotives, and the wagons/coaches they usually operate with, use a purely pneumatic principal. A brake pipe runs the length of the train; the pressure in this brake pipe is controlled by the locomotive. Each wagon/coach has a distributor which recognises the pressure in the brake pipe and sends air to the brake cylinders as required. This system is incompatible with the braking systems of typical DMU/EMUs.

Therefore if a DMTJ/EMtJ is required to be hauled by a locomotive in a failure situation, at present, the brakes on the DMU/EMrJ are isolated and it is hauled, at reduced speed, with no operative brakes. This is not ideal, in particular if passengers are onboard the failed DMLJ/EMU.

In addition DMU/EMijs also have specific coupler arrangements (e.g. Titghtlock, Deliner and Scharfenberg) which include automatic brake and electrical connections.

These coupler arrangements are relatively complex and heavy, and are also incompatible with those of typical locomotives. Therefore to haul a DMU/EMU using a locomotive an alterative at least mechanical coupling between the units must be provided.

As an alternative, and to address these problems, translator vehicles which are specially adapted to interface with the DMU/EMU exist and could be used. The translator vehicle consists of a coach with a corresponding mechanical and electrical coupling compatible with the DMU/EMU, mounted and supported from one end of the coach, and mechanical and pneumatic couplings compatible with a locomotive at the other end. Within the translator coach there is various interface equipment which is used to convert the pneumatic brake on a locomotive into an electrical signal compatible with an DMU/EMU.

However such translator coaches are inherently large and heavy to both support and mount the compatible EMU/DMtJ coupler, and also to house the interface equipment. Indeed 3 P354053GB the conventional understanding is to provided such a coach between the locomotive and EMU/DMU to separate and act as a buffer between the two incompatible units, and support the large coupler of the DMU/EMU. The translator coaches are specifically configured and have a specific DMU/EMIJ coupling for a particular DMU/EMU type, and must be reconfigured with a different coupler for use with a different type of DMU/EMU. These translator coaches also require that the rescue locomotive must have an auxiliary supply at a nominal voltage of 850V DC available. No electric locomotives which have an ac auxiliary supply can be used with such translator coaches. Furthermore, due to their costs and infrequent use, there are generally very few, if any compatible, translator coaches available and they are unlikely to be located near where they may be needed to assist with a failed DMU/EMU.

They are also in themselves, and due to their size and unique features (i.e. different couplings) difficult to move quickly around the rail network to where they may be needed.

Accordingly such translator coaches are not generally used for assistance to failed trains, but generally only to move empty coaching stock for maintenance and/or overhaul.

It is therefore desirable to provide an improved system, and an interface unit, which addresses the above described problems and/or which more generally offers improvements or an alternative to existing arrangements. In particular it is desirable to provide an improved system, and an interface unit that allows an incompatible locomotive to be operatively connected to a DMU/EMU to operate, in particular the braking system of the failed DMU/EMU, and allow the failed DMU/EMU to be both hauled and operated at least to a limited degree.

According to the present invention there is therefore provided a portable interface unit, and an interface system 4 P354053GB for operatively connecting a locomotive to another incompatible rail vehicle, as described in the accompanying claims.

In an embodiment of a first aspect of the invention there is provided a portable interface unit for interfacing between a locomotive having a pneumatic brake system and second railway vehicle having an electrical brake system.

The portable interface unit comprises a pneumatic connection to connect the unit to the locomotive braking system; a converter module connected to the pneumatic connection, the convertor module configured to convert between a pneumatic brake pressure signal supplied to or from the pneumatic connection into an electrical brake control signal; and an electrical connection connected to the converter module and to connect the unit to the second railway vehicle to supply the electrical brake signal to or from the second railway vehicle. The portable interface unit is portable and is configured to be removably mountable on the second railway vehicle or more preferably on the locomotive.

In an embodiment of a second aspect of the invention there is provided a portable interface unit for interfacing between a first rail vehicle and a second railway having differently controlled brake systems. The portable interface unit comprises a first brake control connection to the first vehicle braking system; a converter module connected to the first brake control connection, and configured to convert between a first brake control signal from the first brake control connection and a second different brake control signal; and a second brake control connection connected to the converter module and to the second railway vehicle to supply the second brake control signal to or from the second railway vehicle. The portable interface unit is portable and removably mountable on the second railway vehicle or more P354053GB preferably on the locomotive.

Preferably the converter module is configured to convert a pneumatic brake pressure signal supplied from pneumatic connection and from the first railway vehicle comprising the locomotive into an electrical brake pressure signal supplied to the second railway vehicle.

The second railway vehicle is typically a diesel (DMU) or electric multiple unit (EMU) Such a potable removably mounted interface unit can be readily transported and mounted upon a locomotive as and when required to provide an operative interface between the different braking systems of a locomotive and DMU/EMU. This allows the locomotive to haul the DMU/EMU with suitable braking function.

The portable interface unit is preferably mounted on a support beam which is adapted to be mounted upon the buffers of the locomotive or second railway vehicle.

The converter module preferably comprises at least one pressure transducer.

The portable interface unit may also further comprise an electrical power supply connection to the portable interface unit. The electrical power supply connection and portable interface unit are preferably adapted to supply electrical auxiliary power to second vehicle. The portable interface unit may also further include a power converter to convert an electrical power supply from the locomotive to a required power output compatible with the second vehicle.

The portable interface preferably comprises a waterproof external housing to protect the internal components of the unit.

6 P354053GB In an embodiment of a third aspect of the invention there is provided an interface system for interfacing between a locomotive having a pneumatic brake system and second railway vehicle having an electrical brake system.

The system comprises a portable interface unit to convert between a first brake control signal from the locomotive and a second different brake control signal for the second railway vehicle; an electrical power connection to the locomotive; a power converter connected to the electrical power connection to the locomotive and to the portable unit, and preferably located within portable unit; a pneumatic brake connection to the portable unit; a electrical connection to the second railway vehicle to supply electrical brake control signals to and from the second railway vehicle; and a mechanical coupling between the locomotive and second railway vehicle.

Such an interface systems provides a more flexible interface between a locomotive and second railway vehicle, with in particular the separation of the mechanical and operative brake connections, and use of a portable interface unit to convert the brake control signals.

A pneumatic air supply connection may also be provided between the locomotive and second vehicle to supply pressurised air to the second railway vehicle.

The mechanical coupling preferably comprises an interface coupling adapted to engage a locomotive coupling and a different second railway vehicle coupling.

The proposed interface unit and system in particular removes the need for a separate translator vehicle to be marshalled between the DMU/EMU and the locomotive. The brake converter equipment is of a sufficiently small size to be secured safely on the end of a locomotive, and easily moved 7 P354053GB by road vehicle. This in combination with a suitable adapter coupler allows a locomotive to rescue a failed DMIJ/EMU without the need of a translator vehicle.

The present invention will now be described by way of example only with reference to the following figures in which: Figure 1 is an illustration of a typical rescue locomotive and DMU/EMU operatively connected together using the interface system and portable interface unit according to an embodiment of the present invention; Figure 2 is an view of the end of the rescue locomotive connected to the DMU/EMU shown in figure 1; Figure 3 is more detailed schematic cross sectional view of a typical electrical head interface connector of the interface system of figure 1, for connecting to the DMU/EMU; Figure 4 is an end view of the electrical head interface connector of the interface system shown in figure 3; Figure 5 is a schematic more detailed side view of just the electrical head interface connector of the interface system connected to the electrical connector head of the DMU/EMU automatic coupling shown in figure 1; Figure 6 is a top cross sectional schematic view through the electrical head interface connector of the interface system connected to the electrical connector head of the DMU/EtvIU automatic coupling shown in figure 5; Figure 7 is schematic cross sectional view through a buffer and mounting beam of the interface system shown in figure 1; and Figure 8 is a typical schematic illustration of the interface system in accordance with an embodiment of the invention and shown in figure 1.

Referring to figure 1, a locomotive 104, for example a 8 P354053GB Class 66 or 67 diesel locomotive, has a first mechanical coupling arrangement (not shown) to connect to other rail vehicles, and a pneumatically controlled braking system. In such a braking system a varying pneumatic pressure is supplied via a brake control pipe 7 to the brakes of rail vehicles hauled by the locomotive 104 to operate the brakes.

The brake control pressure typically may vary from 5 bar to fully release the brakes, to a lower pressure, say 3.7 bar and below to fully apply the brakes. When no pressure is supplied, emergency or parking braking is applied in order to provide fail safe operation.

A diesel (DMU) or electric multiple unit (EMU) 102, for example a Class 313, 314, 315, 317, 319, 321, 322, 323, 365, 455, 456, 465, or 466, have an electro pneumatically controlled braking system in which electrical control signals operate pneumatic brake valves. Typically such systems comprises a three stage braking system, for example the Westcode braking system, in which three brake control wires connected to the pneumatic brakes of the DMU/EMU 102 are variously energised (tycially at llOV) to fully release the brakes, operate the brakes at 30%, 60% or 100%, or provide emergency 112% maximum application.

The DMU/EMU 102 also has a second, usually different type of coupling to that of a typical locomotive 104. This is typically an automatic coupler 17, for example a Titghtlock, Dellner and Scharfenberg coupler, which combines both a mechanical coupling arrangement and an integrated electrical receptacle connection head 15 to connect the brake control wires, and other control and power supplied between DMU/EMU units 102.

In order to allow the locomotive 104 to haul the DMU/EMU 102, for example if the DMU/EMU has failed or for maintenance movement of the DMU/EMU, and an interfacing system 100, in an embodiment of the present invention, is used to operatively connect the locomotive 104 and DMU/EMTJ 9 P354053GB 102.

The interface system 100 comprises a m e c h a n i c a 1 rescue' coupler, (not shown) which is adapted to mechanically engage and couple with and between the first mechanical coupling of the locomotive 104 and the second, different type of coupling 17 of the DMU/EMU 102. The rescue coupler will vary depending upon the couplings of the locomotive 104 and DMU/EMU 102. A range of different rescue couplers may therefore be used for the different types. Such mechanical rescue couplers are however known and will therefore not be described further.

The interface system 100 further comprises a portable interface unit 6 which provides an interface between the locomotive pneumatic braking system and the DMU/EMU 102 electro pneumatic brake system.

The interface unit 6 is pneumatically connected directly from the locomotive 104 and locomotive brake system control pipe 7 to the DMU/EMU 102 automatic coupler assembly 17 via a brake control isolation cock 23, a failsafe quick release coupling 8. The brake control line 7 pipe supplies a pneumatic brake control pressure to operate the brakes of rail vehicles normally hauled by the locomotive 104. The DMU/EMU 102 is also pneumatically connected to the locomotive 104 via a reservoir air feed pipe 16 and a quick release coupling 105 in the coupler assembly 17 to provide the air supply required by the DMU/EMU 102 braking system.

The interface unit 6 is also electrically connected from the electrical power supply socket 3 of the locomotive via the power supply cables 4 to the input of the interface unit 6. The electrical output from the interface unit 6 is connected via a cable 21 to an electrical receptacle 15 mounted in the interface unit adaptor head 19 which is plugged into the DM1J/EMU automatic coupler 17 to supply the electrical brake signals required by the electrical control of the DMIJ/EMU 102 brake system.

P354053GB A converter module 22 within the interface unit 6 converts the pneumatic brake control pressure signal from the locomotive brake system control pipe 7, fed via a brake control isolation cock 24 and failsafe quick release coupling 8, into an electrical brake control signal suitable to operate the electro pneumatically controlled braking system of the DMU/EMu 102, as will be explained further below.

The portable interface unit 6 is removably mounted on locomotive 104 and comprises a suitable waterproof housing (not shown) containing the converter module 22 and other components. As shown the portable interface unit 6 may be located on the outside of the locomotive 104 on a mounting beam 9 extending between and mounted on the buffers 10 of the locomotive. As shown in figure 7, the beam 9 includes a pair of buffer saddles 11 each of which sits on the buffer casing and is secured by clamps 12. It will however be appreciated that the portable interface unit 6 could be alternatively mounted on the locomotive 104 in any other suitable way, or could alternatively be mounted on the DMU/EMU 102.

The portable interface unit 6 is sufficiently light to conform with manual handling standards, and is capable of being located without use of special tools and lifting equipment. In particular the portable interface unit 6 preferably weighs no more than 25kg, and is no bigger than 400mm x 400mm x 400mm. This enables the portable interf ace unit 6 to be easily transported, for example in a road vehicle, and then readily fitted to a locomotive 104 as and when needed.

The converter module 22 preferably comprises a series of pressure transducers or pressure switches 7-30, which are supplied with the locomotive brake air control pressure from the brake control pipe 7 via a manifold 26. The pressure transducers 27-30 sense the varying brake control 11 P354053GB pressure from the brake control pipe 7 and operate at predetermined varying brake control pressures to selectively energise electrical brake control wires TL1O-TL12 in the electrical receptacle 15 of the electrical interface adaptor head 19 which connects to the DMU/EMU automatic coupler 17 to correspondingly operate the brakes of the DMU/EMU 102.

In the particular embodiment shown in more detail in figure 8, four pressure transducers 27, 28, 29 & 30 are mounted on an air manifold 26. Pressure transducer PT1 27 is constructed to operate to energise an electrical relay coil 32a when the air pressure increases to 4.7 bar rising and opens when the air pressure decreases to 4.6 bar falling. Pressure transducer PT2 28 constructed to operate to energise an electrical relay coil 33a when the air pressure increases to 4.3 bar rising, and opens to de-energise the electrical relay coil 33a when the air pressure decreases to 4.2 bar falling. Pressure transducer PT3 29 constructed to operate to energise an electrical relay coil 34a when the air pressure increases to 3.8 bar rising and opens to de-energise an electrical relay coil 34a when the air pressure decreases to 3.4 bar falling. Pressure transducer PT4 30 constructed to operate to energise an electrical relay coil 35a when the air pressure increases to 1.5 bar rising and opens to de-energise an electrical relay coil 35a when the air pressure decreases to 1 bar falling.

The energisation of the relay coils 32a-35a by the pressure transducers 27-30, energises relays 32-35, closing the relay contacts 32b to 35b and connecting respective output pins 14 and brake control lines TL1O, TL11, TL12 to +llOV to provide the required brake control electrical signal. The specific outputs generated, in this embodiment in accordance with a Westcode braking systems conventionally used, are indicated

in table 1 below:

12 P354053GB Energisation of Brake brake control train Brake Degree of Pipe Controller wires Service Pressure Step I Braking TL1O TL1]. TL12 (bar) Brakes Release X X X released Step 1 X X 4.6 1/3 Step 2 X X 4. 2 2/3 Step 3 X 3.4 Full Emergency braking at approximately Emergency 0 12 higher than full I service _______ _________ pressure

Table 1

It will be appreciated however that other arrangements could be used to convert the pneumatic brake control signal and brake pressure from the locomotive 104 into electrical signals. For example self monitoring programmable high integrity pressure transducers incorporating solid state devices, or other devices could be used in place of the pressure transducers 27-20, and the detailed arrangement shown in figure 8 could be altered. Furthermore the converter module 22 could be arranged to output different brake control electrical signals in different formats to the Westcode braking format, as may be required to operate with different electro pneumatically controlled DMtJ/EMUs 102.

To electrically power the interface unit 6, the interface module 6 is electrically connected via power cables 4 and an electrical power supply connector 2, and an isolation switch 25, to an auxiliary electrical power output /multiple working jumper 3 of the locomotive 104. The locomotive auxiliary electrical power output 3 is typically 13 P354053GB used to enable two or more diesel locomotives of the same type to work in multiple and to be electrically controlled from the leading locomotive driver's position.

The locomotive 104 may typically, for example in a Class 66/67 diesel locomotive, include power supply sockets 3 at both ends of the locomotive 104 which are connected together by means of train wires which run the length of the locomotive. These sockets are also equipped with a number of spare connections which form a system of spare train wires which also run between each end of the locomotive. By using a special power supply adaptor 5, which is plugged into the supply socket 3 at the remote end from where the interface unit 6 is mounted, the spare wires can be paralleled with the locomotive power supply train wires to increase the overall effective current carry capacity and power that can be supplied by via the locomotive socket 3 to the interface unit 6 and hence the power that can be transferred to the DMU/EMtJ 102 via its automatic coupler 17.

The auxiliary electrical power output 3 may be at any voltage but for a Class 66 or 67 diesel locomotive comprises a 74VDC supply, whilst the electrical control system and electro pneumatic braking system of the DMU/EMU is typically 24VDC and 11OVDC respectively. An electrical power converter 1, which is incorporated into the interface unit 6, therefore converts the auxiliary electrical power output 3 to a suitable voltage and supply to power the interface unit 6 and hence to control the electromechanical braking system on the DMtJ/EMU 102. In this embodiment the power converter 1 converts the auxiliary electrical power output 3, at for example 74V DC to 11OV DC which is used by the DMLJ/EMU 102.

Different power converters i may however be used to convert to and form different supply and operating voltages, and either AC or DC supply or outputs as required.

The power converter 1 is preferably integrated with the portable interface unit 6, and within the portable interface 14 P354053GB unit 6. Alternatively the power converter 1 may be separate to the portable interface unit 6, and separately mounted on the locomotive 104 in its own waterproof, self cooled, housing. The power converter is similarly to the portable interface unit 6 sufficiently light to conform with manual handling standards, and is capable of being located without use of special tools and lifting equipment. In addition it is removably mounted to the locomotive 104, for example on the mounting beam 9. A separate power converter 1 may provide a more modular overall interface system 100 in which different power converts 1 can be used with different portable interface units 6 depending upon the locomotive 104 and DMU/EMU 102 with which they are to be used. The power converter 1 may also be omitted if the auxiliary electrical power output 3 from the locomotive 104 provides a suitable electrical output.

The interface unit 6 may also preferably provide an electrical power supply 37, from the power converter 1 and via the normal electrical supply line TL18 or otherwise, to supply at least emergency electrical power to the DMU/EMU 102. Such emergency electrical power will generally not be sufficient to fully operate the DMU/EMU 102 but is sufficient to provide basic DMU/EMU 102 functions, for example to operate the driver to passenger intercom, control and operation of passenger doors, emergency lighting and/or other essential functions. The jumper 5, increasing the current carrying capacity of the auxiliary electrical power output 3 in particular enables and increase such additional emergency power which can be provided.

This further emergency power supply 37 and use of self monitoring programmable high integrity pressure transducers in combination with providing full function braking operation, is particularly significant since it enables the DMU/EMU 102 to be operated with passengers and continue a service journey. This is a feature which has not previously P354053GB been provided when using a diesel locomotive 104 to rescue a passenger carrying failed DMU/EMU 102 without compromise of railway safety and operational standards which are mandatory when conveying passengers.

The electrical interface unit adaptor head 19 enables the interface unit 6 to be electrically connected to the DMU/EMU automatic coupler 17. As shown in figures 3 to 6, the interface unit adaptor head 19 comprises a reinforced insulating block 13 which carries the required electrical pins 14 which are compatible with the DMU/EMU electrical automatic coupler 17. The block 13 is contained within a water proof GRP housing 18. The electrical interface unit adaptor head 19 is clamped to the DMU/EMU electrical automatic coupler 17 by a series of clamps and safety straps 20 which engage suitable portions of the automatic coupler 17. The electrical interface unit adaptor head 19 is specific to the DMU/EMU 102 being hauled and is connected to the interface units 6 by further plugs, sockets and a multi core cable 21. This provides a modular interface system 100 and allow different electrical interface unit adaptor heads 19 adapted for different DMU/EMUs 102 to be used with different interface units 6. Alternatively the electrical interface unit adaptor head 19 could be directly connected by a multicore wire 21 to the interface unti6 to provide a dedicated assembly. The electrical interface unit adaptor head 19 preferably does not include all of the usual pins used in the electrical head of the DMU/EMU auto coupler, and only includes pins 14 and connections to enable the required operation with the locomotive 104. This reduces the weight of the assembly.

A pneumatic air supply pipe 16 is connected at one end via an isolation valve 23 to a locomotive air supply port on the locomotive 104, and at the other end to a reservoir air feed of the DMU/EMU 102. This reservoir air feed of the DMU/EMU 102 may comprise part of the DMU/EMU automatic 16 P354053GB coupler and a suitable connecter may be integrated with the DMU/EMU electrical interface unit adaptor head 19, or may be separately provided. When connected the pneumatic air supply pipe 16 supplies reservoir air pressure from the locomotive 104 to the DMU/EMu 102 as required to power the electro pneumatic brakes (which are controlled via the electrical control signals) and for other systems, for example the air suspension and/or doors.

The interface unit 6, and converter module 22, may also include further functionally and control units. For example the interface unit 6 may include an emergency brake application valve 31 which ensures that the brakes on the locomotive 104 and DMUY/EMU 102 are all applied in the event of a brake control failure (on the locomotive or D/EMU).

This is shown in figure 8 with a further relay 36 which has contacts 36b which are normally open, and which is energised by relay coil 36a whenan emergency control line TL13 is energised. Control line 13 from the DMU/EMU 102 is arranged to be de-energised in an emergency situation, or if there is a break in electrical connections, to thereby de-energise the relay coil 36a, and allow the relay contact 3Gb to open, so opening the emergency dump valve 31, and also cutting the control signal to brake control lines TL1O,TL11,TL12 operating emergency braking. A safety interlocking system which ensures that the brakes cannot be released unless all doors are closed and locked may also be included in the interface unit 6. This interlock may also apply the emergency brake in the event of a door becoming open in operation. Self testing programmable logic devices and further safety interlocks, along with a series of lights on the outside of the interface unit 6 to indicate the correct function of the unit 6 may also be included.

The typical operation and use of the interface system of an embodiment of the invention is as follows.

Initially, to rescue and haul the failed DMU/EMLJ 102, 17 P354053GB the rescue locomotive 104 is mechanically coupled up to the DMU/EMU 102 using a rescue coupler. The portable interface unit 6 is mounted on the rescue locomotive 104. The electrical power cables 4 and electrical power supply connector 2 are connected to the locomotive auxiliary power supply socket/multiple working connection 3. The electrical power jumper 5 may also be connected to increase the current carrying capacity of the auxiliary power supply 3. The DMU/EMU electrical interface unit adaptor head 19 is connected to the DMU/EMU automatic coupler 17 using the straps 20. The air supply pipe 16 from the locomotive 104 is either separately connected to the DMU/EMU 102, or preferably also connected via the DMU/EMU electrical interface unit adaptor head 19. The main reservoir cock 23 and brake pipe cock 24 on the locomotive 104 are closed, the electrical isolating switch 25 is open, and the locomotive 104 diesel engine is running. The DMU/EMU 102 control equipment and electrical switchgear has been set to accommodate the conditions required for hauling a failed train. Since there is no compressed air, or electrical power available for the failed DMU/EMU 102, because the air supply cocks 23,24 are closed and the isolator 25 is open, the DMU/EMU 102 brakes will be applied and it cannot be moved.

To move the rescue locomotive 104 and failed DMU/EMU 102 the electrical isolating switch 25 is closed. This will power the portable interface unit 6 and converter module 22, and will energise line TL18 of the DMU/EMU providing power to the failed DMU/EMU 102 allowing the specific functions of the DMU/EMU 102 control system to be energised. The reservoir isolating cock 23 on the locomotive 104 is opened, this allows compressed air from the locomotive 104 to be delivered to the DMU/EMU 104. The brake pipe isolating cock 24 on the locomotive 104 is opened, this allows compressed air from the locomotive 104 to be delivered to the portable interface unit 6, converter module 22, and air manifold 26.

18 P354053GB At this stage, the relay 36 will not be energised and the emergency dump valve 31 will be open venting compressed air from the locomotive brake pipe 7 and air manifold 26 to atmosphere. After a period of time, the compressed air from the locomotive 104 will charge the air system of the DMU/EMU 104. When the air system has built up sufficient air pressure for safe operation and all the DMTJ/EP4U safety circuits are operational, line TL13 will be energised by the DMU/EMU 102 and relay 36 (R-l3) will be energised.

Energisation of relay (R-13) 36 will prepare the electrical feed to brake control lines TL1O, TL11 and TL12 and energise relay 36 causing the emergency dump valve 31 to close and the air pressure in the air manifold 26 to build up to 5 bar (assuming the locomotive 104 brakes are set to be released) Pressure transducers (PT]., PT2, PT3 and PT4) 27 to 30, will pick up and energise relays (Ri, R2, R3 & R4) 32 to 35.

Energisation of these relays (Ri, R2, R3 & R4) 32 to 35 will energise lines TL1O, TL11 and TL12 and allow the brakes on the DMU/ErvJu 104 to be released. The combination of rescue locomotive 104 and failed DMU/EMU 102 can now be safely moved.

Under driver controlled braking, and application of a service brake by the driver of the rescue locomotive 104, the air pressure in brake pipe 7 and the air manifold 26 will progressively decrease in accordance with the amount of braking called for by the driver. As the air pressure decreases in the air manifold 26 the pressure transducers 27-30 will follow the variation and control the energisation and de- energisation of the relays (Ri, R2, R3 & R4) 32 to 35 in accordance with the table 1 above. In this way the amount of braking on the failed DMU/EMU 102 will follow the amount of braking called for by the driver in the rescue locomotive 104. Likewise in the event of brake release the reverse happens.

While the locomotive 104 is hauling the failed DMU/EMU 19 P354053GB 102, should the driver of the rescue locomotive 104 call for an emergency brake application the air pressure in the air manifold 26 will fall to atmospheric and pressure transducer (PT4) 30 will open de-energising relay (R4) 35.

De-energisation of relay (R4) 35 will result in brake control lines TL1O, TL11 and TL12 being de-energised and the application of emergency braking on the failed DMU/EMU 102 will result.

Similarly should any of the safety systems on the DMU/EMU 102 be activated, such as for example due to loss of DMU/EMU 102 brake pressure, operation of the passenger emergency stop switch, operation of emergency braking by the driver in the failed DMU/EMU 102, or opening of a passenger door, the train line TL13 will be de-energised and the contacts on relay (R13) 36 will open. This will result in the de-energisatjon of brake control lines TL1O, TL11 and TL12 and the opening of the emergency dump valve 31 De-energisation of the brake control lines TL1O-TL 12 will result in an emergency brake application on the failed DMU/EMU 102, and the dumping of air via the emergency dump valve 31, which will result in an emergency brake application of the rescue locomotive 104 (due to a loss of brake pressure in brake line 7).

Similarly should an air leak occur in the locomotive brake pipe 7 and/or the air manifold (26), proportionate braking of both rescue locomotive 104 and failed DMU/EMU 104 will result, due to the drop in pressure in the air manifold 26 being detected by the pressure transducers (PT1, PT2, PT3 & PT4) 27-30. In the event that all the air pressure is lost, the contacts on relay (R4) 35 will open and an emergency brake application will be initiated on the failed DMU/EMU 102, and the fall in pressure in the locomotive brake pipe 7 will likewise initiate emergency braking on the locomotive 104. Should an air leak occur in the air supply pipe 16 connecting the locomotive 104 and the failed DMTJ/EMU P354053GB 102 the pressure in the brake system of the failed DMU/EMU 102 will fall until low main air reservoir governors on the DMU/EMTJ 102 will detect the reduced air pressure and line TL13 is de-energised resulting in an emergency brake application in the failed DMU/EMU 102 and in the rescue locomotive 104 as discussed above.

Also should any of the electrical power supply circuits, from the locomotive 104, from the power converter 1, or any other electrical fault cause the loss of the electrical supply to the DMU/EMU lines TL18 or to the emergency dump valve 31. Their de-energisation will result in an emergency brake application of the failed DMU/EMU 102 and of the rescue locomotive 104.

Advantageously since the portable interface unit 6 of the interface system 100 it can be readily transported, for example in a van, around the country to where it may be needed. it can also be easily fitted to any suitable conveniently positioned rescue locomotive 104, to enable the rescue locomotive 104 to haul the DMU/EMU 102. Multiple different interface units 6 can also more easily be provided, stored, and transported for use with different locomotives 104 and DMU/EMU. The interface unit 6 and interface system 100 allows substantially full operation of the brake system improving the safety. The interface system 100 and interface unit 6 also provides additional functionally, for example suitable interlocks, and emergency power to operate further functions on the DMU/EMU 102 (for example the intercom etc) further improving safety and even allowing operation with passengers to complete a rail journey rather than just recover the failed DMU/EMU 102.

The interface system 100,and use of a portable interface unit 6, and in particular separation of mechanical and operative connections, also increases operating flexibility.

It will be appreciated that this interface system 100 and use of a portable interface unit 6, and separate rescue 21 P354053GB coupler, represents a completely different approach and thinking to the conventional arrangements which use a buffer translator coach to isolate the rescue locomotive from the DMU/EMU 102, and support a specific dedicated automatic coupler to connect to the DMU/EMU 102. Furthermore the splitting of the electrical (and pneumatic) connections and the mechanical coupling also differs from the conventional approach in DMU/EMUs which use integrated automatic couplers and the use of translator vehicle which similarly provides an integrated connection unit.

The interface system 100 and portable interface unit 6, and in particular converter module 22, in the described embodiment converts from a pneumatic brake pressure control signal to an electrical brake control signal. It will however be appreciated that the interf ace system 100 and portable interface unit 6, and in particular converter module 22, could be configured to operate in reverse, and convert from an electrical brake control signal to a pneumatic brake pressure control signal. Furthermore two separate, complementary interface systems 100 and/or portable interface units 6 could be used, one at either end of the second railway vehicle / DMU/EMU 102, with the second unit converting back from the electrical brake control signal to a pneumatic brake control signal and supplying a further rail vehicle, for example either another locomotive or even coach/wagon, or just providing a confirmatory return signal, back to the locomotive 104. In addition while the power suply in the describe preferred embodiments is supplied from the locomotive 104, the power supply to the interface unit 6 could be provided from the DMU/EMU 102, or be separately supplied from batteries and/or a separate generator, or supplied by any other means.

The principle and mode of operation of this invention have been explained and illustrated in its preferred embodiment. However, it must be understood that this 22 P354053GB invention may be practised otherwise than as specifically explained and illustrated without departing from its spirit or scope.

23 P354053GB

LIST OF ITEMS

1 Electrical Power converter (DC-DC) 2 Electrical power supply connector plug 3 Locomotive power supply socket/Multiple working lumper 4 Power supply Cables Electrical power supply adaptor 6 Portable Interface Unit 7 Pneumatic Brake control pipe 8 Fail safe quick release coupling 9 Mounting beam Buffers 11 Mounting Saddle 12 Mounting Straps 13 Reinforced insulating block 14 Electrical connection contacts Electrical receptacle in DMU/EMU Automatic coupler 16 Air supply pipe 17 DMIJ/EMTJ Automatic Coupler 18 Housing for electrical interface unit adaptor head 19 Electrical interface unit adaptor head Interface adaptor head mounting straps 21 Interface adaptor connection cable 22 Brake converter module 23 Isolation cock / main reservoir cock 24 Pneumatic Brake control isolation cock Electrical isolation switch 26 Air manifold 27-30 Pressure transducers 31 Emergency dump valve 32-36 Relays 32a-36a Relay coils 32b-36b Relay contacts 37 DMU/EMU electrical power supply from interface unit Interface system 102 DMU/EMU 104 Locomotive

Claims (23)

24 P354053GB CLAIMS

1. A portable interface unit for interfacing between a locomotive having a pneumatic brake control system and second railway vehicle having an electrical brake control system, the unit comprising: a pneumatic connection to connect the unit to the locomotive braking system; a converter module connected to the pneumatic connection, the converter module configured to convert between a pneumatic brake pressure signal supplied to or from the pneumatic connection and an electrical brake control signal; and an electrical connection connected to the converter module and to connect the interface unit to the second railway vehicle to supply the electrical brake signal to or from the second railway vehicle; wherein the portable interface unit is portable and is removably mountable on the locomotive or second railway vehicle.

2. A portable interface unit for interfacing between a first rail vehicle and a second railway vehicle having differently controlled brake systems, the unit comprising: a first brake control connection to the first vehicle braking system; a converter module connected to the first brake control connection, and configured to convert between a first brake control signal from the first brake control connection and a second different brake control signal; and a second brake control connection connected to the converter module and the second railway vehicle to supply the second brake control signal to or from the P354053GB the second railway vehicle; wherein the portable interface unit is portable and removably mountable on the first or second railway vehicle.

3. A portable interface unit of claim 1 or 2 wherein the converter module is configured to convert a pneumatic brake pressure signal into an electrical brake pressure signal supplied to the second railway vehicle.

4. A portable interface unit of claim 1 or 2 wherein the converter module is configured to convert an electrical brake pressure signal supplied from the second railway vehicle into a pneumatic brake pressure signal.

5. A portable interface unit of any one of claims 1 to 4 wherein the second railway vehicle is a diesel (DMU) or electric multiple units (EIvIU)

6. A portable interface unit of any preceding claim wherein the portable interface unit is removably mounted on the locomotive.

7. A portable interface unit of any preceding claim wherein the portable interface unit is removably mounted on the buffers of the locomotive or second railway vehicle.

8. A portable interface unit of claim 7 wherein the portable interface unit is mounted on a support beam which is adapted to be mounted upon the buffers of the locomotive or second railway vehicle.

9. A portable interface unit of any preceding claim wherein converter module comprises at least one 26 P354053GB pressure transducer.

10. A portable interface unit of any preceding claim wherein the electrical brake control signal comprises a plurality of electrical brake control signals.

11. A portable interface unit of any preceding claim further comprising an electrical power supply connection to the portable interface unit.

12. A portable interface unit of claim 11 wherein the electrical power supply connection and portable interface unit are adapted to supply electrical auxiliary power to second vehicle.

13. A portable interface unit of claim 11 or 12 further comprising a power converter to convert an electrical power supply from the locomotive.

14. A portable interface unit of any preceding claim comprising a waterproof external housing.

15. An interface system for interfacing between a locomotive having a pneumatic brake system and second railway vehicle having an electrical brake system, the system comprising: a portable interface unit of any one of claims 1 to 14; an electrical power connection to the locomotive; a power converter connected to the electrical power connection to the locomotive and to the portable unit; a pneumatic brake connection to the portable unit; a electrical connection to the second railway vehicle to supply electrical brake control signals to 27 P354053GB and/or from the locomotive and the second railway vehicle; and a mechanical coupling between the locomotive and second railway vehicle.

16. An interface system of claim 15 further comprising a pneumatic air supply connection between the locomotive and second vehicle to supply pressurised air to the second railway vehicle.

17. An interface system of claim 15 or 16 wherein the mechanical coupling comprises an interface coupling adapted to engage a locomotive coupling and a different second railway vehicle coupling.

18. An interface system of any one of claims 15 to 17 wherein the power converter is located within portable unit.

19. An interface system of any one of claims 16 to 18 wherein the locomotive has two separate power supplies, and the system further comprises a two separate jumpers to connect the two locomotive power supplies to the interface unit, and the electrical power connection is connected from the interface unit to the second railway vehicle.

20. An interface system of any one of claims 16 to 19 wherein the second railway vehicle has two separate power inputs, and interface unit supplies power to both of the two separate power inputs of the second railway vehicle.

21. An interface system of claim 20 wherein the interface unit is connected to only one power supply from the 28 P354053GB locomotive.

22. A portable interface unit substantially as hereinbefore described with reference to, and/or as shown in any one or more of figures 1 to 8.

23. An interface systems substantially as hereinbefore described with reference to, and/or as shown in any one or more of figures 1 to 8.