Rail braking system for a rail vehicle with brakes having at least one lining or at least one shoe

Abstract

The invention relates to a rail braking system (1) for a rail vehicle with brake-lining or shoe brakes configured to act on a braking member of the vehicle, the system comprising rigging (4) and a brake cylinder (19), at least one of which is configured to be mechanically secured to the vehicle, and a measurement device (50) configured to measure a travel representative of the movement of the lining or the shoe relative to the braking member when the rigging (4) is actuated by the cylinder (19); the measurement device (50) having a first end (61) via which it is mechanically secured to a first attachment region of one of the rigging (4) and the cylinder (19), and a second end (62) via which it is mechanically secured to a second attachment region of the rigging (4). The invention also relates to a measurement device configured to be fitted to such a system.

Description

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

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

[0002] The invention further relates to a measuring device configured to equip such a system.

[0003] The invention also relates to a railway vehicle incorporating such a system. STATE OF THE ART

[0004] Railway vehicles with lining or shoe brakes may be equipped with a railway braking system configured to act on at least one braking component of the railway vehicle, such as a brake disc or directly on a wheel of the railway vehicle, via linings or shoes.

[0005] Such a railway braking system may include a brake cylinder, in particular for service and / or parking, equipped with a brake piston which is mobile under the effect of the action of a pressurized fluid, or springs, or even an electric motor, and a brake linkage having at least one lining or at least one sole and which is stressed by the movement of the brake piston in order to apply a braking force on the braking element of the railway vehicle.

[0006] The railway braking system often includes an adjustment device, called a regulator, housed at least partially inside the brake cylinder and positioned between the brake piston and the brake linkage. The regulator is configured to compensate for wear of the linings or shoes and / or the braking element caused by braking.

[0007] European patent EP 3 228 897 describes such a railway braking system in which the brake cylinder is equipped with a brake piston that is actuated by a pressurized fluid and an adjuster that is driven by an electric motor. It is included in the railway braking system described in patent EP 3 228 897. that the electric motor of the regulator is controlled by means of, in particular, a force sensor and a displacement sensor, both housed in the brake cylinder. It is explained in patent EP 3 228 897 that such sensors can measure a stroke corresponding to the displacement of regulator axes connected to the brake linkage, in order to determine the wear of the railway vehicle's braking system. DESCRIPTION OF THE INVENTION

[0008] The present invention relates to a railway braking system for railway vehicles with brakes having at least one lining or at least one shoe, configured to determine information representative of a state of at least one lining or at least one shoe, to perform a measurement representative of the braking, which is particularly efficient and simple, while remaining convenient and economical.

[0009] The invention thus relates, according to a first aspect, to a railway braking system for a railway vehicle with brakes having at least one lining or at least one shoe, the system being configured to act on at least one braking element of the railway vehicle by means of at least one lining or at least one shoe, and comprising a brake linkage having at least one lining or at least one shoe, a brake cylinder configured to actuate the brake linkage in order to brake the railway vehicle, at least one of the brake cylinder and of the brake linkage being configured to be mechanically attached to the railway vehicle, and a measuring device configured to measure a stroke representative of the displacement of said at least one lining or at least one shoe relative to the braking element when the brake linkage is actuated by the brake cylinder;and the measuring device has a first end by which the measuring device is mechanically attached to a first attachment zone of one of the brake linkage and the brake cylinder, and a second end opposite to the first end and by which the measuring device is mechanically attached to a second attachment zone of the brake linkage, whereby the measuring device is disposed outside the brake cylinder between the first attachment zone and the second attachment zone, and the railway braking system is configured so that a relative displacement between the first attachment zone and the second attachment zone is; produced only when the brake cylinder actuates the brake linkage and is representative of a displacement of at least one lining or shoe relative to the braking element of the railway vehicle.

[0010] In the railway system according to the invention, a measuring device is provided not integrated into the brake cylinder, but rather attached according to a specific arrangement which consists of mechanically attaching it on the one hand to a first attachment zone which is located on the brake linkage or on the brake cylinder and on the other hand to a second attachment zone which is located on the brake linkage.

[0011] The measuring device thus allows a measurement of a displacement which is representative of a state of at least one lining or at least one sole only during or following a braking action of the railway vehicle, which braking is generated by the brake cylinder and the brake linkage.

[0012] In other words, the measurement taken by the measuring device is not sensitive to relative movements between either of the brake cylinder and the brake linkage and the braking element, movements which would not be due to braking but simply to the rolling of the railway vehicle.

[0013] Here, representative information of the condition of at least one lining or at least one sole means information which can allow, in particular, the verification of a tight or loose condition of the brake, and / or a condition of wear of the lining or the sole, or even of the braking component.

[0014] Such information, representative of the condition of at least one lining or at least one shoe, can also allow the determination, from the displacement measurement, of a value of a braking force exerted on the braking component by at least one lining or by at least one shoe.

[0015] It should be noted that the railway braking system according to the invention may originally include, that is to say from its assembly, the measuring device in the arrangement described above.

[0016] Alternatively, the measuring device can be attached to an already assembled braking system.

[0017] This is made possible in particular by mounting the measuring device outside the brake cylinder.

[0018] Therefore, the invention also relates, according to a second aspect, to a measuring device configured to equip a railway braking system for a railway vehicle with brakes having at least one lining or at least a shoe, the system being configured to act on at least one braking component of the railway vehicle via at least one lining or at least one shoe, and comprising a brake linkage having at least one lining or at least one shoe, a brake cylinder configured to actuate the brake linkage for the purpose of braking the railway vehicle, at least one of the brake cylinder and of the brake linkage being configured to be mechanically attached to the railway vehicle,the measuring device being configured to measure a stroke representative of the displacement of said at least one lining or at least one shoe relative to the braking element during the actuation of the brake linkage by the brake cylinder; the measuring device having a first end by which the measuring device is configured to be mechanically attached to a first attachment zone of one of the brake linkage and the brake cylinder of the railway braking system, and a second end opposite to the first end and by which the measuring device is configured to be mechanically attached to a second attachment zone of the brake linkage of the railway braking system, whereby the measuring device is configured to be disposed outside the brake cylinder between the first attachment zone and the second attachment zone,and the railway braking system is configured so that a relative displacement between the first attachment zone and the second attachment zone occurs only when the brake cylinder actuates the brake linkage and is representative of a displacement of at least one lining or shoe relative to the braking element of the railway vehicle.

[0019] It should be noted that such a measuring device can be installed permanently or temporarily on an already assembled railway braking system, and that its maintenance is facilitated by its accessibility.

[0020] Preferred, simple, convenient and economical characteristics of the railway braking system, equipped with such a measuring device, according to the invention are presented below.

[0021] The measuring device may include a measuring element configured to measure a linear stroke between the first attachment zone and the second attachment zone.

[0022] The measuring device can be a linear potentiometer or a resistive stroke sensor.

[0023] The braking element can be located in a principal plane of rotation and can be configured to rotate around a direction of rotation orthogonal to the principal plane of rotation, and the measuring device can be configured so that the displacement measured by the measuring element is insensitive to relative displacements between the first attachment zone and the second zone in a vertical direction located in the principal plane of rotation and orthogonal to the direction of rotation.

[0024] The measuring device may include a first fixing member at its first end and a second fixing member at its second end, the first fixing member and the second fixing member each comprising a trunnion with a spherical bearing and a fixing flange, with the respective trunnion being inserted into the respective flange and being mechanically secured respectively to one of the first attachment zone and second attachment zone, and with the fixing flanges being each mechanically secured to the measuring member.

[0025] The measuring element can extend along a longitudinal direction, the first fixing element and the second fixing element being offset from the longitudinal direction.

[0026] The measuring device may include a protective element covering at least partially the measuring element.

[0027] The braking system may include a protective screen attached to the measuring device, and fixed to one of the brake linkage and the brake cylinder opposite the measuring element.

[0028] The system may include linings, the brake cylinder may be configured to be mechanically attached to the railway vehicle and the brake linkage may include levers mounted movable in rotation around the brake cylinder and each supporting a lining, the first attachment area being located on one of the levers and the second attachment area being located on a second of the levers.

[0029] The levers may each have a first end and a second end opposite the first end, the second end of each lever supporting a lining, and the brake cylinder being mounted between the first ends of each of the levers, the first attachment area and the second attachment area being located at the first end of a first of the levers and a second of the levers respectively.

[0030] The system may include linings, the brake cylinder may be configured to be mechanically attached to the railway vehicle and the brake linkage may include a lever mounted movable to rotate around the brake cylinder and supporting a lining, the first zone being located on the brake cylinder and the second zone being located on the lever.

[0031] The system may include shoes, the brake cylinder may be configured to be mechanically attached to the railway vehicle and the brake linkage may include a lever and a shoe supporting a shoe, the shoe being mounted movable in rotation and translation relative to the brake cylinder by means of the lever, the first zone being located on the brake cylinder and the second zone being located on the lever.

[0032] The invention also relates, according to a third aspect, to a railway vehicle with brakes having at least one lining or at least one shoe comprising at least one railway braking system configured to act on at least one braking element of the railway vehicle via at least one lining or at least one shoe, and comprising a brake linkage having at least one lining or at least one shoe, a brake cylinder configured to actuate the brake linkage in order to brake the railway vehicle, at least one of the brake cylinder and of the brake linkage being configured to be mechanically attached to the railway vehicle, and a measuring device configured to measure a stroke representative of the displacement of said at least one lining or at least one shoe relative to the braking element when the brake linkage is actuated by the brake cylinder;and the measuring device has a first end by which the measuring device is mechanically attached to a first attachment zone of one of the brake linkage and the brake cylinder, and a second end opposite to the first end and by which the measuring device is mechanically attached to a second attachment zone of the brake linkage, whereby the measuring device is disposed outside the brake cylinder between the first attachment zone and the second attachment zone, and the railway braking system is configured so that a relative displacement between the first attachment zone and the second attachment zone occurs only when the brake cylinder actuates the brake linkage and is representative of a displacement of at least one lining or shoe relative to the braking element of the railway vehicle.;

[0033] At least one braking component can be formed by a disc or by a wheel.

[0034] The railway vehicle can be a passenger transport vehicle and / or a freight transport vehicle. BRIEF DESCRIPTION OF THE FIGURES

[0035] The invention, according to an example of its embodiment, will be well understood and its advantages will become more apparent upon reading the detailed description that follows, given by way of example and in no way limiting, with reference to the attached drawings.

[0036] Figure 1 schematically and partially illustrates a railway braking system with lining brakes.

[0037] Figure 2 schematically and partially represents the system illustrated in Figure 1, mechanically attached to an axle of a bogie of a railway vehicle.

[0038] Figure 3 partially illustrates in perspective a railway braking system with lining brakes, according to a first embodiment, and comprising a measuring device according to the invention.

[0039] Figure 4 and Figure 5 illustrate in perspective and in isolation the measuring device according to the invention, respectively according to an assembly view and an exploded view.

[0040] Figure 6 schematically illustrates, in a cross-sectional view, the measuring device at one end of this device.

[0041] Figure 7 schematically illustrates the measuring device whose opposite ends are subjected to a relative displacement in a vertical direction.

[0042] Figure 8 schematically illustrates in perspective the measuring device and a protective screen mounted on the braking system of Figure 3.

[0043] Figure 9 partially illustrates in perspective a brake unit of a railway braking system with lining brakes, according to a second embodiment, and comprising a measuring device according to the invention.

[0044] Figure 10 partially illustrates in perspective a brake unit of a railway braking system with lining brakes, according to a third embodiment, and comprising a measuring device according to the invention.

[0045] Figure 11 schematically illustrates in perspective the measuring device and a protective screen mounted on the braking system of Figure 10.

[0046] Figure 12 partially illustrates in perspective a brake unit of a railway braking system with shoe brakes, according to a fourth embodiment, and comprising a measuring device according to the invention. DETAILED DESCRIPTION

[0047] Figure 1 schematically represents a railway braking system 1 for a railway vehicle with lining brakes.

[0048] This is a railway braking system structurally of the type described in European patent application EP 2 826 684, according to a non-limiting example of embodiment.

[0049] The railway braking system 1 comprises a body 2 forming here a brake cylinder 19 serving both as a service brake 6 and as a parking brake 7, a control and command unit 3 configured to manage the operation of the service brake 6 and the parking brake 7, a pneumatic pipe routing network connected to the body 2 and to the control and command unit 3, and a brake linkage 4 mechanically connected to the body 2.

[0050] Body 2 here has the form of a generally closed envelope.

[0051] The service brake 6 includes a service brake piston 8 movable relative to the body 2 along a first axial direction, a push rod 9 also movable relative to the body 2 along a second axial direction perpendicular to the first axial direction.

[0052] The brake piston 8 delimits with the body 2 a service brake pressure chamber 13.

[0053] The brake piston 8 has two sides, respectively a first side 17 configured to act on the brake linkage 4 via the push rod 9, and a second side 18 opposite to the first side 17 and turned towards the service brake pressure chamber 13.

[0054] The service brake 6 further includes a toothed rod 21 fixed on the second side 18 of the brake piston 8. This toothed rod 21 extends longitudinally along the first axial direction.

[0055] The brake piston 8 is configured to move in the body 2 while keeping the service brake pressure chamber 13 relatively sealed by means of a membrane 14, for example formed by a sealing gasket, disposed between this brake piston 8 and inner edges of the body 2.

[0056] The service brake 6 may include a wedge piece 10 fixed to the first side 17 of the brake piston 8.

[0057] This corner piece 10 may have a triangular section and be configured to cooperate with a set of bearing stops 11, one of which bearing stops may be connected to the body 2 while the other bearing stops may be connected to the push rod 9.

[0058] This push rod 9 can be fitted with a wear adjuster configured to compensate for the wear of the brake linings 5 ​​in order to prevent excessive play (resulting from the wear of the linings) from reducing the braking force.

[0059] The service brake 6 may include a spring 12 arranged around the push rod 9, between the bearing stop which is connected to the latter and an inner edge of the body 2. This spring 12 is configured to return the stop which is connected to the push rod 9 against the corner piece 10.

[0060] The service brake 6 may include a first orifice 15 provided in the body 2 and configured to allow the movement of the push rod 9 through this first orifice 15.

[0061] The service brake 6 may include a second orifice 16 formed in the body 2 and opening into the service brake pressure chamber 13.

[0062] The service brake pressure chamber 13 is here connected by a first supply line 72 of the pneumatic line routing network, more generally called brake line, which line is connected at the level of this second orifice 16 to a source of supply of pneumatic pressure agents (not visible).

[0063] The body 2 has a cavity 27 attached to the service brake pressure chamber 13 and in which the parking brake 7 is located.

[0064] The parking brake 7 includes a locking device formed by a locking finger 20 movable relative to the body 2 and extending along the second axial direction.

[0065] The parking brake 7 includes a retaining piston 23 movable relative to the body 2 and delimits with the latter a parking brake pressure chamber 25.

[0066] This retaining piston 23 has two sides, respectively a first side 31 on which the locking finger 20 is attached and which is turned towards the parking brake pressure chamber 25, and a second side 32 opposite to the first side.

[0067] The parking brake 7 includes a spring element 24 disposed between the body 2 and the second side 32 of the retaining piston 23. This spring element 24 is configured to act on this retaining piston 23 and consequently on the locking finger 20.

[0068] The retaining piston 23 and the spring element 24 can form a movable control device for the parking brake 7.

[0069] The retaining piston 23 is configured to move within the body 2 while keeping the parking brake pressure chamber 25 relatively sealed by means of a membrane disposed between this retaining piston 23 and the inner edges of the body 2.

[0070] The parking brake 7 has a third orifice (not shown) formed in the body 2 and opening into both the parking brake pressure chamber 25 and the service brake pressure chamber 13, which third orifice is configured to permit the movement of the locking finger 20 through this third orifice.

[0071] The relative sealing between the parking brake pressure chamber 25 and the service brake pressure chamber 13 is ensured by the presence of a sealing gasket 33 disposed at the interface between this third orifice and the locking finger 20.

[0072] The parking brake 7 has a fourth orifice 28 formed in the body 2 and opening into the parking brake pressure chamber 25.

[0073] The parking brake pressure chamber 25 can be connected by a second supply line 71 of the pneumatic line routing network, also called the parking brake line, connected at this fourth port 28, to the pneumatic pressure agent supply source via unit 3.

[0074] The parking brake 7 includes a release part 29 to deactivate the parking brake 7.

[0075] The unlocking piece 29 can for example be attached to the second side 32 of the retaining piston 23 and open out of the body 2 through a fifth orifice (not shown) provided in this body 2 and opening into the cavity 27.

[0076] The unlocking piece 29 is accessible for manipulation from outside the body 2 if necessary.

[0077] The release part 29 can be connected to an indicator device intended to indicate a state of the parking brake 7 and / or a state of the service brake 6.

[0078] In particular, the unlocking piece 29 can be coupled to a switch mechanically attached to this piece 29 and having a first position and a second position selected according to the position of the unlocking piece 29.

[0079] The service brake 6 is disposed in the body 2 and is configured to act on one or more braking devices 35 of the railway vehicle via the brake linkage 4.

[0080] The braking unit 35 of the vehicle may include a brake disc (here seen from above) mounted for example on an axle 36 of the railway vehicle, or directly on the wheel to be braked.

[0081] The brake linkage 4 is provided with a lining device 5 designed to apply forces to the brake disc 35 when the linkage 4 is operated.

[0082] This device 5 here comprises two support fittings 37 on each of which fittings 38 are mechanically attached.

[0083] In particular, two fittings 38 can be mounted on each support fittings 37.

[0084] Each lining 38 is designed to be applied in contact with the disc 35 to reduce its rotational speed and consequently that of the wheel to be braked.

[0085] The braking linkage 4 here includes levers 40, for example substantially deformable.

[0086] In the example described, each lever 40 has an upper portion and a lower portion which are joined and which extend from the service and parking brake to the device 5.

[0087] Each portion of the levers 40 can be articulated on a central connector 41 via two pivots 42.

[0088] The upper portion of each lever 40 can be connected by a first end to a respective joint 44, 45.

[0089] The braking linkage 4 can receive the body 2 between the upper portions of the deformable levers 40, at the level of the joints 44 and 45.

[0090] The body 2 can be mounted for rotation on the joint 44 which is attached to one end of the push rod 9 while it can be mounted fixed on the joint 45, which is directly attached to this body 2.

[0091] The lower portion of each lever 40 can be connected, at a second end opposite to its first end, to one of the trim supports 37 at the level of an attachment area 39 provided on the latter and which is opposite the trims 37.

[0092] The braking linkage 4 may include a first fixing element 43 attached to the central connector 41 for mounting this braking linkage 4 on the railway vehicle, so that the lining supports 37 are located on either side of the brake disc 35 (or the wheel of the railway vehicle).

[0093] Bringing the joints 44 and 45 closer together allows the lining supports 37 to move further apart, and conversely, moving these joints further apart 44 and 45 can allow the lining supports 37 to be tightened onto the brake disc 35 (or onto the wheel of the railway vehicle).

[0094] The control and command unit 3 is connected to the service brake pressure chamber 13 via the first supply line 72 to which it is connected.

[0095] This unit 3 is connected to the parking brake pressure chamber 25 via the second supply line 71 to which it is connected.

[0096] This unit 3 is supplied with pneumatic agents by a main line 80 which usually runs along the rail vehicle.

[0097] Unit 3 includes systemic elements (not shown in Figure 1) which are configured to receive and process representative information relating, for example, to instructions for operating the railway vehicle, via a first channel of the electrical and / or pneumatic and / or manual type, noted as 60 in Figure 1.

[0098] These system elements are further configured to receive and process representative information relating to vehicle usage parameters railway, by a second channel of the electrical and / or pneumatic and / or manual type, noted 70 in figure 1.

[0099] These systemic elements can, for example, be formed by pneumatic relays and / or solenoid valves and / or pressure switches and / or sensors and / or pressure regulators and / or electrical relays and / or electronic boards and / or central processing units or microprocessors, and / or RAM components with registers adapted to record variables of parameters created and modified during the execution of programs, and / or communication interfaces configured to transmit and receive data, and / or internal storage elements, such as hard drives, which may include the executable code of programs enabling the management of service and parking brakes 6 and 7.

[0100] The control and command unit 3 can be associated with one or more braking linkages of the railway vehicle.

[0101] Figure 2 shows very schematically the railway vehicle 48 equipped with a support 49 to which the system 1 is mechanically attached, for example by means of a second fastening element 47 which connects the body 2 directly or indirectly to the support 49.

[0102] The support 49 can be formed directly or indirectly by a bogie, or by an axle support fixed to the bogie, or by another device such as a drive motor or gearbox also mounted on the bogie.

[0103] Due to the movements inherent in the railway vehicle 48 both in the rolling phase and in the braking or debraking phase, the railway braking system 1 can be mounted "suspended" relative to the support 49.

[0104] The system 1 may include at least one force transmission link 51 mechanically fixed directly or indirectly at a first end to the support 49 of the vehicle 48 and at a second end opposite to the first end to the lining support 37, in the immediate vicinity of the attachment area 39 of the lever 40.

[0105] The lining support 37 is here opposite one face of the disc 35 mounted on its axle shaft 36 of the vehicle 48.

[0106] Figure 3 is a partial perspective view of a railway braking system 1 of the type described above, according to a first embodiment, and which further includes a measuring device 50 (not shown in Figures 1 and 2) configured to measure a stroke representative of the movement of the linings relative to the brake disc when the brake linkage is actuation by the brake cylinder.

[0107] In particular, the railway braking system 1 of Figure 3 is of the disc brake type and configured to act on a rotating braking element formed by a brake disc 35 via linings (not visible in Figure 3) mounted on the lining holders 37.

[0108] The railway braking system 1 is here mechanically attached to the railway vehicle by means of its support (not visible in figure 3), through a fixing interface 52 itself mechanically attached to a connection device 53 and to the force transmission rods 51 of the railway braking system 1.

[0109] In accordance with what is described above, the railway braking system 1 comprises a braking unit which is provided with a brake linkage 4 and a brake, service and / or parking, configured to act on the brake disc via the brake linkage 4.

[0110] The braking linkage 4 is provided with two movable levers 40, each having a first end 54 and a second end 55 opposite the first end 54.

[0111] The levers 40 are mechanically secured by their first end 54 to the brake cylinder 19, respectively by the joints 44 and 45.

[0112] The trim holders 37 are each mechanically secured to the second ends 55 of the levers 40, as well as to the force transmission links 51.

[0113] The second fixing member 47, which is part of the braking unit and which can be formed from a single piece or from several parts mechanically assembled together, has pivot axes 56 around which the levers 40 are mounted movably in rotation.

[0114] The brake cylinder 19 is therefore here subjected to the second fixing member 47 by means of the levers 40 which it carries in a pivoting manner.

[0115] In the example illustrated in Figure 3, the brake linkage 4 includes a hammer head 57, by which the push rod 9 of the brake cylinder 19 is mechanically secured to a first of the levers 40.

[0116] The body 2 further includes a fixing interface (not visible in figure 3), generally opposite the hammer head 57 on the cylinder 19, by which a second of the levers 40 is mechanically fixed to the body 2, in a similar manner to the first of the levers 40 which is fixed to the hammer head 57.

[0117] The levers 40 are each here mobile in rotation respectively relative to the hammer head 57 and the fixing interface, via the joints 44 and 45.

[0118] The brake unit includes studs 58, here a pair of studs 58 per lever 40, passing through the first ends 54 of the levers 40 and being screwed on either side respectively into the hammer head 57 and the fixing interface on the body 2, which are threaded for this purpose, thus forming the joints 44 and 45.

[0119] The measuring device 50 is here located globally opposite the fixing interface 52 and the connection device 53, with the brake cylinder 19 being at least partially interposed between the measuring device 50 and the fixing interface 52 and the connection device 53.

[0120] The measuring device 50 has a first end 61 by which the measuring device 50 is mechanically attached to a first of the levers 40, and a second end 62 opposite the first end 61 by which the measuring device 50 is mechanically attached to a second of the levers 40.

[0121] In other words, the measuring device 50 is subjected on the one hand to the braking linkage 4, at the level of a first attachment zone located on a first of the levers 40, and of a second attachment zone located on the body of the brake cylinder 19.

[0122] In the illustrated example, the first attachment zone and the second attachment zone are formed at joints 44 and 45.

[0123] As can be seen in Figure 3 but also in Figures 4 and 5 where the measuring device 50 is isolated, the measuring device 50 includes a measuring element 63, which is here configured to measure a linear stroke.

[0124] The measuring element 63 is, for example, a linear potentiometer or a resistive stroke sensor.

[0125] The measuring element 63 here has an overall elongated shape extending along a longitudinal direction.

[0126] The measuring element 63 includes a connector 64 allowing the connection of a connecting element, for example wired or wireless, configured to transmit data, in particular to a terminal remote from the brake unit.

[0127] The 64 connector here is of the pin type.

[0128] The measuring element 63 further has a first end 65 from which the connector 64 protrudes radially, and a second end 66 opposite the first end.

[0129] Connector 64 here has a threaded head allowing mechanical connection of the connecting element.

[0130] The measuring device 50 here further includes a bellows 74 partially covering the measuring element 63, and forming a protective element in particular against projections and fouling of the measuring element 63.

[0131] Alternatively, the measuring element may also include a scraper seal.

[0132] The measuring device 50 further includes two fixing flanges 67, at its first end 61 and its second end 62 respectively, which are attached to the measuring element 63.

[0133] A first of the mounting flanges 67 is of a first type and is attached to the first end 65 of the measuring element 63. The first of the mounting flanges 67 has a first opening 75 into which the first end 65 is inserted. The first of the mounting flanges 67 has a jaw which, when tightened, holds the first end 65 in the first opening 75. The measuring device 50 includes a first screw 76 which is screwed through the first of the mounting flanges 67 and which holds it in place.

[0134] A second fixing flange 67 is of a second type and is attached to the second end 66 of the measuring member 63. The measuring device 50 includes a second screw 68 which is screwed into the second end 66, through the fixing flange 67 which has a second opening 69 for this purpose.

[0135] Although the 67 fixing flanges are of a different type here, they could also both be of the same type, either the first type or the second type.

[0136] In addition, the measuring device 50 includes a pair of trunnions 77 which are configured to allow the fastening of the fixing flanges 66 to the braking linkage 4.

[0137] The fixing flanges 67 respectively have a third opening 78 and a fourth opening 79, into which each of the trunnions 77 is inserted.

[0138] The openings 78 and 79 are here offset from the longitudinal direction of extension of the measuring device 50.

[0139] Alternatively, the openings could be in line with the longitudinal direction of extension.

[0140] The trunnions 77 each have a spherical bearing surface, which is configured to cooperate with each of the openings 78 and 79, as can be seen in Figure 6.

[0141] In the illustrated example, the trunnions 77 are secured to the braking linkage 4 by means of two of the studs 58 connected respectively to one of the levers 40, here located on a lower side of the railway braking system 1.

[0142] Each fixing flange 66 associated with a trunnion 77 thus forms a fixing element of the measuring device 50 to a lever 40.

[0143] The studs 58 each have a head with a threaded hole, and the trunnions 77 each have a threaded end. The trunnions 77 are screwed into the studs 58 and thus secured to the brake linkage 4.

[0144] The trunnions 77 each have a head 81, and the trunnions 77 are preferably configured to be screwed into the studs 58 so that the measuring device 50 maintains axial play between the studs 58 and the head 81 of the trunnions.

[0145] As illustrated in Figure 7, this allows a vertical offset, in a vertical direction located in the main plane of rotation of the braking element 35 and orthogonal to the direction of rotation of the braking element 35, between the first attachment zone and the second attachment zone.

[0146] The spherical bearing surface of the trunnions 77 makes it possible in particular to maintain a stroke measurement that is indifferent to such a vertical offset.

[0147] Figure 8 shows a detail of a lower part of the braking system 1 of Figure 3, comprising a protective screen 82 which is mounted on the second fixing member 47.

[0148] The protective screen 82 is reported in relation to the measuring device 50.

[0149] The protective screen 82 is intended to be placed between the measuring device 50 and the ground on which the railway vehicle moves.

[0150] The protective screen 82 here comprises a central portion 83, having a first side by which the protective screen 82 is attached to the braking unit, and an end tab 84 projecting from a second side of the central portion 83, opposite the first side. The end tab 84 projects angularly from the central portion 83 and is designed to shield the measuring device 50.

[0151] The protective screen 82, and in particular its central portion 83, can be perforated.

[0152] Figure 9 partially represents the railway braking system 1 according to a second embodiment, and comprising a measuring device 50 such as that illustrated in figures 4 to 6.

[0153] The railway braking system 1 is here also of the lining brake type and configured to act on a rotating braking element formed by a brake disc via linings mounted on the lining carriers, which are not shown in Figure 9.

[0154] Figure 9 partially shows the braking linkage, of which a hammer head 57, intended for the mechanical securing of a first lever, is shown.

[0155] The brake cylinder 19 has a body 2 which is provided with a fixing interface 85 generally opposite the hammer head 57 on the cylinder 19.

[0156] The fixing interface 85 allows a second lever to be mechanically attached to the body 2, in a similar manner to the first lever which is intended to be attached to the hammer head 57.

[0157] The measuring device 50 is here mechanically secured on one side to the hammer head 57 and on the other side to the fixing interface 85, substantially at the height of the push rod 9.

[0158] In other words, the measuring device 50 is mechanically attached on the one hand to the braking linkage 4, at the level of a first attachment zone, and on the other hand to the body 2 of the cylinder 19, at the level of a second attachment zone.

[0159] The railway braking system 1 includes a pair of attachment rods 86 which are respectively mechanically attached to the hammer head 57 and to the fixing interface 85, and each mechanically attached to a fixing flange 67 of the measuring device 50.

[0160] For example, the attachment rods 86 are screwed or welded respectively to the hammer head 57 and the fixing interface 85, substantially perpendicular to the pivot direction of the joints 44 and 45 formed between respectively the hammer head 57 and the fixing interface 85, and the levers (not shown).

[0161] The mechanical connection between the fixing flanges 67 and the attachment rods 86 can be made in a similar manner to that described in relation to the embodiment of figure 3.

[0162] In other words, the trunnions 77 can be screwed into the attachment rods 86 which are threaded for this purpose.

[0163] Figure 10 represents the railway braking system 1 according to a third embodiment, also comprising a measuring device 50, and with the railway braking system 1 which is here also of the lining brake type and configured to act on a rotating braking element formed by a brake disc via the linings (not shown) mounted on the lining holders 37.

[0164] Unlike the railway braking system illustrated in Figure 3, the railway braking system 1 shown in Figure 10 does not include a connecting rod. In the railway braking system 1 shown in Figure 10, the braking forces can be absorbed directly by the lining supports 37, then by the levers 40, and finally by the second fastening element 47.

[0165] The railway braking system 1 may further include a bridge-forming part 59 which is mechanically fastened to the second fastening element 47 and two elastic metal hoops 73 attached at one end to the bridge-forming part 59 and at the opposite end to the respective lining supports. Such a bridge-forming part 59, together with the elastic metal hoops 73, ensures that the lining supports 37 are positioned parallel to the braking element, particularly in the absence of connecting rods.

[0166] The brake cylinder 19 has a body 2 and here not one but two push rods 9, which protrude in opposition out of the body 2. The brake linkage 4 has here two hammer heads 57, respectively mechanically secured to a push rod 9.

[0167] The body 2 is fixed here relative to the second fixing member 47, and each of the push rods 9 is mechanically subjected to rotation at one of the levers 40 via hammer heads 57, which are mobile in rotation around pivot axes 56.

[0168] In other words, the measuring device 50 is subjected on both sides to the braking linkage 4, at the level of a first attachment zone and a second attachment zone respectively.

[0169] The measuring device 50 is mechanically secured to the studs 58 in a manner similar to the first embodiment described in connection with Figure 3, with the trunnions 77 which are screwed into the studs 58 which are threaded for this purpose.

[0170] Unlike the embodiment in Figure 3, the measuring device 50 is here mounted on an upper side of the hammer heads 57, between two upper studs 58 of each of the hammer heads 57.

[0171] Figure 11 shows a detail of an upper part of the braking system 1 of Figure 10, comprising a protective screen 82 which is mounted on the second fixing member 47, and which is similar to the protective screen illustrated in Figure 8.

[0172] The protective screen 82 is reported in relation to and is located opposite the measuring device 50, on a rear side of the brake cylinder 19.

[0173] The protective screen 82 here comprises a central portion 83, having a first side by which the protective screen 82 is attached to the braking unit, and an end tab 84 projecting from a second side of the central portion 83, opposite the first side. The end tab 84 projects angularly from the central portion 83 and is designed to shield the measuring device 50.

[0174] Figure 12 shows the railway braking system 1 according to a fourth embodiment, also comprising a measuring device 50, and with the railway braking system 1 here being of the shoe or pad type and having a pad holder 87 instead of a lining holder and a pad (not shown) instead of a lining. The system is thus configured to act on a rotating braking element, which here is formed directly by the wheel, via the pad mounted on the pad holder.

[0175] The railway braking system 1 shown in Figure 12 comprises a body 2 and a push rod 9 which acts on the shoe holder 87.

[0176] The braking linkage 4 here includes a pair of levers 88 which are mounted pivoting on the body 2, around a pivoting direction globally parallel to the axis of rotation of the braking element.

[0177] The sole holder 87 is itself mechanically attached to the levers 88 in a pivoting manner, according to a distinct pivoting direction and also globally parallel to the axis of rotation of the braking element.

[0178] The sole holder 87 is thus mounted to be mobile in rotation and translation relative to the body 2.

[0179] The measuring device 50 is here mechanically attached on one side to the body 2, and on the other side to one of the levers 88.

[0180] More specifically, the measuring device 50 is subjected to the lever 88 at the pivot connection with the sole holder 87.

[0181] In other words, the measuring device 50 is subjected on the one hand to the brake cylinder 19, at the level of a first attachment zone, and on the other hand to the brake linkage 4, at the level of a second attachment zone.

[0182] According to a fifth embodiment not illustrated, the invention also relates to a braking system for a goods transport vehicle, known as a rail freight vehicle, also comprising a measuring device, and with the rail braking system which is of the shoe or pad brake type and which is configured to act on a rotating braking element formed directly by a wheel via pads mounted on the pad holders.

[0183] The railway freight braking system includes a brake linkage comprising two secondary levers mounted pivotally on a fixing member, and each having a first end mechanically fixed to rotation to the brake cylinder, respectively by the body for one and by the push rod for the other.

[0184] The secondary levers each have a second end, which does not support a lining holder, but is connected respectively to a primary lever that is part of the brake linkage.

[0185] The primary levers are pivotal relative to the railway vehicle, and include a sole holder as well as one or more soles.

[0186] The measuring device is mounted between a first attachment zone, located on the brake linkage at the second end of one of the secondary levers, and a second attachment zone, located on the brake linkage, on one of the primary levers, at its connection with the secondary lever.

[0187] It should be noted that each of the railway braking systems shown in the figures may include a protective screen identical to or similar to that illustrated in figures 8 and / or 11.

[0188] In the railway braking system 1 as described above in various embodiments, the measuring device 50 allows a stroke to be measured between two elements of the brake, belonging either both to the brake linkage or on the one hand to the brake linkage and on the other hand to the brake cylinder.

[0189] This stroke is representative, and only representative, of a state of the lining or the sole during or following a braking action of the railway vehicle, that is to say that the stroke is indifferent to the relative movements between either of the brake cylinder and the brake linkage and the braking element and which would not be due to braking but simply to the rolling of the railway vehicle.

[0190] In this way, the railway braking system is configured so that a relative movement between the first attachment zone and the second attachment zone occurs only when the brake cylinder actuates the brake linkage and is representative of a movement of at least one lining or shoe relative to the braking element of the railway vehicle.

[0191] The information obtained is representative of the condition of the lining or the sole, and allows verification of a tight or loose condition of the brake, and / or a condition of wear of the lining or the sole, or even of the braking component.

[0192] From the displacement measurement that can be obtained, a value of a braking force exerted on the braking element by the lining or the shoe can also be determined.

[0193] This data, among others, can be collected and stored for later use, particularly for predictive maintenance of the braking system.

[0194] More generally, the invention also relates to a measuring device as described above, which can be fitted to any railway braking system by being mounted to a first attachment zone of one of the brake linkage and the brake cylinder of the railway braking system, and to a second attachment zone of the brake linkage of the railway braking system.

[0195] In particular, the measuring device can be fitted to a pre-existing railway braking system on a railway vehicle, substantially without modifications to the railway braking system.

[0196] It should also be noted that such a measuring device can be mounted on a railway braking system having an electrically or hydraulically operated brake cylinder, rather than a pneumatically operated one; and that the regulator can also be electrical rather than mechanical.

[0197] More generally, it is recalled that the invention is not limited to the examples described and represented.

Claims

Demands 1. Railway braking system (1) for a railway vehicle (48) with brakes having at least one lining (38) or at least one shoe, the system being configured to act on at least one braking element (35) of the railway vehicle by means of at least one lining or at least one shoe, and comprising a brake linkage (4) having at least one lining or at least one shoe, a brake cylinder (19) configured to actuate the brake linkage for the purpose of braking the railway vehicle, at least one of the brake cylinder and of the brake linkage being configured to be mechanically attached to the railway vehicle,and a measuring device (50) configured to measure a stroke representative of the displacement of said at least one lining (38) or at least one shoe relative to the braking element (35) during actuation of the brake linkage (4) by the brake cylinder (19); the railway braking system (1) being characterized in that the measuring device (50) has a first end (61) by which the measuring device (50) is mechanically attached to a first attachment zone of one of the brake linkage (4) and the brake cylinder (19), and a second end (62) opposite the first end (61) and by which the measuring device (50) is mechanically attached to a second attachment zone of the brake linkage (4), whereby the measuring device (50) is disposed outside the brake cylinder (19) between the first attachment zone and the second attachment zone,and the railway braking system (1) is configured so that a relative displacement between the first attachment zone and the second attachment zone occurs only when the brake cylinder (19) actuates the brake linkage (4) and is representative of a displacement of at least one lining (38) or shoe relative to the braking element (35) of the railway vehicle.

2. Railway braking system (1) according to claim 1, characterized in that the measuring device (50) comprises a measuring member (63) configured to measure a linear stroke between the first attachment zone and the second attachment zone.

3. Railway braking system (1) according to claim 2, characterized in that the measuring element (63) is a linear potentiometer or a resistive stroke sensor.

4. Railway braking system (1) according to any one of claims 2 or 3, characterized in that the braking element (35) is located in a principal plane of rotation and configured to rotate about a direction of rotation orthogonal to the principal plane of rotation, and in that the measuring device (50) is configured so that the displacement measured by the measuring element is insensitive to relative displacements between the first attachment zone and the second zone in a vertical direction located in the principal plane of rotation and orthogonal to the direction of rotation.

5. Railway braking system (1) according to claim 4, characterized in that the measuring device (50) comprises a first fixing member at its first end and a second fixing member at its second end, the first fixing member and the second fixing member each comprising a trunnion (77) with a spherical bearing and a fixing flange (67), with the respective trunnion (77) being introduced into the respective fixing flange (67) and being mechanically secured on the one hand respectively to one of the first attachment zone and second attachment zone, and the fixing flanges (67) each being mechanically secured to the measuring member (63).

6. Railway braking system (1) according to claim 5, characterized in that the measuring member (63) extends along a longitudinal direction, the first fixing member and the second fixing member being offset from the longitudinal direction.

7. Railway braking system (1) according to any one of claims 1 to 6, characterized in that the measuring device (50) includes a protective element covering at least partially the measuring element.

8. Railway braking system (1) according to any one of claims 1 to 7, comprising a protective screen (82) reported in relation to the measuring device (50), and subjected to one of the brake linkage (4) and the brake cylinder (19) opposite the measuring member (63).

9. Railway braking system (1) according to any one of claims 1 to 8, characterized in that the system comprises linings (38), in that the brake cylinder (19) is configured to be mechanically attached to the vehicle railway (48) and in that the brake linkage (4) comprises levers (40) mounted movable in rotation around the brake cylinder (19) and each supporting a lining (38), the first attachment zone being located on a first of the levers (40) and the second attachment zone being located on a second of the levers (40).

10. Railway braking system (1) according to claim 9, characterized in that the levers (40) each have a first end (54) and a second end (55) opposite the first end, the second end (55) of each lever supporting a lining (38), and the brake cylinder (19) being mounted between the first ends of each of the levers (40), the first attachment zone and the second attachment zone being located at the first end (54) respectively of a first of the levers (40) and a second of the levers (40). 1 1. Railway braking system (1 ) according to any one of claims 1 to 8, characterized in that the system comprises linings (38), in that the brake cylinder (19) is configured to be mechanically attached to the railway vehicle (48), and in that the brake linkage (4) comprises a lever (40) mounted movable in rotation around the brake cylinder (19) and supporting a lining (38), the first zone being located on the brake cylinder (19) and the second zone being located on the lever (40).

12. Railway braking system (1) according to any one of claims 1 to 8, characterized in that the system comprises shoes, in that the brake cylinder (19) is configured to be mechanically attached to the railway vehicle (48), and in that the brake linkage (4) comprises a lever (88) and a shoe (87) supporting a shoe, the shoe (87) being mounted movable in rotation and translation relative to the brake cylinder (19) by means of the lever (88), the first zone being located on the brake cylinder (19) and the second zone being located on the lever (88).

13. A measuring device (50) configured to equip a railway braking system (1) according to any one of claims 1 to 12, characterized in that it comprises a first end (61) by which the measuring device is configured to be mechanically attached to a first attachment zone of one of the brake linkage (4) and the brake cylinder (19) of the railway braking system, and a second end (62) opposite the first end (61) and by which the measuring device (50) is configured to be mechanically attached to a second attachment zone of the brake linkage (4) of the railway braking system, whereby the measuring device (50) is configured to be disposed outside the brake cylinder (19) between the first attachment zone and the second attachment zone, and the railway braking system (1) is configured so that a relative displacement between the first attachment zone and the second attachment zone occurs only when the brake cylinder (19) actuates the brake linkage (4) and is representative of a displacement of at least one lining or shoe relative to the braking element (35) of the railway vehicle.

14. Railway vehicle (48) with brakes having at least one lining (38) or at least one shoe, comprising at least one railway braking system (1) according to any one of claims 1 to 12, configured to act on at least one braking element (35) of said railway vehicle by means of said at least one lining or at least one shoe.

15. Railway vehicle (48) according to claim 14, characterized in that at least one braking element (35) is formed by a disc or by a wheel.

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