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

Abstract

Title: Railway braking system for railway vehicle with brakes having at least one lining or at least one shoe. The invention relates to a railway braking system comprising an actuation mechanism (15), a rotary actuation device (16) configured to be manually rotated in a first direction and to actuate the actuation mechanism to put the system in a tight parking brake configuration, and in a second direction and to actuate the actuation mechanism to put the system in a loose parking brake configuration, comprising a main body (25) movable in rotation and subject to the actuation mechanism, and an additional gripping member (30) configured to admit a retracted position in which only the main body is manually actuable in the first direction.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 actuable in the second direction. Figure for the abbreviation: Figure 3,

Description

Title of the invention: Railway braking system for railway vehicles 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 shoe.

[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] Rail 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 element of the rail vehicle via linings or shoes, 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 a power 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 equipped with a parking handbrake configured to act on the braking linkage of the railway braking system, by the manual rotational actuation of an actuating handwheel 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 pads on the braking element of the railway vehicle.

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

[0009] The present invention relates to 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 brake linkage configured to act on at least one braking element of the railway vehicle via at least one lining or at least one shoe, and further comprising an actuation mechanism configured to act on the brake linkage and a rotary actuation device configured to be manually driven in rotation in a first direction of rotation and to actuate the actuation mechanism to put the railway braking system into a fully engaged parking handbrake configuration,and to be manually rotated in a second direction of rotation opposite to the first direction of rotation and to actuate the actuation mechanism to put the railway braking system into a disengaged parking handbrake configuration; the rotary actuation device comprises a main body movable in rotation in the first and second directions of rotation and which is mechanically attached to the actuation mechanism, and an additional gripping member mechanically attached 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 actuation 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 actuable in the second direction of rotation so as to exert a second moment of force on the actuation 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 actuable in the second direction of rotation so as to exert a second moment of force on the actuation mechanism when the additional member of The grip is in its deployed position.

[0013] The first direction of rotation can be a direction of tightening the parking handbrake, and the second direction of rotation can be a direction of loosening the parking handbrake.

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

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

[0016] Conversely, to exert the same moment of force on the actuation mechanism, the force exerted on the assembly formed by the additional gripping member and the rotary actuation device during loosening is less than that exerted on the rotary actuation device during tightening.

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

[0018] Preferred, simple, convenient and economical characteristics of the railway braking system according to the invention are presented below.

[0019] The value of the second moment of force exerted on the actuation mechanism in the second direction of rotation is greater than the value of the first moment of force exerted on the actuation 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 actuated in the first direction of rotation from its deployed position.

[0021] The additional gripping member includes a handle that is retractable relative to the main body.

[0022] The additional grasping organ 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 slides 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 curved handle configured to generally follow the shape of the steering wheel in the retracted position of the additional gripping member.

[0025] The rotary actuation device may include a locking member configured to admit an unlocking configuration, in which it permits the movement of the additional grasping organ between its retracted position and its deployed position, and a locking configuration, in which it maintains the additional grasping organ in its retracted position.

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

[0027] The railway braking system comprises two separate rotary actuation devices, a return box, two main transmission arms mechanically secured each to a respective rotary actuation device and to the return box, a secondary transmission arm mechanically secured by a first end to the return box and by a second end opposite to 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 include a service brake cylinder configured to act on the brake linkage and a power 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 can be configured to exert a service braking force on the brake component via the brake linkage, while the actuation mechanism can be configured to exert a parking braking force on the brake component via the brake linkage, when the first torque is exerted by the actuation device on the actuation mechanism, and to release the parking brake force on the brake component via the brake linkage, when the second torque is exerted by the actuation device on the actuation mechanism.

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

[0032] The invention, according to an exemplary embodiment, will be well understood and its advantages will be more apparent upon reading the detailed description that follows, given by way of example and in no way limiting, with reference to the attached drawings.

[0033] Figure 1 schematically represents a railway installation equipped 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 a front view of a rotary actuation device of the installation, configured to actuate an actuation 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 grasping organ in a deployed position. DETAILED DESCRIPTION

[0036] Fig. 1 schematically represents a railway vehicle 1 with shoe brakes 7, equipped with a railway braking installation 3 comprising a railway braking system 4 fixed to a support 5 of the railway vehicle 1 and configured to act on braking elements 6, here wheels, of the railway vehicle 1, via shoes 7.

[0037] In particular, in the illustrated example, the railway braking installation 3 includes a mechanically secured brake linkage 8 or pads 7, a service brake cylinder 9 configured to act on the brake linkage 8, and a power 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, at least partial supply of the service brake cylinder 9 by the energy path network 10 can allow the brake linkage 8 to act so that the pads 7 exert a force on the braking elements 6; while at least partial emptying of the service brake cylinder 9 can allow the brake linkage 8 to act so that the pads 7 release the force exerted on the braking elements 6.

[0039] The railway braking system 4 may include a regulator 11 disposed for example between an outlet of the service brake cylinder 9 and the brake linkage 8, and configured to adapt a stroke of the brake linkage 8 according to wear of the pads 7 and / or the braking elements 6.

[0040] It should be noted that the various 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 can be designed to carry 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 perform a parking brake function, at least manually.

[0043] This parking handbrake function, also called the immobilizing handbrake, can 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.

[0044] To do this, the railway braking system 4 includes an actuation mechanism 15 configured to act on the braking linkage 8 and a rotary actuation device 16 configured to be manually driven in rotation and mechanically bound to the actuation 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 into a tight 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 into a loose parking handbrake configuration.

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

[0047] In the illustrated example, the actuation mechanism 15 is provided with two main transmission arms 17 mechanically secured by a respective first end to a respective rotary actuation device 16, a return housing 18 to which the two main transmission arms 17 are mechanically secured by a respective second end, opposite to 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 to 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 to a second end, opposite to the first end, to the braking linkage 8.

[0048] Thus, when either of the rotary actuation devices 16 is rotated, it exerts a moment on either of the main transmission arms 17 which, thanks to the gearbox 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 the application or unapplication of the pads 7 on the brake components 6.

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

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

[0051] The rotary actuation device 16, formed by a flywheel, comprises a main body 25 which is provided with a rim 27 here circular and a transverse rod 26 to which the rim 27 is mechanically attached.

[0052] The main body 25 is here provided with a central housing 28 formed in the rod 26, and in which the main transmission arm 17 of the actuation 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 in such a way 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 actuation devices 16 includes an additional gripping member 30 mechanically attached 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 retractable or foldable from the rim 27 of the main body 25.

[0056] The handle 31 is here substantially long and curved and has a first end 32 which is free, and a second end 33 opposite the first end 32 and by which the handle 31 is articulatedly fixed 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 actuation device 16 includes a pivot 34 on the rim 27, to which the second end 33 of the handle 31 is attached.

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

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

[0061] In particular, as the handle 31 is here substantially curved in shape, preferably with a radius of curvature corresponding substantially to the radius of curvature of the rim 27 which is circular, in the retracted position, the handle 31 follows 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 to a stop against the rim 27, by an edge on its convex lateral side when it is in its deployed position.

[0063] The handle 31 then protrudes from the rim 27, which allows the additional gripping member 30 and the main body 25 to be rotated in the second direction of rotation.

[0064] When handling the handle 31 from the deployed position in the first direction of rotation, the handle 31 folds back until it is in its retracted position, without causing the main body 25 to rotate.

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

[0067] The user can therefore use the handle 31 to apply an amplified torque in the second direction of rotation, while he cannot use the handle 31 to apply an 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 actuation mechanism 15; while the additional gripping member 30 is configured to further admit 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 actuation mechanism 15.

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

[0070] Unillustrated variants are presented below.

[0071] The additional gripping member can slide 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 rod of the rotating actuation device, and a deployed position where it is extracted from this housing and protruding from the rod.

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

[0074] The rotary actuation device may include several additional gripping members.

[0075] For example, the rotary actuation device includes two additional diametrically opposed gripping members on the flywheel.

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

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

[0078] The rim of the actuation device may be rectangular rather than circular, or of any other shape which allows it to be gripped for its rotational drive.

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

[0080] In the railway system as described above with reference to the drawings and the variants not illustrated, 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.

[0081] In addition, 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 actuation mechanism when the additional gripping member is in its deployed position.

[0082] The first direction of rotation can be a tightening direction of the parking handbrake, and the second direction of rotation can be a loosening direction of the parking handbrake.

[0083] This allows a user to facilitate the 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 actuation device during clamping as on the assembly formed by the additional gripping member and the rotary actuation device during loosening, the moment of force exerted on the actuation mechanism will be different.

[0085] Conversely, to exert the same moment of force on the actuation mechanism, the force exerted on the assembly formed by the additional gripping member and the rotary actuation device during loosening is less than that exerted on the rotary actuation device during tightening.

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

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

Claims

Demands

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 brake linkage (8) configured to act on at least one braking element (6) of the railway vehicle via at least one lining or at least one shoe, and further comprising an actuation mechanism (15) configured to act on the brake linkage and a rotary actuation device (16) configured to be manually driven into rotation in a first direction of rotation and to actuate the actuation mechanism to put the railway braking system into a fully engaged parking handbrake configuration,and to be manually rotated in a second direction of rotation opposite to the first direction of rotation and to actuate the actuation mechanism to put the railway braking system into a disengaged parking handbrake configuration; the rotary actuation device (16) further comprises a main body (25) movable in rotation in the first and second directions of rotation and which is mechanically attached to the actuation mechanism (15), and an additional gripping member (30) mechanically attached 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 actuation 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 actuation 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 actuation mechanism (15) in the second direction of rotation is greater than the value of the first moment of force exerted on the actuation mechanism (5) in the first direction of rotation.

3. Railway braking system (4) according to any 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 it is 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 curved handle (31) configured to globally follow the shape of the flywheel in the retracted position of the additional gripping member (30).

7. Railway braking system (4) according to any one of claims 1 and 2, characterized in that the additional gripping member slides 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 actuation device (16) comprises a locking member configured to admit an unlocking configuration, in which it permits 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 actuation mechanism (15) is provided with at least one main transmission arm (17) mechanically attached to the rotary actuation device (16) and a screw / nut system (20) mechanically attached by a first end to the main transmission arm and by a second end opposite to the first end to the braking linkage (8).

10. A railway braking system (4) according to claim 9, comprising two separate rotary actuation devices (16), a housing of return (18), two main transmission arms (17) mechanically secured each to a respective rotary actuation 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 to 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 brake linkage (8) and a power 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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