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 vehicles with brakes having at least one lining or at least one shoe. The invention relates to a railway braking system comprising a brake linkage (8), a service brake cylinder (9), an actuation mechanism (15) mechanically attached to the cylinder and configured to act on a locking member, and an actuation device (16) mechanically attached to the actuation mechanism, at a distance from the cylinder, and configured to be manually actuated in a first direction of actuation to actuate the actuation mechanism and place the locking member in a second position and the railway braking system in a fully engaged parking brake configuration, and to be manually actuated in a second direction of actuation opposite to the first direction of actuation.to actuate the actuation mechanism and place the locking element in a first position and the railway braking system in a disengaged parking brake configuration. Figure for the abbreviation: Figure 1,

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 acts on a brake piston to move the brake 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 both a service brake function and / or a parking hand brake function, which is particularly efficient 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, a service brake cylinder having a body, a brake piston movable relative to the body and configured to act on the brake linkage for the application of a service and / or emergency brake function, and a locking member movable relative to the body to act on the brake piston and admitting a first position and a second position in which the locking member is configured to immobilize the brake piston in the service brake position for the application of a parking handbrake function,The railway braking system further comprises an actuating mechanism mechanically linked to the service brake cylinder and configured to act on the locking element to move it from its first position to its second position and vice versa, and an actuating device mechanically linked to the actuating mechanism, located at a distance from the service brake cylinder, and configured to be manually actuated in a first direction of actuation to actuate the actuating mechanism and place the locking element in its second position and the railway braking system in a closed parking brake configuration, and to be manually actuated in a second direction of actuation opposite to the first direction of actuation, to actuate the actuating mechanism and place the locking element in its first position and the railway braking system in a released parking brake configuration.

[0011] In the railway system according to the invention, the application of the parking handbrake function is carried out after the application of the service brake function, to immobilize the brake piston in its service brake position, by actuation in a predetermined direction of the actuating device located at a distance from the service brake cylinder and by means of the actuating mechanism which runs between the actuating device and the brake cylinder. service.

[0012] Thanks to the system according to the invention, the clamping force applied to the braking components of the railway vehicle when the parking handbrake function is applied is controlled since it is the force applied in a controlled manner by the brake piston during a previous application of the service brake or emergency brake function.

[0013] The application of the parking handbrake function, also called the immobilizing handbrake, is thus controlled and reliable.

[0014] Preferred, simple, convenient and economical characteristics of the railway braking system according to the invention are presented below.

[0015] The actuation device may include an actuable handle or lever.

[0016] The actuation mechanism includes at least one mechanical actuation, traction and / or traction and compression element, which runs between the actuation device and the service brake cylinder.

[0017] This could be, for example, an actuation cable or an actuation bar.

[0018] The railway braking system may further include a junction box disposed along at least one mechanical actuating element of the actuating mechanism and which may be configured to divert at least one mechanical actuating element into several mechanical elements, and / or change support on the railway vehicle, and / or adjust an actuating stroke of at least one mechanical actuating element between the actuating device and the service brake cylinder.

[0019] The actuation mechanism may further comprise at least one of a monostable device and one of a bistable device, mechanically bound to at least one mechanical actuation member for traction and / or traction and compression.

[0020] At least one of the monostable device and the bistable device is housed in the service brake cylinder and mechanically secured to the locking member.

[0021] At least one of the monostable device and the bistable device is attached and mechanically secured to the actuation device.

[0022] At least one monostable device is configured to maintain the locking member in its second position when the actuating device is manually actuated in the first direction of actuation, or in its first position when the actuating device is manually actuated in the second direction of actuation.

[0023] At least one bistable device is configured to maintain the locking member in its second position when the actuating device is manually actuated in the first direction of actuation, and in its first position when the actuating device is manually actuated in the second direction. actuation.

[0024] The railway braking system may further include at least one motorization device for at least one of the actuation device and the actuation mechanism.

[0025] At least one motorization device may include at least one linear actuator and / or at least one rotary actuator mechanically bound to the actuation device and / or the actuation mechanism.

[0026] The railway braking system may further include at least one visual and / or electronic indicator of a parking handbrake function status, attached to the actuation device.

[0027] The invention also relates, according to a second aspect, to a railway braking installation comprising at least one railway braking system.

[0028] The railway braking installation may include a power routing network interconnected to the service brake cylinder to supply it with power to activate and / or deactivate at least one service brake function and / or one emergency brake function.

[0029] 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

[0030] The invention, according to an exemplary embodiment, will be well understood and its advantages will be more apparent upon reading the following detailed description, given by way of example and not limiting in any way, with reference to the attached drawings.

[0031] Fig. 1 schematically represents a railway installation equipped with a railway braking system configured to perform, in particular, a service brake function and a parking handbrake function, with the same brake cylinder.

[0032] Figure 2 shows in more detail, in particular, the brake cylinder of the system railway braking of the railway installation of the [Fig.l].

[0033] Figure 3 schematically represents a kinematic of brake application to parking hand according to a first embodiment of the railway braking system.

[0034] Fig. 4 is similar to Fig. 3, except that it illustrates a kinematic of desap- Activation of the parking handbrake.

[0035] Figure 5 schematically represents a kinematic of brake application to parking hand according to a second embodiment of the railway braking system.

[0036] Fig. 6 is similar to Fig. 5, except that it illustrates a kinematic of desap- Activation of the parking handbrake.

[0037] Fig. 7 schematically represents a kinematic application of the parking handbrake according to a third embodiment of the railway braking system.

[0038] Fig.8 is similar to Fig.7, except that it illustrates a dis-application kinematic of the parking handbrake. DETAILED DESCRIPTION

[0039] Fig. 1 schematically represents a railway vehicle 1 with lining brakes 7, equipped with a railway braking installation 3 comprising a railway braking system 4 fixed to a support of the railway vehicle 1 and configured to act on braking elements 6, here brake discs, of the railway vehicle 1, via the linings or pads 7.

[0040] In particular, in the illustrated example, the railway braking installation 3 includes a brake linkage 8 mechanically secured to the linings 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.

[0041] 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 linings 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 linings 7 release the force exerted on the braking elements 6.

[0042] 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.

[0043] 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.

[0044] The railway braking system 4 is also configured here to perform a parking brake function, at least manually.

[0045] This parking handbrake function, also called the immobilizing handbrake, is applied here in addition to a service brake or an emergency brake already applied.

[0046] In particular, the parking handbrake function is applied directly by the service brake cylinder 9.

[0047] To achieve this, the railway braking system 4 includes an actuation mechanism 15 configured to act on the service brake cylinder 9 and an actuation device 16 mechanically attached to the actuation mechanism 15 and configured to be operated manually.

[0048] The actuation device 16 may be formed by a handle, a lever, or any other device manually operated by a user wishing to apply or disapply a parking handbrake.

[0049] In particular, the railway braking system 4 is configured so that, when the actuating device 16 is actuated in a first direction of actuation, the latter actuates the actuating mechanism 15 to put the railway braking system 4 into a tight parking handbrake configuration and, when the actuating device 16 is driven in a second direction of actuation opposite to the first direction of actuation, the latter actuates the actuating mechanism 15 to put the railway braking system 4 into a loose parking handbrake configuration.

[0050] In the illustrated example, the actuation mechanism 15 is formed by several mechanical actuation members, here actuation cables 17, mechanically attached at a first end to the actuation device 16 and at a second end, opposite to the first end, to the service brake cylinder 9.

[0051] These may be actuation cables 17 called traction cables, which are configured to act in only one direction of actuation, or actuation cables 17 called traction and compression cables, which are configured to act in both directions of actuation.

[0052] Alternatively, these may be actuating bars rather than actuating cables.

[0053] Depending on the direction of actuation exerted on the actuation device 16, the force exerted by the actuation mechanism 15 and therefore by the actuation cables 17 on the service brake cylinder 9 is a pushing force or a pulling force.

[0054] The railway braking system 4 may further include a junction box 18 disposed along the actuation cables 17 of the actuation mechanism 15 and which may be configured to divert some of these actuation cables 17, and / or change the support on which the actuation cables 17 run along the railway vehicle 1 while maintaining the same direction or changing direction, and / or adjust a stroke of each of the actuation cables 17 between the actuation device 16 and the service brake cylinder 9.

[0055] The railway braking system 4 may further include an electronic or electrical control unit 19 configured to motorize or assist the actuation of the actuation device 16 and / or actuation mechanism 15.

[0056] The railway braking system 4 may further include an electronic indicator 20 of the actuation status of the actuation mechanism 15, for example here at the control box 19.

[0057] The railway braking system 4 may further include a visual indicator 21 of the actuation status of the actuation mechanism 15, for example here at the level of the actuation device 16.

[0058] In the railway braking system 4, since the application of the parking handbrake is done via the service brake cylinder 9, the final force exerted on the brake linkage 8 and therefore on the braking components 6 via the linings or pads 7, is globally that exerted by the service brake cylinder 9.

[0059] Fig. 2 represents in more detail such a service brake cylinder 9 of the railway braking system 4.

[0060] The service brake cylinder 9 comprises a body 22 to which the brake linkage 8 is mechanically connected and which here has the form of a generally closed envelope.

[0061] The service brake cylinder 9 comprises a service brake piston 23 movable relative to the body 22 along a first axial direction and a push rod 24 movable also relative to the body 22 along a second axial direction perpendicular to the first axial direction.

[0062] The brake piston 23 delimits with the body 22 a service brake pressure chamber 25.

[0063] The brake piston 23 has two sides, respectively a first side configured to act on the brake linkage 8 via the push rod 24, and a second side opposite to the first side and turned towards the service brake pressure chamber 25.

[0064] The service brake cylinder 9 further comprises a toothed rod 26 fixed to the second side of the brake piston 23. This toothed rod 26 extends longitudinally along the first axial direction. This toothed rod may be formed by a threaded rod, in particular with a reversible thread, and a ratchet coupled to the threaded rod.

[0065] The brake piston 23 is configured to move in the body 22 while keeping the service brake pressure chamber 25 relatively sealed by means of a membrane 27 disposed between this brake piston 23 and inner edges of the body 22.

[0066] The service brake cylinder 9 further includes a wedge piece 28 fixed on the first side of the brake piston 23, opposite the toothed rod 26.

[0067] This corner piece 28 here has a triangular cross-section and is configured for cooperate with a set of bearing stops 29, one of which bearing stops is connected to the body 22 while the other bearing stops is connected to the push rod 24.

[0068] The push rod 24 is provided with a wear adjuster configured to compensate for the wear of the linings 7 in order to prevent excessive play (resulting from the wear of the linings) from reducing the braking force.

[0069] The service brake cylinder 9 further includes a spring 30 here arranged around the push rod 24, between the bearing stop which is connected to the latter and the inner edge of the body 22. This spring 30 is configured to return the stop which is connected to the push rod 24 against the corner piece 28.

[0070] The service brake cylinder 9 further includes a first orifice 31 provided in the body 22 and configured to allow the movement of the push rod 24 through this first orifice 31.

[0071] The service brake cylinder 9 further includes a second orifice 32 formed in the body 22 and opening into the service brake pressure chamber 25.

[0072] This service brake pressure chamber 25 is thus connected by a main brake line 33, also called the service brake line, connected at the level of this second orifice 32 to a source of pressurized fluid such as, for example, a pneumatic circuit of the energy path network 10.

[0073] At least the brake piston 23, the wedge piece 28, the push rod and the service brake pressure chamber 25 form a service brake.

[0074] The body 22 has a cavity 34 attached to the service brake pressure chamber 25 and in which the parking handbrake is disposed.

[0075] The parking handbrake includes a locking member 35, formed here by a locking finger, movable relative to the body 22 and extending along the second axial direction.

[0076] The parking handbrake further comprises a retaining member 36 movable relative to the body 22 and mechanically attached to the locking member 35.

[0077] The locking member 35 extends from the retaining member 36 to the service brake pressure chamber 25

[0078] The parking handbrake further comprises a return element 37 disposed between the body 22 and the retaining element 36.

[0079] The return member 37 is configured here to act on the holding member 36 and consequently on the blocking member 35.

[0080] It should be noted that the retaining member 36 and the return member 37 form a mobile control device for the parking brake.

[0081] The service brake cylinder 9 further comprises a third orifice 38 formed in the body 22, opening both into the service brake pressure chamber 25 and in cavity 34, and configured to permit movement of the blocking member 35 through this third orifice 38.

[0082] It should be noted that the relative sealing between the service brake pressure chamber 25 and the cavity 34 is ensured by the presence of a sealing gasket 39 disposed at the interface between this third orifice 38 and the locking member 34.

[0083] The service brake cylinder 9 further includes a fourth orifice 40 provided in the body 22 and opening into the cavity 34, fourth orifice 40 at the level of which the actuation mechanism 15 is mechanically secured.

[0084] The service brake cylinder 9 may further include a release piece 41 attached to the retaining member 36, opposite the locking member 35, and opening outside the body 22 through a fifth orifice (not shown) provided in this body 22 and opening into the cavity 34; so that this release piece 29 is accessible for manipulation from outside the body 22.

[0085] The service brake is at least partially disposed in the body 22 and is configured to act on the braking elements 6 via the brake linkage 8.

[0086] The braking linkage 8 here comprises two deformable levers 42, each provided with an upper arm and a lower arm which are joined together.

[0087] Each arm of the levers 42 is articulated on a central connector 43 via two pivots 44.

[0088] The lower arm of each deformable lever 42 is connected to one of the fittings 7 via a fixing eyelet (not shown).

[0089] The upper arm of each deformable lever 42 is connected to a respective joint 46, 47.

[0090] The braking linkage 8 receives the body 22 between the upper arms of the deformable levers 42, at the joints 46 and 47.

[0091] The body 22 is rotationally mounted on the joint 46 which is integral with one end of the push rod 24 while it is fixedly mounted on the joint 47, which is directly integral with this body 22.

[0092] The braking linkage 8 also includes a mounting tab 48 integral with the central connector 43 for mounting this braking linkage 8 on a support of the railway vehicle.

[0093] Bringing the joints 46 and 47 closer together allows the linings 7 to move apart from each other and conversely, moving these joints 46 and 47 apart allows the linings 7 to be tightened on the braking element 6.

[0094] We will now describe the operation of the railway braking system 4 as described with reference to [Fig.2], on which neither the service brake nor the parking handbrake are applied.

[0095] In particular, on [Fig.2], the service brake pressure chamber 25 is not supplied by the main brake line 33, it is drained, so that the brake piston 23 is in a rest position in which it does not apply any braking force on the push rod 24.

[0096] Consequently, the joints 46 and 47 of the brake linkage 8 are at a distance from each other which allows the linings 7 of the brake element 6 to be kept at a distance.

[0097] In addition, the actuation mechanism 15 acts on the parking handbrake so that the retaining member 36 holds the locking member 35 in a first position where it is at a distance from the toothed rod 26, by acting against the return member 37.

[0098] To apply the service brake, the main brake line 33 supplies the service brake pressure chamber 25 to move the brake piston 23 in the first axial direction to a position in which the wedge piece 28 disengages the bearing stop set 29, thereby moving the push rod 24 and the joint 46.

[0099] Consequently, the joints 46 and 47 move away from each other and cause the linings 7 to be applied against the braking element 6.

[0100] In such a service brake application configuration, the levers 42 are deformed (elastically).

[0101] In such a service brake application configuration, the locking member 35 is always in its first position where it is at a distance from the toothed rod 26.

[0102] To apply the parking handbrake, or activate the parking handbrake function, the actuation device 16 is actuated in the first direction of actuation so as to actuate the actuation mechanism 15, which is configured so that the locking member 35 moves under the effect of the return member 37 and the holding member 36 which no longer holds the locking member 35.

[0103] Thus, the locking member 35 moves through the third orifice 38 from its first position to a second position where the locking member 35 comes into contact with the toothed rod 26 and locks it in position.

[0104] The brake linkage 8 therefore remains in the same position with the linings 7 applied against the brake element 6.

[0105] The railway braking system 4 is then in a tight parking handbrake configuration.

[0106] The service brake pressure chamber 25 can be drained, either intentionally or by leakage, without this changing the application of the parking handbrake.

[0107] To deactivate the parking handbrake function, or to disengage the parking handbrake, the actuating device 16 is actuated in the second direction of actuating so as to actuate the actuating mechanism 15, which is configured so that the locking member 35 moves against the return member 37 from its second position to its first position where it is at a distance from the toothed rod 26 which is therefore released, and also so that the retaining member 36 keeps the locking member 35 at a distance from the toothed rod 26.

[0108] The railway braking system 4 is then in a disengaged parking handbrake configuration.

[0109] In other words, the actuation mechanism 15 is mechanically attached to the service brake cylinder 9 and configured to act on the locking member 35 to move it from its first position to its second position and vice versa, and the actuation device 16 is mechanically attached to the actuation mechanism 15, at a distance from the service brake cylinder 9, and configured to be manually actuated in the first direction of actuation to actuate the actuation mechanism 15 and put the locking member 35 in its second position and the railway braking system 4 in its engaged parking handbrake configuration and, to be manually actuated in the second direction of actuation opposite to the first direction of actuation,to actuate the actuation mechanism 15 and place the locking member 35 in its first position and the railway braking system 4 in its disengaged parking brake configuration.

[0110] Figures 3 and 4 schematically show a kinematic of application and disapplication of the parking handbrake according to a first embodiment of the railway braking system 4.

[0111] The actuation device 16 is formed here by a handle that can be manually operated by translation and which is mechanically attached to an actuation cable 17 for traction and compression.

[0112] The actuation mechanism 15 here includes a bistable device 50 housed in the cavity of the service brake cylinder (not shown) and mechanically attached on the one hand to the traction and compression actuation cable 17 and, on the other hand, to the locking member 35.

[0113] In the illustrated example, the bistable device 50 can be considered equivalent to the holding element 36.

[0114] In particular, the bistable device 50 comprises two separate notches 51, a return element 52, a stop member 53 actuated by the return element 52 towards the notches 51, and an actuating arm 54 configured to move the locking member 35 against the return member 37.

[0115] The bistable device 50 thus presents a first stable position ([Fig.3]) in which the actuation device 16 has been manually actuated in the first direction of actuation, thereby actuating the cable 17 in the direction of the bistable device 50, The stop member 53 is located in one of the two notches 51, and the locking member 35 is stressed by the return member 37 and engaged with the toothed rod 26; thanks to which the railway braking system 4 is in its tight parking handbrake configuration.

[0116] The bistable device 50 also has a second stable position ([Fig.4]) in which the actuating device 16 has been manually actuated in the second direction of actuating, thereby actuating the cable 17 in the direction of the actuating device 16, the stop member 53 is in the other of the two notches 51, the actuating arm 54 is pivoted and the locking member 35 is forced against the return member 37 and away from the toothed rod 26; thanks to which the railway braking system 4 is in its disengaged parking handbrake configuration.

[0117] Figures 5 and 6 schematically show a kinematic of application and disapplication of the parking handbrake according to a second embodiment of the railway braking system 4.

[0118] The actuation device 16 is formed here by a handle that can be manually operated by translation and which is mechanically attached to an actuation cable 17 here of traction or of traction and compression.

[0119] The actuation mechanism 15 here comprises a first monostable device 60 housed in the cavity of the service brake cylinder (not shown) and mechanically attached on one side to the traction and compression actuation cable 17 and, on the other side, to the locking member 35; and a second monostable device 65 attached to the actuation device 16 and mechanically attached on one side to the traction and compression actuation cable 17 and, on the other side, to the actuation device 16.

[0120] In the illustrated example, the first monostable device 60 can be considered equivalent to the holding element 36.

[0121] In particular, the first monostable device 60 here comprises a first return element 62 urging the actuating cable 17 towards the actuating device 16 and an actuating arm 64 configured to move the locking member 35 against the return member 37; while the second monostable device 65 here comprises a second return element 66 urging the actuating cable 17 towards the service brake cylinder.

[0122] The actuation device 16 is here provided with a manually actuated lock 67 and having a stable position.

[0123] In the engaged parking handbrake configuration of the railway braking system 4 ([Fig.5]), the lock 67 is manually released from its stable position and the actuation device 16 is thus actuated in the first direction of actuation, aided by the action of the second return element 66 of the second monostable device 65, thus actuating the actuating cable 17 towards the first monostable device 60, itself aided by the first return element 62 of the first monostable device 60, and the locking member 35 is stressed by the return member 37 and engaged with the toothed rod 26.

[0124] In the disengaged parking handbrake configuration of the railway braking system 4 ([Fig.6]), the actuating device 16 is manually actuated in the second direction of actuation against the second return element 66 of the second monostable device 65, the lock 67 moves into its stable position to hold the actuating device 16 in position, the actuating cable 17 is thus actuated in the direction of the actuating device 16 against the first return element 62 of the first monostable device 60, and the actuating arm 64 is pivoted and the locking member 35 is actuated against the return member 37 and moved away from the toothed rod 26.

[0125] Figures 7 and 8 schematically show a kinematic of application and disapplication of the parking handbrake according to a third embodiment of the railway braking system 4.

[0126] The actuation device 16 is formed here by a handle that can be manually operated by translation and which is mechanically attached to a traction actuation cable 17.

[0127] The actuation mechanism 15 includes a bistable device 70 attached and mechanically secured on one side to the actuation device 16 and on the other side to the traction actuation cable 17.

[0128] In particular, the bistable device 70 comprises two separate notches 71, a return element 72, a stop member 73 actuated by the return element 72 towards the notches 71; while the retaining member comprises an actuating arm 74 configured to move the locking member 35 against the return member 37.

[0129] The bistable device 70 thus presents a first stable position ([Fig.7]) in which the actuation device 16 has been manually actuated in the first direction of actuation, the stop member 73 is in one of the two notches 71 and actuates the actuating cable 17 in the direction of the retaining member 36 and therefore of the actuating arm 74, and the locking member 35 is stressed by the return member 37 and engaged on the toothed rod 26; thanks to which the railway braking system 4 is in its engaged parking handbrake configuration.

[0130] The bistable device 70 also has a second stable position ([Fig. 8]) in which the actuating device 16 has been manually actuated in the second direction of actuation, the stop member 73 is located in the other of the two notches 71, the actuating cable 17 is actuated in the direction of the retaining member 36 and therefore of the actuating arm 74 which is pivoted, and the locking member 35 is forced against the return member 37 and moved away from the toothed rod 26; by which means the railway braking system 4 is in its parking handbrake configuration released.

[0131] Unillustrated variants are presented below.

[0132] The railway braking system includes, as in Figures 3 and 4, a bistable device housed in the service brake cylinder, and as in Figures 5 and 6, a monostable device attached to the actuation device.

[0133] The railway braking system includes, as in Figures 7 and 8, a bistable device attached to the actuation device, and as in Figures 5 and 6, a monostable device housed in the service brake cylinder.

[0134] The railway braking system as described with reference to Figures 3 to 8 and with reference to the aforementioned unillustrated variants may include at least one motorization device, in particular in the control device 19, configured to motorize at least one of the actuation device and the actuation mechanism, including the bistable and monostable devices described above.

[0135] Where appropriate, in the embodiment illustrated in Figures 5 and 6, both the actuation device and the lock can be motorized, so that even in the absence of electrical power, the application of the parking handbrake remains possible in automatic and manual ways.

[0136] On the contrary, in the embodiments of figures 3, 4 and 7, 8, the actuation device 16 can be motorized, but in the absence of electrical power, the application of the parking handbrake remains possible only manually.

[0137] In addition, the electronic indicator(s) of the actuation state of the actuation mechanism 15 can be used to control the motorization of at least one of the actuation device and the actuation mechanism.

[0138] In the case of an actuation device in the form of a lever that can be acted upon in translation and / or an actuation mechanism in the form of a cable or bar, it may be, for example, a linear actuator.

[0139] The actuation device as described with reference to Figures 3 to 8 can be replaced by a lever, motorized or not, for example using a rotary rather than a linear actuator.

[0140] In other variants not illustrated, the parking handbrake may be devoid of a return element for the locking element; and the visual indicator and / or the electronic indicator may be located on the junction box where applicable, or on the service brake cylinder.

[0141] In the railway system according to the invention, including with reference to the modes of In the illustrated implementations and in the unillustrated variants, the application of the parking handbrake function is done after an application of the service brake function, to immobilize the brake piston in its service brake position, by actuation in a determined direction of actuation of the actuation device located at a distance from the service brake cylinder and by means of the actuation mechanism which runs between the actuation device and the service brake cylinder.

[0142] Thanks to the system according to the invention, the clamping force applied to the braking components of the railway vehicle when the parking handbrake function is applied is controlled since it is the force applied in a controlled manner by the brake piston during a previous application of the service brake function.

[0143] The application of the parking handbrake function is thus controlled and reliable.

[0144] 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 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, a service brake cylinder (9) having a body (22), a brake piston (23) movable relative to the body and configured to act on the brake linkage for the application of a service and / or emergency brake function, and a locking member (35) movable relative to the body to act on the brake piston and having a first position and a second position in which the locking member is configured to immobilize the brake piston in the service brake position for the application of a parking handbrake function,the railway braking system (4) further comprising an actuating mechanism (15) mechanically attached to the service brake cylinder and configured to act on the locking member to move it from its first position to its second position and vice versa, and an actuating device (16) mechanically attached to the actuating mechanism, at a distance from the service brake cylinder, and configured to be manually actuated in a first direction of actuating the actuating mechanism and putting the locking member in its second position and the railway braking system in a fully engaged parking brake configuration and, to be manually actuated in a second direction of actuating opposite to the first direction of actuating,to actuate the actuation mechanism and place the locking device in its first position and the railway braking system in a disengaged parking brake configuration.

2. Railway braking system according to claim 1, characterized in that the actuation device (16) comprises a handle or lever.

3. Railway braking system according to any one of claims 1 and 2, characterized in that the actuation mechanism (15) comprises at least one mechanical actuation element (17), for traction and / or traction and compression, which runs between the actuation device (16) and the service brake cylinder (9).

4. Railway braking system according to claim 3, characterized in that it comprises a junction box (18) disposed along at least one mechanical actuating member (17) of the actuating mechanism (15) and which is configured to junction the at least one mechanical actuating member into several mechanical members, and / or adjust an actuating stroke of the at least one mechanical actuating member between the actuating device (16) and the service brake cylinder (9).

5. Railway braking system according to any one of claims 3 and 4, characterized in that the actuation mechanism (15) comprises at least one of a monostable device (60, 65) and a bistable device (50, 70), mechanically bound to at least one mechanical actuation member (17) of traction and / or traction and compression.

6. Railway braking system according to claim 5, characterized in that at least one of the monostable device (60, 65) and of the bistable device (50, 70) is housed in the service brake cylinder (9) and mechanically attached to the locking member (35).

7. Railway braking system according to claim 5, characterized in that at least one of the monostable device (60, 65) and of the bistable device (50, 70) is attached and mechanically bound to the actuation device (16).

8. Railway braking system according to any one of claims 5 to 7, characterized in that at least one monostable device (60, 65) is configured to maintain the locking member (35) in its second position when the actuation device (16) is manually actuated in the first direction of actuation, or in its first position when the actuation device is manually actuated in the second direction of actuation.

9. Railway braking system according to any one of claims 5 to 8, characterized in that at least one bistable device (50, 70) is configured to maintain the locking member (35) in its second position when the actuation device (16) is manually actuated in the first direction of actuation, and in its first position when the actuation device is manually actuated in the second direction of actuation.

10. Railway braking system according to any one of claims 1 to 9, characterized in that it comprises at least one motorization device (19) of at least one of the actuation devices (16) and the actuation mechanism (15).

11. Railway braking system according to claim 10, characterized in that at least one motorization device comprises at least one linear actuator and / or at least one rotary actuator mechanically bound to the actuation device (16) and / or the actuation mechanism (15).

12. Railway braking system according to any one of claims 1 to 11, characterized in that it comprises at least one visual (21) and / or electronic (20) indicator of a state of the parking handbrake function, attached to the actuation device (16).

13. Railway braking installation comprising at least one railway braking system (4) according to any one of claims 1 to 19

14. IZr. Railway braking installation according to claim 13, comprising a power routing network (10) interconnected to the service brake cylinder (9) to supply it to activate and / or deactivate at least one service brake function and / or one emergency brake function.

15. Railway vehicle comprising a railway braking installation (3) according to one of claims 13 and 14.

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