阅读说明：本技术 具有行车制动器指示装置的铁路车辆制动系统以及配有这种系统的铁路车辆 (Railway vehicle brake system with service brake indicator and railway vehicle equipped with such a system ) 是由 C·贡卡尔夫 J·萨莱斯 于 2020-03-02 设计创作，主要内容包括：本发明涉及铁路车辆制动系统(1),具有行车制动器和驻车制动器的铁路车辆系统的行车制动器指示装置(100),配置成接收表示所述行车制动器压力室(13)被供以至少第一气动压力剂和/或从中排放第一气动压力剂的至少一个信息。(The invention relates to a railway vehicle brake system (1), a service brake indicator device (100) of a railway vehicle system having a service brake and a parking brake, configured to receive at least one message indicating that the service brake pressure chamber (13) is supplied with at least a first pneumatic pressure agent and/or is discharged therefrom.)

1. A railway vehicle brake system for a railway vehicle having a brake (5) with at least one brake pad or at least one brake shoe, the railway vehicle brake system comprising: -a main body (2), -a brake lever system (4), a service brake (6) configured to act on at least one of said brakes (5), and-a parking brake (7) having a brake piston (8) movable with respect to said main body (2) to act on said brake lever system (4), the brake piston defining with said main body (2) a service brake pressure chamber (13) configured to be supplied with a first pneumatic pressure agent to put said brake piston (8) in a service braking position, said parking brake being configured to act on said brake piston (8) of said service brake (6), the parking brake having an active configuration and a rest configuration; said parking brake (7) having a locking device (20) movable with respect to said body (2) to act on said brake piston (8), the locking device having a first position and a second position in which said locking device (20) is configured to secure said brake piston (8) in a service braking position, said parking brake (7) then being in an operating configuration, and a control device (23, 24) movable with respect to said body (2), the control device defining with said body (2) a parking brake pressure chamber (25) configured to be supplied with a second pneumatic pressure agent, the control device having a locking position in which said control device (23, 24) is configured to hold said locking device in its second position, the railway vehicle braking system further having a service brake indicating device (100), the service brake indicator device is configured to receive at least one message indicating that the service brake pressure chamber (13) is supplied with the first pneumatic pressure agent and/or that the first pneumatic pressure agent is discharged from the service brake pressure chamber.

2. A railway vehicle brake system according to claim 1, characterized in that the railway vehicle brake system is configured to supply a service brake pressure chamber (13) with a determined further pneumatic pressure agent at a pressure value such that a determined braking effort is applied when the parking brake (7) is in an active configuration, the service brake indicator device (100) being configured to receive at least one information indicating that the service brake pressure chamber (13) is supplied with and/or drained from the further pneumatic pressure agent.

3. A railway vehicle braking system according to any one of claims 1 and 2, characterized in that the railway vehicle braking system further has a relay device (93) configured to generate a determined flow of service pressure for filling the service brake pressure chamber (13) with the first pneumatic pressure agent for bringing the brake piston (8) in its service braking position, the relay device (93) being connected to the service brake pressure chamber by a service brake first supply pipe (72).

4. A railway vehicle braking system according to claim 3, characterized in that the service brake indicator device (100) has at least one service contactor device (66), referred to as second service contactor device, which is connected via a status pipe (54) to a service brake pipe (75) located upstream of the relay device (93), the service contactor device being configured to obtain information indicative of the supply and/or discharge of a service brake pressure chamber.

5. Railway vehicle brake system according to one of claims 1 to 4, characterized in that the service brake indicator device (100) further has a first service contactor device (65) connected to the service brake first supply pipe (72) and/or a third service contactor device (67) connected to the parking brake pipe (79) via a status pipe (53) and/or a fourth service contactor device (68) connected to the parking brake pipe (79) via a status pipe (53).

6. A railway vehicle braking system according to claim 5, characterized in that the service brake indicator device (100) has a second service contactor device connected to the service brake pipe and to the respective first, third and fourth row of service contactor devices by means of a status pipe, the respective third (67) and fourth (68) row of service contactor devices being connected on the one hand to the first (65) and second (66) row of service contactor devices and on the other hand to the visual service indicator device (69, 19) of the service brake indicator device.

7. A railway vehicle brake system according to any one of claims 4 to 6, characterized in that the first (65), second (66), third (67) and/or fourth (68) row of vehicle contactor devices are formed by pressure switches or sensors.

8. A railway vehicle brake system according to any one of claims 4 to 7, characterized in that the railway vehicle brake system is configured such that, when the first service contactor device (65) receives from the service brake first supply pipe (72) information that it supplies the service brake (6) pressure chamber and the fourth service contactor device (68) receives from the status pipe (53) information that there is no parking brake setting in the parking brake pipe (79), which means that the service brake (6) is in a pressed state, the visual service indicator device (19) is then lit; and/or when the second service contactor device (66) receives information from the status pipe (54) having a service brake setting in the service brake pipe (75) and the fourth service contactor device (68) receives information from the status pipe (53) having a parking brake setting in the parking brake pipe (79) corresponding to the parking brake (7) application setting, which means that the service brake (6) is in a pressed state, the visual service indicator device (19) is then lit.

9. A railway vehicle brake system according to any one of claims 4 to 8, characterized in that the railway vehicle brake system is configured such that when the first service contactor device (65) receives from the service brake first supply pipe (72) information that it is not supplying the service brake (6) pressure chamber and the third service contactor device (67) receives from the status pipe (53) information that there is no parking brake setting in the parking brake pipe (79), which means that the service brake (6) is in a released state, the visual service indicator device (69) is then illuminated; and/or when the second service contactor device (66) receives from the status pipe (54) information that there is no service brake setting in the service brake pipe (75) and the third service contactor device (67) receives from the status pipe (53) information that there is a parking brake setting in the parking brake pipe (79) corresponding to the parking brake (7) application setting, which means that the service brake (6) is in the released state, the visual service indicator device (69) is then illuminated.

10. A railway vehicle brake system according to any one of claims 4 to 8, characterized in that the railway vehicle brake system is configured such that when the first service contactor device (65) receives information from the service brake first supply pipe (72) that it supplies to the service brake (6) pressure chamber and the second service contactor device (66) receives information from the status pipe (54) that it has a service brake setting in the service brake pipe (78), which means that the service brake (6) is in a compressed state, the visual service indicator device (19) is then illuminated.

11. A railway vehicle brake system according to any one of claims 4 to 8 and 10, characterized in that the railway vehicle brake system is configured such that, when the first service contactor device (65) receives from the service brake first supply conduit (72) information that the service brake first supply conduit is not supplying the service brake (6) pressure chamber, which means that the service brake is in a released state, the visual service indicator device (69) is then illuminated; and/or when the first service contactor device (65) receives information from the service brake first supply pipe (72) that it supplies the service brake (6) pressure chamber and the second service contactor device (66) receives information from the status pipe (54) that there is no service brake setting in the service brake pipe (78), which means that the service brake should be in a released state, the visual service indicator device (69) is then illuminated.

12. A railway vehicle brake system according to any one of claims 4 to 7, characterized in that a third row of vehicle contactor devices (67) is arranged between the first row of vehicle contactor devices (65) and the second row of vehicle contactor devices (66).

13. A railway vehicle brake system according to claim 12, characterized in that the railway vehicle brake system is configured such that when the first service contactor device (65) receives from the service brake first supply conduit (72) information that the service brake first supply conduit supplies the service brake (6) pressure chamber, and the third service contactor device (67) receives from the status conduit (53) information that there is a parking brake setting in the parking brake conduit (79) corresponding to the parking brake (7) application setting, and the second service contactor device (66) receives from the status conduit (54) information that there is a service brake setting in the service brake conduit (78), which means that the service brake (6) is in a pressed state, the visual service indicator means (19) is then lit; and/or when the first service contactor device (65) receives information from the service brake first supply pipe (72) that it supplies the service brake (6) pressure chamber and the third service contactor device (67) receives information from the status pipe (53) that there is no parking brake setting in the parking brake pipe (79), which means that the service brake is in a pressed state, the visual service indicator device (19) is then lit.

14. A railway vehicle brake system according to any one of claims 12 and 13, characterized in that the railway vehicle brake system is configured such that, when the first service contactor device (65) receives from the service brake first supply conduit (72) information that the service brake first supply conduit supplies the service brake (6) pressure chamber, and the third service contactor device (67) receives from the status conduit (53) information that there is a parking brake setting in the parking brake conduit (79) corresponding to the parking brake (7) application setting, and the second service contactor device (66) receives from the status conduit (54) information that there is no service brake setting in the service brake conduit (78), this means that the service brake (6) is in a released state, the visual service indication means (69) then being lit; and/or when the first service contactor device (65) receives from the service brake first supply conduit (72) information that said service brake first supply conduit is not supplying the service brake (6) pressure chamber, which means that the service brake is in the released state, the visual service indication means (69) is then illuminated.

15. Railway vehicle with a brake having at least one brake pad or at least one brake shoe, characterized in that the railway vehicle has at least one railway vehicle brake system (2) according to any one of claims 1 to 14 configured to act on the at least one brake pad or the at least one brake shoe of the railway vehicle.

Technical Field

The present invention relates to the field of railway vehicle braking. The invention relates in particular to a brake system for a railway vehicle having an indicator device for indicating the service brake status of the brake system. The invention also relates to a railway vehicle having such a system.

Background

Railway vehicles are generally equipped with a service brake cylinder having a piston movable under the action of a pressurized fluid, the movement of which causes a braking action, for example the clamping of a brake disc between two brake pads, or the pressing of a brake shoe directly against a wheel.

These brake cylinders also typically have a park or backup actuator that is activated in the event of a pressure drop in the pressurized fluid and/or in the event of a spontaneous discharge or leak from the pneumatic system. This actuator, also called parking brake, ensures braking by means of the force of one or more springs instead of fluid force. Once the parking brake is activated, the brake is kept pressed all the time.

European patent application EP2826684 is known to propose a railway vehicle braking system, in particular equipped with a parking brake, which is arranged in a service brake cylinder, having a locking device configured to act on a lever of a service brake piston and a control device for controlling the locking device. The locking means and the control means are configured such that: when the brake piston is in the service braking position and the parking brake is in the working configuration, the control device acts on the locking device until the locking device fixes the piston rod, so that the brake piston is locked in the service braking position; when the parking brake is in the rest configuration, the control device acts on the locking device until said locking device releases the piston rod, so that the brake piston is unlocked from its service braking position.

These brake systems are mounted on railway vehicles for contact with brake discs or wheels. In particular, the braking system may be mechanically fixed to the bogie, or to an axle fixed to the bogie, or to other devices such as a drive motor or gearbox also mounted to the bogie.

Disclosure of Invention

The present invention relates to a braking system for railway vehicles, having indicating means provided for reliably indicating the state of the service brakes of the system, while being simple, convenient and economical.

Thus, in a first aspect, the present invention relates to a railway vehicle brake system for a railway vehicle, the railway vehicle having a brake having at least one brake pad or at least one brake shoe, the railway vehicle brake system comprising: a brake lever train configured to act on at least one said brake, a service brake having a brake piston movable relative to the body to act on the brake lever train, the brake piston and the body defining a service brake pressure chamber configured to be supplied with a first source of pneumatic pressure to place the brake piston in a service braking position, and a parking brake configured to act on the brake piston of the service brake, the parking brake having an active configuration and a rest configuration; the parking brake having a locking device movable relative to the body to act on the brake piston, the locking device having a first position and a second position, in the second position, the locking device is configured to secure the brake piston in a service braking position, the parking brake is then in an active configuration, the control device is movable with respect to the body, the control device has a locked position, in the locking position, the control means are configured to keep the locking means in its second position, the railway vehicle braking system also has a service brake indicator configured to receive at least one information shoe indicating that the service brake pressure chamber is being supplied with and/or drained of the first pneumatic pressure agent.

The service brake position is a displacement of the brake piston in accordance with a service brake constant in a strict sense, an emergency brake constant, or a preset constant as described below.

The railway vehicle brake system is configured to supply a determined further pneumatic pressure agent at a pressure value to the service brake pressure chamber so as to apply a determined braking effort when the parking brake is in the active configuration, the service brake indicating device being configured to receive at least one message indicating that the service brake pressure chamber is supplied with the further pneumatic pressure agent and/or to discharge the further pneumatic pressure agent from the service brake pressure chamber.

Accordingly, the indicating means of the railway vehicle brake system is configured to: the state of the service brake pressure chamber, whether it is supplied with the first pneumatic pressure agent or with the other pneumatic pressure agent, is taken into account for detecting and indicating the state of the service brake.

The state of the service brake pressure chamber can be taken into account by receiving information directly related to the pressure in the chamber or information related to the setting of the parking brake and/or the application of the service brake.

Preferred, simple, convenient and economical features of the system according to the invention are described hereinafter.

The system may also have a relay device configured to generate a determined flow of use pressure for charging the service brake pressure chamber with the first pneumatic pressure agent to bring the brake piston into its service braking position, the relay device being connected to the service brake pressure chamber by a service brake first supply line.

The service brake indicator device may have at least one service contactor device, i.e. a second service contactor device, which is connected via a status pipe to a service brake pipe upstream of the relay device, the service contactor device being configured to acquire information indicative of the supply and/or discharge of the service brake pressure chamber.

The service brake indicator device may also have a first service contactor device connected to the service brake first supply line, and/or a third service contactor device connected to the parking brake line via a status line, and/or a fourth service contactor device connected to the parking brake line via a status line.

The service brake indicator device may have a second service contactor device which is connected via a status tube to the service brake tube and to the respective first, third and fourth row of service contactor devices, and the respective third and fourth row of service contactor devices may be connected on the one hand to the first and second service contactor devices and on the other hand to a visual service indicator device of the service brake indicator device.

The first, second, third and/or fourth row of vehicle contactor devices may be formed by pressure switches or sensors.

The system may be configured such that when the first service contactor device receives from the service brake first supply pipe information that the service brake first supply pipe supplies the service brake pressure chamber and the fourth service contactor device receives from the status pipe information that there is no parking brake setting in the parking brake pipe, which means that the service brakes are in a compressed state, the visual service indicator device is then illuminated; and/or when the second service contactor device receives information from the status tube having a service brake setting in the service brake tube and the fourth service contactor device receives information from the status tube having a parking brake setting in the parking brake tube corresponding to the parking brake application setting, which means that the service brakes are in a compressed state, the visual service indicating device is then illuminated.

The system may be configured such that when the first service contactor device receives from the service brake first supply pipe information that the service brake first supply pipe is not supplying to the service brake pressure chamber and the third service contactor device receives from the status pipe information that there is no parking brake setting in the parking brake pipe, which means that the service brakes are in a released state, the visual service indication means is then illuminated; and/or when the second service contactor device receives information from the status tube that there is no service brake setting in the service brake tube and the third service contactor device receives information from the status tube that there is a parking brake setting in the parking brake tube corresponding to the parking brake application setting, which means that the service brakes are in the released state, the visual service indicator device is then illuminated.

The system may be configured such that when the first service contactor device receives from the service brake first supply pipe information that the service brake first supply pipe supplies the service brake pressure chamber and the second service contactor device receives from the status pipe information that there is a service brake setting in the service brake pipe, this means that the service brake is in a compressed state, the visual service indicator device then lights up.

The system may be configured such that when the first service contactor device receives from the service brake first supply pipe information that the service brake first supply pipe is not supplying the service brake pressure chamber, which means that the service brake is in the released state, the visual service indication means is then illuminated; and/or when the first service contactor device receives from the service brake first supply pipe information that the service brake first supply pipe supplies the service brake pressure chamber and the second service contactor device receives from the status pipe information that there is no service brake setting in the service brake pipe, which means that the service brake should be in the released state, the visual service indication means is then illuminated.

The third row vehicle contactor device may be disposed between the first and second row vehicle contactor devices.

The system may be configured such that when the first service contactor device receives information from the service brake first supply tube that the service brake first supply tube supplies to the service brake pressure chamber, and the third service contactor device receives information from the status tube that there is a parking brake setting in the parking brake tube corresponding to the parking brake application setting, and the second service contactor device receives information from the status tube that there is a service brake setting in the service brake tube, this means that the service brakes are in a compressed state, the visual service indication means then being illuminated; and/or when the first service contactor device receives information from the service brake first supply pipe that the service brake first supply pipe supplies the service brake pressure chamber and the third service contactor device receives information from the status pipe that there is no parking brake setting in the parking brake pipe, which means that the service brake is in a compressed state, the visual service indicator device is then illuminated.

The system may be configured such that when the first service contactor device receives information from the service brake first supply tube that the service brake first supply tube supplies to the service brake pressure chamber, and the third service contactor device receives information from the status tube that there is a parking brake setting in the parking brake tube corresponding to the parking brake application setting, and the second service contactor device receives information from the status tube that there is no service brake setting in the service brake tube, this means that the service brakes are in a released state, the visual service indication means then being illuminated; and/or when the first service contactor device receives from the service brake first supply conduit information that said service brake first supply conduit is not supplying the service brake pressure chamber, which means that the service brake should be in a released state, the visual service indication means is then illuminated.

Secondly, the invention also relates to a railway vehicle having a brake with at least one brake pad or at least one brake shoe, said railway vehicle having at least one railway vehicle brake system as described above, said system being configured to act on said at least one brake pad or said at least one brake shoe of said railway vehicle.

Drawings

The invention will now be further illustrated by the following description of non-limiting embodiments, given schematically, with reference to the accompanying drawings, in which:

fig. 1 shows schematically and partially a brake system for a rail vehicle, which is equipped with, inter alia, a service brake, a parking brake and a control and operating unit.

Fig. 2 schematically shows the control and steering unit shown in fig. 1 and the system pipe transport network connected to the unit in more detail.

Fig. 3 shows in more detail a part of the control and actuating unit shown in fig. 2, namely the indicating device of the parking brake and/or of the service brake of the brake system of the railway vehicle.

Fig. 4 shows the part of the indicating device shown in fig. 3, which is used, in particular, to indicate the state of the parking brake.

Fig. 5 shows a first configuration of the parking brake.

Fig. 6 shows a second configuration of the parking brake.

Fig. 7 shows a third configuration of the parking brake.

Fig. 8 shows the part of the indicating device shown in fig. 3, which is used, inter alia, to indicate the state of the service brake.

Fig. 9 shows a first embodiment variant of the part of the indicating device for indicating the state of the service brake.

Fig. 10 shows a second embodiment variant of the part of the indicating device for indicating the state of the service brake.

Fig. 11 shows a third embodiment variant of the part of the indicating device for indicating the state of the service brake.

Detailed Description

Fig. 1 schematically shows a railway vehicle brake system 1 for a railway vehicle having a brake pad or shoe brake.

Which is structurally of the railway vehicle brake system type proposed in european patent application EP 2826684.

The railway vehicle brake system 1 has a body 2, a control and steering unit 3, the body 2 here forming a brake cylinder which is a service brake 6 and a parking brake 7 at the same time, a control and steering unit 3 configured to be able to manage the operation of the service brake 6 and the parking brake 7, a pneumatic tube delivery network connected to the body 2 and to the control and steering unit 3, a brake lever system 4 mechanically connected to the body 2 and the brake pad brake 5, and a brake pad brake 5, the brake lever system 4 being configured to act on the brake pad brake 5.

Here, the main body 2 has the shape of a generally closed housing.

The service brake 6 comprises a service brake piston 8 and a push rod 9, the service brake piston 8 being movable in a first axial direction relative to the body 2, the push rod 9 also being movable in a second axial direction perpendicular to the first axial direction relative to the body 2.

The brake piston 8 defines with the body 2 a service brake pressure chamber 13.

The brake piston 8 has two sides, a first side 17 and a second side 18, respectively, said first side 17 being arranged to act on the brake lever system 4 via the push rod 9, said second side 18 being opposite to the first side 17 and facing the service brake pressure chamber 13.

The service brake 6 also has a toothed rod 21, which is fixed to the second side 18 of the brake piston 8. The toothed bar 21 extends longitudinally in a first axial direction.

The brake piston 8 is configured to move in the body 2 while the service brake pressure chamber 13 is kept relatively sealed by means of a diaphragm 14, e.g. formed by a sealing ring, arranged between the brake piston 8 and the inner edge of the body 2.

The service brake 6 may have a wedge 10 which is fixed on a first side 17 of the brake piston 8.

The wedge 10 may have a triangular cross-section and may be configured to cooperate with a set of roller thrust bearings 11, one of which may be connected to the body 2 and the other of which may be connected to the push rod 9.

The push rod 9 may be provided with a wear adjuster configured to compensate for wear of the brake pads of the brake 5 to avoid that too large a clearance (caused by brake pad wear) reduces the braking force.

The service brake 6 may have a spring 12 arranged around the push rod 9 between a roller thrust bearing connected to the push rod and the inner edge of the body 2. The spring 12 is arranged to return the thrust bearing connected to the push rod 9 against the wedge 10.

The service brake 6 may have a first aperture 15 provided in the body 2 configured to allow the push rod 9 to move through the first aperture 15.

The service brake 6 may have a second bore 16 which is arranged in the body 2 and opens into the service brake pressure chamber 13.

Here, the service brake pressure chamber 13 is connected to a pneumatic pressure agent supply 73 (shown in fig. 2) by a first supply pipe 72 of a pneumatic pipe delivery network, said first supply pipe 72, commonly referred to as a brake pipe, being connected at the second aperture 16.

The body 2 has a cavity 27, the cavity 27 adjoining the service brake pressure chamber 13, the parking brake 7 being arranged in said cavity 27.

The parking brake 7 has a locking device which is formed by a locking finger 20 which is movable relative to the body 2 and which extends in the second axial direction.

The parking brake 7 has a holding piston 23 which is movable relative to the body 2, the holding piston 23 and the body 2 together delimiting a parking brake pressure chamber 25.

The holding piston 23 has two sides, a first side 31 to which the locking finger 20 is attached and a second side 32, the first side 31 facing the parking brake pressure chamber 25 and the second side 32 being opposite the first side 31.

The parking brake 7 has a spring element 24 which is arranged between the body 2 and the second side 32 of the holding piston 23. The spring member 24 is arranged to act on the holding piston 23 and thus on the locking finger 20.

The holding piston 23 and the spring element 24 may form an active control device of the parking brake 7.

The holding piston 23 is configured to move in the body 2 while the parking brake pressure chamber 25 remains relatively sealed by means of a diaphragm arranged between the holding piston 23 and the inner edge of the body 2.

The parking brake 7 has a third aperture (not shown) provided in the main body 2 leading both to the parking brake pressure chamber 25 and to the service brake pressure chamber 13, the third aperture being configured to allow movement of the locking finger 20 therethrough.

The relative tightness between the parking brake pressure chamber 25 and the service brake pressure chamber 13 is ensured by the presence of a sealing ring 33, said sealing ring 33 being arranged at the interface between this third bore and the locking finger 20.

The parking brake 7 has a fourth bore 28, which is arranged in the main body 2 and opens into the parking brake pressure chamber 25.

The parking brake pressure chamber 25 may be connected to a pneumatic pressure agent supply 73 (shown in fig. 2) via the unit 3 by a second supply pipe 71 of a pneumatic pipe conveying network, said second supply pipe 71, also called parking brake pipe, being connected at the fourth aperture 28.

The parking brake 7 has an unlocking element 29 for deactivating the parking brake 7.

An unlocking element 29, which can be accessed to the outside of the body 2 via a fifth bore (not shown) arranged in the body 2 and opening into the cavity 27, can be attached, for example, to the second side 32 of the holding piston 23.

The unlocking member 29 is accessible for manipulation from outside the body 2, if necessary.

As will be described later, the unlocking member 29 is connected to an indicating device for indicating the state of the parking brake 7 and/or the state of the service brake 6.

In particular, the unlocking member 29 may be connected to a switch which is mechanically fixed to the unlocking member 29, the switch having a first position and a second position which are selected according to the position of the unlocking member 29.

A service brake 6 is arranged in the body 2, configured to act on the brake 5 through the brake linkage 4.

The brake 5 can have a brake disc 35 (shown here in plan view) which is mounted, for example, on the axle 36 of a rail vehicle or directly on the wheel to be braked.

The brake 5 may have two brake shoes 37, each of which is provided with a brake pad 38 and a fixing lug 39, the brake pad 38 being arranged to abut against the contact disc 35 to reduce the rotational speed of the disc and thus the wheel to be braked, the fixing lug 39 being arranged in the opposite direction to the face of the brake pad 38 arranged to abut against the brake disc 35.

The braking lever system 4 may have two or four deformable levers 40, each provided with an upper portion and a lower portion secured to each other. Here, only two levers are shown, which in the case of a four-lever system can be secured two by two or, as a variant, can be independent of one another.

Each part of the operating lever 40 may be hinged on a central connector 41 by two pivots 42.

The lower portion of each deformable lever 40 may be connected to one of the brake shoes 37 by a fixed lug 39.

The upper portion of each deformable handle 40 may be connected to a respective hinge 44, 45.

The braking linkage 4 may receive the main body 2 at hinges 44 and 45 between the upper portions of the deformable lever 40.

The main body 2 is rotatably mounted on a hinge 44, and the main body 2 is fixedly mounted on a hinge 45, wherein the hinge 44 is fixedly connected with one end of the push rod 9, and the hinge 45 is directly fixedly connected with the main body 2.

The brake lever system 4 may have a fixed jaw 43 fixedly connected to the central connector 41 for mounting the brake lever system 4 on the railway vehicle; so that the brake shoes 37 are located on both sides of the brake disc 35 (or railway vehicle wheel).

The close proximity of the hinge members 44 and 45 may allow the brake shoes 37 to separate from each other, whereas the remote proximity of the hinge members 44 and 45 may allow the brake shoes 37 to press against the brake disc 35 (or railway vehicle wheel).

The control and operating unit 3 is connected to the service brake pressure chamber 13 by a first supply line 72 connected thereto.

The unit 3 is connected to the parking brake pressure chamber 25 by a second supply pipe 71 connected thereto.

The unit 3 is supplied with pneumatic agent by a main pipe 70 extending generally along the railway vehicle.

The unit 3 has system elements (not shown in fig. 1) configured to receive and process, for example, representative information about the running parameters of the railway vehicle, through first passages, electrically and/or pneumatically and/or manually, indicated with 50 in fig. 1.

These system components are also configured to receive and process representative information regarding the railroad car usage parameters via a second channel, electrically and/or pneumatically and/or manually, indicated by reference numeral 60 in fig. 1.

These system elements may be formed, for example, by the following elements: pneumatic relays and/or solenoid valves and/or pressure switches and/or sensors and/or pressure reducing valves and/or electric relays and/or circuit boards and/or central processing units or microprocessors and/or random access memory elements with registers suitable for storing the parameter variables formed and changed during the execution of the program and/or communication interfaces configured to transmit and receive data and/or memory elements such as hard disks in particular, which can have executable codes capable of managing the programs of the service and parking brakes 6 and 7.

Here, the control and steering unit 3 is associated with one brake lever train and only one brake 5 of the railway vehicle.

In a variant, such a control and steering unit may be associated with an axle of a railway vehicle (not shown) having a plurality of brakes 5, or with a bogie of a railway vehicle (not shown) having two axles, or with a car of a railway vehicle (not shown) equipped with two bogies, or the railway vehicle may have only one control and steering unit.

Fig. 2 schematically shows a pneumatic tube transport network and a control and steering unit 3.

The main pipe 70 forms a transport duct for the pneumatic agent, which is distributed in a pneumatic pipe transport network.

The pneumatic agent in the main pipe 70 may for example have a pressure value of about 9 bar.

The net may have a manifold (not shown) that is distinct from the main tube 70 and that extends generally parallel to the main tube 70.

The manifold may allow for pneumatic continuity along the railway vehicle and may allow for service braking of the vehicle by direct use of fluid conveyed in the manifold.

The main pipe 70 may then allow the supply of a pneumatic pressure agent supply 73, in particular formed here by an auxiliary container, to the equipment of the brake system, in particular of a railway vehicle.

The net may have a charging and distribution pipe 74 tapped (i.e., directly connected) to main pipe 70, and/or a service brake pipe 75 connected to charging and distribution pipe 74 by a fitting 81, and/or an emergency brake pipe 76 tapped to service brake pipe 75 by a fitting 82, and/or a control pipe 78 connected to charging and distribution pipe 74 by a fitting 83.

The control line 78 may be divided at a bypass connection 84 into two lines for forming a parking brake line 71 which is in direct communication with the parking brake pressure chamber 25, and a pressure increasing line, which is referred to hereinafter as a pre-set line 79 or parking brake line or parking brake setting line.

Each of the service brake pipe 75, and/or the emergency brake pipe 76, and/or the pre-set pipe 79 may be connected to a brake pipe 72 that is in direct communication with the service brake pressure chamber 13.

The filling and dispensing tube 74 may have a first filling section extending between a fitting (not shown) on the main tube 70 and the auxiliary container 73 and a second dispensing section extending from a fitting 80 on the first filling section.

The control and steering unit 3 may have a non-return valve 85 arranged on the first filling section of the filling and dispensing line 74 close to its junction on the main pipe 70, and even the unit 3 has an isolation valve 86 also arranged on this first filling section.

The check valve 85 may allow the auxiliary container 73 to be filled with pneumatic pressure from the main tube 70, and also prevent discharge from the container 73 into the main tube 70 if the pressure in the main tube 70 becomes less than the pressure in the auxiliary container 73.

The control and steering unit 3 may have a relay 93 or a pneumatic relay which is fed by the second dispensing section of the filling and dispensing line 74 and is connected to the brake pipe 72.

The relay device 93 can be configured to generate a service pressure for filling the service brake pressure chamber 13 at a certain flow rate from the second distribution section on the basis of a pressure template value (value _ points _ de _ pressure).

These pressure template values may correspond to service brake pressure set, emergency brake pressure set, and preset pressure set from service brake tube 75, emergency brake tube 76, and preset tube 79, respectively.

The control and steering unit 3 may have, on the service brake pipe 75, a pressure relief valve 87, said pressure relief valve 87 being configured to limit a pressure value, for example here to approximately 4 bar, and a distribution device 88, for example formed by a monostable solenoid valve, configured to receive a control signal corresponding to the service brake setpoint CFS.

When the service brake setpoint CFS is zero, the dispensing device 88 may be configured to shut off the service brake tube 75; when the service brake set value CFS is non-zero, the device 88 may be configured to allow the passage of pneumatic pressure agent, referred to as the first pressure agent, up to the relay device 93, which receives the service brake pressure template value and generates the service brake pressure for supplying the service brake pressure chamber 13 for vehicle braking.

The control and operating unit 3 can have a pressure sensor 90, which is connected to the service brake pipe 75 by a connection 89 and can control the service brake pressure template value.

The control and actuating unit 3 can have a bleed solenoid valve 91, which is connected to the service brake pipe 75 by a connection 89, and which can be bled off via a bleed hole 92 in the solenoid valve 91.

The solenoid valve 91 may be monostable and may be configured to receive a control signal corresponding to the operating setpoint CT and to operate in reverse.

When the operating setting CT is non-zero, the solenoid valve 91 may be configured to shut off communication between the service brake tube 75 and the vent 92; when the operating constant CT is zero, the solenoid valve 91 may be configured to allow the pipe 75 to communicate with the discharge hole 92.

The control and actuating unit 3 can have a distributor device 96 on the emergency brake pipe 76, wherein the distributor device 96 is formed by a monostable solenoid valve which operates in reverse and is configured to receive a control signal corresponding to the emergency brake setpoint CFU.

When the emergency brake setpoint CFU is non-zero, the dispensing device 96 may be configured to shut off the emergency brake pipe 76; when the emergency brake setpoint CFU is zero, the device 96 may be configured to allow the pneumatic pressure agent to pass through to the relay device 93, which receives the emergency brake pressure template value, generating the emergency brake pressure for supplying the service brake pressure chamber 13 for emergency braking of the vehicle.

The control and steering unit 3 may: upstream of the distributor device 96, on the emergency brake pipe 76 there is a pressure limiter 95 (or pressure relief valve), said pressure limiter 95 being controllable according to a vehicle load parameter param _ C received through the load pipe 77 connected to the pressure limiter 95; and a pressure sensor 94 which can be disconnected from the load tube 77.

The load parameter param _ C is information representing the load of the vehicle and may relate to, for example, only one car, or a plurality of consecutive cars, or an entire train of railway vehicles.

It is further noted that certain operating parameters of certain railway vehicles may be generally (or initially) controlled by the vehicle load, for example to manage service brakes, while other operating parameters are not controlled by the vehicle load.

The control and steering unit 3 may have, downstream of the relay device 93, on the brake pipe 72, a pressure switch 97, the pressure switch 97 being configured to check whether there is pneumatic pressure agent in the brake pipe 72 with a pressure value at least greater than a predetermined threshold value, and thus whether there is pressure in the service brake pressure chamber 13.

The control and steering unit 3 may have an anti-skid device 98 on the brake pipe 72, where the anti-skid device 98 is formed by a monostable solenoid valve configured to receive a control signal corresponding to a vehicle anti-skid parameter Param _ AE in order to ensure the braking efficiency of the railway vehicle.

These antiskid parameters Param _ AE are information indicating that the vehicle is stuck or slipping, and may correspond to, for example, the load of the vehicle, the traveling speed, and the template value (valeur pilot) of the service brake and/or the emergency brake.

The control and actuating unit 3 may have a pressure relief valve 99 on its control line 78, the pressure relief valve 99 being configured to limit the pressure value, for example to a pressure value of about 6 bar here.

The control and steering unit 3 may have one or more pneumatic distribution devices 51 dedicated to the parking brake pipe 71 and the pre-set pipe 79.

The pneumatic distributor device 51 may be formed, for example, by a one-shot distributor, also referred to as a solenoid valve, which is connected to the control tube 78 and/or the brake tube 72 and/or to the parking brake tube 71 via a pilot tube 79 and/or a relay device 93.

The pneumatic dispensing means 51 may be controlled by a control line 46 configured to communicate the parking brake application setpoint CFP.

When the parking brake application setpoint CFP is zero, this may mean that the parking brake 7 has to be applied. In this case, it is safe to administer.

If necessary, the pneumatic dispensing device 51 may be configured to disconnect the parking brake pressure chamber 25 from the auxiliary reservoir 73.

The parking brake pressure chamber 25 may then be vented and the locking finger 20 may secure the rod 21 of the piston 8. The parking brake is applied. The parking brake is in a compressed state.

At the same time, the pneumatic distributor device 51 may be configured such that the service brake pressure chamber 13 is connected to the auxiliary reservoir 73 via a brake pipe 72 via a control pipe 78 and a supply and distribution pipe 74.

Thus, a pneumatic pressure agent, referred to as a third pressure agent, can be allowed to pass through to the relay device 93, which relay device 93 receives the preset pressure template value and generates the preset pressure to supply the service brake pressure chamber 13 when necessary.

To remove the application of parking brake 7, a non-zero parking brake application setpoint CFP may be communicated on control line 46.

If necessary, the pneumatic distribution device 51 may be configured such that the parking brake pressure chamber 25 is connected to the auxiliary reservoir 73 via the parking brake pipe 71 via the control pipe 78 and the supply and distribution pipe 74.

Thus, pneumatic pressure agent, referred to as second pressure agent, may be allowed to pass directly to the parking brake pressure chamber 25 via the parking brake tube 71. The locking finger 20 then moves back in the chamber and releases the rod 21 of the piston 8.

At the same time, the pneumatic distributor device 51 may be configured to disconnect the service brake pressure chamber 13 from the auxiliary reservoir 73.

Thus, the third pneumatic pressure agent may be inhibited from passing until the relay 93, the relay 93 thus not receiving the preset pressure template value and discharging the preset pressure if necessary.

The parking brake is not applied. It is in a relaxed state.

The control and operating unit 3 has an indicating device 100, the indicating device 100 being configured to detect and indicate the state of the parking brake 7 and/or the service brake 6.

The indicating means 100 of the state of the parking brake 7 and/or the service brake 6 are configured to receive information indicating the venting and/or supply of the parking brake pressure chamber 25 via the first state tube 52, said first state tube 52 being connected to the unlocking member 29 of the parking brake 7.

The indicating device 100 is configured to receive information indicative of the supply of the service brake pressure chamber 13 with the third pneumatic pressure agent via the second status tube 53 connected to the pre-set tube 79.

The indicating device 100 is configured to receive information indicative of the supply of the service brake pressure chamber 13 with the first pneumatic pressure agent via the third status tube 54 connected to the service brake tube 75.

The indicating device 100 may be configured to obtain such information, for example, directly from the parking brake tube 71 and/or the pre-set tube 79 and/or the service brake tube 75.

Fig. 3 shows the indicating device 100 in more detail with the parking brake 7 and/or the service brake 6 in the state.

The indicating device 100 is equipped with a first switching system 56 for indicating the state of the parking brake 7.

The first switching system 56 may have a first parking contactor device 55, a second parking contactor device 57, a third parking contactor device 58 and a fourth parking contactor device 59, the first parking contactor device 55 being mechanically fixed to the unlocking member 29, the second parking contactor device 57 being connected to the first parking contactor device 55 through a first status pipe 52, the third parking contactor device 58 and the fourth parking contactor device 59 being connected to a preset pipe 79 through a second status pipe 53.

The second parking contactor device 57 may be powered by a power source 60.

In addition, third and fourth parking contactor devices 58 and 59 are connected to the second parking contactor device 57 on the one hand and to respective visual parking indicator devices 61 and 62 on the other hand, respectively.

The respective third and fourth park contactor devices 58 and 59 may be formed, for example, by pressure switches or sensors.

The indicating device 100 is provided with a second switching system 64 for indicating the state of the service brake 6.

The second switching system 64 may have a first vehicle contactor device 65, a second vehicle contactor device 66, a third vehicle contactor device 67 and a fourth vehicle contactor device 68, the first vehicle contactor device 65 being connected to the first supply line 72, the second vehicle contactor device 66 being connected to the service brake line 75 through the third status line 54, the third vehicle contactor device 67 being connected to the initialization line 79 through the second status line 53, the fourth vehicle contactor device 68 being connected to the initialization line 79 through the second status line 53.

The first and second service contactor devices 65 and 66 may be powered by respective power sources 171, 172.

In addition, respective third and fourth row contactor devices 67 and 68 are each connected to the first and second row contactor devices 65 and 66 on the one hand and to the respective visual row indication devices 69 and 19 on the other hand.

The first, second, third and fourth row of vehicle contactor devices 65, 66, 67 and 68 may be formed, for example, by pressure switches or sensors.

The operation of the first switching system 56 will be described with reference to fig. 4 to 7, the first switching system 56 being used to indicate the state of the parking brake 7 indicated by IFP in fig. 4.

The information IFP indicating the state of the parking brake when the parking brake 7 is in the pressed state may for example be represented by a red light indicator lamp generated by the visual parking indication means 62; whereas said information IFP may for example be represented by a green light indicator lamp generated by the visual parking indicator means 61 when the parking brake 7 is in the released state.

In particular, when the second parking contactor device 57 receives the information from the first status pipe 52 that the unlocking piece 29 is in the unlocking position and the fourth parking contactor device 59 receives the information from the second status pipe 53 that it has the preset constant value in the preset pipe 79 corresponding to the parking brake 7 application constant value, which means that the parking brake 7 is in the pressed state, the visual parking indicator device 62 is then lit.

Conversely, if the second parking contactor device 57 receives information from the first status pipe 52 that the unlocking piece 29 is in the unlocking position and the third parking contactor device 58 receives information from the second status pipe 53 that there is no preset constant value in the preset pipe 79 corresponding to the parking brake 7 application constant value, this means that the parking brake 7 is in the released state and the visual parking indicator device 61 is then illuminated.

The respective third and fourth park contactor devices 58 and 59 may be actuated, for example, according to a preset pressure template value or a predetermined threshold value of a preset pressure value.

Fig. 5 to 7 very schematically show in which conditions of use of the parking brake 7 and/or the service brake 6 the first parking contactor device 55 transmits information about the position of the unlocking element 29 to the second parking contactor device 57 via the first status tube 52.

As shown in fig. 5, the first supply pipe 72 does not supply the pressure chamber of the service brake 6, and the second supply pipe 71 supplies the pressure chamber of the parking brake 7; so that the parking brake 7 is in a released state. The unlocking member 29 is in the unlocking position and the first parking contactor device 55 transmits information to the second parking contactor device 57.

As shown in fig. 6, the first supply pipe 72 supplies the pressure chamber of the service brake 6, and the second supply pipe 71 does not supply the pressure chamber of the parking brake 7; so that the parking brake 7 is in a compressed state. The unlocking member 29 is in the locking position and the first parking contactor device 55 transmits information to the second parking contactor device 57.

As shown in fig. 7, the first supply pipe 72 does not supply the pressure chamber of the service brake 6, and the second supply pipe 71 does not supply the pressure chamber of the parking brake 7; so that the parking brake 7 is in a released state. The unlocking member 29 is in the unlocking position after being manually moved, and the first parking contactor device 55 transmits information to the second parking contactor device 57.

As described above, the information transmitted by the first parking contactor device 55 to the second parking contactor device 57 through the first status pipe 52 is processed in combination with the information indicating the preset constant value in the preset pipe 79 to indicate whether the parking brake 7 is in the pressed state or in the released state.

The operation of the second switching system 64 will be explained with reference to fig. 8, said second switching system 64 being used to indicate the state of the service brake 6 indicated by IFS.

The information IFS indicating the state of the service brake can for example be represented by a red light indicator lamp generated by the visual service indicating means 19 when the service brake 6 is in a tightened state; and when the service brakes 6 are released, this information may be presented, for example, as a green light indicator lamp generated by the visual service indicator 69.

In particular, when the first service contactor device 65 receives from the first supply pipe 72 information that said first supply pipe supplies the pressure chamber of the service brake 6 and the fourth service contactor device 68 receives from the second status pipe 53 information that there is no preset value in the preset pipe 79, which means that the service brake 6 is in a compressed state, the visual service indicator device 19 is then lit.

In addition, if the second service contactor device 66 receives information from the third status tube 54 with a service brake value in the service brake tube 75 and the fourth service contactor device 68 receives information from the second status tube 53 with a preset value in the preset tube 79 corresponding to the parking brake 7 application value, this means that the service brakes 6 are in a compressed state and the visual service indicator device 19 is then lit.

Conversely, when the first travelling contactor device 65 receives from the first supply pipe 72 information that said first supply pipe 72 does not supply the pressure chamber of the service brake 6, and the third travelling contactor device 67 receives from the second status pipe 53 information that there is no preset value in the preset pipe 79, this means that the service brake 6 is in the released state, and the visual service indicating device 69 is then lit.

In addition, if the second service contactor device 66 receives from the third status tube 54 information that there is no service brake value in the service brake tube 75 and the third service contactor device 67 receives from the second status tube 53 information that there is a preset value in the preset tube 79 corresponding to the parking brake 7 application value, this means that the service brakes 6 are in the released state and the visual service indicator device 69 is then illuminated.

The first service contactor device 65 may for example be actuated according to a predetermined threshold value of the service brake pressure value, the second service contactor device 66 may for example be actuated according to a predetermined threshold value of the service brake pressure template value, and the respective third and fourth row of service contactor devices 67 and 68 may for example be actuated according to a preset pressure value or a predetermined threshold value of the preset pressure template value.

Fig. 9 shows a first embodiment variant of a second switching system 64 for indicating the state of the service brake 6, indicated by IFS.

The first and second travelling contactor devices 65 and 66 are here mounted in series, rather than in parallel, and the third and fourth row of travelling contactor devices 67 and 68 are eliminated.

When the first service contactor device 65 receives from the first supply pipe 72 information that it supplies the pressure chamber of the service brake 6 and the second service contactor device 66 receives from the third status pipe 54 information that there is a service brake setting in the service brake pipe 78, which means that the service brake 6 is in a compressed state, the visual service indicating means 19 is then lit.

Conversely, if the first service contactor device 65 receives from the first supply pipe 72 information that said first supply pipe does not supply the pressure chamber of the service brake 6, this means that the service brake 6 is in the released state and the visual service indicator device 69 is then illuminated.

In addition, when the first service contactor device 65 receives from the first supply pipe 72 information that it supplies the pressure chamber of the service brake 6 and the second service contactor device 66 receives from the third status pipe 54 information that there is no service brake setting in the service brake pipe 78, this means that the service brake 6 should be in the released state and the visual service indicator 69 is then lit. However, this embodiment variant does not prevent a possible control failure of the service brake.

Fig. 10 shows a second variant embodiment of a second switching system 64 for indicating the state of the service brake 6, indicated by IFS. This second variant differs from the embodiment shown in fig. 8 in that it is mounted in series, rather than in parallel. In addition, the second embodiment variant takes preset values into account, as in the embodiment shown in fig. 8, in contrast to the first variant shown in fig. 9, which does not take preset values into account.

In particular, as shown in fig. 10, a third row contactor device 67 is disposed between the first and second row contactor devices 65 and 66.

When the first service contactor device 65 receives from the first supply pipe 72 information that it supplies the pressure chamber of the service brake 6, and the third service contactor device 67 receives from the second status pipe 53 information that it has a preset value in the preset pipe 79 corresponding to the parking brake 7 application setting, and the second service contactor device 66 receives from the third status pipe 54 information that it has a service brake setting in the service brake pipe 78, this means that the service brake 6 is in a compressed state, the visual service indicating means 19 is then lit.

In addition, if the first service contactor device 65 receives from the first supply pipe 72 information that said first supply pipe supplies the pressure chamber of the service brake 6 and the third service contactor device 67 receives from the second status pipe 53 information that there is no preset value in the preset pipe 79, this means that the service brake 6 is in a pressed state and the visual service indicator device 19 is then lit.

Conversely, when the first service contactor device 65 receives from the first supply pipe 72 information that said first supply pipe supplies the pressure chamber of the service brake 6, and the third service contactor device 67 receives from the second status pipe 53 information that there is a preset value in the preset pipe 79 corresponding to the parking brake 7 application value, and the second service contactor device 66 receives from the third status pipe 54 information that there is no service brake value in the service brake pipe 78, this means that the service brake 6 is in the released state, the visual service indicator device 69 is then illuminated.

In addition, if the first service contactor device 65 receives from the first supply pipe 72 information that said first supply pipe does not supply the pressure chamber of the service brake 6, which means that the service brake 6 is in the released state, the visual service indicator device 69 is then lit.

Fig. 11 shows a third embodiment variant of a second switching system 64 for indicating the state of the service brake 6, indicated by IFS.

The second and third row contactor devices 66 and 67 are threshold pneumatic valves fed directly through a first feed line 72. The first and fourth row of vehicle contactor devices are eliminated.

In particular, when the first supply pipe 72 supplies the pressure chamber of the service brake 6 and the third vehicle contactor device 67 receives from the second status pipe 53 information that there is no preset value in the preset pipe 79, this means that the service brake 6 is in a stressed state, so that the visual service indicating device 19 is visible.

In addition, when the first supply pipe 72 supplies the pressure chamber of the service brake 6 and the third service contactor device 67 receives from the second status pipe 53 information from the preset pipe 79 having a preset setting corresponding to the parking brake 7 application setting and the second service contactor device 66 receives from the third status pipe 54 information from the service brake pipe 78 having the service brake setting, this means that the service brake 6 is in a compressed state, the visual service indicating means 19 is then visible.

Conversely, when the first supply pipe 72 does not supply the pressure chamber of the service brake 6 or the first supply pipe 72 supplies the pressure chamber of the service brake 6 and the third service contactor device 67 receives from the second status pipe 53 information with a preset value in the preset pipe 79 corresponding to the parking brake 7 application setting and the second service contactor device 66 receives from the third status pipe 54 information with no service brake setting in the service brake pipe 78, this means that the service brake 6 is in the released state, the visual service indicating means 69 is then visible.

In a variant not shown, the railway vehicle braking system is not of the type described with reference to figure 1, but is of the spring parking brake type proposed in european patent application EP 2154040.

In such a spring parking brake type railway vehicle brake system, the present invention proposes to provide a parking brake indicating means for indicating a pressed or released state of the parking brake.

When the parking brake is in a pressed state, the information about the state of the parking brake may be represented, for example, by a red light indicator lamp generated by a visual parking indicator device; whereas the information about the state of the parking brake when the parking brake is in the released state may for example be represented by a green light indicator lamp generated by another visual parking indication means.

In particular, the parking brake indicator device may have a first parking contactor device mechanically fixed to an unlocking member of the same type as described above, which is used to switch the parking brake from a pressed state to a released state.

The parking brake indicator may also have a second parking contactor device connected to the first parking contactor device by a first status pipe.

The parking brake indicator device may also have a third parking contactor device which is connected to a further status pipe which is connected either to the parking brake supply pipe or to the parking brake setpoint pipe.

The second and third park contactor devices may be powered by respective power sources.

When the second parking contactor device receives the information from the status tube that the unlocking piece is in the locking position and the third parking contactor device receives the information from the further status tube with the parking brake setting, and/or when the parking brake pressure chamber of the system is not supplied corresponding to the parking brake application setting, which means that the parking brake is in the compressed state, one of the visual parking indication devices is illuminated.

When the second parking contactor device receives information from the status tube that the unlocking member is in the unlocked position, which means that the parking brake is in the released state, the other visual parking indicator device is then illuminated regardless of the information received by the third parking contactor device.

In general, the invention is not limited to the embodiments described and shown.