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

Abstract

The invention relates to a railway braking system comprising a brake linkage (8), a service brake cylinder (9), an actuating mechanism (15) mechanically secured to the cylinder and configured to act on a locking member and an actuating device (16) mechanically secured to the actuating mechanism, at a distance from the cylinder, and configured to be actuated manually in a first actuating direction to actuate the actuating mechanism and place the locking member in a second position and the railway braking system in a configuration with the parking handbrake engaged, and to be manually actuated in a second actuating direction opposite to the first actuating direction to actuate the actuating mechanism and place the locking member in a first position and the railway braking system in a configuration with the parking handbrake released.

Description

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

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

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

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

[0004] Rail vehicles with lining or block brakes may be provided with a rail installation comprising one or more rail braking systems having a braking linkage configured to act on at least one braking member of the rail vehicle via the linings or blocks, and which are configured to perform several braking functions, including in particular a service brake function and / or an emergency brake function, and also a parking brake function; as well as an energy routing network interconnected to the rail braking systems and configured to supply them to activate and / or deactivate at least some of these braking functions.

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

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

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

[0008] The braking force applied can therefore depend on the force exerted by the user who rotates the operating wheel. STATEMENT OF THE INVENTION

[0009] The present invention relates to a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, configured to perform both a service brake function and / or a parking handbrake function, which is particularly efficient while remaining convenient and economical.

[0010] The invention thus relates, according to a first aspect, to a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, comprising a braking linkage configured to act on at least one braking member of the railway vehicle via the at least one lining or the at least one shoe, a service brake cylinder provided with a body, a braking piston movable relative to the body and configured to act on the braking linkage for the application of a service and / or emergency brake function, and a locking member movable relative to the body to act on the braking piston and admitting a first position and a second position in which the locking member is configured to immobilize the braking piston in the service braking position for the application of a parking handbrake function,the railway braking system further comprising an actuating mechanism mechanically secured to the service brake cylinder and configured to act on the locking member to move it from its first position to its second position and vice versa, and an actuating device mechanically secured to the actuating mechanism, at a distance from the service brake cylinder, and configured to be actuated, manually in a first direction of actuation to actuate the actuation mechanism and put the locking member in its second position and the railway braking system in a parking handbrake configuration applied and, to be manually actuated in a second direction of actuation opposite to the first direction of actuation, to actuate the actuation mechanism and put the locking member in its first position and the railway braking system in a parking handbrake configuration released.

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

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

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

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

[0015] The actuating device may comprise an operable handle or lever.

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

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

[0018] The railway braking system may further comprise a shunt box arranged along the at least one mechanical actuating member of the actuating mechanism and which may be configured to shunt the at least one mechanical actuating member into several mechanical members, and / or change support on the railway vehicle, and / or adjust an actuating stroke of the at least one mechanical actuating member between the actuating device and the service brake cylinder.

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

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

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

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

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

[0024] The railway braking system may further comprise at least one device for motorizing at least one of the actuating device and the actuating mechanism.

[0025] The at least one motorization device may comprise at least one linear actuator and / or at least one rotary actuator mechanically secured to the actuation device and / or to the actuation mechanism.

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

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

[0028] The railway braking installation may comprise an energy path 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 THE FIGURES

[0030] The invention, according to an exemplary embodiment, will be well understood and its advantages will appear better on reading the detailed description which follows, given for information purposes and in no way limiting, with reference to the appended drawings.

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

[0032] Figure 2 shows in more detail, in particular, the brake cylinder of the railway braking system of the railway installation of Figure 1.

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

[0034] Figure 4 is similar to Figure 3, except that it illustrates a kinematic of disapplication of the parking handbrake.

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

[0036] Figure 6 is similar to Figure 5, except that it illustrates a kinematic of disapplication of the parking handbrake.

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

[0038] Figure 8 is similar to Figure 7, except that it illustrates a kinematic of disapplication of the parking handbrake. DETAILED DESCRIPTION

[0039] Figure 1 schematically represents a railway vehicle 1 with lining brakes 7, provided with a railway braking installation 3 comprising a railway braking system 4 secured to a support of the railway vehicle 1 and configured to act on braking members 6, here brake discs, of the railway vehicle 1, by means of the linings or blocks 7.

[0040] In particular, in the example illustrated, the railway braking installation 3 comprises a braking linkage 8 mechanically secured to the linings 7, a service brake cylinder 9 configured to act on the braking linkage 8, and an energy routing network 10 interconnected to the service brake cylinder 9 to supply it and thus activate and / or deactivate at least one service brake function and / or one emergency brake function.

[0041] For example, the at least partial supply of the service brake cylinder 9 by the energy routing network 10 can make it possible to act on the braking linkage 8 so that the linings 7 exert a force on the braking members 6; while the at least partial emptying of the service brake cylinder 9 can make it possible to act on the braking linkage 8 so that the linings 7 release the force exerted on the braking members 6.

[0042] It should be noted that the various braking functions can be activated and / or deactivated pneumatically, and / or electrically, and / or hydraulically and / or manually.

[0043] In other words, the energy routing network 10 may be provided to transport pneumatic energy and / or electrical energy and / or hydraulic energy, or a combination thereof.

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

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

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

[0047] To do this, the railway braking system 4 comprises an actuating mechanism 15 configured to act on the service brake cylinder 9 and an actuating device 16 mechanically secured to the actuating mechanism 15 and configured to be actuated manually.

[0048] The actuating device 16 may be formed by a handle, a lever, or any other device that can be manually actuated by a user wishing to apply or release a parking handbrake.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0077] The locking member 35 extends from the holding member 36 towards the service brake pressure chamber 25.

[0078] The parking handbrake further comprises a return member 37 arranged between the body 22 and the holding member 36.

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

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

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

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

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

[0084] The service brake cylinder 9 may further comprise an unlocking part 41 attached to the holding member 36, opposite the blocking member 35, and opening outside the body 22 through a fifth orifice (not shown) provided in this body 22 and opening into the cavity 34; such that this unlocking part 29 is accessible for manipulation from outside the body 22.

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

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

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

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

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

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

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

[0092] The braking linkage 8 also includes a fixing lug 48 secured to the central connector 43 for mounting this braking linkage 8 on a support of the railway vehicle.

[0093] The bringing together of the joints 46 and 47 makes it possible to separate the linings 7 from each other and conversely, the moving apart of these joints 46 and 47 makes it possible to tighten the linings 7 on the braking member 6.

[0094] The operation of the railway braking system 4 will now be described as described with reference to Figure 2, in which neither the service brake nor the parking handbrake are applied.

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

[0096] Consequently, the joints 46 and 47 of the braking linkage 8 are at a distance from each other which makes it possible to keep the linings 7 of the braking member 6 at a distance.

[0097] Furthermore, the actuating mechanism 15 acts on the parking handbrake so that the holding member 36 holds the blocking member 35 in a first position where it is at a distance from the notched rod 26, acting against the return member 37.

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

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

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

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

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

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

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

[0105] The railway braking system 4 is then in a parking brake applied configuration.

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

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

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

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

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

[0111] The actuating device 16 is formed here by a lever that can be manually actuated by translation and which is mechanically subject to a traction and compression actuating cable 17.

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

[0113] In the illustrated example, the bistable device 50 can be likened to the holding member 36.

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

[0115] The bistable device 50 thus has a first stable position (figure 3) in which the actuating device 16 has been manually actuated in the first direction of actuation, thus actuating the cable 17 in the direction of the bistable device 50, the stop member 53 is located in one of the two notches 51, and the blocking member 35 is urged by the return member 37 and engaged on the notched rod 26; whereby the railway braking system 4 is in its parking handbrake configuration applied.

[0116] The bistable device 50 also has a second stable position (Figure 4) in which the actuating device 16 has been manually actuated in the second direction of actuation, thereby actuating the cable 17 in the direction of the actuating device 16, the stop member 53 is located in the other of the two notches 51, the actuating arm 54 is pivoted and the blocking member 35 is urged against the return member 37 and moved away from the notched rod 26; whereby the railway braking system 4 is in its released parking handbrake configuration.

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

[0118] The actuating device 16 is formed here by a lever that can be manually actuated by translation and which is mechanically subject to an actuating cable 17, here for traction or traction and compression.

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

[0120] In the illustrated example, the first monostable device 60 can be likened to the holding member 36.

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

[0122] The actuating device 16 is here provided with a manually actuable lock 67 having a stable position.

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

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

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

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

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

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

[0129] The bistable device 70 thus has a first stable position (figure 7) in which the actuating device 16 has been manually actuated in the first direction of actuation, the stop member 73 is located in one of the two notches 71 and actuates the actuating cable 17 in the direction of the holding member 36 and therefore of the actuating arm 74, and the blocking member 35 is urged by the return member 37 and engaged on the notched rod 26; whereby the railway braking system 4 is in its parking handbrake configuration applied.

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

[0131] Variants not shown are shown below.

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

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

[0134] The railway braking system as described with reference to figures 3 to 8 and with reference to the variants not illustrated above, may comprise at least one motorization device, in particular in the control device 19, configured to motorize at least one of the actuating device and the actuating mechanism, including the bistable and monostable devices described above.

[0135] Where appropriate, in the embodiment illustrated in Figures 5 and 6, both the actuating device and the lock may be motorized, so that even in the absence of electrical power, application of the parking handbrake remains possible both automatically and manually.

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

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

[0138] In the case of an actuating device in the form of a translationally operable handle and / or an actuating mechanism in the form of a cable or bar, this may be, for example, a linear actuator.

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

[0140] In other variants not shown, the parking handbrake may be without a return member for the locking member; and the visual indicator and / or the electronic indicator may be located on the junction box if applicable, or on the service brake cylinder.

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

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

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

[0144] More generally, the invention is not limited to the examples described and represented.

Claims

CLAIMS 1. Railway braking system for a railway vehicle (1) with brakes having at least one lining or at least one shoe (7), comprising a braking linkage (8) configured to act on at least one braking member (6) of the railway vehicle via the at least one lining or the at least one shoe, a service brake cylinder (9) provided with a body (22), a braking piston (23) movable relative to the body and configured to act on the braking linkage for the application of a service and / or emergency brake function, and a locking member (35) movable relative to the body to act on the braking piston and admitting a first position and a second position in which the locking member is configured to immobilize the braking piston in the service braking position for the application of a parking handbrake function,the railway braking system (4) further comprising an actuating mechanism (15) mechanically secured to the service brake cylinder and configured to act on the locking member to move it from its first position to its second position and vice versa, and an actuating device (16) mechanically secured to the actuating mechanism, at a distance from the service brake cylinder, and configured to be manually actuated in a first direction of actuation to actuate the actuating mechanism and put the locking member in its second position and the railway braking system in a configuration of a parking handbrake applied and, to be manually actuated in a second direction of actuation opposite to the first direction of actuation,to actuate the actuating mechanism and place the locking member in its first position and the railway braking system in a released parking handbrake configuration., 2. Railway braking system according to claim 1, characterized in that the actuating device (16) comprises a handle or a lever.

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

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

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

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

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

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

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

10. Railway braking system according to any one of claims 1 to 9, characterized in that it comprises at least one motorization device (19) of at least one of the actuating device (16) and the actuating mechanism (15). 1 1. Railway braking system according to claim 10, characterized in that the at least one motorization device comprises at least one linear actuator and / or at least one rotary actuator mechanically secured to the actuating device (16) and / or to the actuating mechanism (15).

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

13. Railway braking installation comprising at least one railway braking system (4) according to any one of claims 1 to 12.

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

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

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