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 driven in rotation in a first direction and to actuate the actuation mechanism to put the system in a tight parking handbrake configuration, and in a second direction and to actuate the actuation mechanism to put the system in a loose parking handbrake configuration, and comprises an indicator device (21) comprising a main body (48), a drive member mechanically attached to the actuation mechanism (15) cooperating mechanically with a transmission member housed in a movable translational manner in the main body (48),and a first visual reference element (46) housed in the main body on one side thereof, and a second visual reference element (47) housed in the main body on a second side thereof. See Figure 3 for abbreviations.

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. Description of the invention

[0008] 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.

[0009] 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 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 rotated in a second direction of rotation opposite to the first direction and to actuate the actuation mechanism to place the railway braking system in a disengaged parking brake configuration; and the railway braking system further comprises an indicator device including a main body, a drive element mechanically attached to the actuation mechanism, a transmission element movable in translation within the main body and cooperating mechanically with the drive element, and the indicator device includes a first visual reference element located in the main body on one side thereof and a second visual reference element located in the main body on a second side thereof, opposite the first side; the railway braking system being configured such that,When the rotary actuating device is rotated in the first direction of rotation, the actuating mechanism rotates the drive member, which translates the transmission member towards a first extreme translational position, in turn moving the first visual reference member towards a first indication position in which the first visual reference member is visible from outside the main body; and when the rotary actuating device is rotated in the second direction of rotation, the actuating mechanism rotates the drive member, which translates the transmission member towards a second extreme translational position, opposite to the first extreme translational position, in turn moving the second visual reference member towards a second indication position.in which the second visual reference organ is made visible from outside the main body.

[0010] In the railway system according to the invention, the drive of the first visual reference element, respectively of the second visual reference element during the drive of the rotary actuation device in the first direction of rotation, respectively in the second direction of rotation, makes it possible to visually indicate in which direction of rotation the actuation device was last turned, and to retain the indication of this information when the actuation device is no longer actuated.

[0011] In other words, the indicator device allows the information of the last direction of rotation of the actuation device to be mechanically memorized by means of the visual reference organs which are visible from outside the main body.

[0012] This makes it possible to identify from outside the main body and without manipulation of the actuation device, whether the actuation wheel has been manipulated to apply or disapply the parking handbrake.

[0013] Preferred, simple, convenient and economical characteristics of the railway braking system according to the invention are presented below.

[0014] The transmission member may have a first end and a second end opposite to the first end, and the first visual reference member is formed by the first end of the transmission member and the second visual reference member is formed by the second end of the transmission member.

[0015] The transmission member may have a first end and a second end opposite to the first end, and when the transmission member is in its first extreme translational position, the first end of the transmission member mechanically solicits the first visual reference member to position it in its first indication position, and when the transmission member is in its second extreme translational position, the second end of the transmission member mechanically solicits the second visual reference member to position it in its second indication position.

[0016] The first visual reference organ, respectively the second visual reference organ, can each comprise a pin housed movable in translation in the main body between its first indication position, respectively its second indication position, and a first retracted position, respectively a second retracted position, in which the pin is made invisible from outside the main body.

[0017] The first visual reference organ, respectively the second visual reference organ, may each include a return organ configured to return the pawn to its first retracted position, respectively to its second retracted position.

[0018] The first visual cueing device may present a first colour or graphic element and the second visual cueing device may present a second colour or graphic element distinct from the first colour or graphic element.

[0019] The first visual reference organ, respectively the second visual reference organ, may each include a transparent or translucent cap disposed opposite the first visual reference organ, respectively the second visual reference organ, and configured to receive the first visual reference organ in its first indication position, respectively the second visual reference organ in its second indication position.

[0020] The transmission member may include a transmission portion configured to cooperate mechanically with the drive member and the transmission portion may include mechanical decoupling zones configured to inhibit mechanical cooperation between the drive member and the transmission member.

[0021] The drive member may include a wheel having a drive track, and the transmission portion and the drive track may be configured to form a mechanical friction transmission between the drive member and the transmission member.

[0022] The transmission portion and / or the drive track may include a coating element configured to increase a coefficient of friction between the transmission portion and / or the drive track.

[0023] The coating element can be formed by an elastomeric coating or one or more O-rings.

[0024] The drive member may include a toothed wheel and the transmission member may include a toothed rod configured to mechanically engage with the toothed wheel to form a rack-type mechanical transmission between the drive member and the transmission member.

[0025] The actuation mechanism may be 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.

[0026] The railway braking system may include two separate rotary actuation devices, a return box, two main transmission arms mechanically attached each to a respective rotary actuation device and to the return box, a secondary transmission arm mechanically attached by a first end to the return box and by a second end opposite to the first end to the screw / nut system.

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

[0028] The railway braking 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.

[0029] The invention also relates, according to a third aspect, to a railway vehicle comprising an installation as described above. BRIEF DESCRIPTION OF FIGURES

[0030] The invention, according to an exemplary embodiment, will be well understood and its advantages will become 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, including an actuation mechanism configured to put the railway braking system into a closed or released parking handbrake configuration.

[0032] Fig. 2 schematically represents in perspective a part of the actuation mechanism, as well as an installation indicator device, according to a first embodiment.

[0033] Fig. 3 is an exploded view of the actuation mechanism and the indicator device of Fig. 2.

[0034] Fig. 4 is a front view of the actuation mechanism and the indicator device of Fig. 2.

[0035] Fig. 5 is a side view of the actuation mechanism and the indicator device of Fig. 2.

[0036] Fig. 6 schematically represents in perspective the indicator device of Fig. 2, taken in isolation.

[0037] Fig. 7 is an exploded view of the indicator device of Fig. 6.

[0038] Fig. 8 schematically represents in cross-section the indicator device of Fig. 6.

[0039] Fig.9 is similar to Fig.8, with the indicator device in a first indication configuration.

[0040] Fig. 10 is similar to Fig. 8, with the indicator device in a second indication configuration.

[0041] Fig. 11 schematically represents in perspective and exploded view a part of the actuation mechanism, as well as an installation indicator device, according to a second embodiment.

[0042] Fig. 12 is a front view of the actuation mechanism and the indicator device of Fig. 11.

[0043] Fig. 13 is a side view of the actuation mechanism and the indicator device of Fig. 11.

[0044] Fig. 14 is similar to Fig. 3 and schematically represents in perspective and exploded view a part of the actuation mechanism, as well as an installation indicator device, according to a variant in which the actuation mechanism includes a motorization device.

[0045] Fig. 15 schematically represents several variants (a) to (d) of implementation of a mechanical cooperation between a drive element and a transmission element of the indicator device. DETAILED DESCRIPTION

[0046] 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 the shoes 7.

[0047] In particular, in the illustrated example, the railway braking installation 3 includes a brake linkage 8 mechanically secured to the 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] The railway braking system 4 is also configured here to perform a parking brake function, at least manually.

[0053] 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.

[0054] To achieve 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.

[0055] 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.

[0056] 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.

[0057] Each rotary actuation device 16 can be formed by a flywheel.

[0058] Depending on the type of railway vehicle, the positioning of the rotary actuating device(s) 16 is not the same. For example, they may be located on the sides of the trailer or wagon and oriented horizontally, or on the top of the trailer or wagon and oriented vertically.

[0059] In the illustrated example, the actuation mechanism 15 is provided with two main transmission arms 17, each mechanically attached by a respective first end 12 to a respective actuating device 16, a return housing 18 to which the two main transmission arms 17 are mechanically attached by a respective second end 13, opposite the first end 12, and a mechanically attached secondary transmission arm 19 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 14 to a second end, opposite to the first end, to the brake linkage 8.

[0060] 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.

[0061] Depending on the direction of rotation exerted on one or the other of the rotating actuation devices 16, the force exerted on the braking linkage 8 is a pushing force or a pulling force.

[0062] To visually determine in which direction of rotation the rotary actuating device 16 was last rotated, and to visually determine whether the rotary actuating device 16 has been manipulated to tighten or loosen the parking brake, the railway braking system 4 further includes an indicator device 21, partially mechanically bound to the actuating mechanism 15.

[0063] The indicator device 21 is configured to visually indicate the last direction of rotation of the rotary actuating device 16, as well as to retain the indication of this information when the rotary actuating device 16 is not actuated.

[0064] In [Fig. 1], the railway braking system 4 includes an indicator device 21 located at the interface between each actuation device 16 and the respective main transmission arm 17.

[0065] A first embodiment of the indicator device 21 is illustrated in figures 2 to 10.

[0066] The railway braking system 4 includes a housing 22 configured to be mechanically attached to the support 5, for example at the level of the bogie of the railway vehicle 1.

[0067] The main transmission arm 17 of the actuation mechanism 15 is mounted freely for rotation in the housing 22, which here includes a pair of bearings 23 for this purpose.

[0068] The main transmission arm 17 comprises, successively from its first end 12, a first axial portion 24, a second axial portion 25 and a third axial portion 26.

[0069] The first portion 24 here includes a thread.

[0070] The second portion 25 is substantially enlarged in diameter compared to the first portion 24 and has a substantially polygonal section, which is here an overall square section.

[0071] The third portion 26 is enlarged in diameter compared to the second portion 25 and here presents an overall circular section.

[0072] The rotary actuation device 16, formed by a flywheel, comprises a main body 27 which is provided with a rim 28 here circular and a transverse rod 29 to which the rim 28 is mechanically attached.

[0073] The rotary actuation device 16 can further be equipped with an additional gripping member 30 for example formed by one or more, here two, handles 31 retractable or foldable from the rim 28 of the main body 27.

[0074] The main body 27 is provided with a central housing (not visible in the figures) formed in the rod 29, and in which the main transmission arm 17 of the actuation mechanism is received, by its first end 12.

[0075] The rotary actuation device 16 includes an interface sleeve 35, which is fitted onto the first end 12 of the main transmission arm 17.

[0076] The interface sleeve 35 has an insertion opening 36 which has at least one axial portion 37 having a cross-section of shape corresponding to the second portion 25 of the main transmission arm 17, so that the interface sleeve 35 is rotationally fixed to the main transmission arm 17 by complementarity of shape.

[0077] Here, the insertion opening 36 of the interface sleeve 35 further presents other axial portions (not visible in the figures) having sections of corresponding shape or substantially enlarged with respect to the first portion 24 of the main transmission arm 17, and with respect to the third portion 26 of the main transmission arm 17.

[0078] The interface sleeve 35 further comprises an outer surface 40 and a mechanical coupling member 41 formed on the outer surface 40.

[0079] In the illustrated example, the mechanical coupling member 41 is formed by a polygonal shape, here hexagonal, of the cross-section of the outer surface 40.

[0080] In other words, the outer surface 40 here has a hexagonal profile forming the mechanical coupling element 4L

[0081] The actuation mechanism 15 includes a nut (not visible in figures 2 to 10) screwed onto the first portion 24 and by means of which the interface sleeve 35 is held axially on the main transmission arm 17.

[0082] The interface sleeve 35 further includes a fixing flange (not visible in the figures) extending radially from the outer surface 40.

[0083] The rotary actuation device 16 is mechanically secured to the fixing flange 45 of the interface sleeve 35, here by means of four fixing screws 43.

[0084] In other words, the rotary actuation device 16 is rotationally fixed to the interface sleeve 35 which itself is rotationally fixed to the main transmission arm 17.

[0085] The indicator device 21 comprises two parts movable relative to each other, a first part being mechanically fixed to the interface sleeve 35 and a second part being mechanically fixed to the housing 22.

[0086] The indicator device 21 comprises a first visual reference member 46 and a second visual reference member 47, which are driven into motion when the rotary actuating device 16 is rotated in the first direction of rotation, respectively in the second direction of rotation, to indicate the direction of rotation of the rotary actuating device 16 during and after its actuation.

[0087] The first visual cueing element 46 and the second visual cueing element 47 may be of different colours and / or have different graphic patterns.

[0088] For example, one of the first visual reference element 46 and the second visual reference element 47 is red to indicate a tight state of the parking brake while the other of the first visual reference element 46 and the second visual reference element 47 is green to indicate a loose state of the parking brake.

[0089] The indicator device 21 comprises a main body 48, in which are mounted the first visual reference element 46 and the second visual reference element 47.

[0090] The first visual reference element 46 and the second visual reference element 47 are here opposed to each other on the main body 48, in a vertical direction when the indicator device 21 is mounted on the railway vehicle 1 as shown in Figures 2 to 10.

[0091] The main body 48 here comprises a mast 49 and an ear 50 extending transversely from the mast 49.

[0092] The mast 49 has a through housing 51 (visible in figures 7 to 10), which passes longitudinally through the mast 49, and in which are housed the first visual reference element 46 and the second visual reference element 47.

[0093] The indicator device 21 here comprises a first cap 53 and a second cap 53 surmounting and closing the through housing 51 at each of its ends, and configured to receive respectively the first visual reference element 46 and the second visual reference element 47.

[0094] The caps 53 are transparent or translucent to form a window through which the first visual reference element 46 and the second visual reference element 47 are visible from outside the indicator device 21.

[0095] The ear 50 includes a main housing 52 communicating with the through housing 51.

[0096] The indicator device 21 further includes a cover 54 which is intended to close the main housing 52.

[0097] In figures 2 to 4, the cover 54 is positioned opposite the housing 22 and is not accessible when the indicator device 21 is mounted on the main transmission arm 17.

[0098] The indicator device 21 has a main opening 55 through formed in the main body 48 and the hood 54, in which the main transmission arm 17 is received.

[0099] The main body 48 is mechanically attached to the housing 22 via the cover 54, and is thus mechanically attached to the railway vehicle bogie 1.

[0100] For this purpose, the actuation mechanism 15 includes a spacer 58 introduced on the main transmission arm 17 and mechanically secured to the indicator device 21, and a stop ring 59 introduced on the main transmission arm 17 and mechanically secured to the housing 22.

[0101] The spacer 58 includes a lug 60 projecting axially from the periphery of the spacer 58.

[0102] The stop ring 59 includes a radial recess 61, configured to receive the lug 60 of the spacer 58 to fix the spacer 58 in rotation to the stop ring 59 and thus fix the main body 48 of the indicator device 21 in rotation to the housing 22.

[0103] Here, the spacer 58 has several first openings for the passage of pins 62 and the hood 54 has several second openings for the passage of pins 63, in which pins (not shown) are received allowing the spacer 58 to be secured to the hood 54 in a plurality of distinct angular mounting positions.

[0104] In this way, the orientation of the indicator device 21 and therefore of the first visual reference element 46 and of the second visual reference element 47 with respect to the housing 22 can be adjusted.

[0105] The hood 54 may further include at least one, and here two fixing cheeks 64 extending to the periphery of the ear 50 and which are provided with several mounting openings 65 whose role is described later in connection with [Fig. 14].

[0106] The indicator device 21 further comprises a drive member 70 and a transmission member 71, both of which are housed in the main body 48, and which are configured to actuate together the first visual reference member 46 and the second visual reference member 47.

[0107] The drive member 70 is mounted freely for rotation in the main housing 52 and is configured to be driven in motion by the actuation mechanism 15.

[0108] The drive member 70 is here formed by a wheel 72 having a central opening 73 in which the main transmission arm 17 is received and mechanically secured.

[0109] The central opening 73 of the wheel 72 has a cross-section whose shape corresponds to the shape of the profile of the outer surface 40 of the interface sleeve 35.

[0110] Thus, the central opening 73 here has a cross-section of hexagonal or six-sided shape.

[0111] The wheel 72 is mounted on the interface sleeve 35 and fixed in rotation to the latter by complementarity of form between the central opening 73 and the outer surface 40.

[0112] The wheel 72 further includes a drive track 74 arranged radially at its periphery.

[0113] The transmission member 71 is mounted freely in translation in the through housing 51.

[0114] The transmission member 71 is configured to be driven in translation by the drive member 70, between a first extreme translation position ([Fig.9]) and a second extreme translation position ([Fig. 10]) opposite to the first extreme translation position.

[0115] The transmission member 71 is here formed by a transmission rod 75 having a first end 76 and a second end 77 opposite the first end 76.

[0116] The transmission member 71 comprises a central transmission portion 78 and end portions 79 extending on either side of the central transmission portion 78 respectively towards the first end 76 and the second end 77.

[0117] The drive track 74 of the drive member 70 and the transmission portion 78 of the transmission member 71 are configured to cooperate mechanically with each other, so that a rotation of the drive member 70 causes a translation of the transmission member 71 in the through housing 51.

[0118] In the illustrated example, the transmission of motion between the drive member 70 and the transmission member 71 is ensured by friction between the drive track 74 and the transmission portion 78.

[0119] In addition, the transmission portion 78 has mechanical decoupling zones 80, here two in number, on which the transmission portion 78 lacks the ability to cooperate mechanically with the drive track 74 of the drive member 70.

[0120] In other words, the mechanical decoupling zones 80 are configured to inhibit mechanical cooperation between the drive member 70 and the transmission member 71.

[0121] In the illustrated example, the mechanical decoupling zones 80 are formed by recesses in a radial direction of the transmission member 71.

[0122] The mechanical decoupling zones 80 are here separated by a distance corresponding to the total stroke of the transmission member 71 in the through housing 51, that is to say the travel distance of the transmission member 71 between its first extreme translational position and its second extreme translational position.

[0123] The distance between the mechanical decoupling zones 80 is, for example, on the order of 20 millimeters.

[0124] The mechanical decoupling zones 80 of the transmission portion 78 have the effect of lifting the mechanical cooperation between the drive member 70 and the transmission member 71 as soon as the transmission member 71a reaches one of its extreme translation positions, the rotary actuation device 16 can then be rotated further without the transmission member 71 being moved further.

[0125] The angle of rotation of the rotary actuation device 16 for moving the transmission member between its first extreme translational position and its second extreme translational position is, for example, on the order of 90° or less than 90°.

[0126] In the illustrated example, the first visual reference member 46 and the second visual reference member 47 each comprise a pin 82 housed in the through housing 51, on either side of the transmission member 71, opposite the first end 76 of the transmission member 71, respectively opposite the second end 77 of the transmission member 71.

[0127] Each pin 82 is mobile in translation in the through housing 51 between a retracted position and an indication position, which corresponds to a deployed position in which the pin 82 is projecting out of the main body 48.

[0128] The first visual reference member 46 and the second visual reference member 47 also each include a return member 83 configured to return each of the pawls 82 to their retracted position.

[0129] The return member 83 is in the illustrated example a helical compression spring, bearing on one side on the pin 82 and on the other side on the cap 53.

[0130] The first visual reference organ 46 and the second visual reference organ 47 each admit a retracted position, in which they are entirely housed inside the main body 48 and therefore invisible from outside the main body 48, and an indication position, in which they are deployed and made visible from outside the main body 48.

[0131] The first end 76 of the transmission rod 75 is configured to mechanically stress the first visual reference member 46, here its pin 82, to move it from a position to its indication position.

[0132] The second end 77 of the transmission rod 75 is configured to mechanically stress the second visual reference member 47, here its pin 82, to move it from a position to its indication position.

[0133] Thus, the indicator device 21 admits a first indication configuration, in which the transmission member 71 is in its first extreme translation position, and the first visual reference member 46 is in a first indication position in which it is visible from outside the main body 48 ([Fig.9]).

[0134] The indicator device 21 also admits a second indication configuration, in which the transmission member 71 is in its second extreme translational position, and the second visual reference member 47 is in a second indication position in which it is visible from outside the main body 48 ([Fig. 10]).

[0135] In the first indication configuration, the second visual reference organ 47 is in a first retracted position and is not visible from outside the main body 48, and in the second indication configuration, the first visual reference organ 46 is in a second retracted position and is not visible from outside the main body 48.

[0136] The indicator device 21 is thus configured so that a rotation of the rotary actuation device 16 causes a rotation of the drive member 70, which causes the transmission member 71 to move in translation between its first extreme translation position and its second extreme translation position and causes the first visual reference member 46, respectively of the second visual reference member 47, to move.

[0137] The operation of the indicator device 21 is now described.

[0138] The indicator device 21 is in the first indication configuration ([Fig.9]) or in the second indication configuration ([Fig. 10]) depending on whether the last direction of rotation of the actuation device 16 is a clockwise or counterclockwise direction of rotation.

[0139] When the indicator device 21 is in the first indication configuration ([Fig.9]), the transmission member 71 is in its first extreme translation position and mechanically stresses the pin 82 of the first visual reference member 46 which is moved by the first end 76 of the transmission member 71 into the first indication position, against the action of its return member 83.

[0140] The pin 82 of the second visual reference member 47 is not activated by the transmission member 71 and is returned by its return member 83 to the second retracted position.

[0141] When the rotary actuation device 16 is turned counterclockwise, the drive member 70 progressively moves the transmission member 71 in translation from its first extreme translational position to an intermediate translational position, under the action of the return member 83 of the first visual reference member 46 which promotes the engagement of mechanical cooperation between the drive member 70 and the transmission member 71.

[0142] The pin 82 of the first visual reference organ 46 leaves the first indication position and gradually returns to the first retracted position under the effect of its return organ 83.

[0143] As the rotary actuation device 16 is turned counterclockwise, the transmission member 71 is moved in translation in the through housing 51 and passes through a neutral translation position ([Fig.8]), in which the transmission member 71 is substantially centered between the first visual reference member 46 and the second visual reference member 47 and in which each of the visual reference members 46 and 47 are in their retracted position, until it reaches its second extreme translation position ([Fig. 10]).

[0144] In the second extreme translation position, the second end 77 of the transmission member 71 mechanically stresses the pin 82 of the second visual reference member 47 and drives it from the second retracted position to the second indication position against the action of its return member 83.

[0145] The pin 82 of the first visual reference member 46 is not activated by the transmission member 71 and is returned by its return member 83 to the first retracted position.

[0146] When the rotary actuation device 16 is rotated further in the counterclockwise direction, the transmission member 71 remains in its second extreme translational position, the transmission portion 78 then being mechanically decoupled from the drive member 70.

[0147] When the rotary actuation device 16 is not actuated, the transmission member 71 retains its translational position.

[0148] When the rotary actuation device 16 is then turned clockwise, the operation is analogous to that described above but starting this time from the second translation position of the transmission member 71 to the first translation position of the transmission member 71 with the transmission member 71 which engages mechanically with the drive member 70, aided by the action of the return member 83 of the second visual reference member 47.

[0149] In the railway braking system 4 described above, the fact that, when the rotary actuating device 16 is driven in rotation in the first direction of rotation, the actuating mechanism 15 drives in rotation the drive member 70 which drives in translation the transmission member 71 from a position to a first extreme translational position, in turn causing the first visual reference member 46 to move from a position to a first indication position in which the first visual reference member 46 is made visible from outside the main body 48, and that when the rotary actuating device 16 is driven in rotation in the second direction of rotation,The actuation mechanism 15 rotates the drive member 70, which in turn translates the transmission member 71 from one position to a second extreme translational position. This, in turn, causes the second visual reference member 47 to move from one position to a second indication position in which the first visual reference member 46 is visible from outside the main body 48. This allows the final direction of rotation of the rotary actuation device 16 to be visually indicated and this information to be mechanically retained, i.e., memorized.

[0150] Thanks to the indicator device 21, a user of the railway braking system 4 knows whether the actuating device 16 was turned in the first direction of rotation or in the second direction of rotation during its last manipulation, and therefore that the actuating device 16 was most recently manipulated to apply or on the contrary to disapply the parking handbrake.

[0151] Figures 11 to 13 illustrate a second embodiment of the indicator device 21, the operation of which is similar to the first embodiment described with reference to Figures 2 to 10.

[0152] The actuation mechanism 15 is here without an interface sleeve 35.

[0153] The main transmission arm 17 of the actuation mechanism 15 is this time received and secured directly in the central housing of the main body 27.

[0154] The central housing is of a shape corresponding to the section of the second portion 25, that is to say here of an overall square shape, so as to fix the flywheel in rotation to the main transmission arm 17 by complementarity of shape.

[0155] The rotary actuation device 16 includes a nut 44, screwed onto the first portion 24 and by means of which the main body 27 is held axially directly on the main transmission arm 17.

[0156] The central opening 73 of the wheel 72 of the drive member 70 has a cross-section whose shape corresponds to that of the section of the second portion 25 of the main transmission arm 17, which is here generally square in shape.

[0157] In other words, the central opening 73 is generally square in shape.

[0158] The hood 54 of the indicator device 21 has the lug 60 which is directly formed on the hood 54, and which cooperates mechanically with the recess 61 of the stop ring 59 so as to fix the main body 48 to the housing 22 in rotation.

[0159] In the second embodiment, the steering wheel is devoid of an additional gripping element.

[0160] However, the rotary actuation device may be provided with an additional gripping member similar to that described and illustrated with reference to Figures 2 to 10.

[0161] Fig. 14 illustrates a third embodiment of the indicator device 21, similar to the first embodiment described with reference to Figures 2 to 10.

[0162] The actuation mechanism 15 further includes a motorization device 90, configured to actuate the rotary actuation device 16 without requiring manual handling.

[0163] The motorization device 90 comprises a motor block 91 including a motor 92 or geared motor, and a transmission 93 configured to be driven by the motor 92 on the one hand and to be subjected to rotation by the actuation mechanism 15 on the other hand.

[0164] The motor block 91 further includes a fixing lug (not visible in the figures) by means of which the motor block 91 is mechanically secured to the housing 22.

[0165] The transmission 93 includes a transmission sleeve 95 having a transmission housing 97 having an internal profile section corresponding to the profile of the external surface 40 of the interface sleeve 35.

[0166] In other words, the transmission housing 97 of the transmission sleeve 95 here includes an internal hexagonal or six-sided profile.

[0167] The indicator device 21 is arranged between the rotary actuation device 16 and the motorization device 90 and is mechanically attached to the latter.

[0168] The engine block 91 includes at least one, and here two, attachment points 96 each corresponding to at least one of the mounting openings 65 formed on the cheeks 64 of the main body 48 of the indicator device 21.

[0169] The orientation of the indicator device 21 can be adjusted according to the mounting opening 65 used for mounting.

[0170] The indicator device 21 is thus fixed by screwing to the engine block 91, via its cheeks 64.

[0171] Unlike the embodiment described with reference to figures 2 to 10, the actuation mechanism 15 is here without a spacer and stop ring to fix the rotary actuation device 16 to the housing 22 in rotation.

[0172] Fig. 15 schematically illustrates several variants of the implementation of the mechanical cooperation between the drive member 70 and the transmission member 71.

[0173] Schematic representations (a), (b) and (c) illustrate configurations of the drive member 70 and the transmission member 71 to increase in particular the coefficient of friction between the drive track 74 and the transmission portion 78.

[0174] The transmission member 71 may include an elastomeric coating, for example an elastomeric cylinder fitted onto the transmission rod 75 (representation (a)), and / or include one or more O-rings fitted or fixed onto the transmission rod 75 (representation (b)), and / or the drive member 70 may include an elastomeric coating, for example an elastomeric cylinder fitted onto the wheel 72 or an O-ring fitted or fixed onto the wheel 72 (representation (c)).

[0175] According to another variant, the drive track 74 can be formed by circular teeth and the transmission portion 78 can be formed by straight teeth, to form a rack-type transmission (representation (d)).

[0176] Unillustrated variants are presented below.

[0177] 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.

[0178] The screw / nut system can connect the brake linkage to the rotary actuation device directly via a main transmission arm, for example without a return box and / or without a secondary transmission arm.

[0179] Where applicable, when the rotary actuation device is rotated, it exerts a moment on the main transmission arm which, through the screw / nut system, transforms the rotational movement into a translational movement and thus exerts a force on the brake linkage for the application or removal of linings or pads on the brake components.

[0180] The first visual reference organ and / or the second visual reference organ can be formed directly on the end portions of the transmission organ.

[0181] The drive member may include a toothed wheel and the transmission member may include a toothed bar to together form a toothed rack-type transmission.

[0182] The mechanical coupling member of the interface sleeve can be formed by an outer surface which has one flat, or two diametrically opposed flats.

[0183] The mechanical coupling element of the interface sleeve can be formed by an external surface which has a polygonal cross-section with n faces, n being an integer, that is to say that the interface sleeve can have a profile with n sides.

[0184] The mechanical coupling element of the interface sleeve can be formed by a key formed on the outer surface.

[0185] The mechanical coupling element of the interface sleeve can be formed by one or more studs, for example cylindrical, formed on the outer surface.

[0186] The motorization device may include a motor and a transmission which are each housed in a separate dedicated block, and which are mechanically connected by a transmission element, for example a belt, a transmission chain or a gear train.

[0187] More generally, it is recalled that the invention is not limited to the examples described and represented.

Claims

1. Demands Railway braking system (4) for a railway vehicle (1) with brakes having at least one lining or at least one shoe, comprising a brake linkage (8) configured to act on at least one braking element (6) of the railway vehicle by means of at least one lining or at least one shoe, and further comprising an actuation mechanism (15) configured to act on the brake linkage (8) and a rotary actuation device (16) configured to be driven into rotation in a first direction of rotation and to actuate the actuation mechanism (15) to put the railway braking system (4) into a firm parking handbrake configuration, and to be driven into rotation in a second direction of rotation opposite to the first direction and to actuate the actuation mechanism (15) to put the railway braking system (4) into a loose parking handbrake configuration; and the railway braking system (4) further comprises an indicator device (21) including a main body (48), a drive member (70) mechanically attached to the actuation mechanism (15), a transmission member (71) movablely housed in translation within the main body (48) and cooperating mechanically with the drive member (70), and the indicator device (21) includes a first visual reference member (46) housed in the main body on a first side thereof and a second visual reference member (47) housed in the main body on a second side thereof, opposite the first side; the railway braking system (4) being configured so that, when the rotary actuation device (16) is driven into rotation in the first direction of rotation, the actuation mechanism (15) drives into rotation the drive member (70) which drives in translation the transmission member (71) towards a first extreme translation position which in turn causes the first visual reference member (46) to move towards a first indication position in which the first visual reference member (46) is made visible from outside the main body (48); and when the rotary actuation device (16) is driven in rotation in the second direction of rotation, the actuation mechanism (15) drives in rotation the drive member (70) which drives in translation the transmission member (71) towards a second extreme position of translation, opposite to the first extreme position of translation, in turn causing the second visual reference member (47) to move towards a second indication position, in which the second visual reference member (47) is made visible from outside the main body (48).

2. Railway braking system (4) according to claim 1, characterized in that the transmission member (71) has a first end (76) and a second end (77) opposite the first end (76), and in that when the transmission member (71) is in its first extreme translational position, the first end (76) of the transmission member (71) mechanically urges the first visual reference member (46) to position it in its first indication position, and in that when the transmission member (71) is in its second extreme translational position, the second end (77) of the transmission member (71) mechanically urges the second visual reference member (47) to position it in its second indication position.

3. Railway braking system (4) according to any one of claims 1 and 2, characterized in that the first visual reference member (46), respectively the second visual reference member (47), each comprise a pin (82) housed movable in translation in the main body (48) between its first indication position, respectively its second indication position, and a first retracted position, respectively a second retracted position, in which the pin (82) is made invisible from outside the main body (48).

4. Railway braking system (4) according to claim 3, characterized in that the first visual reference member (46), respectively the second visual reference member (47), each comprise a return member (83) configured to return the pin (82) to its first retracted position, respectively to its second retracted position.

5. Railway braking system (4) according to any one of claims 1 to 4, characterized in that the first visual reference element (46) has a first color or graphic element and the second visual reference element (47) has a second color or graphic element distinct from the first color or graphic element.

6. Railway braking system (4) according to any one of claims 1 to 5, characterized in that the first visual reference element (46), respectively the second visual reference element (47), each comprise a transparent or translucent cap (53) disposed opposite the first visual reference element (46), respectively the second visual reference element (47), and configured to receive the first visual reference element (46) in its first indication position, respectively the second visual reference element (47) in its second indication position.

7. Railway braking system (4) according to any one of claims 1 to 6, characterized in that the transmission member (71) comprises a transmission portion (78) configured to cooperate mechanically with the drive member (70) and in that the transmission portion (78) comprises mechanical decoupling zones (80) configured to inhibit mechanical cooperation between the drive member (70) and the transmission member (71).

8. Railway braking system (4) according to claim 7, characterized in that the drive member (70) comprises a wheel (72) having a drive track (74), and in that the transmission portion (78) and the drive track (74) are configured to form a mechanical friction transmission between the drive member (70) and the transmission member (71).

9. Railway braking system (4) according to claim 8, characterized in that the transmission portion (78) and / or the drive track (74) comprise a coating element configured to increase a coefficient of friction between the transmission portion (78) and / or the drive track (74).

10. Railway braking system (4) according to claim 9, characterized in that the coating element is formed by an elastomeric coating or one or more O-rings.

11. Railway braking system (4) according to claim 7, characterized in that the drive member (70) comprises a toothed wheel and the transmission member (71) comprises a toothed rod configured to mechanically engage with the toothed wheel to form a rack-type mechanical transmission between the drive member (70) and the transmission member (71).

12. Railway braking system (4) according to any one of claims 1 to 11, 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 (17) and by a second end opposite to the first end to the braking linkage (8).

13. Railway braking system (4) according to claim 12, comprising two separate rotary actuating devices (16), a return housing (18), two main transmission arms (17) each mechanically attached to a respective rotary actuating device (16) and to the return housing (18), a secondary transmission arm (19) mechanically attached by a first end to the return housing (18) and by a second end opposite to the first end to the screw / nut system (20).

14. Railway braking installation (3) comprising at least one railway braking system (4) according to any one of claims 1 to 13.

15. Railway braking installation (3) according to claim 14, 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 (9) to supply it to activate and / or deactivate at least one service brake function and / or one emergency brake function.

16. Rail vehicle (1) comprising a rail braking installation (3) according to one of claims 14 and 15.

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