Railway braking system for a railway vehicle, and railway vehicle provided with such a system

Abstract

The invention relates to a railway braking system comprising a connection device (7) having a lower part (14), an upper part (15) distinct from the lower part, two main posts (16) connecting the lower part to the upper part, and an attachment portion (18) forming a single anchor zone via which the system is configured to be mechanically secured to a railway vehicle, the system further comprising a brake linkage having levers (12) mounted with the ability to rotate about the two main posts, and a service and / or parking brake configured to act on the braking member as a result of actuation of the levers, with the connection device comprising at least one additional post (17) that also connects the lower part to the upper part and is positioned closer to the attachment portion than are the two main posts.

Description

[0001] TITLE: Railway braking system for railway vehicle and railway vehicle provided with such a system

[0002] Technical field of the invention

[0003] The invention relates to the field of braking of railway vehicles. It relates more particularly to a braking system for a railway vehicle with brakes having at least one lining, configured to act on a braking member of said railway vehicle via said at least one lining. It also relates to railway vehicles comprising such systems.

[0004] State of the art

[0005] Rail vehicles with brakes having at least one lining are generally equipped with braking systems with service and / or parking brake cylinders, comprising for example a piston which moves under the effect of a pressurized fluid, the movement of this piston actuating a braking linkage and causing a braking action such as the clamping of a brake disc by the lining of this linkage.

[0006] Such a braking system is mounted on the railway vehicle, to be in contact with the brake discs or with the wheels.

[0007] This braking system can be mechanically secured to a support formed directly or indirectly by a bogie, or by an axle fixed to the bogie, or by another device such as a drive motor or gearbox also mounted on the bogie.

[0008] The braking action generates forces which can be transmitted, via the levers and the connection device, to the support to which the braking system is subject.

[0009] In particular, when the braking system is provided with force transmission rods which are mechanically secured on the one hand to lining carriers and on the other hand to the support to which the braking system is secured, a major part of the forces can be transmitted to the support via the force transmission rods.

[0010] On the contrary, when the braking system does not have a force transmission rod, for example for reasons of compactness of the braking system, then the forces can be transmitted, through the linkage from the lining carriers to movable levers, to the service and / or parking brake cylinders of the braking system and / or to a connector mechanically secured to the support to which the braking system is secured.

[0011] Application WO 2019 / 175164 A1 describes a railway braking system of the force transmission rod type. This system is provided with a connector having two vertical rods around which the movable levers are pivotally mounted which make it possible to actuate the lining carriers and therefore the linings carried by the lining carriers to apply a brake disc of a railway vehicle.

[0012] The connector is formed in two separate parts and connected together by the two vertical rods. An upper part of the connector has an attachment head configured to mechanically secure the connector to the support formed directly or indirectly by the bogie, the axle or other. It is specified that no additional part is necessary.

[0013] In application WO 2019 / 175164 A1, it is also indicated that, according to a variant not illustrated, the system could be without a connecting rod and the friction forces would then be transmitted by the connector.

[0014] Statement of the invention

[0015] The invention relates to a railway braking system of the rodless type, having improved performance, while being simple, convenient and economical.

[0016] The invention thus relates, in a first aspect, to a railway braking system for a railway vehicle with brakes having at least one lining, configured to act on at least one braking member of the railway vehicle via the at least one lining and comprising a connection device having a lower part, an upper part distinct from the lower part, two main pillars connecting the lower part to the upper part and an attachment portion forming a single anchoring zone by which the railway braking system is configured to be mechanically secured to the railway vehicle, the system further comprising a braking linkage having levers mounted to rotate about the two main pillars, and a service and / or parking brake configured to act on the braking member by actuating the levers of the braking linkage;characterized in that the connection device further comprises at least one additional pillar also connecting the lower part to the upper part and which is arranged closer to the attachment portion than the two main pillars.;

[0017] The system according to the invention is a system without a connecting rod and its only anchoring point on a support of the railway vehicle is at the level of the connection device.

[0018] In the system according to the invention, the so-called friction forces which are generated during braking are transmitted by the two main pillars and by the additional pillar to the connection device and in particular to its upper part then to the vehicle support via the attachment portion of the connection device.

[0019] In other words, the main pillars are not simply axes around which the levers are mobile in rotation but also and above all organs for transmitting forces.

[0020] In addition, the main pillars are supported by at least one additional pillar which, due to its arrangement close to the attachment portion, ensures sufficient rigidity to the connection device and optimal transmission of forces, particularly towards the attachment portion.

[0021] In fact, the main pillars are generally located in the same first vertical plane and at least one additional pillar is located in a second vertical plane offset from the first vertical plane and closer to the attachment portion.

[0022] Preferred, simple, convenient and economical features of the system according to the invention are presented below.

[0023] The upper portion of the connecting device extends generally longitudinally between a first end and a second end opposite the first end, the main pillars are mechanically secured respectively on a first side and on a second side opposite the first side, at the second end of the upper portion, and the attachment portion extends longitudinally over a central area of ​​the connecting device located between the first side and the second side, from the first end towards the second end.

[0024] A safety member, for example of the radial pin type, may be mounted on at least one end of at least one pillar to secure the mounting.

[0025] The upper portion of the connecting device is provided with a first arm extending from a main upper attachment area of ​​one of the two main pillars, a second arm extending from another main upper attachment area of ​​the other of the main pillars, with the first arm and the second arm each joining the attachment portion.

[0026] In particular, the first arm may extend from the second end on the first side towards the central area, the second arm may extend from the second end on the second side towards the central area where the attachment portion and an additional upper area for fixing the additional pillar are located at the second end.

[0027] In other words, the upper part of the connection device is massive, with the first arm and the second arm joining at the attachment portion, in the immediate vicinity of the additional upper area for fixing the additional pillar, with no gap between these different elements.

[0028] The lower part of the connecting device has a generally C-shaped shape and is provided with a main lower fixing zone provided at each free end of the C and an additional lower fixing zone provided in the center of the C.

[0029] The main pillars and the at least one additional pillar are mechanically secured by screwing and / or by fitting, optionally by shrink fitting, and / or by welding and / or by gluing to the upper part and / or to the lower part of the connection device.

[0030] The railway braking system comprises at least one substantially elastic repositioning member having a first end secured to the upper part and a second end secured to a lining holder on which at least one said lining is mounted. The attachment portion of the connection device has at least one cylindrical wall and the railway braking system comprises an anchoring member formed of at least one base mounted opposite the cylindrical wall, a mounting rod inserted at least partially into the base and into the cylindrical wall, and at least one cylindrical ring mounted between the mounting rod and the base and / or between the mounting rod and the cylindrical wall, with the at least one base which is pivotally mounted relative to the attachment portion.

[0031] The anchoring member is provided with at least one cylindrical ring made for example of metal and mounted between the mounting rod and the base, and at least one cylindrical ring made for example of plastic or metal and mounted between the mounting rod and the cylindrical wall.

[0032] The at least one base is positioned opposite at least one additional upper zone for fixing the additional pillar which is provided in the upper part of the connection device.

[0033] The anchoring member is provided with at least one return member which is mounted in cooperation with both the at least one base and the upper part of the connection device and which has a stable position in which it urges the at least one base to return the connection device to a predetermined position, for example substantially horizontal.

[0034] The at least one return member is formed of an elastic rod having a first free end mounted in an orifice provided in the at least one base, and a second free end opposite the first free end and housed in a projection formed on the upper part of the connection device.

[0035] The invention also relates to a railway vehicle with brakes having at least one lining, comprising at least one railway braking system as described above, configured to act on at least one braking member of said railway vehicle via said at least one lining.

[0036] Brief description of the figures We will now continue the description of the invention by describing exemplary embodiments, given below for illustrative and non-limiting purposes, with reference to the appended drawings.

[0037] Figure 1 partially illustrates, in side view, a railway vehicle provided with a railway braking system acting on a brake disc of the railway vehicle via linings.

[0038] Figure 2 is similar to Figure 1, showing the vehicle from a top view.

[0039] Figure 3 is similar to Figure 1, showing the vehicle from below.

[0040] Figure 4 is an isolated perspective view of the railway braking system seen in Figures 1 to 3.

[0041] Figure 5 is similar to Figure 4, showing the railway braking system from a different viewing angle.

[0042] Figure 6 shows only partially and in exploded perspective the railway braking system.

[0043] Figure 7 is an isolated and partially disassembled perspective view of a railway braking system connection device.

[0044] Figure 8 is a sectional view of the railway braking system connection device.

[0045] Detailed description

[0046] Figures 1 to 3 partially illustrate a railway vehicle 1 provided with a railway braking system 2 configured here to act on a brake disc 3 of the railway vehicle 1 via linings 4.

[0047] The railway braking system 2 is mechanically secured to a support 5, which can be formed directly or indirectly by a bogie, or by an axle support fixed to the bogie, or by another device such as a drive motor or gearbox also mounted on the bogie.

[0048] Due to the inherent movements of the railway vehicle 1 both during the rolling phase and during the braking or release phase, the railway braking system 2 is mounted with the possibility of pivoting relative to the support 5. The railway braking system 2 is here mechanically secured to the railway vehicle 1 solely by means of the support 5, through an anchoring member 6 and a connection device 7 of the railway braking system 2 (described in more detail below).

[0049] In other words, it is a rail braking system 2 without a connecting rod and its only anchoring point on the support 5 of the rail vehicle 1 is at the level of the connection device 7 and the anchoring member 6.

[0050] The braking action generates braking forces which are therefore transmitted to the railway vehicle 1 only through the support 5 and via the connection device 7 and the anchoring member 6.

[0051] With reference to Figures 1 to 3 and also to Figures 4 and 5, which show the railway braking system 2 in particular with the anchoring member 6, but without the support or the brake disc of the vehicle, the railway braking system 2 comprises a braking linkage 10 and a service and / or parking brake 11 configured to act on the brake disc 3 via the braking linkage 10.

[0052] The service and / or parking brake 11 conventionally comprises a cylinder, here of the pneumatic type.

[0053] The braking linkage 10 is provided with movable levers 12 mechanically secured at one end to the cylinder of the service and / or parking brake 11, and lining carriers 13 which are mechanically secured to a respective opposite end of the levers 12 and which carry the linings 4.

[0054] The movable levers 12 are configured to be actuated by the service and / or parking brake 11.

[0055] The connection device 7 comprises a lower part 14 and an upper part 15 distinct from the lower part 14.

[0056] The connection device 7 further comprises two main pillars 16 which connect the lower part 14 to the upper part 15 and around which the levers 12 are movably mounted.

[0057] The service and / or parking brake 11 is therefore here secured to the support 5 by means of the levers 12 which are pivotally carried by the connection device 7. The connection device 7 further comprises an additional pillar 17 also connecting the lower part 14 to the upper part 15.

[0058] In the illustrated example, the main pillars 16 are generally located in the same first vertical plane and the additional pillar 17 is located in a second vertical plane offset from the first vertical plane.

[0059] The connection device 7 further comprises an attachment portion 18 forming a single anchoring zone by which the railway braking system 2 is configured to be mechanically secured to the support 5 of the railway vehicle 1.

[0060] The additional pillar 17 is arranged closer to the attachment portion 18 than the two main pillars 16.

[0061] The railway braking system 2 further comprises repositioning members 19 which are substantially elastic and each have a first end secured to the upper part 15 of the connection device 7 and a second end secured to one of the respective lining holders 13.

[0062] These repositioning members 19 make it possible to return the lining carriers 13 to a generally vertical position and at least in a plane substantially parallel to that of the brake disc 3.

[0063] Furthermore, the anchoring member 6 is provided with return members formed here by elastic rods 20, here made of metal and for example prestressed, which are mounted in cooperation with the upper part 15 of the connection device 7 and which have a stable position in which they urge the anchoring member 6 and / or the connection device 7 to return the latter to a predetermined position, for example substantially horizontal.

[0064] With particular reference to Figures 6 to 8, the upper part 15 of the connection device 7 extends generally longitudinally between a first end 21 and a second end 22 opposite the first end 21.

[0065] The main pillars 16 are mechanically secured respectively on a first side 23 and on a second side 24 opposite the first side 23, at the level of main upper fixing zones 26 provided at the second end 22 of the upper part 15. The additional pillar 17 is mechanically secured at the level of an additional upper fixing zone 27 provided on a central zone 25 located between the first side 23 and the second side 24 and here at the second end 22 of the upper part 15.

[0066] The attachment portion 18 extends longitudinally over the central zone 25 from the first end 21 towards the second end 22.

[0067] The upper part 15 of the connection device 7 is provided with a first arm 28 extending from a first of the main upper fixing zones 26 of one of the two main pillars 16, and a second arm 29 extending from a second of the main upper fixing zones 26 of the other of the main pillars 16.

[0068] The first arm 28 and the second arm 29 each join the attachment portion 18 at the central zone 25.

[0069] In particular, the first arm 28 extends from the second end 22 on the first side 23 towards the central area 25, and the second arm 29 extends from the second end 22 on the second side 24 towards the central area 25.

[0070] In other words, the first arm 28 and the second arm 29 each extend towards the attachment portion 18 and the additional upper attachment zone 27 of the additional pillar 17.

[0071] Furthermore, the upper part 15 of the connection device 7 is solid, obviously without any material between the first arm 28, the second arm 29, the attachment portion 18 and the additional upper fixing zone 27 of the additional pillar 17.

[0072] Orifices 30 are provided in the upper part 15 of the connection device 7, at the level of the main upper fixing zones 26 at the second end 22, for mounting the substantially elastic repositioning members 19 by their respective first end.

[0073] In the example illustrated, the attachment portion 18 of the connection device 7 has a longitudinal cylindrical wall 31 formed on the central zone 25 at the junction of the first and second arms 28 and 29. In the example illustrated, projections 32 are further formed on the upper part 15 of the connection device 7 on either side of the longitudinal cylindrical wall 31 of the attachment portion 18.

[0074] In particular, the projections 32 are here defined by substantially vertical walls arranged opposite each other and thus providing a space for receiving at least one end of a rod 20 (see below). It is in this receiving space that the rod is for example prestressed.

[0075] The lower part 15 of the connection device 7 here generally has a C shape.

[0076] The lower part 15 is provided with a main lower fixing zone 33 provided at each free end of the C for the mechanical securing of the main pillars 16, and an additional lower fixing zone 34 provided in the center of the C for the mechanical securing of the additional pillar 17.

[0077] In the example illustrated, the main pillars 16 and the additional pillar 17 are mechanically secured by screwing respectively onto the main lower fixing zones 33 and onto the additional lower fixing zone 34 on the lower part 14 of the connection device 7, and by interlocking by hooping onto the main upper zones 26 and onto the additional upper zone 27 on the upper part 15 of the connection device 7.

[0078] In particular, the main pillars 16 and the additional pillar 17 are here provided with a thinned lower portion 35, 36 which is threaded and which is passed respectively through the main lower fixing zones 33 and the additional lower fixing zone 34.

[0079] A washer 37 and a nut 38 are mechanically secured to each of the thinned lower portions 35, 36.

[0080] The screwing of the main pillars 16 and the additional pillar 17 with the lower part 14 of the connection device 7 allows a fairly easy disassembly and reassembly of the service brake and / or the parking brake 11 together with the levers 12. In the example illustrated, the additional pillar 17 also has, on the one hand, a thinned intermediate portion 39 which passes through the additional lower fixing zone 34, which has a thickness greater than that of the main lower fixing zones 33 and, on the other hand, a thinned upper portion 40 which passes through the additional upper fixing zone 27, which has a thickness greater than that of the main upper fixing zones 26.

[0081] In the illustrated example, the main pillars 16 are devoid of such a thinned intermediate portion and such a thinned upper portion.

[0082] The anchoring member 6 is here formed of two bases 41 mounted at each end of the cylindrical wall 31 of the attachment portion 18, and of a mounting rod 42 introduced at least partially into each base 41 and into the cylindrical wall 31.

[0083] The bases 41 and the mounting rod 42 are pivotally mounted relative to the cylindrical wall 31 and therefore relative to the attachment portion 18.

[0084] In the illustrated example, one of the two bases 41 is located adjacent to the upper part 15 at its first end 21, while the other of the two bases 41 is positioned above the upper part 15 and opposite the additional upper fixing zone 27 of the additional pillar 17.

[0085] The anchoring member 6 further comprises one or more cylindrical rings 43 mounted between the mounting rod 42 and the cylindrical wall 31.

[0086] The anchoring member 6 may also comprise one or more cylindrical rings (not shown) mounted between the mounting rod 42 and the bases 41.

[0087] The ring(s) mounted between the mounting rod 42 and the cylindrical wall 31 may, for example, be made of metal or plastic, while the ring(s) mounted between the mounting rod 42 and the bases 41 are, for example, made of metal.

[0088] The rods 20 are each mounted by a first free end, or fitted end, in an orifice provided in one of the respective bases 41, and housed by a second free end, or fitted end, opposite the first free end in a respective receiving space formed between the projections 32 on the upper part 15 of the connection device 7.

[0089] The rods 20 have a stable position in which they stress the bases 41 and / or the upper part 15 to place the connection device 7 substantially horizontal.

[0090] In the railway braking system 2 described above, the forces generated during braking are transmitted by the two main pillars 16 and by the additional pillar 17 to the connection device 7 and in particular to its upper part 15 then to the support 5 of the railway vehicle 1 via the attachment portion 18 of the connection device 7.

[0091] In other words, the main pillars 16 are not simply axes around which the levers 12 are movable in rotation but also and above all force transmission members.

[0092] Furthermore, the main pillars 16 are supported by the additional pillar 17 which, due to its arrangement close to the attachment portion 18, ensures sufficient rigidity to the connection device 7 and optimal transmission of friction forces to the attachment portion 18.

[0093] It will be noted that the additional pillar 17 is here arranged so as to be located in a free space opposite the wheel 3.

[0094] The braking action generates braking forces which are therefore transmitted, via the connection device 7, to the anchoring member 6 and to the support 5 to which the braking system 2 is subject.

[0095] Variants not shown are shown below.

[0096] The main pillars may be provided with a thinned intermediate portion and / or a thinned upper portion.

[0097] The additional pillar may be devoid of a thinned intermediate portion and / or a thinned upper portion.

[0098] The lower part and / or the upper part may have a constant thickness or areas that are thicker or thinner than others.

[0099] The main and / or additional pillars can be screwed onto the lower and upper parts, or fitted, by hooping or not, or welded, and / or glued and / or riveted, and / or possibly secured in position using radial pins.

[0100] The main and / or additional pillars may be mounted in a non-removable manner from one of the lower and upper parts. The connecting device may be provided with several additional pillars, offset or aligned with respect to the main pillars.

[0101] The anchoring member can be formed differently, without a base but with a device including an integrated shock-absorbing member.

[0102] The rings of the anchoring member may be all metal or all plastic or other materials, for example composite, or the anchoring member may have a single ring or may have no ring.

[0103] The projections defined by substantially vertical walls can be replaced by horizontal grooves, the bottom of which is configured to allow the pre-stressing of the rods and their easy assembly. The service and / or parking brake can be electromechanical, or hydraulic, or electric, or even manual rather than pneumatic.

[0104] More generally, the invention is not limited to the examples described and shown.

Claims

DEMANDS 1. Railway braking system for a railway vehicle (1) with brakes having at least one lining (4), configured to act on at least one braking element (3) of the railway vehicle via at least one lining and comprising a connecting device (7) having a lower part (14), an upper part (15) distinct from the lower part, two main pillars (16) connecting the lower part to the upper part and an attachment portion (18) forming a single anchorage area by which the railway braking system (2) is configured to be mechanically attached to the railway vehicle, the system further comprising a brake linkage (10) having levers (12) mounted movablely to rotate about the two main pillars, and a service and / or parking brake (11) configured to act on the braking element by the actuating of the levers of the brake linkage;characterized in that the connection device further comprises at least one additional pillar (17) also connecting the lower part to the upper part and which is arranged closer to the attachment portion than the two main pillars.; 2. Railway braking system according to claim 1, characterized in that the upper part (15) of the connecting device (7) extends globally longitudinally between a first end (21) and a second end (22) opposite the first end, the main pillars (16) are mechanically fastened respectively on a first side (23) and on a second side (24) opposite the first side, at the level of the second end of the upper part, and the attachment portion (18) extends longitudinally over a central area (25) of the connecting device located between the first side and the second side, from the first end to the second end.

3. Railway braking system according to any one of claims 1 and 2, characterized in that the upper part (15) of the connection device (7) is provided with a first arm (28) extending from a main upper fixing area (26) of one of the two main pillars (16), and a second arm (29) extending from another main upper fixing area (26). on the other of the main pillars (16), with the first arm and the second arm each joining the attachment portion (18).

4. Railway braking system according to claims 2 and 3, characterized in that the first arm (28) extends from the second end (22) on the first side (23) towards the central area (25), the second arm (29) extends from the second end on the second side (24) towards the central area where the attachment portion (18) and an additional upper attachment area (27) of the additional pillar (17) are located at the level of the second end.

5. Railway braking system according to any one of claims 1 to 4, characterized in that the lower part (14) of the connecting device (7) has an overall C-shape and is provided with a main lower fixing zone (33) provided at each free end of the C and an additional lower fixing zone (34) provided in the center of the C.

6. Railway braking system according to any one of claims 1 to 5, characterized in that the main pillars (16) and at least one additional pillar (17) are mechanically secured by screwing and / or by fitting, optionally by shrink fitting, and / or by welding and / or by bonding to the upper part (15) and / or the lower part (14) of the connection device (7).

7. Railway braking system according to any one of claims 1 to 6, characterized in that it comprises at least one substantially elastic repositioning member (19) having a first end attached to the upper part (15) and a second end attached to a lining holder (13) on which at least one said lining (4) is mounted.

8. Railway braking system according to any one of claims 1 to 7, characterized in that the attachment portion (18) of the connection device (7) has at least one cylindrical wall (31) and the railway braking system (2) comprises an anchoring member (6) formed of at least one base (41) mounted opposite the cylindrical wall, and a mounting rod (42) inserted at least partially into the base and into the cylindrical wall, and at least one cylindrical ring (43) mounted between the mounting rod and the base and / or between the mounting rod and the cylindrical wall, with at least one base which is pivotally mounted relative to the attachment portion.

9. Railway braking system according to claim 8, characterized in that the anchoring member (6) is provided with at least one cylindrical ring made for example of metal and mounted between the mounting rod (42) and the base (41) and at least one cylindrical ring (43) made for example of plastic and mounted between the mounting rod (42) and the cylindrical wall (31).

10. Railway braking system according to any one of claims 8 and 9, characterized in that at least one base (41) is positioned opposite at least one additional upper fixing zone (27) of the additional pillar (17) which is provided in the upper part (15) of the connection device (7).

11. Railway braking system according to any one of claims 8 to 10, characterized in that the anchoring member (6) is provided with at least one return member (20) mounted in cooperation with both at least one base (41) and the upper part (15) of the connection device (7) and having a stable position in which it requests at least one base to return the connection device to a predetermined position, for example substantially horizontal.

12. Railway braking system according to claim 11, characterized in that at least one return member (20) is formed of an elastic rod having a first free end mounted in an orifice provided in at least one base (41), and a second free end opposite to the first free end and housed in a projection (32) formed on the upper part (15) of the connection device (7).

13. Railway vehicle with brakes having at least one lining (4), comprising at least one railway braking system (2) according to any one of claims 1 to 12, configured to act on at least one braking element (3) of said railway vehicle (1) via said at least one lining.

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