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

Abstract

Title: Railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe The invention relates to a railway braking system comprising an actuating mechanism (15), a rotary actuating device (16) configured to be manually rotated in a first direction and to actuate the actuating mechanism to put the system in a handbrake-applied parking brake configuration, as well as in a second direction and to actuate the actuating mechanism to put the system in a handbrake-released parking brake configuration, comprising a main body (25) movable in rotation and secured to the actuating mechanism, and an additional gripping member (30) configured to admit a retracted position in which only the main body can be manually actuated 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 are manually operable in the second direction. figure for the abstract: figure 3,

Description

Title of the invention: Railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe TECHNICAL FIELD OF THE INVENTION

[0001] The present invention relates to a railway braking system for a railway vehicle with brakes having at least one lining or at least one block.

[0002] The invention further relates to a railway installation comprising at least one such railway braking system.

[0003] The invention also relates to a railway vehicle comprising such an installation. STATE OF THE ART

[0004] Railway vehicles with lining or block brakes may be provided with a railway installation comprising one or more railway braking systems having a braking linkage configured to act on at least one braking member of the railway vehicle via the linings or blocks, and which are configured to perform several braking functions, including 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.

[0005] The various braking functions can be activated and / or deactivated, for example, pneumatically, and / or hydraulically, and / or electrically, and / or manually.

[0006] For example, vehicles are known which are provided with a parking handbrake configured to act on the braking linkage of the railway braking system, by manually rotating an actuating wheel in a first direction of rotation to activate the parking handbrake and in a second direction of rotation, opposite to the first direction of rotation, to deactivate the parking handbrake.

[0007] In particular, the rotational movement applied to the actuating wheel is transformed by an actuating mechanism into a translational movement which moves the braking linkage for the application, or disapplication, depending on the direction of rotation of the actuating wheel, of the linings or the shoes on the braking member of the railway vehicle.

[0008] The braking force applied can therefore depend on the force exerted by the user who rotates the operating wheel. Statement of the invention

[0009] The present invention aims at 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 and simple, while remaining convenient and economical.

[0010] The invention thus relates, according to a first aspect, to a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, comprising a braking 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 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 put the railway braking system in a configuration of a parking handbrake applied,and to be manually rotated in a second direction of rotation opposite to the first direction of rotation and to actuate the actuating mechanism to put the railway braking system in a released parking handbrake configuration; the rotary actuating device comprises a main body movable in rotation in the first direction of rotation and in the second direction of rotation and which is mechanically secured to the actuating mechanism, and an additional gripping member mechanically secured to the main body and configured to admit a retracted position in which only the main body is manually actuable 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 railway system according to the invention, the main body is manually actuable 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 grip is in its extended 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 actuation device in the second rotational direction, by providing a lever arm.

[0015] In other words, for the same force, whether it is exerted on the rotary actuating device during tightening, or whether it is exerted on the assembly formed by the additional gripping member and the rotary actuating device during loosening, 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 loosening is less than that exerted on the rotary actuating device during tightening.

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

[0018] Preferred, simple, convenient and economical features of the railway braking system according to the invention are presented 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 move 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 which is retractable relative to the main body.

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

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

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

[0025] The rotary actuating device may comprise a locking member configured to admit an unlocking configuration, in which it authorizes moving the additional gripping member between its retracted position and its deployed position, and a locking configuration, in which it maintains the additional gripping member in its retracted position.

[0026] The actuating mechanism is provided with at least one main transmission arm mechanically secured to the rotary 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 braking linkage.

[0027] The railway braking system comprises two separate rotary actuating devices, a return housing, two main transmission arms each mechanically secured to a respective rotary actuating device and to the return housing, a secondary transmission arm mechanically secured by a first end to the return housing 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 railway braking installation comprising at least one railway 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 one 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 brake braking force on 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 railway vehicle comprising an installation as described above. BRIEF DESCRIPTION OF THE FIGURES

[0032] The invention, according to an exemplary embodiment, will be well understood and its advantages will appear better on reading the detailed description which follows, given for information purposes and in no way limiting, with reference to the attached drawings.

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

[0034] [Fig.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] [Fig.3] is similar to [Fig.2], with the additional gripping member in a deployed position. DETAILED DESCRIPTION

[0036] [Fig. 1] schematically represents a railway vehicle 1 with block 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, by means of blocks 7.

[0037] In particular, in the example illustrated, the railway braking installation 3 comprises a mechanically secured braking linkage 8 or blocks 7, 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 9 to supply it and thus activate and / or deactivate at least one service brake function and / or one emergency brake function.

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

[0039] The railway braking system 4 may comprise an adjuster 11 arranged for example between an outlet of the service brake cylinder 9 and the braking linkage 8, and configured to adapt a stroke of the braking linkage 8 as a function of wear of the shoes 7 and / or of the braking members 6.

[0040] It will be noted that the different braking functions can 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 railway braking system 4 is also configured here to exercise a parking brake function, at least manually.

[0043] This parking handbrake function, also called immobilization handbrake, can be applied in addition to a service brake or an emergency brake already applied, or alone, i.e. with the service brake or emergency brake not applied.

[0044] To do this, the railway braking system 4 comprises 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 secured to the actuating mechanism 15.

[0045] In particular, the railway 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 railway 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 railway braking system 4 in a released parking handbrake configuration.

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

[0047] In the example illustrated, the actuating mechanism 15 is provided with two main transmission arms 17 each mechanically secured by a respective first end to a respective rotary actuating device 16, a return housing 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 return housing 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 braking linkage 8.

[0048] Thus, when one or other of the rotary actuating devices 16 is actuated in rotation, it exerts a moment on one or other of the main transmission arms 17 which, thanks to the return housing 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 braking linkage 8 for the application or disapplication of the shoes 7 on the braking members 6.

[0049] Depending on the direction of rotation exerted on one or other of the devices rotary actuators 16, the force exerted on the brake linkage 8 is a pushing force or a pulling force.

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

[0051] The rotary actuating device 16, formed by a steering wheel, comprises a main body 25 which is provided with a rim 27, here circular, and a transverse stick 26 to which the rim 27 is mechanically secured.

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

[0053] The main transmission arm 17 and the main body 25 are secured 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 secured 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 which can be retracted or folded from the rim 27 of the main body 25.

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

[0057] The handle 31 may have a concave lateral side oriented 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 secured.

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

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

[0061] In particular, as the handle 31 is here of substantially curved 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 matches the shape of the rim 27 by its concave lateral side, so as not to hinder the gripping of the rim 27.

[0062] On the contrary, 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 is then projecting from the rim 27, which makes it possible to drive the additional gripping member 30 and 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 back until it is in its retracted position, without rotating the main body 25.

[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] On the contrary, 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 he 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 admit a retracted position in which only the main body 25 is manually actuable in the first direction of rotation so as to exert a first moment of force on the actuating mechanism 15; while the additional gripping member 30 is configured to further admit a deployed position in which the additional gripping member 30 projects at least partially from the main body 25 and in which both the main body 25 and the additional gripping member 30 are manually actuable in the second direction of rotation so as to exert a second moment of force on the actuating mechanism 15.

[0069] In an exemplary 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 brake braking force on 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] Variants not illustrated are presented below.

[0071] The additional gripping member may be slidable relative to the main body so as to be able to move 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 where it is inserted inside a housing provided in the stick of the rotary actuating device, and a deployed position where it is extracted from this housing and protrudes from the stick.

[0073] In this example, the translated gripping member may be configured to be articulated relative to the stick to prevent it from being gripped and the actuation of the actuation 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 gripping members diametrically opposed on the steering wheel.

[0076] The rotary actuating device may comprise a locking member configured to admit an unlocking configuration, in which it authorizes the movement of the additional gripping member between its retracted position and its deployed position, and a locking configuration, in which it maintains 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 part, 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 rotational drive.

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

[0080] In the railway system as described above both with reference to the drawings and to the non-illustrated variants, 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.

[0081] Furthermore, the main body and the additional gripping member are manually actuable 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 device. rotary actuation in the second direction of rotation, providing a lever arm.

[0084] In other words, for the same force exerted on the rotary actuating device during tightening, as on the assembly formed by the additional gripping member and the rotary actuating device during loosening, 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 formed by the additional gripping member and the rotary actuating device during loosening is less than that exerted on the rotary actuating device during tightening.

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

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

Claims

Claims

1. Railway braking system (4) for a railway vehicle (1) with brakes having at least one lining or at least one shoe (7), comprising a braking 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 braking linkage and a rotary actuating device (16) configured to be manually rotated in a first direction of rotation and to actuate the actuating mechanism to put the railway braking system in a parking handbrake configuration applied,and to be manually rotated in a second direction of rotation opposite to the first direction of rotation and to actuate the actuating mechanism to put the railway braking system in a released parking handbrake configuration; the rotary actuating device (16) further comprises a main body (25) rotatable in the first direction of rotation and in the second direction of rotation and which is mechanically secured to the actuating mechanism (15), and an additional gripping member (30) mechanically secured to the main body (25) and configured to admit a retracted position in which only the main body (25) is manually actuable 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 actuable in the second direction of rotation so as to exert a second moment of force on the actuating mechanism (15).,

2. Railway braking system (4) according to claim 1, characterized 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 (5) in the first direction of rotation.

3. Railway braking system (4) according to one of claims 1 and 2, characterized in that the additional gripping member (30) is configured to move from its deployed position to its retracted position. when operated in the first direction of rotation from its deployed position.

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

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

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

7. Railway braking system (4) according to one of claims 1 and 2, characterized in that the additional gripping member is sliding relative to the main body so as to be able to move from the retracted position to the deployed position, and vice versa, by translation.

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

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

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

11. Railway braking installation (3) comprising at least one railway braking system (4) according to any one of claims 1 to

12. IV. Railway 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 one emergency brake function.

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

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