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 including an actuating mechanism (15), a rotary actuating device (16) configured to be manually rotated in a first direction of rotation and to actuate the actuating mechanism in order to put the system into a configuration in which the parking handbrake is engaged, and to be manually rotated in a second direction of rotation opposite to the first direction and to actuate the actuating mechanism to put the system into a configuration in which the parking handbrake is released, and a control mechanism (22) mechanically linked to the actuating mechanism and configured, at least when the actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism that is greater than a first predetermined threshold, to inhibit the action of the actuating device and / or of the actuating mechanism on a brake linkage.

Description

TECHNICAL FIELD OF THE INVENTION

[001] The present invention relates to a railway braking system for railway vehicle with brakes having at least one lining or at least one shoe.

[002] The invention further relates to a railway installation comprising at least one such railway braking system.

[003] The invention also relates to a railway vehicle comprising such an installation. PRIOR ART

[004] Railway vehicles with lining or shoe brakes may be provided with a railway installation comprising one or more railway braking systems having a brake linkage configured to act on at least one braking member of the railway vehicle via the linings or shoes, and which are configured to perform a plurality of braking functions, of which in particular a service brake function and / or an emergency brake function, and also a parking brake function; as well as an energy routing network interconnected to the railway braking systems and configured to supply them to activate and / or deactivate at least some of these braking functions.

[005] The various braking functions may be activated and / or deactivated for example pneumatically, and / or hydraulically and / or electrically, and / or manually.

[006] For example, vehicles are known which are provided with a parking handbrake configured to act on the brake linkage of the railway braking system, by manually actuating an actuating handwheel in rotation in a first direction of rotation to activate the parking handbrake and in a second direction of rotation, opposite the first direction of rotation, to deactivate the parking handbrake.

[007] In particular, the rotational movement applied to the actuating handwheel is converted by an actuating mechanism into a translational movement which moves the brake linkage for applying, or releasing, according to the direction of rotation of the actuating handwheel, the linings or the shoes on the braking member of the railway vehicle.

[008] The applied braking force may therefore depend on the force exerted by the user who rotates the actuating handwheel. DISCLOSURE OF THE INVENTION

[009] The present invention aims to provide a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, configured to perform a parking handbrake function, which is particularly efficient while remaining convenient and economical.

[010] Thus, the object of the invention is, according to a first aspect, a railway braking system for railway vehicle with brakes having at least one lining or at least one shoe, comprising a brake linkage configured to act on at least one braking member of the railway vehicle via the at least one lining or the at least one shoe, and further comprising an actuating mechanism configured to act on the brake linkage and a rotary actuating device configured to be manually rotated in a first direction of rotation and to actuate the actuating mechanism so as to place the railway braking system in a configuration with the parking handbrake applied, and to be manually rotated in a second direction of rotation opposite the first direction and to actuate the actuating mechanism so as to place the railway braking system in a configuration with the parking handbrake released; and the railway braking system further comprises a control mechanism at least partially mechanically secured to the actuating mechanism and configured, at least when the actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism greater than a first predetermined threshold, to inhibit the action of the actuating device and / or of the actuating mechanism on the brake linkage.

[011] In the railway system according to the invention, inhibiting the action of the actuating device and / or of the actuating mechanism on the brake linkage when the actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism greater than a first predetermined threshold, makes it possible, on the one hand, to prevent applying an excessive tightening torque and in particular much greater than the first predetermined threshold, and on the other hand, to ensure that at least one tightening torque equal to the first predetermined threshold is applied.

[012] In other words, thanks to the control mechanism, a user knows at the same time that they have sufficiently turned the actuating device in the first direction of rotation and therefore that the parking handbrake is properly applied, and that they have not applied excessive tightening torque that could be particularly difficult to overcome when the same user or another user will have to turn the actuating device in the second direction of rotation to release the parking handbrake.

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

[014] The control mechanism may comprise a first portion and a second portion rotatably movable relative to one another, the first portion being provided with at least one control notch, and the second portion being provided with at least one cavity, a return member housed in the cavity, and a transfer member biased by the return member and movable between a first position in which the transfer member is at least partially housed in the at least one control notch and cooperates with the first portion to authorise the action of the actuating device and / or of the actuating mechanism on the brake linkage, and a second position in which the transfer member has left the control notch and is at least partially housed in the cavity against the return member to inhibit the action of the actuating device and / or of the actuating mechanism on the brake linkage.

[015] In other words, the transfer member leaves the control notch and is at least partially housed in the cavity against the return member when the actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism greater than the first predetermined threshold.

[016] The at least one control notch has a first face having a first slope of a first predetermined angle, against which the transfer member is located when the actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism less than or equal to the first predetermined threshold.

[017] The at least one control notch has a second face, opposite to the first face, having a second slope of a second predetermined angle, against which the transfer member is located when the actuating device is manually rotated in the second direction of rotation and exerts a moment of force on the actuating mechanism less than or equal to a second predetermined threshold.

[018] The first predetermined threshold may be equal to or less than the second predetermined threshold.

[019] The second predetermined angle may be equal to or less than the first predetermined angle.

[020] The control mechanism may comprise a blocking member configured to prevent the rotation of the first portion and the second portion relative to one another and beyond a predetermined angle value, when the transfer member is out of the control notch and is housed in the cavity.

[021] The first portion of the control mechanism may comprise at least one complementary notch adjacent to the control notch and in which the transfer member is at least partially housed when it leaves the control notch, thereby rotatably blocking the first portion and the second portion relative to one another.

[022] The actuating device may comprise one or more marks representative of the arrangement of the transfer member in either the at least one control notch and the at least one complementary notch.

[023] The second portion of the control mechanism may comprise an access orifice to the cavity, on the side of the return member and opposite the transfer member, and at least one adjusting member accessible from this cavity and configured to adjust a force exerted by the return member on the transfer member when it is in the control notch.

[024] The control mechanism may comprise a first portion and a second portion rotatably movable relative to one another, the first portion being provided with at least one friction member, and the second portion being provided with at least one cavity, a return member housed in the cavity, and a complementary friction member at least partially housed in the cavity, biased by the return member and movable between a first position in which the complementary friction member cooperates with the friction member to authorise the action of the actuating device and / or of the actuating mechanism on the brake linkage, and a second position in which the complementary friction member is released from the friction member to inhibit the action of the actuating device and / or of the actuating mechanism on the brake linkage.

[025] The rotary actuating device comprises a main body in which the first portion or the second portion of the control mechanism is formed and the actuating mechanism comprises a main transmission arm mechanically secured to the actuating device and in which the other of the first portion or the second portion of the control mechanism is formed.

[026] The actuating mechanism is provided with at least one main transmission arm mechanically secured to the actuating device and a screw / nut system mechanically secured by a first end to the main transmission arm and by a second end opposite the first end to the brake linkage.

[027] The railway braking system comprises two separate actuating devices, a transmission box, two main transmission arms each mechanically secured to a respective actuating device and to the transmission box, a secondary transmission arm mechanically secured by a first end to the transmission box and by a second end opposite the first end to the screw / nut system.

[028] At least one of the main transmission arms and the secondary transmission arm may comprise the control mechanism.

[029] Another object of the invention is, according to a second aspect, a railway braking installation comprising at least one railway braking system.

[030] The railway braking installation may comprise a service brake cylinder configured to act on the brake 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.

[031] Another object of the invention is, according to a third aspect, a railway vehicle comprising an installation as described above. BRIEF DESCRIPTION OF THE FIGURES

[032] The invention, according to one embodiment, will be better understood and the advantages thereof will become clearer upon reading the following detailed description, given for indicative and in no way limiting purposes, with reference to the appended drawings.

[033] Figure 1 schematically shows a railway installation provided with a railway braking system configured to perform in particular a service brake function and a parking handbrake function.

[034] Figure 2 schematically shows a sectional view of a rotary actuation device of the installation, configured to actuate an actuating mechanism of the installation to activate and / or deactivate the parking handbrake function, and a control mechanism in a first configuration.

[035] Figure 3 is similar to Figure 2, with the control mechanism in a second configuration.

[036] Figure 4 is another sectional view similar to Figure 2.

[037] Figure 5 shows in detail the control mechanism in the first configuration thereof.

[038] Figure 6 shows a first alternative embodiment of the control mechanism, according to a section similar to Figure 4.

[039] Figure 7 shows a second alternative embodiment of the control mechanism, according to a section similar to Figure 4.

[040] Figure 8 shows a third alternative embodiment of the control mechanism, according to a section similar to Figure 4.

[041] Figure 9 shows a fourth alternative embodiment of the control mechanism, according to a detail section similar to Figure 5, in the first configuration of the control mechanism.

[042] Figure 10 is similar to Figure 9, in the second configuration of the control mechanism.

[043] Figure 11 shows a fifth embodiment of the control mechanism, according to a detail section similar to Figure 5, in the second configuration of the control mechanism.

[044] Figure 12 shows a sixth alternative embodiment of the control mechanism, according to a detail section similar to Figure 5, in the first configuration of the control mechanism.

[045] Figure 13 shows a seventh variant embodiment of the control mechanism, according to a detail section similar to Figure 5, in the first configuration of the control mechanism. DETAILED DESCRIPTION

[046] Figure 1 schematically shows a railway vehicle 1 with shoe brakes 7, provided with a railway braking installation 3 comprising a railway braking system 4 secured to a support 5 of the railway vehicle 1 and configured to act on braking members 6, here wheels, of the railway vehicle 1, via the shoes 7.

[047] In particular, in the illustrated example, the railway braking installation 3 comprises a brake linkage 8 mechanically secured to the shoes 7, a service brake cylinder 9 configured to act on the brake linkage 8, and an energy routing network 10 interconnected to 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.

[048] 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 brake linkage 8 so that the shoes 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 brake linkage 8 so that the shoes 7 release the force exerted on the braking members 6.

[049] The railway braking system 4 may comprise an adjuster 11 disposed for example between an output of the service brake cylinder 9 and the brake linkage 8, and configured to adapt a travel of the brake linkage 8 depending on wear of the shoes 7 and / or of the braking members 6.

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

[051] 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.

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

[053] This parking handbrake function may be applied in addition to a service brake or an emergency brake already applied, or alone, that is to say with the service brake or emergency brake not applied.

[054] For this purpose, the railway braking system 4 comprises an actuating mechanism 15 configured to act on the brake linkage 8 and a rotary actuating device 16 configured to be manually rotated and mechanically secured to the actuating mechanism 15.

[055] In particular, the railway braking system 4 is configured so that, when the rotary actuating device 16 is driven according to a first direction of rotation, the latter actuates the actuating mechanism 15 so as to place the railway braking system 4 in a configuration with the parking handbrake applied and, when the rotary actuating device 16 is driven according to a second direction of rotation opposite the first direction of rotation, the latter actuates the actuating mechanism 15 so as to place the railway braking system 4 in a configuration with the parking handbrake released.

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

[057] Each rotary actuating device 16 may be formed by a handwheel.

[058] Depending on the type of railway vehicle, the positioning of the rotary actuating device or devices 16 is not the same. For example, they may be located on the sides of the trailer or carriage and oriented horizontally, or on the top of the trailer or carriage and oriented vertically.

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

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

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

[062] To control the ultimate force exerted on the brake linkage 8 and therefore on the braking members 6 via the shoes 7, the railway braking system 4 further comprises a control mechanism 22 at least partially mechanically secured to the actuating mechanism 15 and configured, at least when the actuating device 16 is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism 15 greater than a first predetermined threshold, to inhibit the action of the actuating device 16 and / or of the actuating mechanism 15 on the brake linkage 8.

[063] In Figure 1, the railway braking system 4 comprises a control mechanism 22 located at the interface between each actuating device 16 and the respective main transmission arm 17.

[064] One embodiment of the control mechanism 22 is illustrated in Figures 2 to 5.

[065] The rotary actuating device 16, formed by a handwheel, comprises a central main body 25 from which a transverse spoke 26 extends, a circular rim 27 being mechanically secured to the transverse spoke 26.

[066] The main body 25 is here provided with a central housing 28 in which the main transmission arm 17 is received and mechanically secured by its first end.

[067] The control mechanism 22 comprises a first portion formed in the example illustrated in the main body 25 of the rotary actuating device 16, and a second portion formed here in the end of the main transmission arm 17.

[068] The first portion and the second portion, or in other words the main body 25 of the rotary actuating device 16 and the first end of the main transmission arm 17, may be rotatably movable relative to one another.

[069] The first portion of the control mechanism 22 is here provided with a control notch 30 provided in the main body 25.

[070] The second portion is provided with a cavity 31, a return member 32 housed in the cavity 31, and a transfer member 33 biased by the return member 32.

[071] The return member 32 is thus movable between a first position corresponding to a first configuration of the control mechanism 22 (Figures 2, 4 and 5 in particular), and a second position corresponding to a second configuration of the control mechanism 22 (Figure 3 in particular).

[072] In the first configuration of the control mechanism 22, the force exerted on the rotary actuating device 16 is transmitted to the actuating mechanism 15 and therefore to the brake linkage, while in the second configuration of the control mechanism 22, the force exerted on the rotary actuating device 16 is not transmitted to the actuating mechanism 15 and therefore also not to the brake linkage.

[073] In the illustrated example, the cavity 31 is generally oriented radially, that is to say along a radius of the rim 27 of the rotary actuating device 16, so that the transfer member 33 is movable in a radial direction.

[074] In the first position thereof, the transfer member 33 is at least partially housed in the control notch 30 and cooperates with the first portion, or the main body 25, to authorise the action of the actuating device 16 and / or of the actuating mechanism 15 on the brake linkage.

[075] Thus, the first portion and the second portion of the control mechanism 22 are secured together and the force exerted on the rotary actuating device 16 is transmitted to the actuating mechanism 15.

[076] In the second position thereof, the transfer member 33 has left the control notch 30 and is at least partially housed in the cavity 31 against the return member 32 to inhibit the action of the rotary actuating device 16 and / or of the actuating mechanism 15 on the brake linkage.

[077] In other words, the transfer member 33 leaves the control notch 30 and is housed at least partially in the cavity 31 against the force exerted by the return member 32 against it, when the rotary actuating device 16 is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism 15 greater than the first predetermined threshold.

[078] Thus, the first portion and the second portion of the control mechanism 22 are no longer secured together and the force exerted on the rotary actuating device 16 is no longer transmitted to the actuating mechanism 15.

[079] The return member 32 is here a compression spring, and the transfer member 33 is here a ball or a cylinder.

[080] Referring in particular to Figure 5, the control notch 30 has a first face 40 having a first slope with a first predetermined angle, denoted alpha, against which the transfer member 33 is located when the actuating device 16 is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism 15 less than or equal to the first predetermined threshold.

[081] With reference also to Figure 5, the control notch 30 has a second face 41, opposite to the first face 40, having a second slope of a second predetermined angle, noted beta, against which the transfer member 33 is located when the actuating device 16 is manually rotated in the second direction of rotation and exerts a moment of force on the actuating mechanism 15 less than or equal to a second predetermined threshold.

[082] It is at the points of contact between the transfer member 33 and respectively the first face 40 and the second face 41 that the forces are exerted between the first portion and the second portion. It is therefore at the location of these contact points that the first and second predetermined thresholds are defined respectively.

[083] The first predetermined threshold may be equal to or less than the second predetermined threshold, and the second predetermined angle may be equal to or greater than the first predetermined angle.

[084] In the illustrated example, the second predetermined angle is less than the first predetermined angle, so that the first predetermined threshold is less than the second predetermined threshold.

[085] Thus, the force to be exerted on the actuating device 16 to move the transfer member 33 against the return member 32 in the cavity 31 is lower in the first direction of rotation than in the second direction of rotation.

[086] In other words, this can make it possible to control and limit more the force exerted in the first direction of rotation, when engaging the parking handbrake in particular, than the force exerted in the second direction of rotation, when releasing the parking handbrake in particular, which may otherwise not be limited.

[087] In the railway braking system 4 described above, inhibiting the action of the actuating device 16 and / or of the actuating mechanism 15 on the brake linkage when the actuating device 16 is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism 15 greater than the first predetermined threshold, makes it possible, on the one hand, to prevent applying an excessive tightening torque and in particular much greater than the first predetermined threshold, and on the other hand, to ensure that at least one tightening torque equal to the first predetermined threshold is applied.

[088] In other words, thanks to the control mechanism, a user knows at the same time that they have sufficiently turned the actuating device 16 in the first direction of rotation and therefore that the parking handbrake is properly applied, and that they have not applied excessive tightening torque that could be particularly difficult to overcome when the same user or another user will have to turn the actuating device 16 in the second direction of rotation to release the parking handbrake.

[089] Figures 6 to 8 illustrate a plurality of alternative embodiments of arrangement of the control mechanism 22, which provide the same advantages as those described above.

[090] In particular, in Figure 6, the control mechanism 22 is in the first configuration thereof where the transfer member 33 is located in the control notch 30.

[091] Unlike Figure 5, the cavity 31 is generally oriented axially rather than radially in the main body 25 of the actuating device 16, so that the transfer member 33 is movable in an axial direction and opposite to the main transmission arm 17 of the actuating mechanism 15.

[092] In Figure 7, the control mechanism 22 is also in the first configuration thereof where the transfer member 33 is in the control notch 30.

[093] Unlike Figures 5 and 6, the control notch 30 of the first portion of the control mechanism 22 is formed in the end of the main transmission arm 17 of the actuating mechanism 15; while the cavity 31 is formed radially in the main body 25 of the rotary actuation device 16 and the return member 32 and the transfer member 33 are at least partially housed in the cavity 31, with the return member 32 which is radially movable.

[094] In Figure 8, the control mechanism 22 is also in the first configuration thereof where the transfer member 33 is in the control notch 30.

[095] Unlike Figure 7, the cavity 31 is generally oriented axially rather than radially, so that the transfer member 33 is movable in an axial direction and towards the main transmission arm 17 of the actuating mechanism 15.

[096] Figures 9 and 10 show a control mechanism 22 generally similar to that of Figure 5, respectively in the first configuration and in the second configuration of the control mechanism 22, except that the latter is further provided with a blocking member 42 configured to prevent the rotation of the first portion and the second portion of the control mechanism 22, relative to one another, beyond a predetermined angle value, in particular in the second configuration of the control mechanism 22, that is to say when the transfer member 33 has left the control notch 30 and is housed in the cavity 31.

[097] The blocking member 42 herein comprises a groove 43 formed in the main body 25 of the actuating device 16 and defining two opposing stops and a housing in which a projection 44 extending from the end of the main transmission arm 17 of the actuating mechanism 15 can run.

[098] The blocking member 42 is thus configured so that, when the transfer member 33 is in the control notch 30, the projection 44 is in the groove 43 and in particular in the housing between the two opposite stops of the groove 43; while when the transfer member 33 has left the control notch 30 and is housed in the cavity 31, the projection 44 abuts against one of the two stops of the groove 43, thus limiting the rotation of the actuating device 16 without transmitting force to the actuating mechanism 15.

[099] Such a blocking member 42 also makes it possible to indicate to the user, for example, that a moment of force has been reached and exceeded.

[100] The groove 43 and the control notch 30 can be configured such that when the protrusion 44 is against one of the stops and the user lets go of the actuating device 16, the return member 32 automatically returns the transfer member 33 into the control notch 30, automatically rotating the actuating device 16 in the opposite direction.

[101] Figure 11 shows another alternative embodiment of the control mechanism 22, generally similar to that illustrated in Figures 9 and 10, except that the first portion of the control mechanism 22 is here further provided with two complementary notches 45 provided in the main body 25 and disposed adjacently on either side of the control notch 30.

[102] The control notch 30 is therefore interposed here between the two complementary notches 45.

[103] Each complementary notch 45 is configured so that the transfer member 33 is housed therein when it leaves the control notch 30, depending on the direction of rotation of the actuating device 16, thereby blocking in rotation the first portion and the second portion relative to one another.

[104] The blocking member 42 and in particular the stops of the groove 43 are arranged so that when the projection 44 is against one of the two stops, the transfer member 33 is in a respective complementary notch 45.

[105] In Figure 11, the actuating device 16 comprises a plurality of marks 46 representative of the arrangement of the transfer member 33 in either the control notch 30 and the complementary notches 45.

[106] In particular here, the marks 46 are representative of an engaged state of the parking handbrake, noted S; of a neutral state, during application or release, noted N; and of a released state of the parking handbrake, noted D.

[107] Figure 12 shows yet another alternative embodiment of the control mechanism 22, generally similar to that illustrated in Figures 2 to 5, except that the second portion of the control mechanism 22 comprises an access orifice 50 to the cavity 31, on the side of the return member 32 and opposite the transfer member 33, and at least one adjusting member 51 accessible from this cavity 31 at the access orifice 50.

[108] The adjusting member 51 is configured to adjust the force exerted by the return member 32 on the transfer member 33 in particular when it is in the control notch 30, so as to adjust the various thresholds.

[109] The adjusting member 51 may make it possible to adjust the length of the return member 32, using for example a screw, shims, or washers.

[110] Figure 13 shows yet another alternative embodiment of the control mechanism 22, which differs from that illustrated in particular in Figures 2 to 5, in that the control notch is replaced by a friction member 60 and the transfer member is a complementary friction member 61 at least partially housed in the cavity 31.

[111] The complementary friction member 61 is biased by the return member 32 and movable between a first position in which the complementary friction member 61 cooperates with the friction member 60 to authorise the action of the actuating device 16 and / or of the actuating mechanism 15 on the brake linkage, and a second position in which the complementary friction member 61 is released from the friction member 60 to inhibit the action of the actuating device 16 and / or of the actuating mechanism 15 on the brake linkage.

[112] Non-illustrated variants are described below.

[113] The railway vehicle may have lining brakes rather than shoe brakes, with the linings acting on braking members formed by brake discs rather than on the wheels.

[114] The screw / nut system may connect the brake linkage to the rotary actuating device directly through a main transmission arm, for example without a transmission box and / or without a secondary transmission arm.

[115] If applicable, when the rotary actuating device is actuated in rotation, it exerts a moment on the main transmission arm which, thanks to the screw / nut system, converts the rotational movement into a translational movement and thus exerts a force on the brake linkage for applying or releasing the linings or shoes on the brake members.

[116] The railway braking system may comprise a control mechanism on each main transmission arm, or a single control mechanism on the secondary transmission arm.

[117] The railway braking system may comprise a control mechanism at the transmission box or at the screw / nut system.

[118] The transfer member may be a roller, a needle, a key, etc. rather than a ball or a cylinder.

[119] The control mechanism may comprise a plurality of control notches and / or a plurality of assemblies formed of a cavity, a return member and a transfer member.

[120] The control notch may comprise two opposite faces having a slope defining the same contact angle or different contact angles.

[121] More generally, the invention is not limited to the examples that are described and illustrated.

Claims

1. Railway braking system for railway vehicle (1) with brakes having at leastone lining or at least one shoe (7), comprising a brake linkage (8) configured to act on at least one braking member (6) of the railway vehicle via the at least one lining or the at least one shoe, and further comprising an actuating mechanism (15) configured to act on the brake linkage and a rotary actuating device (16) configured to be manually rotated in a first direction of rotation and to actuate the actuating mechanism so as to place the railway braking system in a configuration with the parking handbrake applied, and to be manually rotated in a second direction of rotation opposite the first direction and to actuate the actuating mechanism so as to place the railway braking system in a configuration with the parking handbrake released; and the railway braking system (4) further comprises a control mechanism (22) at least partially mechanically secured to the actuating mechanism and configured, at least when the rotary actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism greater than a first predetermined threshold, to inhibit the action of the rotary actuating device and / or of the actuating mechanism on the brake linkage.

2. Railway braking system according to claim 1, characterised in that thecontrol mechanism (22) comprises a first portion and a second portion rotatably movable relative to one another, the first portion being provided with at least one control notch (30), and the second portion being provided with at least one cavity (31), a return member (32) housed in the cavity, and a transfer member (33) biased by the return member and movable between a first position in which the transfer member is at least partially housed in the at least one control notch and cooperates with the first portion to authorise the action of the rotary actuating device (16) and / or of the actuating mechanism (15) on the brake linkage (8), and a second position in which the transfer member has left the control notch and is at least partially housed in the cavity against the return member to inhibit the action of the rotary actuating device and / or of the actuating mechanism on the brake linkage.

3. Railway braking system according to claim 2, characterised in that the atleast one control notch (30) has a first face (40) having a first slope of a first predetermined angle, against which the transfer member (33) is located when the rotary actuating device (16) is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism (15) less than or equal to the first predetermined threshold.

4. Railway braking system according to one of claims 2 and 3, characterisedin that the at least one control notch (30) has a second face (41), opposite to the first face (40), having a second slope of a second predetermined angle, against which the transfer member (33) is located when the rotary actuating device (16) is manually rotated in the second direction of rotation and exerts a moment of force on the actuating mechanism (15) less than or equal to a second predetermined threshold.

5. Railway braking system according to claims 3 and 4, characterised in thatthe first predetermined threshold is equal to or less than the second predetermined threshold.

6. Railway braking system according to any one of claims 3 to 5,characterised in that the second predetermined angle is equal to or less than the first predetermined angle.

7. Railway braking system according to any one of claims 2 to 6,characterised in that the control mechanism (22) comprises a blocking member (42) configured to prevent the rotation of the first portion and the second portion relative to one another and beyond a predetermined angle value, when the transfer member (33) has left the control notch (30) and is housed in the cavity (31).

8. Railway braking system according to any one of claims 2 to 7,characterised in that the first portion of the control mechanism (22) comprises at least one complementary notch (45) adjacent to the control notch (30) and in which the transfer member (33) is at least partially accommodated when it leaves the control notch, thus blocking the first portion and the second portion in rotation relative to one another.

9. Railway braking system according to claim 8, characterised in that therotary actuating device (16) comprises one or more marks (46) representative of the position of the transfer member (33) in either the at least one control notch (30) and the at least one complementary notch (45).

10. Railway braking system according to any one of claims 1 to 9, characterised in that the second portion of the control mechanism (22) comprises an access orifice (50) to the cavity (31), on the side of the return member (32) and opposite the transfer member (33), and at least one adjusting member (51) accessible from this cavity and configured to adjust a force exerted by the return member on the transfer member when it is in the control notch (30).

11. Railway braking system according to claim 1, characterised in that the control mechanism (22) comprises a first portion and a second portion rotatably movable relative to one another, the first portion being provided with at least one friction member (60), and the second portion being provided with at least one cavity (31), a return member (32) housed in the cavity, and a complementary friction member (61) at least partially housed in the cavity, biased by the return member and movable between a first position in which the complementary friction member cooperates with the friction member to authorise the action of the actuating device (16) and / or of the actuating mechanism (15) on the brake linkage (8), and a second position in which the complementary friction member is released from the friction member to inhibit the action of the actuating device and / or of the actuating mechanism on the brake linkage.

12. Railway braking system according to any one of claims 1 to 11, characterised in that the rotary actuating device (16) comprises a main body (25) in which one of the first portion or the second portion of the control mechanism (22) is formed and the actuating mechanism (15) comprises a main transmission arm (17) mechanically secured to the rotary actuating device and in which the other of the first portion or the second portion of the control mechanism is formed.

13. Railway braking system according to any one of claims 1 to 12, characterised in that the actuating mechanism (15) is provided with at least one main transmission arm (17) mechanically secured to the actuating device (16) and a screw / nut system (20) mechanically secured by a first end to the maintransmission arm and by a second end opposite the first end to the brake linkage (8).

14. Railway braking system according to claim 13, comprising two separate rotary actuating devices (16), a transmission box (18), two main transmission arms (17) each mechanically secured to a respective rotary actuating device and to the transmission box, a secondary transmission arm (19) mechanically secured by a first end to the transmission box and by a second end opposite the first end to the screw / nut system (20).

15. Railway braking system according to claim 14, characterised in that at least one of the main transmission arms (17) and the secondary transmission arm (19) comprises the control mechanism (22).

16. Railway braking installation comprising at least one railway braking system (4) according to any one of claims 1 to 15.

17. Railway braking installation according to claim 16, comprising a service brake cylinder (9) configured to act on the brake 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.

18. Railway vehicle comprising a railway braking installation (3) according to one of claims 16 and 17.

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