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 including an actuating mechanism (15), a rotary actuating device (16) configured to be manually rotated in a first direction of rotation and to actuate the actuating mechanism in order to put the system into a configuration in which the parking handbrake is engaged, and to be manually rotated in a second direction of rotation opposite to the first direction and to actuate the actuating mechanism to put the system into a configuration in which the parking handbrake is released, and a control mechanism (22) mechanically linked to the actuating mechanism and configured, at least when the actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism that is greater than a first predetermined threshold, to inhibit the action of the actuating device and / or of the actuating mechanism on a brake linkage.

Description

[0001] Title: Railway braking system for railway vehicle with brakes having at least one lining or at least one shoe

[0002] TECHNICAL FIELD OF THE INVENTION

[0003]

[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.

[0004]

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

[0005]

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

[0006] STATE OF THE ART

[0007]

[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.

[0008]

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

[0009]

[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 actuating wheel in a first direction of rotation to activate the parking handbrake and in a second direction of rotation, opposite to the first direction of rotation, to deactivate the parking handbrake.

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

[0010]

[0008] The braking force applied can therefore depend on the force exerted by the user who rotates the actuating wheel.

[0011] STATEMENT OF THE INVENTION

[0012]

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

[0013]

[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, and further comprising an actuating mechanism configured to act on the braking linkage and a rotary actuating device configured to be manually driven in rotation in a first direction of rotation and to actuate the actuating mechanism to put the railway braking system in a configuration of a parking handbrake applied,and to be manually rotated in a second direction of rotation opposite to the first direction and to actuate the actuating mechanism to put the railway braking system in a released parking handbrake configuration; and the railway braking system further comprises a control mechanism at least partially mechanically secured to the actuating mechanism and configured to, at least when the actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism greater than a first predetermined threshold, inhibit the action of the actuating device and / or the actuating mechanism on the braking linkage.,

[0014]

[0011] In the railway system according to the invention, the fact of inhibiting the action of the actuating device and / or the actuating mechanism on the braking linkage when the actuating device is manually driven in rotation in the first direction of rotation and exerts a moment of force on the actuating mechanism greater than a first predetermined threshold, makes it possible, on the one hand, to prevent the application of an excessively high tightening moment and in particular one well above the first predetermined threshold, and, on the other hand, to ensure that at least one tightening moment equal to the first predetermined threshold is applied.

[0015]

[0012] In other words, thanks to the control mechanism, a user knows both that he has turned the actuating device sufficiently in the first direction of rotation and therefore that the parking handbrake is properly applied, and that he has not applied too great a tightening moment which could be particularly difficult to counter-apply when the same user or another user has to turn the actuating device in the second direction of rotation to disapply the parking handbrake.

[0016]

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

[0017]

[0014] The control mechanism may comprise a first part and a second part movable in rotation relative to each other, the first part being provided with at least one control notch, and the second part being provided with at least one cavity, a return member housed in the cavity, and a transfer member urged by the return member and movable between a first position in which the transfer member is at least partially housed in the at least one control notch and cooperates with the first part to authorize the action of the actuating device and / or the actuating mechanism on the braking linkage, and a second position in which the transfer member is removed from the control notch and is at least partially housed in the cavity against the return member to inhibit the action of the actuating device and / or the actuating mechanism on the braking linkage.

[0018]

[0015] In other words, the transfer member comes out of the control notch and is housed at least partially in the cavity against the return member when the actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism greater than the first predetermined threshold.

[0019]

[0016] The at least one control notch has a first face having a first slope of a first predetermined angle, against which the transfer member is located when the actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism less than or equal to the first predetermined threshold.

[0020]

[0017] The at least one control notch has a second face, opposite the first face, having a second slope of a second predetermined angle, against which the transfer member is located when the actuating device is manually rotated in the second direction of rotation and exerts a moment of force on the actuating mechanism less than or equal to a second predetermined threshold.

[0021]

[0018] The first predetermined threshold may be equal to or less than the second predetermined threshold.

[0022]

[0019] The second predetermined angle may be equal to or less than the first predetermined angle.

[0023]

[0020] The control mechanism may comprise a locking member configured to prevent rotation of the first part and the second part relative to each other and beyond a predetermined angle value, when the transfer member is removed from the control notch and housed in the cavity.

[0024]

[0021] The first part of the control mechanism may comprise at least one complementary notch adjacent to the control notch and in which the transfer member is at least partially housed when it leaves the control notch, thus locking the first part and the second part in rotation relative to each other.

[0022] The actuating device may comprise one or more markers representative of the arrangement of the transfer member in one or other of the at least one control notch and the at least one complementary notch.

[0025]

[0023] The second part of the control mechanism may comprise an orifice for access to the cavity, on the side of the return member and opposite the transfer member, and at least one adjustment member accessible from this cavity and configured to adjust a force exerted by the return member on the transfer member when it is in the control notch.

[0026]

[0024] The control mechanism may comprise a first part and a second part movable in rotation relative to each other, the first part being provided with at least one friction member, and the second part being provided with at least one cavity, a return member housed in the cavity, and a complementary friction member at least partially housed in the cavity, urged by the return member and movable between a first position in which the complementary friction member cooperates with the friction member to authorize the action of the actuating device and / or the actuating mechanism on the braking linkage, and a second position in which the complementary friction member is released from the friction member to inhibit the action of the actuating device and / or the actuating mechanism on the braking linkage.

[0027]

[0025] The rotary actuator device comprises a main body in which one of the first part or the second part of the control mechanism is formed and the actuator mechanism comprises a main transmission arm mechanically secured to the actuator device and in which the other of the first part or the second part of the control mechanism is formed.

[0028]

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

[0027] The railway braking system comprises two separate actuating devices, a return housing, two main transmission arms each mechanically secured to a respective actuating device and to the return housing, a secondary transmission arm mechanically secured by a first end to the return housing and by a second end opposite the first end to the screw / nut system.

[0029]

[0028] At least one of the main transmission arms and the secondary transmission arm may comprise the control mechanism.

[0030]

[0029] The invention also relates, according to a second aspect, to a railway braking installation comprising at least one railway braking system.

[0031]

[0030] The railway braking installation may comprise a service brake cylinder configured to act on the braking linkage and an energy routing network interconnected to the service brake cylinder to supply it to activate and / or deactivate at least one service brake function and / or one emergency brake function.

[0032]

[0031] The invention also relates, according to a third aspect, to a railway vehicle comprising an installation as described above.

[0033] BRIEF DESCRIPTION OF THE FIGURES

[0034]

[0032] 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.

[0035]

[0033] Figure 1 schematically represents a railway installation provided with a railway braking system configured to exercise in particular a service brake function and a parking handbrake function.

[0034] Figure 2 schematically represents in section a rotary actuating device of the installation, configured to actuate an actuating mechanism of the installation to activate and / or deactivate the parking handbrake function, and a control mechanism in a first configuration.

[0036]

[0035] Figure 3 is similar to Figure 2, with the control mechanism in a second configuration.

[0036] Figure 4 is another sectional view similar to Figure 2.

[0037]

[0037] Figure 5 shows in detail the control mechanism in its first configuration.

[0038]

[0038] Figure 6 shows a first variant embodiment of the control mechanism, in a section similar to Figure 4.

[0039]

[0039] Figure 7 shows a second variant embodiment of the control mechanism, in a section similar to Figure 4.

[0040]

[0040] Figure 8 shows a third variant embodiment of the control mechanism, in a section similar to Figure 4.

[0041]

[0041] Figure 9 shows a fourth variant embodiment of the control mechanism, according to a detailed section similar to Figure 5, in the first configuration of the control mechanism.

[0042]

[0042] Figure 10 is similar to Figure 9, in the second configuration of the control mechanism.

[0043]

[0043] Figure 11 shows a fifth variant embodiment of the control mechanism, according to a detailed section similar to Figure 5, in the second configuration of the control mechanism.

[0044]

[0044] Figure 12 shows a sixth variant embodiment of the control mechanism, according to a detailed section similar to Figure 5, in the first configuration of the control mechanism.

[0045]

[0045] Figure 13 shows a seventh variant embodiment of the control mechanism, according to a detailed section similar to Figure 5, in the first configuration of the control mechanism.

[0046] DETAILED DESCRIPTION

[0047]

[0046] Figure 1 schematically represents a railway vehicle 1 with block brakes 7, provided with a railway braking installation 3 comprising a railway braking system 4 secured to a support 5 of the railway vehicle 1 and configured to act on braking members 6, here wheels, of the railway vehicle 1, by means of the blocks 7.

[0048]

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

[0049]

[0048] 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 shoes 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 shoes 7 release the force exerted on the braking members 6.

[0050]

[0049] The railway braking system 4 may comprise an adjuster 11 arranged for example between an outlet of the service brake cylinder 9 and the braking linkage 8, and configured to adapt a stroke of the braking linkage 8 as a function of wear of the shoes 7 and / or of the braking members 6.

[0051]

[0050] It will be noted that the different braking functions can be activated and / or deactivated pneumatically, and / or electrically, and / or hydraulically and / or manually.

[0052]

[0051] 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.

[0053]

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

[0054]

[0053] This parking handbrake function, also called immobilization handbrake, can be applied in addition to a service brake or an emergency brake already applied, or alone, that is to say with the service brake or emergency brake not applied.

[0055]

[0054] To do this, the railway braking system 4 comprises an actuating mechanism 15 configured to act on the braking linkage 8 and a rotary actuating device 16 configured to be manually driven in rotation and mechanically secured to the actuating mechanism 15.

[0055] In particular, the railway braking system 4 is configured so that, when the rotary actuating device 16 is driven in a first direction of rotation, the latter actuates the actuating mechanism 15 to put the railway braking system 4 in an applied parking handbrake configuration and, when the rotary actuating device 16 is driven in a second direction of rotation opposite to the first direction of rotation, the latter actuates the actuating mechanism 15 to put the railway braking system 4 in a released parking handbrake configuration.

[0056]

[0056] In the example illustrated, the railway braking system 4 comprises two separate rotary actuating devices 16, for example located on either side of a trailer, or wagon, of the railway vehicle 1.

[0057]

[0057] Each rotary actuating device 16 may be formed by a flywheel.

[0058]

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

[0059]

[0059] In the example illustrated, the actuating mechanism 15 is provided with two main transmission arms 17 each mechanically secured by a respective first end to a respective actuating device 16, a return housing 18 to which the two main transmission arms 17 are mechanically secured by a respective second end, opposite the first end, a secondary transmission arm 19 mechanically secured by a first end to the return housing 18 and by a second end, opposite the first end, here to a screw / nut system 20 itself mechanically secured by a first end to the secondary transmission arm 19 and by an end rod 21 at a second end, opposite the first end, to the braking linkage 8.

[0060]

[0060] Thus, when one or other of the rotary actuating devices 16 is actuated in rotation, it exerts a moment on one or other of the main transmission arms 17 which, thanks to the return housing 18, transmits the moment and therefore the rotational movement to the secondary transmission arm 19 which, thanks to the screw / nut system 20, transforms the rotational movement into a translational movement and therefore exerts a force on the braking linkage 8 for the application or disapplication of the shoes 7 on the braking members 6.

[0061]

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

[0062]

[0062] To control the force ultimately exerted on the braking linkage 8 and therefore on the braking members 6 via the blocks 7, the railway braking system 4 further comprises a control mechanism 22 at least partially mechanically secured to the actuating mechanism 15 and configured to, at least when the actuating device 16 is manually driven in rotation in the first direction of rotation and exerts a moment of force on the actuating mechanism 15 greater than a first predetermined threshold, inhibit the action of the actuating device 16 and / or of the actuating mechanism 15 on the braking linkage 8.

[0063]

[0063] In Figure 1, the railway braking system 4 comprises a control mechanism 22 located at the interface between each actuating device 16 and the respective main transmission arm 17.

[0064]

[0064] One embodiment of the control mechanism 22 is illustrated in Figures 2 to 5.

[0065]

[0065] The rotary actuating device 16, formed by a steering wheel, comprises a main body 25 which is central, and from which extends a transverse stick 26 to which a rim 27, here circular, is mechanically secured.

[0066]

[0066] The main body 25 is here provided with a central housing 28 in which the main transmission arm 17 is received and mechanically secured, by its first end.

[0067]

[0067] The control mechanism 22 comprises a first part formed in the example illustrated in the main body 25 of the rotary actuating device 16, and a second part formed here in the end of the main transmission arm 17.

[0068]

[0068] The first part and the second part, or in other words the main body 25 of the rotary actuating device 16 and the first end of the main transmission arm 17, can be made movable in rotation relative to each other.

[0069]

[0069] The first part of the control mechanism 22 is here provided with a control notch 30 formed in the main body 25.

[0070]

[0070] The second part is provided with a cavity 31, a return member 32 housed in the cavity 31, and a transfer member 33 acted upon by the return member 32.

[0071]

[0071] The return member 32 is thus movable between a first position corresponding to a first configuration of the control mechanism 22 (figures 2, 4 and 5 in particular), and a second position corresponding to a second configuration of the control mechanism 22 (figure 3 in particular).

[0072]

[0072] In the first configuration of the control mechanism 22, the force exerted on the rotary actuating device 16 is transmitted to the actuating mechanism 15 and therefore to the braking linkage, while in the second configuration of the control mechanism 22, the force exerted on the rotary actuating device 16 is not transmitted to the actuating mechanism 15 and therefore not to the braking linkage either.

[0073]

[0073] In the example illustrated, the cavity 31 is generally oriented radially, that is to say in the diagonal of the rim 27 of the rotary actuating device 16, so that the transfer member 33 is movable in a radial direction.

[0074]

[0074] In its first position, the transfer member 33 is at least partially housed in the control notch 30 and cooperates with the first part, or the main body 25, to authorize the action of the actuating device 16 and / or the actuating mechanism 15 on the braking linkage.

[0075]

[0075] Thus, the first part and the second part of the control mechanism 22 are made integral and the force exerted on the rotary actuating device 16 is transmitted to the actuating mechanism 15.

[0076] In its second position, the transfer member 33 is removed from the control notch 30 and is at least partially housed in the cavity 31 against the return member 32 to inhibit the action of the rotary actuating device 16 and / or the actuating mechanism 15 on the braking linkage.

[0076]

[0077] In other words, the transfer member 33 leaves the control notch 30 and is housed at least partially in the cavity 31 against the force exerted by the return member 32 against it, when the rotary actuating device 16 is manually driven in rotation in the first direction of rotation and exerts a moment of force on the actuating mechanism 15 greater than the first predetermined threshold.

[0077]

[0078] Thus, the first part and the second part of the control mechanism 22 are no longer integral and the force exerted on the rotary actuating device 16 is no longer transmitted to the actuating mechanism 15.

[0078]

[0079] The return member 32 is here a compression spring, and the transfer member 33 is here a ball or a cylinder.

[0079]

[0080] With particular reference to FIG. 5, the control notch 30 has a first face 40 having a first slope of a first predetermined angle, noted alpha, against which the transfer member 33 is located when the actuating device 16 is manually driven in rotation in the first direction of rotation and exerts a moment of force on the actuating mechanism 15 less than or equal to the first predetermined threshold.

[0080]

[0081] Also referring to Figure 5, the control notch 30 has a second face 41, opposite the first face 40, having a second slope of a second predetermined angle, noted beta, against which the transfer member 33 is located when the actuating device 16 is manually driven in rotation in the second direction of rotation and exerts a moment of force on the actuating mechanism 15 less than or equal to a second predetermined threshold.

[0081]

[0082] It is at the points of contact between the transfer member 33 and respectively the first face 40 and the second face 41 that the forces are exerted between the first part and the second part. It is therefore at the location of these points of contact that the first and second predetermined thresholds are respectively defined.

[0082]

[0083] The first predetermined threshold may be equal to or less than the second predetermined threshold, and the second predetermined angle may be equal to or greater than the first predetermined angle.

[0083]

[0084] In the illustrated example, the second predetermined angle is less than the first predetermined angle, so that the first predetermined threshold is less than the second predetermined threshold.

[0084]

[0085] Thus, the force to be exerted on the actuating device 16 to move the transfer member 33 against the return member 32 in the cavity 31 is less significant in the first direction of rotation than in the second direction of rotation.

[0085]

[0086] In other words, this can make it possible to control and limit the force exerted in the first direction of rotation, in particular when applying the parking handbrake, more than the force exerted in the second direction of rotation, in particular when releasing the parking handbrake, which may not be limited.

[0086]

[0087] In the railway braking system 4 described above, inhibiting the action of the actuating device 16 and / or the actuating mechanism 15 on the braking linkage when the actuating device 16 is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism 15 greater than the first predetermined threshold, makes it possible, on the one hand, to prevent the application of an excessively high tightening moment and in particular one well above the first predetermined threshold, and, on the other hand, to ensure that at least one tightening moment equal to the first predetermined threshold is applied.

[0087]

[0088] In other words, thanks to the control mechanism, a user knows both that he has turned the actuating device 16 sufficiently in the first direction of rotation and therefore that the parking handbrake is properly applied, and that he has not applied too great a tightening moment which could be particularly difficult to counter-apply when the same user or another user has to turn the actuating device 16 in the second direction of rotation to disapply the parking handbrake.

[0088]

[0089] Figures 6-8 illustrate several alternative embodiments of the control mechanism 22, which provide the same advantages as those described above.

[0089]

[0090] In particular, in Figure 6, the control mechanism 22 is in its first configuration where the transfer member 33 is located in the control notch 30.

[0090]

[0091] Unlike Figure 5, the cavity 31 is generally oriented axially rather than radially in the main body 25 of the actuating device 16, so that the transfer member 33 is movable in an axial direction and opposite to the main transmission arm 17 of the actuating mechanism 15.

[0091]

[0092] In Figure 7, the control mechanism 22 is also in its first configuration where the transfer member 33 is located in the control notch 30.

[0092]

[0093] Unlike Figures 5 and 6, the control notch 30 of the first part of the control mechanism 22 is formed in the end of the main transmission arm 17 of the actuating mechanism 15; while the cavity 31 is formed radially in the main body 25 of the rotary actuating device 16 and the return member 32 and the transfer member 33 are at least partially housed in the cavity 31, with the return member 32 being radially movable.

[0093]

[0094] In Figure 8, the control mechanism 22 is also in its first configuration where the transfer member 33 is located in the control notch 30.

[0094]

[0095] Unlike Figure 7, the cavity 31 is generally oriented axially rather than radially, so that the transfer member 33 is movable in an axial direction and towards the main transmission arm 17 of the actuating mechanism 15.

[0095]

[0096] Figures 9 and 10 show a control mechanism 22 generally similar to that of Figure 5, respectively in the first configuration and in the second configuration of the control mechanism 22, except that the latter is further provided with a locking member 42 configured to prevent rotation of the first part and the second part of the control mechanism 22, relative to each other, beyond a predetermined angle value, in particular in the second configuration of the control mechanism 22, that is to say when the transfer member 33 is removed from the control notch 30 and housed in the cavity 31.

[0096]

[0097] The locking member 42 here comprises a groove 43 formed in the main body 25 of the actuating device 16 and defining two opposite stops and a housing in which a projection 44 extending from the end of the main transmission arm 17 of the actuating mechanism 15 can run.

[0097]

[0098] The locking member 42 is thus configured so that, when the transfer member 33 is in the control notch 30, the projection 44 is in the groove 43 and in particular in the housing between the two opposite stops of the groove 43; whereas when the transfer member 33 is out of the control notch 30 and housed in the cavity 31, the projection 44 comes into abutment against one of the two stops of the groove 43, thus limiting the rotation of the actuating device 16 without transmitting force to the actuating mechanism 15.

[0098]

[0099] Such a blocking member 42 also makes it possible to indicate to the user, for example, that a moment of force has been reached and exceeded.

[0099]

[0100] The groove 43 and the control notch 30 may be configured so that when the projection 44 is against one of the stops and the user releases the actuating device 16, the return member 32 automatically returns the transfer member 33 to the control notch 30, automatically rotating the actuating device 16 in the opposite direction.

[0100]

[0101] Figure 11 shows another alternative embodiment of the control mechanism 22, generally similar to that illustrated in Figures 9 and 10, except that the first part of the control mechanism 22 is here further provided with two complementary notches 45 formed in the main body 25 and arranged adjacently on either side of the control notch 30.

[0102] The control notch 30 is therefore interposed here between the two complementary notches 45.

[0101]

[0103] Each complementary notch 45 is configured so that the transfer member 33 is housed there when it leaves the control notch 30, depending on the direction of rotation of the actuating device 16, thus locking the first part and the second part in rotation relative to each other.

[0102]

[0104] The locking member 42 and in particular the stops of the groove 43 are arranged so that when the projection 44 is against one of the two stops, the transfer member 33 is in a respective complementary notch 45.

[0103]

[0105] In Figure 11, the actuating device 16 comprises several marks 46 representative of the arrangement of the transfer member 33 in one or other of the control notch 30 and the complementary notches 45.

[0104]

[0106] In particular here, the marks 46 are representative of a applied state of the parking handbrake, noted S; of a neutral state, in the process of being applied or in the process of being released, noted N; and of a released state of the parking handbrake, noted D.

[0105]

[0107] Figure 12 shows yet another alternative embodiment of the control mechanism 22, generally similar to that illustrated in Figures 2 to 5, except that the second part of the control mechanism 22 comprises an access orifice 50 to the cavity 31, on the side of the return member 32 and opposite the transfer member 33, and at least one adjustment member 51 accessible from this cavity 31 at the level of the access orifice 50.

[0106]

[0108] The adjustment member 51 is configured to adjust the force exerted by the return member 32 on the transfer member 33, in particular when it is located in the control notch 30, so as to adjust the different thresholds.

[0107]

[0109] The adjustment member 51 can make it possible to adjust the length of the return member 32, using for example a screw, shims, or washers.

[0108]

[0110] Figure 13 shows yet another variant embodiment of the control mechanism 22, which differs from that illustrated in particular in Figures 2 to 5, in that the control notch is replaced by a friction member 60 and the transfer member is a complementary friction member 61 at least partially housed in the cavity 31.

[0111] The complementary friction member 61 is urged by the return member 32 and movable between a first position in which the complementary friction member 61 cooperates with the friction member 60 to authorize the action of the actuating device 16 and / or the actuating mechanism 15 on the braking linkage, and a second position in which the complementary friction member 61 is released from the friction member 60 to inhibit the action of the actuating device 16 and / or the actuating mechanism 15 on the braking linkage.

[0109]

[0112] Variants not shown are described below.

[0110]

[0113] The railway vehicle may have lining brakes rather than block brakes, with the linings acting on braking members formed by brake discs rather than on the wheels.

[0111]

[0114] The screw / nut system can connect the brake linkage to the rotary actuator device directly via a main transmission arm, for example without a return box and / or without a secondary transmission arm.

[0112]

[0115] Where appropriate, when the rotary actuating device is actuated in rotation, it exerts a moment on the main transmission arm which, thanks to the screw / nut system, transforms the rotational movement into a translational movement and therefore exerts a force on the braking linkage for the application or disapplication of the linings or shoes on the braking members.

[0113]

[0116] The railway braking system may have a control mechanism on each main transmission arm, or a single control mechanism on the secondary transmission arm.

[0114]

[0117] The railway braking system may have a control mechanism at the level of the transmission box or at the level of the screw / nut system.

[0115]

[0118] The transfer member may be a roller, needle, key etc. rather than a ball or cylinder.

[0116]

[0119] The control mechanism may comprise several control notches and / or several assemblies formed of a cavity, a return member and a transfer member.

[0120] The control notch may have two opposite faces having a slope defining the same contact angle or different contact angles.

[0117]

[0121] More generally, the invention is not limited to the examples described and shown.

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, and further comprising an actuating mechanism (15) configured to act on the braking linkage and a rotary actuating device (16) configured to be manually rotated in a first direction of rotation and to actuate the actuating mechanism to put the railway braking system in a handbrake configuration applied, and to be manually rotated in a second direction of rotation opposite to the first direction and to actuate the actuating mechanism to put the railway braking system in a handbrake configuration released;and the railway braking system (4) further comprises a control mechanism (22) at least partially mechanically secured to the actuating mechanism and configured to, at least when the rotary actuating device is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism greater than a first predetermined threshold, inhibit the action of the rotary actuating device and / or of the actuating mechanism on the braking linkage.; 2. Railway braking system according to claim 1, characterized in that the control mechanism (22) comprises a first part and a second part movable in rotation relative to each other, the first part being provided with at least one control notch (30), and the second part being provided with at least one cavity (31), a return member (32) housed in the cavity, and a transfer member (33) urged by the return member and movable between a first position in which the transfer member is at least partially housed in the at least one control notch and cooperates with the first part to allow the action of the rotary actuating device (16) and / or the actuating mechanism (15) on the braking linkage (8), and a second position in which the transfer member is removed from the control notch and is at least partially housed in the cavity against the return member to inhibit the action of the rotary actuating device and / or the actuating mechanism on the braking linkage.

3. Railway braking system according to claim 2, characterized in that the at least one control notch (30) has a first face (40) having a first slope of a first predetermined angle, against which the transfer member (33) is located when the rotary actuating device (16) is manually rotated in the first direction of rotation and exerts a moment of force on the actuating mechanism (15) less than or equal to the first predetermined threshold.

4. Railway braking system according to one of claims 2 and 3, characterized in that the at least one control notch (30) has a second face (41), opposite the first face (40), having a second slope of a second predetermined angle, against which the transfer member (33) is located when the rotary actuating device (16) is manually rotated in the second direction of rotation and exerts a moment of force on the actuating mechanism (15) less than or equal to a second predetermined threshold.

5. Railway braking system according to claims 3 and 4, characterized in that the first predetermined threshold is equal to or lower than the second predetermined threshold.

6. Railway braking system according to any one of claims 3 to 5, characterized in that the second predetermined angle is equal to or less than the first predetermined angle.

7. Railway braking system according to any one of claims 2 to 6, characterized in that the control mechanism (22) comprises a locking member (42) configured to prevent rotation of the first part and the second part relative to each other and beyond an angle value predetermined, when the transfer member (33) is removed from the control notch (30) and housed in the cavity (31).

8. Railway braking system according to any one of claims 2 to 7, characterized in that the first part of the control mechanism (22) comprises at least one complementary notch (45) adjacent to the control notch (30) and in which the transfer member (33) is at least partially housed when it leaves the control notch, thus locking the first part and the second part in rotation relative to each other.

9. Railway braking system according to claim 8, characterized in that the rotary actuating device (16) comprises one or more marks (46) representative of the arrangement of the transfer member (33) in one or other of the at least one control notch (30) and the at least one complementary notch (45).

10. Railway braking system according to any one of claims 1 to 9, characterized in that the second part of the control mechanism (22) comprises an access orifice (50) to the cavity (31), on the side of the return member (32) and opposite the transfer member (33), and at least one adjustment member (51) accessible from this cavity and configured to adjust a force exerted by the return member on the transfer member when it is in the control notch (30). 1 1 . Railway braking system according to claim 1 , characterized in that the control mechanism (22) comprises a first part and a second part movable in rotation relative to each other, the first part being provided with at least one friction member (60), and the second part being provided with at least one cavity (31 ), a return member (32) housed in the cavity, and a complementary friction member (61 ) at least partially housed in the cavity, urged by the return member and movable between a first position in which the complementary friction member cooperates with the friction member to authorize the action of the actuating device (16) and / or the actuating mechanism (15) on the braking linkage (8), and a second position in which the complementary friction member is released from the friction member to inhibit the action of the actuating device and / or the actuating mechanism on the braking linkage.

12. Railway braking system according to any one of claims 1 to 1 1, characterized in that the rotary actuating device (16) comprises a main body (25) in which one of the first part or the second part of the control mechanism (22) is formed and the actuating mechanism (15) comprises a main transmission arm (17) mechanically secured to the rotary actuating device and in which the other of the first part or the second part of the control mechanism is formed.

13. Railway braking system according to any one of claims 1 to 12, characterized in that the actuating mechanism (15) is provided with at least one main transmission arm (17) mechanically secured to the actuating device (16) and a screw / nut system (20) mechanically secured by a first end to the main transmission arm and by a second end opposite the first end to the braking linkage (8).

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

15. Railway braking system according to claim 14, characterized in that at least one of the main transmission arms (17) and the secondary transmission arm (19) comprises the control mechanism (22).

16. Railway braking installation comprising at least one railway braking system (4) according to any one of claims 1 to 15.

17. Railway braking installation according to claim 16, comprising a service brake cylinder (9) configured to act on the braking linkage (8) and an energy routing network (10) interconnected to the brake cylinder. service to supply it to activate and / or deactivate at least one service brake function and / or one emergency brake function.

18. Railway vehicle comprising a railway braking installation (3) according to one of claims 16 and 17.

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