CN109808728B - Railway brake system for railway vehicles - Google Patents
Railway brake system for railway vehicles Download PDFInfo
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- CN109808728B CN109808728B CN201910158411.6A CN201910158411A CN109808728B CN 109808728 B CN109808728 B CN 109808728B CN 201910158411 A CN201910158411 A CN 201910158411A CN 109808728 B CN109808728 B CN 109808728B
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Abstract
The invention relates to a railway brake system comprising a service brake and a parking brake (7), the service brake comprising: a piston (8) movable relative to the body, which piston together with the body (2) defines a service brake pressure chamber (13) supplied by a first source of pneumatic pressure agent, and a piston rod (21) arranged in the service brake pressure chamber and fixed on a second side (32) facing the service brake pressure chamber; the parking brake is disposed in the main body and includes: a locking device (20) arranged in the service brake pressure chamber and a movable control device (23, 24), which is movable for acting on the piston rod, which control device is configured for being electrically controlled; the locking device and the control device are designed to fix/lock the piston rod in order to lock or unlock the piston in or from a position.
Description
The present application is a divisional application entitled "railway brake system for railway vehicles and braking method for railway vehicles having such a system", inventive patent application having an application date of 2014 12-31 and a national application number of 201410858475.4.
Technical Field
The present invention relates to the field of railway vehicle braking.
More particularly, the present invention relates to a railway brake system for a railway vehicle provided with a service brake and a parking brake configured to act on a brake linkage.
The invention also relates to a method for braking a railway vehicle having such a braking system.
Background
Railway vehicles are generally equipped with service brake cylinders having a piston movable under the action of a pressurized fluid, the movement of which brings about a braking action, for example, of clamping a brake disc between two linings or pressing the brake shoe directly against the wheel.
These brake cylinders also usually have a parking or emergency actuator which is activated in the event of a pressure loss of the pressurized fluid and/or in the event of an automatic emptying or escape of the pneumatic system. Said actuator, also called parking brake, allows to guarantee braking by means of a spring force instead of a fluid force. Once activated, the parking brake remains permanently clamped.
A railway brake system provided with a parking brake actuator coupled to a railway service brake cylinder is known from european patent application EP 2154040. The brake cylinder has a body and a piston movable relative to the body for acting on a brake linkage via a push rod.
The brake cylinder also has a pressure chamber defined by the piston and the body, the pressure chamber being coupled to a source of pneumatic pressure agent via a conduit to place the piston in a service braking position.
As for the parking brake, it has a body different from that of the brake cylinder. The body of the parking brake has an opening opposite the piston of the service brake cylinder, which slidingly receives a thrust sleeve fitted in a sealed manner in the opening.
The parking brake also has a piston movably mounted in a cylinder secured to the main body, the piston and the main body together defining a parking brake pressure chamber. The parking brake pressure chamber is coupled to another source of pneumatic pressure agent via a conduit. The piston has a bore in its center through which the thrust sleeve passes.
The parking brake additionally has springs which permanently press a piston of the parking brake into a position which is referred to as low position, in which the parking brake is considered to be in the operating configuration.
In order to actuate the parking brake when the piston of the service brake cylinder is in the service braking position, the parking brake pressure chamber (which is pre-filled with pneumatic pressure medium) is evacuated, and the spring of the parking brake then acts on the piston of the parking brake, which drives the thrust sleeve until it abuts against the piston of the service brake cylinder.
The pressure chamber of the service brake cylinder can thus be evacuated as a result of the parking brake being applied.
The force exerted by the parking brake on the piston of the service brake is directly related to the force generated by the spring. This force is obviously related to the stiffness and extension of these springs.
In the case of this brake system, the force exerted by the piston of the service brake cylinder on the brake linkage when the parking brake is actuated and the service brake cylinder is exhausted is generally smaller than the force exerted by the same piston when it is in the service brake position.
Disclosure of Invention
The present invention relates to a braking system for railway vehicles having improved performance with respect to the braking systems of the prior art mentioned above, while being simple, convenient and economical.
Accordingly, in a first aspect, the present invention aims to provide a railway brake system for a railway vehicle with a brake having at least one lining or at least one shoe, said brake system comprising:
-a body;
-a brake linkage configured to act on at least one of said brakes having at least one lining or at least one shoe;
-a service brake comprising a brake piston movable relative to the body to act on the brake linkage, the brake piston defining with the body a service brake pressure chamber configured for supply by a first source of pneumatic pressure agent to place the brake piston in a service braking position; and
-a parking brake configured for acting on said brake piston of said service brake and having an active configuration and a rest configuration;
the railway brake system is characterized in that:
-the brake piston is arranged in the body and has two sides, respectively: a first side configured to act on the brake linkage and a second side opposite the first side and facing the service brake pressure chamber;
the service brake further comprises a piston rod which is arranged in the service brake pressure chamber and is fixed on the second side of the brake piston;
-the parking brake is arranged in the body and comprises: a locking device disposed in the service brake pressure chamber, the locking device being movable relative to the body for acting on the piston rod and having a first position and a second position; and a control device movable relative to the body, the control device configured to be electrically controlled and having a stable position;
the locking device and the control device are configured to:
-when the brake piston is in the service braking position and the parking brake is in the active configuration, the control means acts on the locking means until the locking means secures the piston rod to lock the brake piston rod in the service braking position, the locking means then being in its second position and the control means being in the stable position; and
-when the parking brake is in the rest configuration, the control means act on the locking means until the locking means release the piston rod to unlock the brake piston from its service braking position, the locking means thus being in its first position;
the braking force applied to the brake linkage when the parking brake is in the active configuration is directly related to the braking force applied to the brake linkage by the service brake in the service braking position, and is independent of the force applied to the piston rod by the locking device.
In the brake system according to the invention, the brake piston is fixed in the service braking position by the parking brake, more particularly by its locking device. This means that the brake piston can be fixed in any position which is related to the stroke it has to travel and which is dependent on the force applied during the service braking phase.
The term "fixed" means the fact that: the force exerted by the brake piston on the brake linkage in the operating configuration of the parking brake is not reduced, or is hardly reduced.
A certain loss associated with the backing-up of the brake piston, more specifically with a slight movement of the piston relative to the locking means, is still allowed when the pressure chamber of the service brake is evacuated. This loss is controlled and defined by a very slight reduction in the applied force, caused in particular by the simultaneous manufacturing tolerances of the locking device and the brake piston. The reduction in applied force on the brake linkage is referred to herein as the back-off loss. Acceptable values of these back-off losses are at most about 10% of the force applied by the service brake when the parking brake is actuated to be in the active configuration.
By means of the invention, in particular by means of the configuration of the brake piston and the parking brake, the spring of the known brake system described above is in particular dispensed with, which allows the application of the force of the parking brake on the brake linkage by means of the piston of the service brake cylinder. The braking system according to the invention is therefore more compact and lighter than the braking systems of the prior art mentioned above, for the same force applied on the braking linkage when the parking brake is in the active configuration.
It may be noted that the brake linkage advantageously has deformable arms whose elasticity can replace that of the springs of the known brake systems described above.
It may be noted that the configuration of the parking brake is chosen such that the force applied directly by the locking means for fixing the brake piston is not greater than the force applied by the spring on the piston of the above-mentioned prior art brake system; whereas the force exerted on the brake linkage when the parking brake of the system according to the invention is in the active configuration is at least equal to, or even greater than, the force obtained by the above-mentioned prior art brake systems.
It can also be noted that the provision of the brake in the body of the system, and more particularly the locking means in the service brake pressure chamber, allows to protect the surrounding environment of the body and a simple and convenient oiling.
Preferred, simple, convenient and economical features of the braking system according to the invention:
-the control means are formed by an electric actuator;
-the locking means is arranged in the chamber of the body;
-the locking means are formed by locking fingers, the control means are formed by an electric actuator movable relative to the body and a spring member; the electric actuator is configured to hold the locking finger in its first position when the electric actuator is energized, the locking finger being spaced from the piston rod in its first position; the spring member is configured to hold the locking finger in its second position when the electric actuator is not supplied with electricity, the locking finger fixing the piston rod in its second position;
-the locking means are formed by locking fingers and the control means are formed by an electric actuator, which is movable relative to the body; the electric actuator is configured to hold the locking finger in its first position when the electric actuator is energized, the locking finger being spaced from the piston rod in its first position; the electric actuator is configured to hold the locking finger in its second position when the electric actuator is not supplied with electricity, the locking finger fixing the piston rod in its second position;
-the spring member is arranged in a cavity with the body;
-the parking brake further comprises an intermediate control lever attached to both the locking means and the control means and configured for actuating the locking means in response to movement of the control means;
the locking device has at its distal end a tooth with at least one beveled edge configured for mating in a complementary manner with a complementary toothing of the piston rod with at least one beveled edge or with a complementary toothing of an intermediate piece arranged between the piston rod and the locking device;
-the locking means has a tooth with a straight edge on its distal end configured for mating in a complementary manner with a complementary toothing with a straight edge of the piston rod or of an intermediate piece arranged between the piston rod and the locking means;
the service brake further comprises a ratchet wheel mounted on the piston rod, the ratchet wheel being configured for engagement with the locking means when the locking means is in the second position for fixing the piston rod;
-the parking brake further comprises an unlocking member for unlocking the parking brake when the parking brake is in the active configuration, the unlocking member being configured for acting on the locking means; and/or
-the unlocking member is configured to be electrically controlled.
Drawings
The invention will now be illustrated by the following description of embodiments, given by way of example and not by way of limitation, in which:
figures 1 to 5 schematically illustrate the operation of a railway braking system according to the invention provided with a pneumatic distributor and connected to different pneumatic pressure agent sources of the vehicle, the system being respectively in different configurations;
figure 6 is an exploded perspective view of a first embodiment variant of the railway braking system;
FIG. 7 is a schematic cross-sectional view of the assembled railway brake system shown in FIG. 6;
figures 8 and 9 are partial views of the railway braking system shown in figures 6 and 7, in a loading and/or unlocking configuration and an operating configuration of the parking brake of the system, respectively, and showing, in addition, an enlarged detail view on the lower right of each figure;
figures 10 and 11 schematically show a second and a third embodiment variant, respectively, of the railway braking system shown in figures 1 to 5, in an operating configuration of the parking brake with which the braking system is provided; and
fig. 12 to 15 are partial schematic views of a fourth embodiment variant of the railway braking system shown in fig. 1 to 5 in different configurations.
Detailed Description
Fig. 1 schematically shows a railway brake system for railway vehicles with a brake having a lining or shoe.
The railway brake system 1 comprises a main body 2, here simultaneously forming cylinders with a service brake 6 and a parking brake 7, a pneumatic pipe conveying network 3 connected to the main body 2, a brake linkage 4 mechanically coupled to the main body 2, and a brake 5 with a lining on which the brake linkage 4 is configured to act.
The body 2 has here the shape of a substantially closed casing.
The service brake 6 comprises a service brake piston 8 which is movable in a first axial direction relative to the body 2, and a push rod 9 which is also 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 2a service brake pressure chamber 13.
The brake piston 8 has two sides, which are respectively: a first side 17 configured for acting on the brake linkage 4 via the push rod 9, and a second side 18 opposite the first side 17 and facing the service brake pressure chamber 13.
The service brake 6 additionally comprises a slotted lever 21 which is fixed on the second side 18 of the brake piston 8. The grooved bars 21 extend longitudinally in a first axial direction.
The brake piston 8 is configured for movement in the body 2 while the service brake pressure chamber 13 is kept relatively sealed by means of a diaphragm 14 arranged between the inner edge of the body 2 and the brake piston 8.
The service brake 6 additionally comprises a wedge 10 which is fixed on a first side 17 of the brake piston 8.
The wedge 10 has a triangular cross-section, configured to cooperate with a set of thrust bearings 11, one of which is coupled to the body 2 and the other of which is coupled to the push rod 9.
The push rod 9 is provided with a wear adjuster which is designed to compensate for wear of the linings of the brake 5, in order to avoid that an excessively large gap (caused by lining wear) reduces the braking force.
The service brake 6 additionally comprises a spring 12, which spring 12 is here arranged around the push rod 9 between the inner edge of the body 2 and a thrust bearing coupled thereto. The spring 12 is configured to return a thrust bearing coupled to the push rod 9 against the wedge 10.
The service brake 6 additionally has a first aperture 15 provided on the body 2, which is configured to allow the push rod 9 to move through the first aperture 15.
The service brake 6 additionally has a second bore 16 provided in the body 2, which leads to the service brake pressure chamber 13.
The service brake pressure chamber 13 is engaged with a source of pressurised fluid, for example a pneumatic circuit, via a main brake conduit 53, also referred to as a service brake conduit, connected to the second bore 16.
The body 2 has a chamber 27, in which the parking brake 7 is arranged, which is in connection with the service brake pressure chamber 13.
The parking brake 7 comprises a locking device, which is here formed by a locking finger 20 that is movable relative to the main body 2 and extends in the second axial direction.
The parking brake 7 additionally comprises a holding piston 23 which is movable relative to the main body 2 and which, together with the main body 2, defines a parking brake pressure chamber 25.
The holding piston 23 has two sides, which are respectively: a first side 31 on which the locking finger 20 is attached, and a second side 32 opposite the first side 31 and facing the parking brake pressure chamber 25.
The parking brake 7 additionally comprises a spring member 24 arranged between the body 2 and the second side 32 of the holding piston 23. The spring member 24 is configured to act on the holding piston 23 and thus on the locking finger 20.
It is noted that the holding piston 23 and the spring member 24 form a control means for controlling the activation of the parking brake 7.
The holding piston 23 is configured for movement in the body 2 while the parking brake pressure chamber 25 is kept relatively sealed by means of a diaphragm (not shown) arranged between the holding piston 23 and the inner edge of the body 2.
The parking brake 7 has a third bore (not shown) provided on the main body 2, which leads to both the parking brake pressure chamber 25 and the service brake pressure chamber 13, which is configured to allow the locking finger 20 to move therethrough.
It can be noted that 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 arranged at the interface between the third bore and the locking finger 20.
The parking brake 7 additionally has a fourth bore 28 provided in the body 2, which leads to the parking brake pressure chamber 25.
It is further noted that the parking brake pressure chamber 25 is engaged with a source of pressurized fluid, such as a pneumatic circuit, through a parking brake conduit 58 connected to the fourth bore 28.
The parking brake 7 additionally comprises an unlocking member 29, attached to the second side 32 of the holding piston 23, passing through a fifth hole (not shown) provided on the body 2 and opening into the cavity 27; so that the unlocking member 29 is accessible to be operated from outside the body 2.
A service brake 6 is arranged in the body 2, configured for acting on the brake 5 via the brake linkage 4.
The brake 5 comprises a brake disc 35 (here seen from above) which is mounted, for example, on the wheel axle 36 of a railway vehicle or directly on the wheel to be braked.
The brake 5 additionally comprises two brake pads 37, each provided with a lining 38 configured for pressing against the brake disc 35 to bring the rotational speed of the low disc into contact, thereby reducing the rotational speed of the wheel to be braked, and with a fixing eyelet 39 provided in the opposite direction to the surface of the lining 38 configured for acting on the brake disc 35.
The brake linkage 4 comprises two deformable levers 40 each provided with a fixed upper and lower arm.
Each arm of the operating lever 40 is hinged on a central link 41 by two pivot axes 42.
The lower arm of each deformable lever 40 is coupled (relier) to the brake pad 37 by a fixed eye 39 in the brake pad.
The upper arm of each deformable lever 40 is then coupled to a respective articulation 44, 45.
The brake linkage 4 receives the body 2 between the upper arms of the deformable lever 40 at joints 45 and 46.
The body 2 is mounted for rotation on a hinge 44 secured to one end of the push rod 9, while the body is fixedly mounted on a hinge 45 secured directly to the body 2.
The brake linkage 4 further includes a mounting bracket (pattern) 43 fixedly attached to the center connection 41 for mounting the brake linkage 4 on the railway vehicle; so that the brake pads 37 are located on both sides of the brake disc 35 (or wheel of the railway vehicle).
It will be noted that the proximity of the articulations 44 and 45 allows to space the pads 37 from each other, whereas the distancing of these articulations 44 and 45 allows to clamp the pads 37 against the brake disc 35 (or against the wheel of the railway vehicle).
The pneumatic pipe conveying network 3 has here a main pneumatic circuit formed by a main pipe 50 configured for extending along the railway vehicle.
The network 3 additionally comprises an auxiliary reservoir 51 connected to the main conduit 50.
It may be noted that such an auxiliary reservoir 51 is typically present on each bogie of the railway vehicle.
The main conduit 50 is configured for conveying a fluid at a first preset pressure, for example substantially equal to around 5.5 bar. The auxiliary reservoir 51 thus has fluid at this first preset pressure.
The network 3 has, at the outlet of the auxiliary reservoir 51 (to the inlet of which auxiliary reservoir 51 the main conduit 50 is connected), two different pneumatic circuits, also called first and second pneumatic pressure agent sources, each configured for supplying the service brakes 6 and/or the parking brakes 7.
The first source of pneumatic pressure agent is formed by a pressure regulator 52, here a pressure regulator, arranged at the outlet of the auxiliary reservoir 51, which is configured for limiting the fluid circulating in the first source of pneumatic pressure agent to a second preset pressure, for example substantially equal to around 3.8 bar.
The first source of pneumatic pressure agent additionally comprises: a main brake pipe 53 (mentioned above) connected to the pressure limiter 52, configured for delivering fluid at a second preset pressure, is connected to the second orifice 16 of the service brake 6 for supplying the service brake pressure chamber 13.
The second pneumatic pressure agent source is then formed by a secondary brake conduit 54 directly connected to the outlet of the auxiliary reservoir 51, a parking brake conduit 58 connected to the fourth aperture 28 of the parking brake 7, which leads to the parking brake pressure chamber 25 for pneumatically supplying the same.
The network 3 also comprises a distributor 55, here with three holes and two positions and monostable, interposed between the secondary brake pipe 54 and the parking brake pipe 58, each of these pipes 54, 58 being connected to the distributor 55.
The distributor 55 includes a movable spool 60 and an actuator 63 configured to move the spool 60.
The actuator 63 is configured to receive a control signal 67, for example pneumatic.
The distributor 55 also includes a return spring 64 configured to move the spool valve 60 from the first position to the second position.
It may be noted that in fig. 1 and 2, the dispenser 55 is shown in its first position, which is not the default position of the dispenser.
In other words, the actuator 63 of the distributor 55 is configured to receive a non-zero or at least sufficient pneumatic signal to move the spool valve 60 between its second position (the default position shown in fig. 3 and 4, also referred to as the "normally closed" position) and its first position (as shown in fig. 1 and 2).
It is noted that the spool valve 60 has a first chamber 61 provided with three inlet/outlet ports 61a-c and a second chamber 62 also provided with three inlet/outlet ports 62 a-c.
In each of the first and second positions of the spool valve 60, each of the secondary brake pipe 54 and the park brake pipe 58 is coupled to one of three inlet/outlet ports 61a-c and 62 a-c.
The operation of the railway brake system will now be described with reference to figures 1 to 5, which figures 1 to 5 schematically illustrate different configurations of the system 1.
In fig. 1, the railway brake system 1 is in a loaded configuration (configuration).
In this charging configuration, the service brake pressure chamber 13 is not supplied (it is emptied) so that the brake piston 8 is in the rest position, in which it does not exert a braking force on the push rod 9.
The joints 44 and 45 of the brake linkage 4 are thus at a distance from one another, which allows the brake pads 37 to be held at a distance from the brake disk 35.
The parking brake pressure chamber 25 is then supplied by a parking brake conduit 58 which is connected by a distributor 55 to a secondary brake conduit 54 which is itself connected to the auxiliary reservoir 51.
Thus, the parking brake pressure chamber 25 is pressurized such that the holding piston 23 is in the first position in which the spring member 24 is compressed and such that the locking finger 20 is in the first position spaced apart from the grooved bar 21 of the service brake 6.
In this loaded configuration of the system 1, the parking brake 7 is in the loaded configuration and the service brake 6 is in the rest configuration.
In addition, the spool 60 of the distributor 55 is in its first position, which means that the actuator 63 receives the (non-zero) control signal 67, so that the spool 60 moves from its second position (default position) to its first position against the action of the return spring 64, which is then compressed.
In said first position of the spool valve 60, the first chamber 61 has a first supply inlet 61b connected to the auxiliary reservoir 51 through the secondary brake duct 54; and a first parking brake outlet 61c in fluid communication with the first supply inlet 61b and connected to the parking brake pressure chamber 25 by a parking brake conduit 58.
Additionally, the first chamber 61 has an unconnected first locking hole 61a configured to prevent fluid from passing therethrough when the second brake conduit 54 is engaged.
Neither the inlet nor the outlet of the second chamber 62 of the spool valve 60 is connected.
It is noted that the parking brake 7 is dimensioned and configured such that the loading pressure of the parking brake 7 is relatively small, for example approximately 2 bar to 6 bar.
In fig. 2, the railway brake system 1 is shown in an applied configuration of the service brakes 6.
In the applied configuration of the service brake 6, the service brake pressure chamber 13 is supplied by the main brake line 53.
Thus, the service-brake pressure chamber 13 is pressurized and the brake piston 8 is moved in the first axial direction from its first position to a second position in which the wedge 10 separates the set of thrust bearings 11 and thus moves the push rod 9 and the swivel joint 44.
The joints 44 and 45 are thus moved away from each other, causing the brake pads 37 to approach and therefore the lining 38 to abut the brake disk 35.
It can be noted that in the applied configuration of the service brake 6 of the system 1, the operating lever 40 is (elastically) deformed.
It is also noted that in the configuration shown in fig. 2, the parking brake pressure chamber 25 is always under pressurization as mentioned with reference to fig. 1.
In the applied configuration of the service brake 6 of the system 1, the parking brake 7 is always in the loaded configuration and the service brake 6 is in the active configuration.
Thus, the position of the spool 60 of the distributor 55 is similar to that shown in FIG. 1.
It is also noted that in the configuration shown in fig. 2, a first predetermined pressure of the fluid injected into the service brake pressure chamber 13 moves the brake piston 8 a predetermined stroke to act on the brake linkage 4 with a first predetermined force and thus exert a first predetermined force on the brake disc 35.
In fig. 3, the railway brake system 1 is shown in a locked configuration in which the brake piston 8 of the service brake 6 is fixed in the second position shown in fig. 2.
It will be noted that the brake linkage 4 is in the same position as shown in figure 2.
The service brake pressure chamber 13 is always pressurized, while the parking brake pressure chamber 25 is evacuated.
The emptying of the parking brake pressure chamber 25 releases the spring member 24, which then moves the holding piston 23 from its first position to a second position, referred to as the stable position, and thus moves the locking finger 20 from its first position to a second position in which the locking finger 20 secures the slotted rod 20 by engaging its distal end with the slot provided on the slotted rod 21.
For the emptying of the parking brake pressure chamber 25, the actuator 63 of the distributor 55 receives a different control signal 67, here for example zero, so that the spool valve 60 is switched from its first position into its second position under the action of the return spring 64.
In the second position of the spool valve 60, the second chamber 62 of the spool valve 60 has a parking brake second outlet 62c connected to the parking brake pressure chamber 25 by the parking brake conduit 58 and a second drain outlet 62a in fluid communication with the parking brake second outlet 62c and open to atmosphere.
In addition, the second chamber 62 has an unconnected second locking hole 62 b.
In this locked configuration of the system 1, the parking brake 7 and the service brake 6 are each in an active configuration.
In fig. 4, the railway brake system 1 is shown in a service brake 6 in an empty configuration.
The service brake pressure chamber 13 is emptied by escaping into the network 3. In other words, none of the service brake pressure chamber 13, the secondary brake conduit 54 and the primary brake conduit 53 are directly exposed to the atmosphere.
It can be noted that the pressurized fluid present in the service brake pressure chamber 13 is discharged from this service brake pressure chamber 13, in particular by the main brake line 53.
It can be noted that in the emptying configuration of the service brake 6 of the system 1, the spool 60 of the distributor 55 is in its second position.
It is also noted that, despite the emptying of the service brake pressure chamber 13, the brake piston 8 is held in its second position, in which it acts on the brake linkage 4 to exert a second predetermined force on the brake disc 35 via the brake shoe 37, by means of the parking brake 7, in particular by means of the assembly of locking fingers 20-retaining piston 23-spring member 24, in combination with the slotted rod 21 fixed to the brake piston 8 of the service brake 6.
In the emptying configuration of the service brake 6, the parking brake 7 is in the active configuration and the service brake 6 is locked in its active configuration, despite the emptying of the service brake pressure chamber 13.
In fig. 5, the railway brake system 1 is shown in an unlocked configuration.
In this unlocked configuration, a force is exerted on the unlocking member 29 of the parking brake 6 to pull the unlocking member 29 toward the outside of the main body 2.
The movement of the unlocking element 29 takes the retaining piston 23 and thus the locking finger 20 against the action of the spring member 24, which spring member 24 is thus compressed.
As the locking finger 20 reaches its second position, it is no longer engaged with the grooved bar 21, and the grooved bar is thus released.
Thus, the spring 12, which surrounds the push rod 9 and is arranged between the inner edge of the body 2 and the thrust bearing fixed on the push rod 9, returns to its original position again.
The spring 12 therefore carries along in the second axial direction the thrust bearing 11 arranged between the push rod 9 and the wedge 10 and therefore the brake piston 8 back in the first axial direction until its rest position.
The articulations 44 and 45 of the brake linkage are brought closer to each other, so that the deformable operating lever 40 returns to its initial position shown in fig. 1 and the brake pad 37 is again spaced apart from the brake disc 35, which is therefore free to rotate (the brake disc 35 is no longer braked).
In this unlocked configuration, the parking brake 7 is in the unlocked configuration and the service brake 6 is in the rest configuration.
In the unlocked configuration of the system 1, it can be noted that the distributor 55 is, for example, in the same configuration as that shown in fig. 4, and that both the service brake pressure chamber 13 and the parking brake pressure chamber 25 are evacuated.
It can be noted that the service brake 6 is constructed such that the force to be exerted by the unlocking element 29 for unlocking is relatively small, to be effected manually by a user, such as a driver of a rail vehicle. For example, the force may be about 10 to about 50 daN.
Fig. 6 to 9 show schematically and partially a first embodiment variant of the railway braking system shown in fig. 1 to 5, and more particularly an assembly formed by a body and a parking brake and a service brake mounted therein.
Generally, similar components are designated with the same reference numerals, but increased by the number 100.
The body 102 has here a substantially parallelogram and closed shell shape, provided with a cylindrical central chamber divided into two spaces forming a service brake pressure chamber 113 and a secondary chamber 134 respectively, and a cylindrical side chamber in which a parking brake pressure chamber 125 is formed.
The service brake here comprises a service brake piston 108 which is movable relative to the body 102 and which is formed, for example, by one piece having both a wedge 110 protruding from a first side 131 of the piston 108 and a piston rod 121 protruding from a second side 132 of the piston 108 in the direction of a secondary chamber 134.
The piston rod 121 is here provided with a threaded outer surface 178.
The body 102 additionally includes a partition 171 secured in the body 102 and configured to separate the service brake pressure chamber 113 and the secondary chamber 134. The diaphragm 171 abuts the second side 132 of the brake piston 108.
The body 102 additionally comprises a circular sealing ring 170 arranged in a circular hole 179 of the partition 171, through which circular hole 179 the piston rod 121 is movable in translation. The circular sealing ring 170 abuts the second side 132 of the brake piston 108.
The parking brake here comprises a holding piston 123 and a spring member 124 (fig. 8 and 9) arranged in a cylindrical side chamber in which a parking brake pressure chamber 125 is provided. It can be observed that the piston 123 is kept open to the secondary chamber 134. The spring member 124 is configured to act on the holding piston 123.
The parking brake further comprises an intermediate control rod 147 arranged in the secondary chamber 134, which intermediate control rod is fixed on the holding piston 123 on the one hand by an end cutout 148 and on the other hand by a pivot connection 148 on the body 102, which pivot connection is configured to allow a rotational movement of the intermediate control rod 147 in response to a translational movement of the holding piston 123.
The assembly comprising the spring member 124, the holding piston 123 and the intermediate control rod 147 forms the control means.
The parking brake 147 includes a locking finger 120 disposed in the secondary chamber 134 of the body 102.
This locking finger 120, also called a latch, has, at the distal end, a tooth 175 with a straight edge and a bevelled edge, and, opposite its distal end, an edge 173 configured for cooperating with the intermediate control rod 147 to move (raise/release) the locking finger 120 in translation in response to the rotational movement of the intermediate control rod 147 and therefore in response to the translational movement of the holding piston 123.
The parking brake additionally includes a return spring 180 housed between the locking finger 129 in the secondary chamber 134 and the main body 102. The return spring 180 is designed to act on the locking finger 120 in order to hold the locking finger in the second position when the parking brake pressure chamber 125 is emptied.
The parking brake further comprises a ratchet wheel 146 mounted on the piston rod 121. The ratchet 146 has a threaded inner surface 176 configured to cooperate with a threaded outer surface 178 of the piston rod 121 to allow translational movement of the piston rod 121 while allowing rotation of the ratchet 146. In other words, translation of the piston rod 121 rotates the ratchet 146.
The ratchet 146 additionally has an outer surface on which is disposed a set of teeth 177, each tooth of the set having a straight edge and a beveled edge, the teeth of the set being configured to mate with the edges of the teeth 175 of the locking finger 120.
It may be noted that the parking brake additionally comprises a manual unlocking member (not shown) configured to act on the holding piston 123 against the action of the (arl' encontrotre de) spring member 124 to raise the locking finger 120 and thus free the ratchet wheel 146 to rotate.
In fig. 8, the railway brake system is in a locked configuration in which the locking fingers 120 secure the piston rod 108 such that the brake piston 108 is in the second position, the service braking position.
The service brake pressure chamber 113 is pressurized and the parking brake pressure chamber 125 is evacuated.
Evacuation of the parking brake pressure chamber 125 releases the spring member 124 which moves the holding piston 123 from the first position to the second position, i.e. the stable position, thus moving the intermediate control lever 147 towards the ratchet wheel 146 (downwards).
The locking finger 120 is thus released from the lever 147, the return spring 180 extends and moves the locking finger 120 from the first position to the second position, in which the ratchet 146 is fixed (i.e., where rotation in one direction is inhibited). The teeth 175 of the locking finger 120 mate with the teeth of the gear train 176 of the ratchet wheel 146.
The fixing of the ratchet 146 can block the piston rod 121 from moving in a direction opposite to the braking direction. In other words, the ratchet prevents the piston rod from returning in the direction of the secondary chamber 134 opposite the service brake pressure chamber 113.
In the service brake locked configuration, the parking brake and the service brake are each in an active configuration.
The service brake pressure chamber 113 can then be emptied in order to bring the service brake into the rest configuration, the brake piston 108 being locked in its second position.
In fig. 9, the railway brake system is in an unlocked and/or loaded configuration in which the locking fingers 120 and the rest of the locking arrangement do not secure the piston rod 121, whereby the brake piston 108 returns to its first, rest position if the service brake pressure chamber 113 is not pressurized.
In the charging configuration and/or the unlocking configuration, the service brake pressure chamber 113 is not supplied (it is emptied) so that the brake piston 108 is in the rest position.
In the loaded configuration, the parking brake pressure chamber 125 is pressurized such that the hold piston 123 is in a first position in which the spring member 124 is compressed, the intermediate control lever 147 is in a higher position, and the locking finger 120 is in a first position spaced from the ratchet wheel 146.
In the unlocked configuration, a force is applied to the parking brake unlock to pull the unlock outward of the body.
This movement of the unlocking member carries the holding piston 123 and thus the control rod 147, which is in contact with the edge 173 of the locking finger 120 to lift the locking finger against the action of the return spring 180 and thus to space the control rod from the ratchet 146. When the locking finger 120 reaches its second position, the locking lever is no longer engaged with the ratchet wheel 146 and the ratchet wheel 146 is thus free (as is the piston rod 121).
Fig. 10 shows schematically and partially a further embodiment variant of the railway brake system shown in fig. 1 to 5 and in fig. 6 to 9.
Generally, the same reference numerals are used for similar components, but with the addition of the numeral 200 to the system shown in fig. 1 to 5 and the addition of the numeral 100 to the system shown in fig. 6 to 9.
The service brake here has a ratchet wheel 246 on the piston rod. The ratchet wheel 246 has a set of teeth 276 on its outer surface having teeth with reverse beveled edges.
The parking brake here comprises a holding piston 223 arranged in a parking brake pressure chamber 225 and a spring member 224 also arranged in this pressure chamber 225.
The parking brake further comprises a locking device 220, which is formed here by two components, namely a pushing component 290 arranged in the secondary chamber 234 and fixed to the holding piston 223, and a stop component 291 which is released into the secondary chamber 234.
Each of the pushing member 290 and the stop member 291 has a respective leading edge (borderd' attribute) 292, 293, and the stop member 291 has teeth 275 with reverse beveled edges on its distal end opposite the leading edge 293, the teeth being configured to complement the set of teeth 276 of the ratchet 246.
In fig. 10, the railway brake system is in a locked configuration.
The parking brake pressure chamber 225 is evacuated and the spring member 224 extends and moves the holding piston 223 which pushes the pushing member 290 in a first direction such that the pushing member 290 abuts the leading edge 293 of the stopper member 291 by the leading edge 292. The stop member 291 is thus moved in a second direction perpendicular to the first direction until the teeth 275 engage the set of teeth 276 of the ratchet wheel 246 to secure the ratchet wheel.
It will be noted that when the parking brake pressure chamber 225 is supplied and pressurized, the holding piston 223 moves against the action of the spring member 224 and entrains the pushing member 290 until the stop 291 is released, the stop no longer being engaged with the ratchet wheel 246, which rotates automatically.
Fig. 11 schematically and partially shows another embodiment variant of the railway brake system shown in fig. 1 to 5, in fig. 6 to 9 and in fig. 10.
Generally, the same reference numerals are used for similar components, but with the addition of the numeral 300 to the system shown in fig. 1 to 5, the numeral 200 to the system shown in fig. 6 to 9, and the numeral 100 to the system shown in fig. 10.
The service brake is here provided with a ratchet 346 on the piston rod. The ratchet wheel 346 has a set of teeth 376 on its outer surface with teeth having opposed straight edges.
The parking brake here comprises a holding piston 323 arranged in a parking brake pressure chamber 325 without a spring member.
The parking brake includes another spring member, also referred to as a return spring 380, disposed in the secondary chamber 334 and configured to act directly on the locking finger 320.
The locking finger 320 is provided with teeth 375 having opposing straight edges on its distal end for complementary engagement with the teeth 376 of the ratchet 346.
It can be observed that the retaining piston 323 is coupled here directly to the locking finger 320, without an intermediate control rod.
In fig. 11, the railway brake system is in a locked configuration.
Thus, the locking finger 320 secures the ratchet 346. It will be noted that the ratchet wheel 346 is prevented from rotating in both directions of rotation due to the shape of the teeth 375 of the locking finger 320 and the shape of the set 376 of the ratchet wheel 346.
Fig. 12 to 15 show schematically and partially another embodiment variant of the railway brake system shown in fig. 1 to 5, in fig. 6 to 9 and in fig. 10 and 11.
Generally, the same reference numerals are used for similar components, but with the addition of the numeral 400 to the system shown in fig. 1-5, the numeral 300 to the system shown in fig. 6-9, the numeral 200 to the system shown in fig. 10, and the numeral 100 to the system shown in fig. 11.
The main body 402 has here a substantially parallelogram and closed shell shape, provided with a central chamber divided into two spaces forming a service brake pressure chamber 413 and a secondary chamber 434, respectively, and a side chamber in which a parking brake pressure chamber 425 is formed.
The service brake here comprises a service brake piston 408 movable relative to the body 402 and a piston rod 421 protruding from a second side 432 of the piston 408 in the direction of a secondary chamber 434.
The piston rod 421 is here provided with a threaded outer surface 478.
The parking brake here comprises a holding piston 423 and a first spring member 424 arranged in a side chamber in which a parking brake pressure chamber 425 is provided. It can be observed that the retaining piston 423 opens into the secondary chamber 434. The first spring element 424 bears against an inner hook 482 which is arranged in the main body 402 and is designed to act on the holding piston 423.
The holding piston 423 has an extension 487 that extends in the secondary chamber 434 until it is in simultaneous contact with the intermediary device 486 and the locking member 420.
It may be noted that the assembly comprising the first spring member 424 and the holding piston 423 forms the control means.
The parking brake additionally comprises a second spring member 480 which bears against an inner stop 483 arranged in the body 402 and configured to act on the locking member 420.
The locking member 420 is provided with a sloped wall on which is provided a gear train 175 having teeth with at least one sloped edge.
It will be noted that the second spring member 480 is configured to act on the latch 420 to retain the latch in the second position when the service brake pressure chamber 425 is evacuated.
The parking brake further comprises a ratchet wheel 446 mounted on the piston rod 421. The ratchet 446 has a threaded inner surface 476 configured to cooperate with a threaded outer surface 478 of the piston rod 421 to allow translational movement of the piston rod 421 while allowing rotation of the ratchet 446.
The ratchet 446 additionally has an outer surface on which is disposed a set of teeth 477, each tooth of the set having at least one beveled edge disposed for mating with the set of teeth 475 of the locking finger 420.
The parking brake additionally comprises a third spring member 481 which bears against the inner stop 483 and is configured to act on the ratchet wheel 446.
It may be noted that the parking brake additionally comprises a manual unlocking member 429 which is configured to act on the locking finger 420 and thus to free the ratchet wheel 446 to rotate.
In fig. 12, the system is in the loaded configuration.
In this charging configuration, the service brake pressure chamber 413 is not supplied (it is emptied) so that the brake piston 408 is in its rest position.
The parking brake pressure chamber 425 is then supplied and pressurized such that the holding piston 423 is in a first position in which the first spring member 424 is compressed, and such that the lock 420 is in a first position in which the inclined wall provided with the toothing 175 is spaced from the ratchet 446 and more specifically from its outer toothing 477. The second spring member 480 and the third spring member 481 are compressed here.
In this loaded configuration of the system, the parking brake is in the loaded configuration and the service brake is in the rest configuration.
In fig. 13, the system is shown in a service brake applied configuration.
In this application configuration of the service brake, the service brake pressure chamber 413 is supplied and pressurized and the brake piston 408 is moved from its first position to a second position, the service braking position.
It will be noted that the piston rod 421 is moved translationally through the ratchet 446, resulting in a rotation of the ratchet 446, which is free to rotate.
It may also be noted that in the configuration shown in fig. 13, parking brake pressure chamber 425 is pressurized at all times, as mentioned with reference to fig. 12.
In this application configuration of the service brakes of the system, the parking brake is therefore always in the loaded configuration and the service brakes are in the active configuration.
In fig. 14, the system is shown in a locked configuration in which the brake piston 408 of the service brake is fixed in the second position shown in fig. 13.
The service brake pressure chamber 413 is always pressurized and the parking brake pressure chamber 425 is evacuated.
Evacuation of the parking brake pressure chamber 425 releases the first spring member 424, which moves the holding piston 423 from its first position to a second position, referred to as a stable position.
Thus, the extension 487 of the holding piston 423 no longer abuts the intermediate device 486, which then rotates freely.
The third spring member 481 releases and rotates the ratchet 446 so that the ratchet extension 487 moves until it abuts the slotted lever 475 of the lockout member 420, the slotted lever 477 of the ratchet 446 engaging the slotted lever 475.
The intermediate device 486 is then pushed by the ratchet 446 to translate toward the extension 487.
The ratchet 446 is thus fixed against the locking member 420 and, thus, the piston rod 421 is also fixed against translation.
In the service brake locked configuration, each of the parking brake and the service brake are in an active configuration.
In fig. 15, the system is shown in the service brake dump and unlock configurations.
The evacuation of the service brake pressure chamber 413 takes place by escaping into the network 3 or as a variant in an automated manner.
It can be noted that although the service brake pressure chamber 413 is emptied, the brake piston 408 is held in its second position by means of the parking brake, in particular by means of the assembly of the locking member 420-ratchet 446-holding piston 424-spring member 424, in combination with the piston rod 421 fixed to the brake piston 408 of the service brake.
In the service brake emptying configuration, the parking brake is in the active configuration and the service brake is locked in its active configuration.
In the unlocked configuration, a force is applied to the parking brake release 429 to pull the release 429 outwardly of the body 402.
The movement of the unlocking member 429 brings about the unlocking of the locking member 420, and the second spring member 480 is released and causes the translational movement of the locking member 420 towards its second position.
When the latch 420 reaches its second position, it is no longer engaged with the ratchet 446, which is then free to rotate. Thus, the piston rod 421 is again free to translate.
In the unlocked configuration, the parking brake is in the unlocked configuration and the service brake is in the rest configuration.
In a variant not shown, the distributor is not controlled pneumatically, but electrically or hydraulically; and/or the dispenser additionally comprises a threshold valve configured for manipulating and controlling the spool of the dispenser from the first state to the second state. Here, the first state corresponds to a first position of the spool valve, and the second state corresponds to a second position of the spool valve.
The threshold valve is thus configured for rotating the spool valve from its first position to its second position when the pressure value of the pressurized fluid in the parking brake pressure chamber is less than a preset pressure threshold. In fact, the activation of the threshold valve enables the parking brake pressure chamber to be emptied, thus turning the parking brake pressure chamber into the active configuration for locking the brake piston of the service brake.
It is noted that a sudden pressure drop in the parking brake pressure chamber is detected here, since this is noticeable in a sudden pressure drop in the service brake pressure chamber. In fact, if there is a leak at the parking brake pressure chamber, there is also a leak at the service brake pressure chamber.
The use of such a threshold valve is particularly advantageous because after application of the service brakes (as described with reference to fig. 2), the bleed may slowly evacuate the service brake pressure chamber and the parking brake pressure chamber without the need to apply the parking brakes.
Thus, because tilting of the spool valve enables application of the parking brake, the threshold valve can avoid this situation once the fluid pressure in the parking brake pressure chamber is less than the preset pressure threshold (and therefore once the fluid pressure in the service brake pressure chamber drops significantly).
It can be observed that the actuator of the dispenser is in this case connected to the secondary braking conduit through a control conduit for moving the slide valve to trigger the threshold valve.
In a variant not shown:
in the loading configuration of the railway braking system, the loading operation is carried out electrically or mechanically or also hydraulically, rather than pneumatically;
in the unlocked configuration of the railway brake system, the unlocking element is held in the unlocked position of the parking brake by a pneumatic or electrical or mechanical locking element;
-in the unlocked configuration of the railway braking system, unlocking control is performed manually, or pneumatically or electrically or hydraulically, by using at least one cable;
the unlocked configuration of the railway brake system is obtained by supplying the parking brake pressure chamber as for the loaded configuration, and not by actuating the unlocking member;
the service brake pressure chamber can be evacuated automatically rather than by a system escape;
the locking device and the ratchet wheel and/or the piston rod of the system shown in fig. 1 to 5 and in fig. 6 to 9 may have a toothing like the toothing shown on the locking device and the ratchet wheel shown in fig. 10 and 11;
in the unlocked configuration, the actuation of the locking means can be performed by an electric actuator, instead of by the pressurization of the pressure chamber supplied by the dispenser;
the railway braking system is not provided with a regulator between the auxiliary reservoir and the service brake pressure chamber, and/or is not provided with an auxiliary reservoir, and/or the first and second pneumatic pressure agent sources are completely different, rather than coming from the same main conduit;
the railway braking system has a service brake which is not provided with a wedge attached to a brake piston, so that the brake piston acts directly on the push rod and thus on the deformable operating lever; in this case, the brake piston is movable in the second axial direction together with its slotted lever and push rod, while the parking brake is configured such that the locking finger and the holding piston are movable in the first axial direction;
the railway braking system has a different braking linkage from the one shown in the figures, and more specifically the braking linkage has: a shoe configured for acting directly on the wheel of the railway vehicle, the shoe being articulated directly by a pivot-like articulation fixed to the push rod; a rigid control rod fixed to the body of the system; and a deformable operating lever fixed to the joint of the rigid control rod and the brake shoe; and/or
The railway brake system has a brake linkage configured to act on a brake having brake shoes as described above, provided with a service brake with or without wedges attached to a brake piston.
It is generally noted that the invention is not limited to the examples described and shown.
Claims (12)
1. Railway brake system with a brake (5) having at least one lining or at least one shoe for a railway vehicle, comprising:
-a body (2; 102; 202; 302; 402);
-a brake linkage (4) configured to act on at least one of said brakes (5) having at least one lining or at least one shoe;
-a service brake (6) having a brake piston (8; 108; 408) movable relative to the body for acting on the brake linkage (4), the brake piston defining with the body a service brake pressure chamber (13; 113; 413) configured for being supplied by a first source of pneumatic pressure (50, 51, 53) for placing the brake piston in a service braking position; and
-a parking brake (7) configured for acting on the brake piston of the service brake and having an active configuration and a rest configuration;
the railway brake system (1) is characterized in that:
-the brake piston is arranged in the body and has two sides, respectively: a first side (17; 117) configured to act on the brake linkage (4), and a second side (18; 118) opposite the first side and facing the service brake pressure chamber;
the service brake further comprises a piston rod (21; 121; 221; 321; 421) which is arranged in the service brake pressure chamber and is fixed on the second side of the brake piston;
-the parking brake is arranged in the body and comprises: a locking device (20; 120; 220; 320; 420) arranged in the service brake pressure chamber, which locking device is movable relative to the body for acting on the piston rod and has a first position and a second position; and a control device (23, 24; 123, 124, 180; 223, 280; 323, 380; 423, 424) movable relative to the body, the control device being configured to be electrically controlled and to have a stable position;
the locking device and the control device are configured to:
-when the brake piston is in the service braking position and the parking brake is in the active configuration, the control means acts on the locking means until the locking means secures the piston rod to lock the brake piston in the service braking position, the locking means then being in its second position and the control means being in its stable position; and
-when the parking brake is in the rest configuration, the control means act on the locking means until the locking means release the piston rod to unlock the brake piston from its service braking position, the locking means thus being in its first position;
the braking force applied to the brake linkage when the parking brake is in the active configuration is directly related to the braking force applied to the brake linkage by the service brake in the service braking position, and is independent of the force applied to the piston rod by the locking device.
2. Railway braking system according to claim 1, characterized in that the control means are formed by an electric actuator.
3. Railway braking system according to claim 1, characterized in that the locking device (120; 220; 320; 420) is arranged in a cavity (134; 234; 334; 434) of the body (102; 202; 302; 402).
4. Railway braking system according to claim 1, characterized in that said locking means are formed by a locking finger (20; 120; 220; 320; 420) and said control means are formed by an electric actuator movable with respect to said body and by a spring member (24; 124, 180; 280; 380; 424); the electric actuator is configured to hold the locking finger in its first position when the electric actuator is energized, the locking finger being spaced from the piston rod in its first position; the spring member is configured to hold the locking finger in its second position when the electric actuator is not supplied with electricity, in which second position the locking finger secures the piston rod.
5. Railway braking system according to claim 1, characterized in that said locking means are formed by a locking finger (20; 120; 220; 320; 420) and said control means are formed by an electric actuator movable with respect to said body; the electric actuator is configured to hold the locking finger in its first position when the electric actuator is energized, the locking finger being spaced from the piston rod in its first position; the electric actuator is designed to hold the locking finger in its second position when the electric actuator is not supplied with electricity, the locking finger fixing the piston rod in its second position.
6. A railway braking system according to claim 4, characterized in that the spring member (180; 280; 380) is arranged in a cavity (134; 234; 334) of the body (102; 202; 302).
7. The railway braking system of claim 1, wherein the parking brake further comprises an intermediate control lever (147; 247) attached to both the locking device (120; 220) and the control device (123; 223) and configured to actuate the locking device in response to movement of the control device.
8. Railway braking system according to claim 1, characterized in that the locking device (20; 120; 220) has at its distal end a tooth (175; 275) with at least one bevelled edge configured for cooperating in a complementary manner with a complementary toothing (76; 176; 276; 476) with at least one bevelled edge of the piston rod (21; 221) or with a complementary toothing (76; 176; 276; 476) of an intermediate piece (146; 446) arranged between the piston rod (21; 221) and the locking device (20; 120; 220).
9. The railway braking system of claim 1, wherein the locking device (320) has a straight-edged tooth (375) at its distal end configured for mating in a complementary manner with a straight-edged complementary toothing (376) of the piston rod or a complementary toothing (376) of an intermediate piece (346) arranged between the piston rod and the locking device (320).
10. A railway braking system according to claim 1, characterized in that the service brake further comprises a ratchet wheel (146; 246; 346; 446) mounted on the piston rod (121; 421), the ratchet wheel being configured for engaging with the locking device (120; 220; 320; 420) when the locking device is in the second position for fixing the piston rod.
11. Railway braking system according to claim 1, characterized in that the parking brake (7) additionally comprises an unlocking piece (29; 429) for unlocking the parking brake when the parking brake is in the active configuration, which unlocking piece is configured for acting on the locking device (20; 420).
12. The railway braking system of claim 11, wherein the unlocking member is configured to be electrically controlled.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910158411.6A CN109808728B (en) | 2014-12-31 | 2014-12-31 | Railway brake system for railway vehicles |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410858475.4A CN105882679B (en) | 2014-12-31 | 2014-12-31 | For the railway brake system of rolling stock and the braking method of the rolling stock with this system |
| CN201910158411.6A CN109808728B (en) | 2014-12-31 | 2014-12-31 | Railway brake system for railway vehicles |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410858475.4A Division CN105882679B (en) | 2014-12-31 | 2014-12-31 | For the railway brake system of rolling stock and the braking method of the rolling stock with this system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109808728A CN109808728A (en) | 2019-05-28 |
| CN109808728B true CN109808728B (en) | 2020-10-09 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410858475.4A Expired - Fee Related CN105882679B (en) | 2014-12-31 | 2014-12-31 | For the railway brake system of rolling stock and the braking method of the rolling stock with this system |
| CN201910158411.6A Active CN109808728B (en) | 2014-12-31 | 2014-12-31 | Railway brake system for railway vehicles |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410858475.4A Expired - Fee Related CN105882679B (en) | 2014-12-31 | 2014-12-31 | For the railway brake system of rolling stock and the braking method of the rolling stock with this system |
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| Country | Link |
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| CN (2) | CN105882679B (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108644263B (en) * | 2018-08-13 | 2023-07-04 | 眉山中车制动科技股份有限公司 | Pneumatic locking mechanism |
| CN108662048B (en) * | 2018-08-13 | 2023-07-04 | 眉山中车制动科技股份有限公司 | Locking mechanism |
| FR3093487B1 (en) * | 2019-03-04 | 2021-04-02 | Faiveley Transp Amiens | Rail braking system comprising a parking brake indicator device and rail vehicle provided with such a system |
| WO2022142567A1 (en) * | 2021-01-04 | 2022-07-07 | 中车青岛四方车辆研究所有限公司 | Relief apparatus and parking brake cylinder |
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| CN1696529A (en) * | 2004-05-14 | 2005-11-16 | 英国美瑞特重型车制动系统有限公司 | Parking brake assembly |
| CN101595019A (en) * | 2007-01-31 | 2009-12-02 | 韦伯太克控股公司 | The car stopping brake member that is used for brake system of rail vehicle |
| CN102333970A (en) * | 2009-02-27 | 2012-01-25 | 丰田自动车株式会社 | Brake system |
| CN103140394A (en) * | 2010-09-23 | 2013-06-05 | 大陆-特韦斯贸易合伙股份公司及两合公司 | Retaining function for a motor vehicle |
| CN103661329A (en) * | 2012-08-29 | 2014-03-26 | 通用汽车环球科技运作有限责任公司 | Electronic park brake module and system and method for use |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CH503607A (en) * | 1968-10-02 | 1971-02-28 | Knorr Bremse Gmbh | Braking device for rail vehicles |
| US5738416A (en) * | 1994-07-22 | 1998-04-14 | Westinghouse Air Brake Company | Railway braking apparatus to effect a change in a handbrake |
| US6474450B1 (en) * | 2001-06-05 | 2002-11-05 | Westinghouse Air Brake Technologies | Mechanical sensor for a quick release hand brake |
| ITMI20061513A1 (en) * | 2006-07-31 | 2008-02-01 | Poli Costruzione Materiali Trazione Spa | COMPACT BRAKING DISC UNIT FOR RAIL VEHICLES |
| FR2934981B1 (en) * | 2008-08-13 | 2010-09-24 | Faiveley Transp Amiens | PARKING BRAKE OR EMERGENCY ACTUATOR FOR BALL UNLOCKING BRAKE |
| DE102012002730A1 (en) * | 2012-02-10 | 2013-08-14 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Combined service and parking brake cylinder with lockable together with the parking brake piston diaphragm |
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2014
- 2014-12-31 CN CN201410858475.4A patent/CN105882679B/en not_active Expired - Fee Related
- 2014-12-31 CN CN201910158411.6A patent/CN109808728B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1696529A (en) * | 2004-05-14 | 2005-11-16 | 英国美瑞特重型车制动系统有限公司 | Parking brake assembly |
| CN101595019A (en) * | 2007-01-31 | 2009-12-02 | 韦伯太克控股公司 | The car stopping brake member that is used for brake system of rail vehicle |
| CN102333970A (en) * | 2009-02-27 | 2012-01-25 | 丰田自动车株式会社 | Brake system |
| CN103140394A (en) * | 2010-09-23 | 2013-06-05 | 大陆-特韦斯贸易合伙股份公司及两合公司 | Retaining function for a motor vehicle |
| CN103661329A (en) * | 2012-08-29 | 2014-03-26 | 通用汽车环球科技运作有限责任公司 | Electronic park brake module and system and method for use |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109808728A (en) | 2019-05-28 |
| CN105882679A (en) | 2016-08-24 |
| CN105882679B (en) | 2019-03-01 |
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