Railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe

Abstract

The invention relates to a railway braking system comprising an actuating mechanism (15), a rotary actuating device (16) configured to be rotated manually in a first direction and to actuate the actuating mechanism to place the system in a configuration with the parking hand brake engaged, as well as in a second direction and to actuate the actuating mechanism to place the system in a configuration with the parking hand brake released, comprising a main body (25) able to rotate and secured to the actuating mechanism, and an additional gripping member (30) configured to allow a retracted position in which only the main body can be actuated manually in the first direction, and a deployed position in which the additional gripping member projects at least partially from the main body and in which both the main body and the additional gripping member can be actuated manually in the second direction.

Description

[0010] The invention thus relates, according to a first aspect, to a rail braking system for a rail vehicle with brakes having at least one lining or at least one pad, comprising a braking linkage configured to act on at least one braking member of the rail vehicle via the at least one lining or the at least one pad, and further comprising an actuating mechanism configured to act on the braking linkage and a rotary actuating device configured to be manually driven in rotation in a first direction of rotation and to actuate the actuating mechanism to place the rail braking system in an applied parking handbrake configuration, and to be manually driven in rotation in a second direction of rotation opposite to the first direction of rotation and to actuate the actuating mechanism to place the rail braking system in a released parking handbrake configuration; the rotary actuating device comprises a main body which is rotatable in the first direction of rotation and in the second direction of rotation and which is mechanically coupled to the actuating mechanism, and an additional gripping member mechanically coupled to the main body and configured to assume a retracted position in which only the main body is manually operable in the first direction of rotation so as to exert a first moment of force on the actuating mechanism, and a deployed position in which the additional gripping member protrudes at least partially from the main body and in which both the main body and the additional gripping member are manually operable in the second direction of rotation so as to exert a second moment of force on the actuating mechanism.

[0011] In the rail braking system according to the invention, the main body is manually operable in the first direction of rotation so as to exert a first moment of force on the actuating mechanism in the retracted position when the additional gripping member is in its retracted position.

[0012] Furthermore, the main body and the additional gripping member are manually operable in the second direction of rotation so as to exert a second moment of force on the actuating mechanism when the additional gripping member is in its deployed position.

[0013] The first direction of rotation may be a direction of applying the parking handbrake, and the second direction of rotation may be a direction of releasing the parking handbrake.

[0014] This allows a user to facilitate rotary actuation of the rotary actuating device in the second direction of rotation, by providing a lever arm.

[0015] In other words, for the same force, whether exerted on the rotary actuating device during application or exerted on the assembly formed by the additional gripping member and the rotary actuating device during release, the moment of force exerted on the actuating mechanism will be different.

[0016] Conversely, to exert the same moment of force on the actuating mechanism, the force exerted on the assembly formed by the additional gripping member and the rotary actuating device during release is lower than that exerted on the rotary actuating device during application.

[0017] This ensures that the parking handbrake can be released manually, irrespective of the user.

[0018] Preferred features of the rail braking system according to the invention, which are simple, convenient and economical, are set out below.

[0019] The value of the second moment of force exerted on the actuating mechanism in the second direction of rotation is greater than the value of the first moment of force exerted on the actuating mechanism in the first direction of rotation.

[0020] The additional gripping member is configured to switch from its deployed position to its retracted position when it is actuated in the first direction of rotation from its deployed position.

[0021] The additional gripping member comprises a handle retractable with respect to the main body.

[0022] The additional gripping member is articulated relative to the main body so as to be able to switch from the retracted position to the deployed position, and vice versa, by pivoting.

[0023] The additional gripping member can slide relative to the main body so as to be able to switch from the retracted position to the deployed position, and vice versa, by translation.

[0024] The main body is a substantially circular handwheel, and the additional gripping member comprises a curved handle configured to generally conform to the shape of the handwheel in the retracted position of the additional gripping member.

[0025] The rotary actuating device may comprise a locking member configured to assume an unlocking configuration, in which it allows the movement of the additional gripping member between its retracted position and its deployed position, and a locking configuration, in which it holds the additional gripping member in its retracted position.

[0026] The actuating mechanism is provided with at least one main transmission arm mechanically coupled to the rotary actuating device and a screw / nut system mechanically coupled by a first end to the main transmission arm and by a second end, opposite the first end, to the braking linkage.

[0027] The rail braking system comprises two separate rotary actuating devices, an angle gearbox, two main transmission arms, each mechanically coupled to a respective rotary actuating device and to the angle gearbox, and a secondary transmission arm mechanically coupled by a first end to the angle gearbox and by a second end, opposite the first end, to the screw / nut system.

[0028] The invention also relates, according to a second aspect, to a rail braking installation comprising at least one rail braking system as described above.

[0029] The installation may comprise a service brake cylinder configured to act on the braking linkage and an energy routing network interconnected to the service brake cylinder to supply it to activate and / or deactivate at least one service brake function and / or an emergency brake function.

[0030] The service brake cylinder may be configured to exert a service braking force on the braking member via the braking linkage, while the actuating mechanism may be configured to exert a parking braking force on the braking member via the braking linkage, when the first moment of force is exerted by the actuating device on the actuating mechanism, and to remove the parking braking force from the braking member via the braking linkage, when the second moment of force is exerted by the actuating device on the actuating mechanism.

[0031] The invention also relates, according to a third aspect, to a rail vehicle comprising an installation as described above. BRIEF DESCRIPTION OF THE FIGURES

[0032] The invention, according to one exemplary embodiment, will be better understood and its advantages will become clearer upon reading the following detailed description, given by way of illustration and in a non-limiting manner, with reference to the appended drawings.

[0033] Figure 1 schematically represents a rail installation provided with a rail braking system configured to perform in particular a service brake function and a parking handbrake function.

[0034] Figure 2 schematically represents, from the front, a rotary actuating device of the installation, configured to actuate an actuating mechanism of the installation to activate and / or deactivate the parking handbrake function and comprising an additional gripping member in a retracted position.

[0035] Figure 3 is similar to Figure 2, with the additional gripping member in a deployed position. DETAILED DESCRIPTION

[0036] Figure 1 schematically represents a rail vehicle 1 with pad brakes 7, provided with a rail braking installation 3 comprising a rail braking system 4 mounted on a support 5 of the rail vehicle 1 and configured to act on braking members 6, in this case the wheels, of the rail vehicle 1, via pads 7.

[0037] In particular, in the illustrated example, the rail braking installation 3 comprises a braking linkage 8 mechanically coupled to the pads 7, a service brake cylinder 9 configured to act on the braking linkage 8, and an energy routing network 10 interconnected with the service brake cylinder 9 to supply it and thus activate and / or deactivate at least one service brake function and / or an emergency brake function.

[0038] For example, the at least partial supply of the service brake cylinder 9 by the energy routing network 10 may make it possible to act on the braking linkage 8 so that the pads 7 exert a force on the braking members 6; while the at least partial discharge of the service brake cylinder 9 may make it possible to act on the braking linkage 8 so that the pads 7 release the force exerted on the braking members 6.

[0039] The rail braking system 4 may comprise an adjuster 11 arranged for example between an output of the service brake cylinder 9 and the braking linkage 8, and configured to adapt a travel of the braking linkage 8 according to wear of the pads 7 and / or the braking members 6.

[0040] It should be noted that the various braking functions may be activated and / or deactivated pneumatically and / or electrically and / or hydraulically and / or manually.

[0041] In other words, the energy routing network 10 may be provided to transport pneumatic energy and / or electrical energy and / or hydraulic energy, or a combination thereof.

[0042] The rail braking system 4 is also configured here to perform a parking brake function, at least manually.

[0043] This parking handbrake function, also called an immobilising handbrake, may be applied in addition to a service brake or emergency brake that is already applied, or alone, i.e. without the service brake or emergency brake being applied.

[0044] For this purpose, the rail braking system 4 includes an actuating mechanism 15 configured to act on the braking linkage 8 and a rotary actuating device 16 configured to be manually driven in rotation and mechanically coupled to the actuating mechanism 15.

[0045] In particular, the rail braking system 4 is configured so that, when the rotary actuating device 16 is driven in a first direction of rotation, the latter actuates the actuating mechanism 15 to put the rail braking system 4 in an applied parking handbrake configuration and, when the rotary actuating device 16 is driven in a second direction of rotation opposite to the first direction of rotation, the latter actuates the actuating mechanism 15 to put the rail braking system 4 in a released parking handbrake configuration.

[0046] In the illustrated example, the rail braking system 4 comprises two separate rotary actuating devices 16, for example located on either side of a trailer, or wagon, of the rail vehicle 1.

[0047] In the illustrated example, the actuating mechanism 15 is provided with two main transmission arms 17, each mechanically coupled by a respective first end to a respective rotary actuating device 16, with an angle gearbox 18 to which the two main transmission arms 17 are mechanically coupled by a respective second end, opposite to the first end, a secondary transmission arm 19 mechanically coupled by a first end to the angle gearbox 18 and by a second end, opposite to the first end, here to a screw / nut system 20 itself mechanically coupled by a first end to the secondary transmission arm 19 and by an end rod 21 at a second end, opposite to the first end, to the braking linkage 8.

[0048] Thus, when either one of the rotary actuating devices 16 is actuated in rotation, it exerts a moment on one or the other of the main transmission arms 17 which, thanks to the angle gearbox 18, transmits the moment and therefore the rotational movement to the secondary transmission arm 19 which, thanks to the screw / nut system 20, converts the rotational movement into a translational movement and therefore exerts a force on the braking linkage 8 for applying or releasing the pads 7 to / from the braking members 6.

[0049] Depending on the direction of rotation exerted on either of the rotary actuating devices 16, the force exerted on the braking linkage 8 is a pushing force or a pulling force.

[0050] An embodiment of the rotary actuating device 16 is illustrated in Figures 2 and 3.

[0051] The rotary actuating device 16, formed by a handwheel, comprises a main body 25 which is provided with a rim 27, which is circular in this case, and a transverse spoke 26 to which the rim 27 is mechanically coupled.

[0052] The main body 25 is here provided with a central housing 28 provided in the spoke 26, and in which the main transmission arm 17 of the actuating mechanism is received and mechanically coupled, by its first end.

[0053] The main transmission arm 17 and the main body 25 are coupled to each other so as to be able to transmit a torque from the main body 25 to the main transmission arm 17.

[0054] At least one of the rotary actuating devices 16 comprises an additional gripping member 30 mechanically coupled to the main body 25, and in particular here to the rim 27.

[0055] The additional gripping member 30 is, for example, formed by a handle 31 that is retractable or foldable from the rim 27 of the main body 25.

[0056] The handle 31 is here substantially elongate and curved and includes a first end 32 which is free, and a second end 33 opposite to the first end 32 and by which the handle 31 is articulated to the rim 27 of the main body 25.

[0057] The handle 31 may have a concave lateral side orientated towards the rim 27 and a convex lateral side opposite the concave lateral side.

[0058] The rotary actuating device 16 comprises an articulation pivot 34 on the rim 27, to which the second end 33 of the handle 31 is coupled.

[0059] The handle 31 is movable between a retracted position, which is here a folded position, in which it is brought close to the rim 27, and a deployed position, which is here an unfolded position, in which it is remote from the rim 27 and in particular protrudes substantially at a right angle from the rim 27.

[0060] The handle 31 is here configured to come substantially into abutment over its entire length against the rim 27 when it is in its retracted position, making it impossible to grip.

[0061] In particular, as the handle 31 is here substantially curved in shape, preferably with a radius of curvature corresponding substantially to the radius of curvature of the rim 27 which is circular, in the retracted position, the handle 31 conforms to the shape of the rim 27 by its concave lateral side so as not to hinder gripping of the rim 27.

[0062] Conversely, the handle 31 is further configured to come into abutment with the rim 27 by an edge of its convex lateral side when it is in its deployed position.

[0063] The handle 31 then protrudes from the rim 27, which makes it possible to drive the additional gripping member 30 as well as the main body 25 in rotation in the second direction of rotation.

[0064] When the handle 31 is manipulated from the deployed position in the first direction of rotation, the handle 31 folds until it is in its retracted position, without driving the main body 25 in rotation.

[0065] Thus, in the retracted position of the handle 31, a user can only grasp the rim 27 to drive the rotary actuating device 16 in the first direction of rotation.

[0066] Conversely, in the deployed position of the handle 31, the user can grasp the handle 31 at the first end 32, which is free, and also the rim 27, to drive the rotary actuating device 16 in the second direction of rotation.

[0067] The user can therefore use the handle 31 to apply a so-called amplified torque in the second direction of rotation while the user cannot use the handle 31 to apply a so-called amplified torque in the first direction of rotation.

[0068] In other words, the additional gripping member 30 is configured to assume a retracted position in which only the main body 25 is manually operable in the first direction of rotation so as to exert a first moment of force on the actuating mechanism 15; whereas the additional gripping member 30 is further configured to assume a deployed position in which the additional gripping member 30 protrudes at least partially from the main body 25 and in which both the main body 25 and the additional gripping member 30 are manually operable in the second direction of rotation so as to exert a second moment of force on the actuating mechanism 15.

[0069] In one embodiment, the service brake cylinder may be configured to exert a service braking force on the braking member via the braking linkage, while the actuating mechanism may be configured to exert a parking braking force on the braking member via the braking linkage, alone or in addition to the service braking force, when the first moment of force is exerted by the actuating device on the actuating mechanism, and to remove the parking braking force from the braking member via the braking linkage, whether or not added to the service braking force, when the second moment of force is exerted by the actuating device on the actuating mechanism.

[0070] Some non-illustrated variants are set out below.

[0071] The additional gripping member can slide relative to the main body so as to be able to switch from the retracted position to the deployed position, and vice versa, by translation rather than by pivoting.

[0072] For example, the additional gripping member can be translated between a retracted position in which it is inserted into a housing provided in the spoke of the rotary actuating device, and a deployed position in which it is extracted from this housing and protrudes from the spoke.

[0073] In this example, the translated gripping member can be configured to be articulated relative to the spoke to prevent gripping thereof and actuation of the actuating device in the first direction of rotation.

[0074] The rotary actuating device may comprise several additional gripping members.

[0075] For example, the rotary actuating device comprises two additional diametrically opposite gripping members on the handwheel.

[0076] The rotary actuating device may comprise a locking member configured to assume an unlocking configuration, in which it allows the movement of the additional gripping member between its retracted position and its deployed position, and a locking configuration, in which it holds the additional gripping member in its retracted position.

[0077] For example, the locking member may be formed by a lock, a latch, a removable or non-removable clamping piece, or a magnetic mechanism, each being configured to cooperate with the handle.

[0078] The rim of the actuating device may be rectangular rather than circular, or of any other shape that allows it to be gripped for driving it in rotation.

[0079] The rail vehicle may have lining-type brakes rather than pad-type brakes, with the linings acting on braking members formed by brake discs rather than on the wheels.

[0080] In the rail braking system as described above with reference both to the drawings and to the variants not illustrated, the main body is manually actuatable in the first direction of rotation so as to exert a first moment of force on the actuating mechanism in the retracted position when the additional gripping member is in its retracted position.

[0081] Furthermore, the main body and the additional gripping member are manually operable in the second direction of rotation so as to exert a second moment of force on the actuating mechanism when the additional gripping member is in its deployed position.

[0082] The first direction of rotation may be a direction of applying the parking handbrake, and the second direction of rotation may be a direction of releasing the parking handbrake.

[0083] This allows a user to facilitate rotary actuation of the rotary actuating device in the second direction of rotation, by providing a lever arm.

[0084] In other words, for the same force exerted on the rotary actuating device during application as on the assembly formed by the additional gripping member and the rotary actuating device during release, the moment of force exerted on the actuating mechanism will be different.

[0085] Conversely, to exert the same moment of force on the actuating mechanism, the force exerted on the assembly consisting of the additional gripping member and the rotary actuating device during release is lower than that exerted on the rotary actuating device during application.

[0086] This ensures that the parking handbrake can be released manually, regardless of the user.

[0087] More generally, the invention is not limited to the examples described and shown.

Claims

1. Rail braking system (4) for rail vehicle (1) with brakes having at least one lining or at least one pad (7), comprising a braking linkage (8) configured to act on at least one braking member (6) of the rail vehicle via the at least one lining or the at least one pad, and further comprising an actuating mechanism (15) configured to act on the braking linkage and a rotary actuating device (16) configured to be manually driven in rotation in a first direction of rotation and to actuate the actuating mechanism to place the rail braking system in an applied parking handbrake configuration, and to be manually driven in rotation in a second direction of rotation opposite to the first direction of rotation and to actuate the actuating mechanism to place the rail braking system in a released parking handbrake configuration; the rotary actuating device (16) further comprises a main body (25) which is rotatable in the first direction of rotation and in the second direction of rotation and which is mechanically coupled to the actuating mechanism (15), and an additional gripping member (30) mechanically coupled to the main body (25) and configured to assume a retracted position in which only the main body (25) is manually operable in the first direction of rotation so as to exert a first moment of force on the actuating mechanism (15), and a deployed position in which the additional gripping member (30) protrudes at least partially from the main body (25) and in which both the main body (25) and the additional gripping member (30) are manually operable in the second direction of rotation so as to exert a second moment of force on the actuating mechanism (15).

2. Rail braking system (4) according to claim 1, characterised in that the value of the second moment of force exerted on the actuating mechanism (15) in the second direction of rotation is greater than the value of the first moment of force exerted on the actuating mechanism (15) in the first direction of rotation.

3. Rail braking system (4) according to either claim 1 or 2, characterised in that the additional gripping member (30) is configured to switch from its deployed position to its retracted position when it is actuated in the first direction of rotation from its deployed position.

4. Rail braking system (4) according to any one of claims 1 to 3, characterised in that the additional gripping member (30) comprises a handle (31) retractable with respect to the main body (25).

5. Rail braking system (4) according to any one of claims 1 to 4, characterised in that the additional gripping member (30) is articulated relative to the main body (25) so as to be able to switch from the retracted position to the deployed position, and vice versa, by pivoting.

6. Rail braking system (4) according to claim 5, characterised in that the main body (25) is a substantially circular handwheel, and in that the additional gripping member (30) comprises a curved handle (31) configured to generally conform to the shape of the handwheel in the retracted position of the additional gripping member (30).

7. Rail braking system (4) according to either claim 1 or 2, characterised in that the additional gripping member can slide relative to the main body so as to be able to switch from the retracted position to the deployed position, and vice versa, by translation.

8. Rail braking system (4) according to any one of claims 1 to 7, characterised in that the rotary actuating device (16) comprises a locking member configured to assume an unlocking configuration, in which it allows the movement of the additional gripping member (30) between its retracted position and its deployed position, and a locking configuration, in which it holds the additional gripping member (30) in its retracted position.

9. Rail braking system (4) according to any one of claims 1 to 8, characterised in that the actuating mechanism (15) is provided with at least one main transmission arm (17) mechanically coupled to the rotary actuating device (16) and a screw / nut system (20) mechanically coupled by a first end to the main transmission arm and by a second end opposite to the first end to the braking linkage (8).

10. Rail braking system (4) according to claim 9, comprising two separate rotary actuating devices (16), an angle gearbox (18), two main transmission arms (17) each mechanically coupled to a respective rotary actuating device and to the angle gearbox, a secondary transmission arm (19) mechanically coupled by a first end to the angle gearbox and by a second end opposite to the first end to the screw / nut system (20).

11. Rail braking installation (3) comprising at least one rail braking system (4) according to any one of claims 1 to 10.

12. Rail braking installation (3) according to claim 11, comprising a service brake cylinder (9) configured to act on the braking linkage (8) and an energy routing network (10) interconnected to the service brake cylinder to supply it to activate and / or deactivate at least one service brake function and / or an emergency brake function.

13. Rail vehicle (1) comprising a rail braking installation (3) according to any one of claims 10 to 12.

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