Railway braking system for a railway vehicle having brakes with at least one shoe, and railway vehicle provided with such a system

Abstract

The invention relates to a railway braking system (1) including a cylinder (2) configured to act on a wheel (7) via a shoe holder (3) and so that in the parking brake configuration, a braking force applied to the wheel is a direct function of a braking force applied in the service or emergency brake configuration, a force transmission link (9) mechanically secured to the brake cylinder and to the shoe holder, an elastic device (20) configured to be biased by the cylinder and acting directly on the shoe holder, and an interface mechanism (4) interposed between the cylinder and the elastic device, the system being configured to allow the shoe holder to move via the link in a horizontal and / or vertical direction and also via the interface mechanism at least vertically translationally and / or pivotally, to follow the movement of the wheel.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is a U.S. National Stage Entry under 35 U.S.C. § 371 of International Patent Application No. PCT / FR2023 / 050088, filed Jan. 23, 2023, entitled RAILWAY BRAKING SYSTEM FOR A RAILWAY VEHICLE HAVING BRAKES WITH AT LEAST ONE SHOE, AND RAILWAY VEHICLE PROVIDED WITH SUCH A SYSTEM, which claims benefit of France Application No. FR2200572, filed Jan. 24, 2022, the entire disclosures of which are hereby incorporated by reference herein.TECHNICAL FIELD OF THE INVENTION

[0002] The invention relates to the field of braking of railway vehicles. It relates more particularly to a railway braking system with brakes with at least one shoe.

[0003] The invention also relates to a railway vehicle with brakes with at least one shoe including such a braking system.STATE OF THE ART

[0004] Patent application EP 2 826 684 describes a railway braking system wherein the braking force applied in the parking brake configuration is a direct function of the braking force applied in the service brake or emergency brake configuration. Indeed, the system includes a braking piston which is immobilised in the service or emergency braking position by a parking brake blocking device. This means that the braking piston can be immobilised in any position, which position is related to the travel that this piston has travelled and this travel depends on the force applied during the service or emergency braking phase.

[0005] In document EP 2 826 684, it is a system with brakes with linings and brake linkage provided with levers, for example substantially deformable. In other words, the term immobilise means that the force applied by the brake piston on the brake linkage in the working configuration of the parking brake does not decrease, or almost does not decrease. There may be some loss associated with the brake piston recoil, particularly the slight movement of the piston relative to the blocking device, when the service brake pressure chamber is drained. This loss is controlled and is defined by a very slight reduction in the force applied to the levers of the braking linkage.

[0006] In document EP 2 826 684, the system in particular overcomes the springs of known braking systems described for example in patent application EP 2 154 040 and which allow to apply the parking brake force on the braking linkage via the piston of the service brake cylinder.

[0007] There are also railway vehicles known as brakes with at least one shoe, or with at least one sole, these two terms being used interchangeably herein, which are generally equipped with braking systems with service and / or parking brake cylinders, including a body, a piston movable relative to the body under the effect of a pressurised fluid, the movement of this piston actuating a shoe holder, or sole holder, on which at least the shoe, or the sole, is mechanically secured, and causing a braking action such as the tightening of the shoe, or the sole, on a wheel of the vehicle.

[0008] Such a braking system is mounted on the railway vehicle, to be in contact with one or more wheels. In particular, it can be mechanically secured on a bogie, or on an axle fastened to the bogie, or else on another device of the drive motor or gearbox type also mounted on the bogie.

[0009] Furthermore, such a braking system, for a shoe brake, is provided with transmission links mechanically secured on the one hand to the shoe holder and on the other hand to the body of the braking system.

[0010] It is well known that railway vehicles are in particular equipped with suspension systems which inherently generate movements between the wheels and the rest of the vehicle, including the braking systems.

[0011] Consequently, due to the movements of the wheel, the fastening of the system on the vehicle support, the transmission links, and also the wear of both the wheel and the shoes, the latter can be in different positions relative to the wheel when a braking force is applied.

[0012] In addition, such a braking system, for a shoe brake, does not have a linkage with, for example, deformable levers, so that the braking force actually applied to the wheel may not be the same depending on the position of the shoes in relation to the wheel. This is even more true in the case of a parking brake application such as that described in particular in EP 2 826 684, in particular at the time when the service brake pressure chamber is drained. In other words, the loss to recoil may not be negligible.DESCRIPTION OF THE INVENTION

[0013] The invention relates to a railway braking system with brakes with at least one shoe, wherein the braking force applied in the parking brake configuration is a direct function of the braking force applied in the service or emergency brake configuration, and which is simple, convenient and economical while being particularly reliable in the application of the braking force, both in service or emergency brake configuration and in parking brake configuration.

[0014] The object of the invention is therefore, in a first aspect, a railway braking system for a railway vehicle with brakes with at least one shoe, including a shoe holder configured to carry said at least one shoe, a brake cylinder configured to act on at least one wheel of the railway vehicle via the shoe holder, and at least one force transmission link mechanically secured on the one hand to the brake cylinder and on the other hand to the shoe holder, the braking system being configured to allow the shoe holder, via the at least one force transmission link, to move in a horizontal direction and / or in a vertical direction to follow the position of the wheel to be braked on the railway vehicle; characterised in that the brake cylinder is configured so that in the parking brake configuration, a braking force applied to the wheel of the vehicle is a direct function of a braking force applied in the service or emergency brake configuration, and in that the railway braking system includes an elastic device configured to be biased by the brake cylinder and acting directly on the shoe holder, as well as an interface mechanism interposed between the brake cylinder and the elastic device and configured to also allow movement of the shoe holder, at least vertically translationally and / or pivotally, to follow the movement of the wheel to be braked of the railway vehicle.

[0015] The railway braking system according to the invention thus offers the possibility of using an apparatus which in particular does not require the springs of known braking systems described for example in patent application EP 2 154 040, on vehicles equipped with shoe brakes, while being particularly reliable and precise in the application of the braking force.

[0016] In other words, thanks to the braking system according to the invention, the braking force applied by the shoes of the system on the wheel of the railway vehicle is normally substantially homogeneous regardless of the position of the shoe holder relative to the wheel and more generally regardless of the position of the wheel in relation to the system.

[0017] Preferred, simple, convenient and economical features of the railway braking system according to the invention are presented below.

[0018] The brake cylinder includes a body and an actuating rod movable relative to the body and which is mechanically secured by a free end to the interface mechanism.

[0019] The interface mechanism includes a device for locking / unlocking the brake cylinder actuating rod in position.

[0020] The interface mechanism includes a main member from which one or more pivot parts project laterally and from which a slide connection projects frontally towards the shoe holder.

[0021] The interface mechanism includes one or more connecting jumpers mounted movable in rotation around the pivot part(s), and one or more slide parts mounted to move in horizontal and / or vertical translation between the connecting jumper(s) and the elastic device.

[0022] The connecting jumper(s) ensure the pivoting of the shoe holder relative to the brake cylinder.

[0023] The slide part(s) allow to facilitate the vertical and / or horizontal axial movement of the shoe holder relative to the brake cylinder.

[0024] The slide part(s) have a C shape, having a large branch configured to bear against the elastic device, and two small branches extending on either side of the large branch and forming a space for receiving the connecting jumper(s).

[0025] The interface mechanism includes at least one device forming an axial sliding stop for the slide part.

[0026] The elastic device and the interface mechanism are housed in a chamber formed in the shoe holder, opposite a face for mounting one or more shoes.

[0027] The shoe holder is provided with one or more covers for closing the chamber.

[0028] The elastic device includes a plurality of elastic blades disposed vertically against each other.

[0029] The brake cylinder includes a pneumatically and / or electrically powered actuation mechanism.

[0030] The object of the invention is also, in a second aspect, a railway vehicle with a shoe brake, including at least one railway braking system as described above and which is configured to act on at least one wheel of the vehicle.BRIEF DESCRIPTION OF THE FIGURES

[0031] The description of the invention will now be continued with the description of exemplary embodiments, given below by way of illustration and in a non-limiting manner, with reference to the appended drawings.

[0032] FIG. 1 schematically and kinematically illustrates a railway braking system according to the invention acting on a wheel of a shoe brake railway vehicle including this system.

[0033] FIG. 2 is a perspective view, taken from the side, of an exemplary embodiment of the railway braking system of FIG. 1.

[0034] FIG. 3 is a partial perspective view of the railway braking system of FIG. 2.

[0035] FIG. 4 illustrates in exploded perspective a shoe holder and an interface mechanism of the railway braking system visible in FIG. 3.

[0036] FIG. 5 is a view similar to that of FIG. 4, from a different angle of view.

[0037] FIG. 6 is a view similar to that of FIG. 3 but cut away so as to partially visualise in particular the interface mechanism housed in the shoe holder.

[0038] FIG. 7 is a partial sectional view of the railway braking system visible in FIG. 3, in a first braking configuration.

[0039] FIG. 8 is similar to that of FIG. 7, in a second braking configuration.

[0040] FIG. 9 is a partial sectional view of the railway braking system visible in FIG. 3, in a position where the shoe holder is pivoted downwards.

[0041] FIG. 10 is similar to that of FIG. 9, in a configuration where the shoe holder is pivoted upwards.

[0042] FIG. 11 is a partial sectional view of the railway braking system visible in FIG. 2, in a first wear position of the shoe holder.

[0043] FIG. 12 is similar to that of FIG. 11, in a second wear position of the shoe holder.DETAILED DESCRIPTION

[0044] FIGS. 1 and 2 illustrate schematically and in side perspective a railway braking system 1 including a railway brake cylinder 2 to which a shoe holder 3 is coupled via an interface mechanism 4.

[0045] The railway braking system 1 is here configured to be mounted on a railway vehicle called shoe brake railway vehicle.

[0046] The shoe holder 3 is designed to receive, on a mounting face 5, one or more braking shoes 6 configured to be in contact with a wheel 7 of the railway vehicle for the braking of the latter and / or its immobilisation.

[0047] The brake cylinder 2 here includes an actuation mechanism which is pneumatically and / or electrically powered and configured so that in the parking brake configuration, a braking force applied to the wheel 7 is a direct function of a braking force applied in the service brake or emergency brake configuration.

[0048] The brake cylinder 2 is mechanically secured on a bogie, or on an axle fastened to the bogie, or on another device of the drive motor or gearbox type also mounted on the bogie, belonging to the railway vehicle, as illustrated by the reference 8.

[0049] The railway braking system 1 here includes force transmission links 9 mechanically secured by a first end to the brake cylinder 2 and by a second end, opposite its first end, to the shoe holder 3.

[0050] The brake cylinder 2 here includes a body 10, a braking mechanism (not shown) movable inside the body 10 in a first axial direction and an actuating rod 12, or push rod, movable relative to the body 10 in a second axial direction represented by an arrow 11, orthogonal to the first axial direction.

[0051] The braking mechanism is configured on the one hand to act on and to move the actuating rod 12.

[0052] The braking mechanism can be formed for example by a piston or more generally by a mechanical element.

[0053] The actuating rod 12 projects from the body 10 and is mechanically secured by a free end to the interface mechanism 4.

[0054] In the example illustrated, the interface mechanism 4 of the railway braking system 1 includes a device 14 for locking / unlocking the actuating rod 12 of the brake cylinder 2 in position.

[0055] The brake cylinder 2 is provided with attachment arms 13 projecting from the body 10 and to which the force transmission links 9 are mechanically secured.

[0056] FIG. 2 shows in particular that the railway braking system 1 is configured to allow the shoe holder 3, via the force transmission links 9, to move in a horizontal direction by a distance D1 and / or or in a vertical direction at a distance D2 to follow the position of the wheel to be braked of the railway vehicle.

[0057] This movement is made possible by the assembly of the force transmission links 9 which can substantially pivot by their second end around the attachment arms 13.

[0058] The shoe holder 3 and the interface mechanism 4 will now be described with reference to FIGS. 3 to 6.

[0059] The shoe holder 3 includes a main body 15 wherein a main recess is formed here forming a chamber 16 intended to accommodate the interface mechanism 4 as well as an elastic device 20 of the railway braking system 1.

[0060] Such an elastic device 20 is here configured to be biased by the brake cylinder 2, in particular its actuating rod 12 and via the interface mechanism 4, and to act directly on the shoe holder 3.

[0061] The elastic device 20 and the interface mechanism 4 are therefore housed in the chamber 16 formed in the shoe holder 3, opposite its face 5 for mounting one or more shoes.

[0062] The shoe holder 3 is here provided with several closing covers 17, 18 mechanically secured laterally and frontally on the main body 15 of the shoe holder 3, via fastening screws 21, and a seal 19 mounted on the front cover around the free end of the actuating rod 12.

[0063] In particular, in the example illustrated, the chamber 16 of the shoe holder 3 is provided here with a central cavity 22, with two lateral cavities 23 delimited from the central cavity 22 by side walls 24 and with a recess 25 made at the bottom of the central cavity 22.

[0064] The main body 15 of the shoe holder 3 has a front attachment face 26 from which project guide pins 27 for mounting the front cover 18, and side attachment faces 28 for mounting the side covers 17.

[0065] Notches 29 are formed on the front attachment face 26 for receiving a stop screw 30 (FIG. 6).

[0066] The elastic device 20 here includes two sets of a plurality of elastic blades 31 disposed vertically against each other, each set of elastic blades 31 being housed in a respective lateral cavity 23.

[0067] In the example illustrated, the elastic blades 31 have a substantially rectangular shape with a dome-shaped boss on one long side.

[0068] Other shapes of elastic blades are possible, for example rectangular without boss, or with a boss on each long side, oval, square, etc.

[0069] Furthermore, the elastic blades can be made of metal, for example from steel, or of elastomer, or of composite materials.

[0070] The interface mechanism 4 includes a main member 32 here in the form of a ball joint, having an internal space 33 wherein the locking / unlocking mechanism 14 is housed and where the control rod 12 is secured by a connecting part 34.

[0071] The interface mechanism 4 includes pivot parts 35, formed here for example by round protuberances, which project laterally from the main member 32 and a slide connection 36, formed here for example by a protuberance, which projects frontally from the main member 32 towards the shoe holder 3.

[0072] The main member 32 is designed to be housed in the main cavity 22 of the chamber 16, with the slide connection 36 housed in the recess 25 made at the bottom of the central cavity 22.

[0073] The interface mechanism 4 includes an unlocking tab 37 mechanically secured to the locking / unlocking mechanism 14 and extending downwards projecting from the main member 32.

[0074] Note that a through hole (not visible) is formed in the main body 15 of the shoe holder 3, and opens into the main cavity 22 for the passage of the unlocking tab 37 so that the latter is accessible from the outside of the main body 15 of the shoe holder 3.

[0075] The interface mechanism 4 includes connecting jumpers 38 mounted movable in rotation around the pivot parts 35 and are provided to ensure the pivoting of the shoe holder 3 relative to the brake cylinder 2, due to the movement of the force transmission links.

[0076] The connecting jumpers 38 here have, in section, an L shape, with an orifice 39 formed in a large branch 40 of the L for the at least partial reception of a respective pivot part 35, and a small branch 41 of the L which is in the immediate vicinity of a respective side of the slide connection 36.

[0077] The interface mechanism 4 includes slide parts 42 which facilitate the vertical and / or horizontal axial movement of the shoe holder 3 relative to the brake cylinder 2, due to the movement of the force transmission links.

[0078] The slide parts 42 are mounted movable in horizontal and / or vertical translation between the connecting jumpers 38 and the sets of elastic blades 31 of the elastic device 20.

[0079] The slide parts 42 each have, in the illustrated example, a C shape, having a large branch 43 configured to bear against a respective set of elastic blades 31 of the elastic device 20, and two small branches 44 extending on either side of the large branch 43 and forming a reception space for a respective connecting jumper 38.

[0080] A complementary notch 45 is provided on each small branch 44 to form, with a respective notch 29 and a stop screw 30, a device forming an axial sliding stop for the respective slide part 42.

[0081] The slide parts 42, together with the connecting jumpers 38, are housed in the lateral cavities 23, with the large branches 43 of the slide parts 42 which are located opposite the respective sets of elastic blades 31 of the elastic device 20.

[0082] Thus, the interface mechanism 4 is interposed between the brake cylinder 2, in particular its actuating rod 12, and the elastic device 20.

[0083] The interface mechanism 4 is furthermore configured to also allow movement of the shoe holder 3, at least vertically translationally and / or pivotally, to follow the movement of the wheel to be braked of the railway vehicle.

[0084] FIGS. 7 and 8 show the railway braking system 1 in different braking configurations, respectively in a first braking configuration where the actuating rod 12 has been moved forward, so as to act on the shoe holder 3; and in a second braking configuration where the actuating rod 12 has been moved backwards, for example due to backlash.

[0085] In the first configuration, the actuating rod 12 acts on the main member 32 of the interface mechanism 4 which, via its connecting jumpers 38, acts on the slide parts 42, with the large branch 43 of each slide part 42 which bears against a respective set of elastic blades 31 of the elastic device 20. The elastic blades 31 are thus in a compressed state, resting against the bottom of the respective lateral cavities 23, and the force applied to the shoe holder 3 is optimal.

[0086] In the second configuration, the actuating rod 12 has recoiled slightly and the force applied to the interface mechanism 4 could decrease. The elastic blades 31 then return to a stable position wherein they are not or are less compressed than in the first configuration. The elastic blades 31 then move away partially, in particular in the centre, from the bottom of the respective lateral cavities 23. Thus, the elastic properties of the elastic blades 31 of the elastic device 20 allow to limit the effort potentially lost during recoil.

[0087] Between the first and second configurations, it is seen that the slide parts 42 have been moved, together with the connecting jumpers 38 and therefore the main member 32 via the pivot parts 35 to axially abut substantially against an internal wall of the front closing cover 18.

[0088] FIGS. 9 and 10 show how the shoe holder 3 can pivot, upwards or downwards, around the actuating rod 12 to follow the movement of the wheel of the railway vehicle.

[0089] In particular, these are the connecting jumpers 38 which pivot around the pivot parts 35 projecting from the main member 32 of the interface mechanism 4, without preventing the large branches 43 of the slide parts 42 from bearing against the respective sets of elastic blades 31 of the elastic device 20.

[0090] In FIG. 9, the shoe holder 3 is pivoted by an angle A1 so that the shoe holder is directed upwards, while in FIG. 10, the shoe holder 3 is pivoted by an angle A2 so that the shoe holder is pointing downwards.

[0091] Here, the elastic blades 31 are shown in a state which is not completely compressed but, of course, they could be in a completely compressed state as in FIG. 8.

[0092] FIGS. 11 and 12 show the shoe holder 3 respectively in a first wear position and in a second wear position.

[0093] In other words, FIGS. 11 and 12 show the vertical axial movement of the slide parts 42 relative to the connecting jumpers 38, due to the movement of the shoe holder 3 driven by the force transmission links 9.

[0094] In particular, in FIG. 11, the slide part 42 is moved upwards by a distance V1, with its large branch 43 which slides vertically along the small branch 41 of the connecting jumper 38. In this first wear position, the connecting jumper 38 is also in contact with the small branch 44 of the slide part 42 which is located downwards and therefore at a distance from the small branch 44 of the slide part 42 which is located upwards.

[0095] In FIG. 12, the slide part 42 is moved downwards by a distance V2, with its large branch 43 which slides vertically along the small branch 41 of the connecting jumper 38. In this second wear position, the connecting jumper 38 is also in contact with the small branch 44 of the slide part 42 which is located upwards and therefore at a distance from the small branch 44 of the slide part 42 which is located downwards.

[0096] Note that the locking tab can be mechanically secured to a locking finger mounted on the connecting part between the actuating rod and the main member of the locking / unlocking mechanism.

[0097] Such a system can be used not only to lock the actuating rod in position, for example to limit its recoil movement, but can alternatively or additionally be used to screw the system back and in particular to put the shoe holder in the nominal position, for example when the shoes were changed.

[0098] Note that the body of the brake cylinder and / or the links and / or the shoe holder can be made of metal or can be made from aluminium and / or magnesium, and / or from carbon, carbon or polymer fibres.

[0099] The elastic device may include one or more elastic blades and / or one or more spring washers, and / or one or more elastomer blocks and / or members made from composite materials.

[0100] More generally, the invention is not limited to the examples described and shown.

Examples

Embodiment Construction

[0044]FIGS. 1 and 2 illustrate schematically and in side perspective a railway braking system 1 including a railway brake cylinder 2 to which a shoe holder 3 is coupled via an interface mechanism 4.

[0045]The railway braking system 1 is here configured to be mounted on a railway vehicle called shoe brake railway vehicle.

[0046]The shoe holder 3 is designed to receive, on a mounting face 5, one or more braking shoes 6 configured to be in contact with a wheel 7 of the railway vehicle for the braking of the latter and / or its immobilisation.

[0047]The brake cylinder 2 here includes an actuation mechanism which is pneumatically and / or electrically powered and configured so that in the parking brake configuration, a braking force applied to the wheel 7 is a direct function of a braking force applied in the service brake or emergency brake configuration.

[0048]The brake cylinder 2 is mechanically secured on a bogie, or on an axle fastened to the bogie, or on another device of the drive motor o...

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is a U.S. National Stage Entry under 35 U.S.C. § 371 of International Patent Application No. PCT / FR2023 / 050088, filed Jan. 23, 2023, entitled RAILWAY BRAKING SYSTEM FOR A RAILWAY VEHICLE HAVING BRAKES WITH AT LEAST ONE SHOE, AND RAILWAY VEHICLE PROVIDED WITH SUCH A SYSTEM, which claims benefit of France Application No. FR2200572, filed Jan. 24, 2022, the entire disclosures of which are hereby incorporated by reference herein.TECHNICAL FIELD OF THE INVENTION

[0002] The invention relates to the field of braking of railway vehicles. It relates more particularly to a railway braking system with brakes with at least one shoe.

[0003] The invention also relates to a railway vehicle with brakes with at least one shoe including such a braking system.STATE OF THE ART

[0004] Patent application EP 2 826 684 describes a railway braking system wherein the braking force applied in the parking brake configuration is a direct function of the braking force applied in the service brake or emergency brake configuration. Indeed, the system includes a braking piston which is immobilised in the service or emergency braking position by a parking brake blocking device. This means that the braking piston can be immobilised in any position, which position is related to the travel that this piston has travelled and this travel depends on the force applied during the service or emergency braking phase.

[0005] In document EP 2 826 684, it is a system with brakes with linings and brake linkage provided with levers, for example substantially deformable. In other words, the term immobilise means that the force applied by the brake piston on the brake linkage in the working configuration of the parking brake does not decrease, or almost does not decrease. There may be some loss associated with the brake piston recoil, particularly the slight movement of the piston relative to the blocking device, when the service brake pressure chamber is drained. This loss is controlled and is defined by a very slight reduction in the force applied to the levers of the braking linkage.

[0006] In document EP 2 826 684, the system in particular overcomes the springs of known braking systems described for example in patent application EP 2 154 040 and which allow to apply the parking brake force on the braking linkage via the piston of the service brake cylinder.

[0007] There are also railway vehicles known as brakes with at least one shoe, or with at least one sole, these two terms being used interchangeably herein, which are generally equipped with braking systems with service and / or parking brake cylinders, including a body, a piston movable relative to the body under the effect of a pressurised fluid, the movement of this piston actuating a shoe holder, or sole holder, on which at least the shoe, or the sole, is mechanically secured, and causing a braking action such as the tightening of the shoe, or the sole, on a wheel of the vehicle.

[0008] Such a braking system is mounted on the railway vehicle, to be in contact with one or more wheels. In particular, it can be mechanically secured on a bogie, or on an axle fastened to the bogie, or else on another device of the drive motor or gearbox type also mounted on the bogie.

[0009] Furthermore, such a braking system, for a shoe brake, is provided with transmission links mechanically secured on the one hand to the shoe holder and on the other hand to the body of the braking system.

[0010] It is well known that railway vehicles are in particular equipped with suspension systems which inherently generate movements between the wheels and the rest of the vehicle, including the braking systems.

[0011] Consequently, due to the movements of the wheel, the fastening of the system on the vehicle support, the transmission links, and also the wear of both the wheel and the shoes, the latter can be in different positions relative to the wheel when a braking force is applied.

[0012] In addition, such a braking system, for a shoe brake, does not have a linkage with, for example, deformable levers, so that the braking force actually applied to the wheel may not be the same depending on the position of the shoes in relation to the wheel. This is even more true in the case of a parking brake application such as that described in particular in EP 2 826 684, in particular at the time when the service brake pressure chamber is drained. In other words, the loss to recoil may not be negligible.DESCRIPTION OF THE INVENTION

[0013] The invention relates to a railway braking system with brakes with at least one shoe, wherein the braking force applied in the parking brake configuration is a direct function of the braking force applied in the service or emergency brake configuration, and which is simple, convenient and economical while being particularly reliable in the application of the braking force, both in service or emergency brake configuration and in parking brake configuration.

[0014] The object of the invention is therefore, in a first aspect, a railway braking system for a railway vehicle with brakes with at least one shoe, including a shoe holder configured to carry said at least one shoe, a brake cylinder configured to act on at least one wheel of the railway vehicle via the shoe holder, and at least one force transmission link mechanically secured on the one hand to the brake cylinder and on the other hand to the shoe holder, the braking system being configured to allow the shoe holder, via the at least one force transmission link, to move in a horizontal direction and / or in a vertical direction to follow the position of the wheel to be braked on the railway vehicle; characterised in that the brake cylinder is configured so that in the parking brake configuration, a braking force applied to the wheel of the vehicle is a direct function of a braking force applied in the service or emergency brake configuration, and in that the railway braking system includes an elastic device configured to be biased by the brake cylinder and acting directly on the shoe holder, as well as an interface mechanism interposed between the brake cylinder and the elastic device and configured to also allow movement of the shoe holder, at least vertically translationally and / or pivotally, to follow the movement of the wheel to be braked of the railway vehicle.

[0015] The railway braking system according to the invention thus offers the possibility of using an apparatus which in particular does not require the springs of known braking systems described for example in patent application EP 2 154 040, on vehicles equipped with shoe brakes, while being particularly reliable and precise in the application of the braking force.

[0016] In other words, thanks to the braking system according to the invention, the braking force applied by the shoes of the system on the wheel of the railway vehicle is normally substantially homogeneous regardless of the position of the shoe holder relative to the wheel and more generally regardless of the position of the wheel in relation to the system.

[0017] Preferred, simple, convenient and economical features of the railway braking system according to the invention are presented below.

[0018] The brake cylinder includes a body and an actuating rod movable relative to the body and which is mechanically secured by a free end to the interface mechanism.

[0019] The interface mechanism includes a device for locking / unlocking the brake cylinder actuating rod in position.

[0020] The interface mechanism includes a main member from which one or more pivot parts project laterally and from which a slide connection projects frontally towards the shoe holder.

[0021] The interface mechanism includes one or more connecting jumpers mounted movable in rotation around the pivot part(s), and one or more slide parts mounted to move in horizontal and / or vertical translation between the connecting jumper(s) and the elastic device.

[0022] The connecting jumper(s) ensure the pivoting of the shoe holder relative to the brake cylinder.

[0023] The slide part(s) allow to facilitate the vertical and / or horizontal axial movement of the shoe holder relative to the brake cylinder.

[0024] The slide part(s) have a C shape, having a large branch configured to bear against the elastic device, and two small branches extending on either side of the large branch and forming a space for receiving the connecting jumper(s).

[0025] The interface mechanism includes at least one device forming an axial sliding stop for the slide part.

[0026] The elastic device and the interface mechanism are housed in a chamber formed in the shoe holder, opposite a face for mounting one or more shoes.

[0027] The shoe holder is provided with one or more covers for closing the chamber.

[0028] The elastic device includes a plurality of elastic blades disposed vertically against each other.

[0029] The brake cylinder includes a pneumatically and / or electrically powered actuation mechanism.

[0030] The object of the invention is also, in a second aspect, a railway vehicle with a shoe brake, including at least one railway braking system as described above and which is configured to act on at least one wheel of the vehicle.BRIEF DESCRIPTION OF THE FIGURES

[0031] The description of the invention will now be continued with the description of exemplary embodiments, given below by way of illustration and in a non-limiting manner, with reference to the appended drawings.

[0032] FIG. 1 schematically and kinematically illustrates a railway braking system according to the invention acting on a wheel of a shoe brake railway vehicle including this system.

[0033] FIG. 2 is a perspective view, taken from the side, of an exemplary embodiment of the railway braking system of FIG. 1.

[0034] FIG. 3 is a partial perspective view of the railway braking system of FIG. 2.

[0035] FIG. 4 illustrates in exploded perspective a shoe holder and an interface mechanism of the railway braking system visible in FIG. 3.

[0036] FIG. 5 is a view similar to that of FIG. 4, from a different angle of view.

[0037] FIG. 6 is a view similar to that of FIG. 3 but cut away so as to partially visualise in particular the interface mechanism housed in the shoe holder.

[0038] FIG. 7 is a partial sectional view of the railway braking system visible in FIG. 3, in a first braking configuration.

[0039] FIG. 8 is similar to that of FIG. 7, in a second braking configuration.

[0040] FIG. 9 is a partial sectional view of the railway braking system visible in FIG. 3, in a position where the shoe holder is pivoted downwards.

[0041] FIG. 10 is similar to that of FIG. 9, in a configuration where the shoe holder is pivoted upwards.

[0042] FIG. 11 is a partial sectional view of the railway braking system visible in FIG. 2, in a first wear position of the shoe holder.

[0043] FIG. 12 is similar to that of FIG. 11, in a second wear position of the shoe holder.DETAILED DESCRIPTION

[0044] FIGS. 1 and 2 illustrate schematically and in side perspective a railway braking system 1 including a railway brake cylinder 2 to which a shoe holder 3 is coupled via an interface mechanism 4.

[0045] The railway braking system 1 is here configured to be mounted on a railway vehicle called shoe brake railway vehicle.

[0046] The shoe holder 3 is designed to receive, on a mounting face 5, one or more braking shoes 6 configured to be in contact with a wheel 7 of the railway vehicle for the braking of the latter and / or its immobilisation.

[0047] The brake cylinder 2 here includes an actuation mechanism which is pneumatically and / or electrically powered and configured so that in the parking brake configuration, a braking force applied to the wheel 7 is a direct function of a braking force applied in the service brake or emergency brake configuration.

[0048] The brake cylinder 2 is mechanically secured on a bogie, or on an axle fastened to the bogie, or on another device of the drive motor or gearbox type also mounted on the bogie, belonging to the railway vehicle, as illustrated by the reference 8.

[0049] The railway braking system 1 here includes force transmission links 9 mechanically secured by a first end to the brake cylinder 2 and by a second end, opposite its first end, to the shoe holder 3.

[0050] The brake cylinder 2 here includes a body 10, a braking mechanism (not shown) movable inside the body 10 in a first axial direction and an actuating rod 12, or push rod, movable relative to the body 10 in a second axial direction represented by an arrow 11, orthogonal to the first axial direction.

[0051] The braking mechanism is configured on the one hand to act on and to move the actuating rod 12.

[0052] The braking mechanism can be formed for example by a piston or more generally by a mechanical element.

[0053] The actuating rod 12 projects from the body 10 and is mechanically secured by a free end to the interface mechanism 4.

[0054] In the example illustrated, the interface mechanism 4 of the railway braking system 1 includes a device 14 for locking / unlocking the actuating rod 12 of the brake cylinder 2 in position.

[0055] The brake cylinder 2 is provided with attachment arms 13 projecting from the body 10 and to which the force transmission links 9 are mechanically secured.

[0056] FIG. 2 shows in particular that the railway braking system 1 is configured to allow the shoe holder 3, via the force transmission links 9, to move in a horizontal direction by a distance D1 and / or or in a vertical direction at a distance D2 to follow the position of the wheel to be braked of the railway vehicle.

[0057] This movement is made possible by the assembly of the force transmission links 9 which can substantially pivot by their second end around the attachment arms 13.

[0058] The shoe holder 3 and the interface mechanism 4 will now be described with reference to FIGS. 3 to 6.

[0059] The shoe holder 3 includes a main body 15 wherein a main recess is formed here forming a chamber 16 intended to accommodate the interface mechanism 4 as well as an elastic device 20 of the railway braking system 1.

[0060] Such an elastic device 20 is here configured to be biased by the brake cylinder 2, in particular its actuating rod 12 and via the interface mechanism 4, and to act directly on the shoe holder 3.

[0061] The elastic device 20 and the interface mechanism 4 are therefore housed in the chamber 16 formed in the shoe holder 3, opposite its face 5 for mounting one or more shoes.

[0062] The shoe holder 3 is here provided with several closing covers 17, 18 mechanically secured laterally and frontally on the main body 15 of the shoe holder 3, via fastening screws 21, and a seal 19 mounted on the front cover around the free end of the actuating rod 12.

[0063] In particular, in the example illustrated, the chamber 16 of the shoe holder 3 is provided here with a central cavity 22, with two lateral cavities 23 delimited from the central cavity 22 by side walls 24 and with a recess 25 made at the bottom of the central cavity 22.

[0064] The main body 15 of the shoe holder 3 has a front attachment face 26 from which project guide pins 27 for mounting the front cover 18, and side attachment faces 28 for mounting the side covers 17.

[0065] Notches 29 are formed on the front attachment face 26 for receiving a stop screw 30 (FIG. 6).

[0066] The elastic device 20 here includes two sets of a plurality of elastic blades 31 disposed vertically against each other, each set of elastic blades 31 being housed in a respective lateral cavity 23.

[0067] In the example illustrated, the elastic blades 31 have a substantially rectangular shape with a dome-shaped boss on one long side.

[0068] Other shapes of elastic blades are possible, for example rectangular without boss, or with a boss on each long side, oval, square, etc.

[0069] Furthermore, the elastic blades can be made of metal, for example from steel, or of elastomer, or of composite materials.

[0070] The interface mechanism 4 includes a main member 32 here in the form of a ball joint, having an internal space 33 wherein the locking / unlocking mechanism 14 is housed and where the control rod 12 is secured by a connecting part 34.

[0071] The interface mechanism 4 includes pivot parts 35, formed here for example by round protuberances, which project laterally from the main member 32 and a slide connection 36, formed here for example by a protuberance, which projects frontally from the main member 32 towards the shoe holder 3.

[0072] The main member 32 is designed to be housed in the main cavity 22 of the chamber 16, with the slide connection 36 housed in the recess 25 made at the bottom of the central cavity 22.

[0073] The interface mechanism 4 includes an unlocking tab 37 mechanically secured to the locking / unlocking mechanism 14 and extending downwards projecting from the main member 32.

[0074] Note that a through hole (not visible) is formed in the main body 15 of the shoe holder 3, and opens into the main cavity 22 for the passage of the unlocking tab 37 so that the latter is accessible from the outside of the main body 15 of the shoe holder 3.

[0075] The interface mechanism 4 includes connecting jumpers 38 mounted movable in rotation around the pivot parts 35 and are provided to ensure the pivoting of the shoe holder 3 relative to the brake cylinder 2, due to the movement of the force transmission links.

[0076] The connecting jumpers 38 here have, in section, an L shape, with an orifice 39 formed in a large branch 40 of the L for the at least partial reception of a respective pivot part 35, and a small branch 41 of the L which is in the immediate vicinity of a respective side of the slide connection 36.

[0077] The interface mechanism 4 includes slide parts 42 which facilitate the vertical and / or horizontal axial movement of the shoe holder 3 relative to the brake cylinder 2, due to the movement of the force transmission links.

[0078] The slide parts 42 are mounted movable in horizontal and / or vertical translation between the connecting jumpers 38 and the sets of elastic blades 31 of the elastic device 20.

[0079] The slide parts 42 each have, in the illustrated example, a C shape, having a large branch 43 configured to bear against a respective set of elastic blades 31 of the elastic device 20, and two small branches 44 extending on either side of the large branch 43 and forming a reception space for a respective connecting jumper 38.

[0080] A complementary notch 45 is provided on each small branch 44 to form, with a respective notch 29 and a stop screw 30, a device forming an axial sliding stop for the respective slide part 42.

[0081] The slide parts 42, together with the connecting jumpers 38, are housed in the lateral cavities 23, with the large branches 43 of the slide parts 42 which are located opposite the respective sets of elastic blades 31 of the elastic device 20.

[0082] Thus, the interface mechanism 4 is interposed between the brake cylinder 2, in particular its actuating rod 12, and the elastic device 20.

[0083] The interface mechanism 4 is furthermore configured to also allow movement of the shoe holder 3, at least vertically translationally and / or pivotally, to follow the movement of the wheel to be braked of the railway vehicle.

[0084] FIGS. 7 and 8 show the railway braking system 1 in different braking configurations, respectively in a first braking configuration where the actuating rod 12 has been moved forward, so as to act on the shoe holder 3; and in a second braking configuration where the actuating rod 12 has been moved backwards, for example due to backlash.

[0085] In the first configuration, the actuating rod 12 acts on the main member 32 of the interface mechanism 4 which, via its connecting jumpers 38, acts on the slide parts 42, with the large branch 43 of each slide part 42 which bears against a respective set of elastic blades 31 of the elastic device 20. The elastic blades 31 are thus in a compressed state, resting against the bottom of the respective lateral cavities 23, and the force applied to the shoe holder 3 is optimal.

[0086] In the second configuration, the actuating rod 12 has recoiled slightly and the force applied to the interface mechanism 4 could decrease. The elastic blades 31 then return to a stable position wherein they are not or are less compressed than in the first configuration. The elastic blades 31 then move away partially, in particular in the centre, from the bottom of the respective lateral cavities 23. Thus, the elastic properties of the elastic blades 31 of the elastic device 20 allow to limit the effort potentially lost during recoil.

[0087] Between the first and second configurations, it is seen that the slide parts 42 have been moved, together with the connecting jumpers 38 and therefore the main member 32 via the pivot parts 35 to axially abut substantially against an internal wall of the front closing cover 18.

[0088] FIGS. 9 and 10 show how the shoe holder 3 can pivot, upwards or downwards, around the actuating rod 12 to follow the movement of the wheel of the railway vehicle.

[0089] In particular, these are the connecting jumpers 38 which pivot around the pivot parts 35 projecting from the main member 32 of the interface mechanism 4, without preventing the large branches 43 of the slide parts 42 from bearing against the respective sets of elastic blades 31 of the elastic device 20.

[0090] In FIG. 9, the shoe holder 3 is pivoted by an angle A1 so that the shoe holder is directed upwards, while in FIG. 10, the shoe holder 3 is pivoted by an angle A2 so that the shoe holder is pointing downwards.

[0091] Here, the elastic blades 31 are shown in a state which is not completely compressed but, of course, they could be in a completely compressed state as in FIG. 8.

[0092] FIGS. 11 and 12 show the shoe holder 3 respectively in a first wear position and in a second wear position.

[0093] In other words, FIGS. 11 and 12 show the vertical axial movement of the slide parts 42 relative to the connecting jumpers 38, due to the movement of the shoe holder 3 driven by the force transmission links 9.

[0094] In particular, in FIG. 11, the slide part 42 is moved upwards by a distance V1, with its large branch 43 which slides vertically along the small branch 41 of the connecting jumper 38. In this first wear position, the connecting jumper 38 is also in contact with the small branch 44 of the slide part 42 which is located downwards and therefore at a distance from the small branch 44 of the slide part 42 which is located upwards.

[0095] In FIG. 12, the slide part 42 is moved downwards by a distance V2, with its large branch 43 which slides vertically along the small branch 41 of the connecting jumper 38. In this second wear position, the connecting jumper 38 is also in contact with the small branch 44 of the slide part 42 which is located upwards and therefore at a distance from the small branch 44 of the slide part 42 which is located downwards.

[0096] Note that the locking tab can be mechanically secured to a locking finger mounted on the connecting part between the actuating rod and the main member of the locking / unlocking mechanism.

[0097] Such a system can be used not only to lock the actuating rod in position, for example to limit its recoil movement, but can alternatively or additionally be used to screw the system back and in particular to put the shoe holder in the nominal position, for example when the shoes were changed.

[0098] Note that the body of the brake cylinder and / or the links and / or the shoe holder can be made of metal or can be made from aluminium and / or magnesium, and / or from carbon, carbon or polymer fibres.

[0099] The elastic device may include one or more elastic blades and / or one or more spring washers, and / or one or more elastomer blocks and / or members made from composite materials.

[0100] More generally, the invention is not limited to the examples described and shown.

Examples

Embodiment Construction

[0044]FIGS. 1 and 2 illustrate schematically and in side perspective a railway braking system 1 including a railway brake cylinder 2 to which a shoe holder 3 is coupled via an interface mechanism 4.

[0045]The railway braking system 1 is here configured to be mounted on a railway vehicle called shoe brake railway vehicle.

[0046]The shoe holder 3 is designed to receive, on a mounting face 5, one or more braking shoes 6 configured to be in contact with a wheel 7 of the railway vehicle for the braking of the latter and / or its immobilisation.

[0047]The brake cylinder 2 here includes an actuation mechanism which is pneumatically and / or electrically powered and configured so that in the parking brake configuration, a braking force applied to the wheel 7 is a direct function of a braking force applied in the service brake or emergency brake configuration.

[0048]The brake cylinder 2 is mechanically secured on a bogie, or on an axle fastened to the bogie, or on another device of the drive motor o...

Claims

1. A railway braking system for a railway vehicle with brakes with at least one shoe (6), including a shoe holder (3) configured to carry said at least one shoe, a brake cylinder (2) configured to act on at least one wheel (7) of the railway vehicle via the shoe holder, and at least one force transmission link (9) mechanically secured on the one hand to the brake cylinder and on the other hand to the shoe holder, with the railway braking system (1) which is configured to allow the shoe holder, via the at least one force transmission link, to move in a horizontal direction and / or in a vertical direction to follow a position of the wheel to be braked on the railway vehicle;wherein the brake cylinder is configured so that in a parking brake configuration, a braking force applied to the wheel of the railway vehicle is a direct function of a braking force applied in a service or an emergency brake configuration, and in that the railway braking system includes an elastic device (20) configured to be biased by the brake cylinder and acting directly on the shoe holder, as well as an interface mechanism (4) interposed between the brake cylinder and the elastic device and configured to also allow movement of the shoe holder, at least vertically translationally and / or pivotally, to follow a movement of the wheel to be braked of the railway vehicle.

2. The railway braking system of claim 1, wherein the brake cylinder (2) includes a body (10) and an actuating rod (12) movable relative to the body and which is mechanically secured by a free end to the interface mechanism (4).

3. The railway braking system of claim 2, wherein the interface mechanism (4) includes a device (14) for locking / unlocking the actuating rod (12) of the brake cylinder (2) in position.

4. The railway braking system of claim 1, wherein the interface mechanism (4) includes a main member (32) from which one or more pivot parts (35) project laterally and from which a slide connection (36) projects frontally towards the shoe holder (3).

5. The railway braking system of claim 4, wherein the interface mechanism (4) includes one or more connecting jumpers (38) mounted movable in rotation around the pivot part(s) (35), and one or more slide parts (42) mounted to move in horizontal and / or vertical translation between the connecting jumper(s) and the elastic device (20).

6. The railway braking system of claim 5, wherein the slide part(s) (42) have a C shape, having a large branch (43) configured to bear against the elastic device (20), and two small branches (44) extending on either side of the large branch and forming a space for receiving the connecting jumper(s) (38).

7. The railway braking system of claim 5, wherein the interface mechanism (4) includes at least one device forming an axial sliding stop for the slide part (42).

8. The railway braking system according to any one of claim 1, wherein the elastic device (20) and the interface mechanism (4) are housed in a chamber (16) formed in the shoe holder (3), opposite a face (5) for mounting one or more shoes (6).

9. The railway braking system of claim 8, wherein the shoe holder (3) is provided with one or more covers (17, 18) for closing the chamber (16).

10. The railway braking system of claim 1, wherein the elastic device (20) includes a plurality of elastic blades (31) disposed vertically against each other.

11. The railway braking system of claim 1, wherein the brake cylinder (2) includes a pneumatically and / or electrically powered actuation mechanism (4).

12. A shoe brake railway vehicle, including a railway braking system (1) according to claim 1 and which is configured to act on at least one wheel (7) of the vehicle.

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