• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a rail braking system comprising a service brake supplied by a first source, a parking brake having a service brake locking device and a movable control device of said locking device, and a control unit and control unit (3) configured to receive information representative of a value of said first source, to process information representative of a parking brake setpoint for actuating said control device, and to determine a value of a second source according to said setpoint and information representative of a value of said first source, for supplying a pressure chamber of the service brake.
    公开号:FR3031488A1
    申请号:FR1550255
    申请日:2015-01-13
    公开日:2016-07-15
    发明作者:Claudino Goncalves；Evi Ferron；Gilles Boisseau；Louis Sellier
    申请人:Faiveley Transport Amiens SAS；
    IPC主号:
    专利说明:

    [0001] The invention relates to the field of braking of railway vehicles. It relates more particularly to railway braking systems for railway vehicles provided with a service brake and a parking brake configured to act on a braking linkage. It also relates to the braking processes of railway vehicles comprising such braking systems. Railway vehicles are generally equipped with service brake cylinders having a piston movable under the effect of a fluid under pressure, the displacement of this piston causing a braking action such as the clamping of a brake disk between two trims, or the direct pressure of a soleplate against a wheel of the vehicle. These brake cylinders also generally comprise a parking or emergency actuator which is activated in the event of loss of pressure of the fluid under pressure and / or in the event of voluntary emptying or leakage of the pneumatic system. This actuator, also called parking brake, provides braking through the force of a spring replacing the force of the fluid. Once this parking brake is activated, the brake remains permanently tight. European Patent Application EP 2 154 040 discloses a rail braking system provided with a parking brake actuator 25 coupled to a rail service brake cylinder. This brake cylinder comprises a body and a piston movable relative to the body to act on the braking linkage via a push rod. The brake cylinder also comprises a pressure chamber delimited by the piston and the body and which is connected by a conduit to a source of pneumatic pressure medium for putting the piston into a service braking position. 3031488 2 The parking brake has a body that is separate from the body of the brake cylinder. The body of the parking brake has an opening opposite the piston of the service brake cylinder, which opening slidably receives a thrust sleeve fitting in this opening in a sealed manner. The parking brake also comprises a piston movably mounted in a cylinder integral with the body and delimiting with the body a parking brake pressure chamber. This parking brake pressure chamber is connected to another source of pneumatic pressure medium via a conduit.
    [0002] The piston has in its center an orifice through which the thrust sleeve passes. The parking brake further comprises springs which constantly urge the piston of the parking brake to a so-called low position where the parking brake is considered to be in a working configuration.
    [0003] To actuate the parking brake when the piston of the service brake cylinder is in the service braking position, the pressure chamber of the parking brake (previously filled with the pneumatic pressure agent) is drained and the brake springs of parking then act on the piston of the parking brake, which drives the sleeve until the latter bears against the piston of the service brake cylinder. The pressure chamber of the service brake cylinder can then be drained since the parking brake is actuated. The force applied by the parking brake on the service brake piston is directly a function of the force developed by the springs. This force is of course a function of the stiffness and elongation of these springs. With this braking system, the force applied by the service brake cylinder piston when the parking brake is actuated and the service brake cylinder is drained on the brake linkage is often less than the force applied by that brake system. same piston when in service braking position.
    [0004] The invention relates to a braking system for a railway vehicle, having improved performance compared with the braking systems of the aforementioned prior art, while being simple, convenient and economical.
    [0005] The object of the invention is, in a first aspect, a rail braking system for a railway vehicle with brakes comprising at least one lining or at least one soleplate, comprising: a body; a braking linkage configured to act on at least one said brake to at least one lining or at least one soleplate; a service brake comprising a braking piston movable relative to said body to act on said brake linkage and defining with said body a service brake pressure chamber configured to be powered by a first source of pneumatic pressure agent for Placing said braking piston in a service braking position; and - a parking brake configured to act on said brake piston of said service brake and admitting a working configuration and a rest configuration; said rail braking system being characterized in that said parking brake comprises: - a movable locking device with respect to said body for acting on said braking piston and admitting a first position and a second position in which said blocking device is configured to immobilize said brake piston in the service braking position, said parking brake 25 then being in working configuration; a movable control device with respect to said body and admitting a locking position in which said control device is configured to maintain said locking device in its second position; 30 with said rail braking system which is configured so that, when said control device is in its locking position, said service brake pressure chamber is fed by a second source of pneumatic pressure agent, the pressure value is determined, in order to apply, when said parking brake is in working configuration, a determined braking force; said rail braking system further comprising a control and control unit configured to: - receive information representative of a value of said first source of pneumatic pressure agent; processing information representative of a parking brake setpoint at least in its working configuration, with a view to actuating said mobile control device at least in its locking position; and - determining a value of said second source of pressure agent as a function of said parking brake setpoint and said information representative of a value of said first source of pneumatic pressure agent, for feeding said chamber brake pressure 15 service. In the braking system according to the invention, the braking piston is immobilized in the service braking position by the parking brake and in particular by its locking device. This means that the braking piston can be immobilized in any position, which position is related to the stroke that the piston has traveled and this stroke depends on the force applied during the service braking phase. The term immobilize means that the force applied by the brake piston on the braking linkage in the working configuration of the parking brake does not decrease, or almost no.
    [0006] There is, however, some loss associated with the recoil of the brake piston, in particular the slight displacement of the piston relative to the locking device, at the moment when the service brake pressure chamber is drained. This loss is controlled and is defined by a very slight decrease in the applied force which is due in particular to the manufacturing tolerances of both the locking device and the brake piston. This reduction in the force applied on the braking linkage is here called loss at the recoil. An acceptable value of these losses at the recoil is at most of the order of 10% to 15% of the force applied by the service brake at the instant when the parking brake is actuated to be in working configuration. . Thanks to the invention and in particular to the configuration of the braking piston and the parking brake, the springs of the known braking systems described above which make it possible to apply the parking brake force are overcome. on the brake linkage via the piston of the service brake cylinder. Thus, for the same force applied to the braking linkage when the parking brake is in the working configuration, the braking system according to the invention is more compact than the aforementioned prior art braking systems, and also more lightweight. Note that the braking linkage advantageously has deformable arms whose elasticity can be substituted for the springs of known braking systems described above. Note that the configuration of the parking brake is chosen so that the force applied directly by the locking device to immobilize the brake piston is generally not greater than the force applied by the springs on the piston of the brake systems. braking of the aforementioned prior art; whereas the force applied to the braking linkage when the parking brake of the system according to the invention is in the working configuration is preferably at least equal to or greater than that provided by the above-mentioned braking systems of the prior art . Thanks to its configuration, the braking system according to the invention can furthermore make it possible to momentarily supply the service brake pressure chamber with the second source of pneumatic pressure agent 25 in order to increase the applied braking force. on the brake linkage by the service brake piston. The braking force applied to the braking link when the parking brake is in its working configuration is therefore increased. The system according to the invention can thus make it possible to obtain higher service brake and parking brake forces than those obtained with the above-mentioned braking systems of the prior art, in a simple, convenient and economical way, while being particularly safe.
    [0007] In addition, the control and control unit of the system according to the invention makes it possible to manage in a simple and convenient way at least the pressure value of the second source of pneumatic pressure agent which feeds the pressure chamber of service brake when the parking brake 5 is in its working configuration. This pressure value is here managed as a function of the pressure value of said first source of pneumatic pressure agent which serves to supply the service brake chamber, especially when the parking brake is not in its working configuration and according to a parking brake setpoint.
    [0008] It should be noted that the first source of pneumatic pressure medium generally makes it possible to supply, when the parking brake is not in working configuration, the service brake pressure chamber for applying a service braking force, according to a service brake instruction. This same first source of pneumatic pressure agent 15 can also make it possible to supply, when the parking brake is not in working configuration, the service brake pressure chamber for applying an emergency braking force rather only on duty, in accordance with an emergency brake instruction. It can be considered here that the emergency brake force is a service brake force 20 modified by an emergency parameter. Therefore, the following labels relating to the values and pilot values of said first pneumatic pressure agent source as well as the service brake instructions include both the actions to apply a service brake force as described above. top and actions to apply a 25 emergency brake effort. According to preferred, simple, convenient and economical characteristics of the system according to the invention: said information representative of said value of said first pneumatic pressure agent source and said information representative of said parking brake setpoint each correspond to a electrical or pneumatic or mechanical signal; Said control device delimits with said body a parking brake pressure chamber configured to be fed by a third source of pneumatic pressure medium, said control and control unit being further configured to determine a value of said third source of pressure medium as a function of said parking brake set point, for actuating said movable control device at least in its locking position; said control device is configured to be actuated electrically, said control and control unit being further configured to determine a value of an electrical energy as a function of said parking brake setpoint, with a view to actuating said device movable control at least in its locking position; said determined pressure value of said second source of pneumatic pressure agent is greater than, equal to or less than that of said first source of pneumatic pressure agent, for applying, when said parking brake is in a configuration of work, a braking force respectively greater than, equal to or less than the braking force applied when said braking piston is in its service braking position and said parking brake is in its rest configuration; Said control and control unit is further configured to determine a corrected value of said first pneumatic pressure agent source and said determined value of said second pneumatic pressure agent source is equal to said corrected value; said determined value of said second source of pneumatic pressure agent is constant or variable as a function of said representative information received from said value of said first source of pneumatic pressure medium; said control and control unit is further configured to receive information representative of a service brake setpoint 30 and to determine said parking brake setpoint as a function of said representative information received from said service brake setpoint; and / or said control and control unit is configured to determine said parking brake setpoint as a function of said information representative of said value of said first pneumatic pressure agent source, considering that it may be directly from a pressure value of said first source or a pilot value of said first source; Said control and control unit is furthermore configured to receive at least one piece of information representative of at least one utilization parameter of said railway vehicle and said value of said second source of pneumatic pressure agent is further determined by function of said at least one piece of information representative of said at least one parameter of use of said rail vehicle; said control and command unit is furthermore configured to receive at least one piece of information representative of at least one utilization parameter of said railway vehicle and to determine said parking brake setpoint as a function of said at least one piece of information representative of said At least a parameter for using said railway vehicle; said at least one utilization parameter of said railway vehicle is chosen from a traction parameter, a speed parameter, a load parameter, an anti-skid parameter, a pneumatic pressure parameter and an electrical energy parameter. ; Said control and control unit is in fluid communication with a pneumatic pipe routing network, which network comprises a main pipe and a general pipe configured to convey a fluid at least under a first predetermined pressure, optionally a first auxiliary tank configured to store a fluid under a second predetermined pressure and which is connected to said main line, and / or optionally further a second auxiliary tank configured to store a fluid under a third predetermined pressure and which is connected to said main line; said pneumatic line routing network further comprises a first supply line connected between said control and control unit and said service brake pressure chamber and configured to convey a fluid under pressure from at least one of the first and second sources of pneumatic pressure agent; said pneumatic line routing network further comprises a second supply line connected between said control and control unit and said parking brake pressure chamber and configured to convey a fluid under pressure from the third source of pneumatic pressure agent; said pneumatic duct routing network further comprises a dedicated intermediate duct configured to convey only a fluid from said second source of pneumatic pressure agent when said parking brake is in working configuration, in said pressure chamber of said pneumatic pressure medium; service brake; said control and control unit is configured to supply said service brake pressure chamber via said dedicated intermediate pipe by shunting said first supply line; said control and control unit comprises a relaying device configured to receive, at the input of said relaying device, a pilot value of said first source of pneumatic pressure agent, and to generate and supply, at the output of said first device, relaying said value of said first source of pneumatic pressure agent; and said control and control unit is further configured to receive, downstream of said relaying device, an intermediate value of said second source of pneumatic pressure agent which is substituted or combined with said value of said first source of pneumatic pressure agent for generating said determined value of said second source of pneumatic pressure agent; said control and control unit comprises a relaying device configured to receive, at the input of said relaying device, a pilot value of said first source of pneumatic pressure agent and a pilot value of said second source of agent of pneumatic pressure which replaces or combines with said pilot value of said first source of pneumatic pressure agent, and for generating and supplying, at the output of said relaying device, said determined value of said second source of pressure agent pneumatic; said control and control unit comprises a relaying device configured to: receive, at the input of said relaying device, a pilot value of said first source of pneumatic pressure agent; receiving, in said relaying device, an intermediate value or a pilot value of said second source of pneumatic pressure medium; and - generating and supplying, at the output of said relaying device, said determined value of said second source of pneumatic pressure agent; said control and control unit comprises an anti-skidding device and is configured to generate said determined value of said second source of pneumatic pressure agent from said value of said first source of pneumatic pressure agent and an intermediate value of said second source of pneumatic pressure agent which replaces or combines with said value of said first source of pneumatic pressure medium; either downstream or upstream of said anti-scratch device; said control and control unit further comprises a device for generating the value of said first pneumatic pressure agent source configured to receive, at the input of said generation device, a service brake setpoint, and to generate and supplying, at the output of said generating device, said value of said first source of pneumatic pressure agent; and said control and control unit is further configured to receive, downstream of said generating device, an intermediate value of said second source of pneumatic pressure agent which replaces or combines with said value of said first source of pressure. pneumatic pressure agent for generating said determined value of said second source of pneumatic pressure agent; Said control and control unit comprises a device for generating the value of said first pneumatic pressure agent source configured to receive, at the input of said generation device, a service brake setpoint and a brake setpoint parking which replaces or combines with said service brake setpoint, and for generating and outputting, at the output of said generating device, said determined value of said second pneumatic pressure agent source; and / or said control and control unit comprises a device for generating the value of said first source of pneumatic pressure agent configured to: receive, at the input of said generation device, a service brake setpoint; receiving, in said generation device, a parking brake setpoint or an intermediate value of said second source of pneumatic pressure agent; and - generating and supplying, at the output of said generating device, said determined value of said second source of pneumatic pressure agent; and / or said control and control unit is further configured to receive at least one information representative of a load parameter of said vehicle; determining a dummy load parameter of said vehicle according to said parking brake set point and / or said determined value of said second source of pneumatic pressure medium; and substituting said received load parameter with said determined dummy load parameter. The invention also provides, in a second aspect, a method of braking a railway vehicle, comprising a rail braking system as described above, comprising: the step of receiving information representative of a value of said first source of pneumatic pressure agent; the step of supplying the service brake pressure chamber of said system with said value of said first source of pneumatic pressure agent so as to put said braking piston in the service braking position; the step of processing information representative of a parking brake setpoint at least in its working configuration; The step of actuating said mobile control device at least in its locking position, as a function of said parking brake set point; and the step of determining a value of said second pneumatic pressure agent source as a function of said parking brake setpoint and said information representative of a value of said first pneumatic pressure agent source, to supply said service brake pressure chamber. The method according to the invention is particularly simple and convenient to implement.
    [0009] According to preferred, simple, convenient and economical features of the method according to the invention, it further comprises the step of supplying said service brake pressure chamber with said value of said second source of pneumatic pressure medium; and the step of draining said service brake pressure chamber.
    [0010] We will now continue the description of the invention by the description of embodiments, given below by way of illustration and not limitation, with reference to the accompanying drawings in which: - Figure 1 schematically and partially illustrate a system rail braking system according to a first embodiment of the invention, which system is provided with a control and command unit; FIG. 2 diagrammatically represents the control and control unit and a pipe routing network of the system, which is connected to this unit; Figures 3 to 6 schematically illustrate the operation of the rail braking system of Figure 1, respectively in different configurations; FIGS. 7 to 9 schematically represent different systemic elements of the control and control unit operating in different configurations; and FIG. 10 is a view similar to that of FIG. 1 showing only partially the rail braking system according to a second embodiment. FIG. 1 schematically represents a rail braking system 1 for a railway vehicle with pad or soles brake. The rail braking system 1 comprises a body 2 forming here a cylinder of both service brake 6 and parking brake 7, a control and control unit 3 configured to manage the operation of the service brake 6 and the parking brake 7, a pneumatic pipe routing network connected to the body 2 and to the control and control unit 3, a braking link 4 mechanically connected to the body 2 and a brake 15 to linings on which the braking link 4 is configured to act. The body 2 here has the shape of a generally closed envelope. The service brake 6 comprises a service brake piston 8 movable relative to the body 2 in a first axial direction, a push rod 20 9 also movable relative to the body 2 in a second axial direction perpendicular to the first axial direction. The braking piston 8 delimits with the body 2 a service brake pressure chamber 13. The braking piston 8 has two sides respectively a first side 17 configured to act on the braking link 4 via the rod 9 and a second side 18 opposite the first side 17 and facing the service brake pressure chamber 13. The service brake 6 further comprises a notched rod 21 fixed on the second side 18 of the brake piston 8. This notched pin 21 extends longitudinally along the first axial direction. The braking piston 8 is configured to move in the body 2 while maintaining the service brake pressure chamber 13 relatively tight 14 through a membrane 14 disposed between the braking piston 8 and the inner edges of the body 2. The service brake 6 further comprises a corner piece 10 fixed on the first side 17 of the braking piston 8.
    [0011] This corner piece 10 has a triangular section and is configured to cooperate with a set of bearing stops 11, one of the bearing stops is connected to the body 2 while the other of the bearing stops is connected to the push rod 9. This push rod 9 is provided with a wear regulator configured to compensate for the wear of the brake linings 5 in order to prevent excessive play (as a result of the wear of the linings). do not reduce the braking effort. The service brake 6 further comprises a spring 12 here arranged around the push rod 9, between the bearing stop which is connected to the latter and the inner edge of the body 2. This spring 12 is configured to recall the stop which is connected to the push rod 9 against the corner piece 10. The service brake 6 further comprises a first orifice 15 formed in the body 2 and configured to allow the displacement of the push rod 9 through this first orifice 15.
    [0012] The service brake 6 further comprises a second orifice 16 formed in the body 2 and opening into the service brake pressure chamber 13. The service brake pressure chamber 13 is here connected by a first supply line 72 of the pneumatic line routing network, also called service brake line and emergency brake, connected at the level of this second port 16, to a source of pressurized fluid such as, for example, a pneumatic circuit. The body 2 comprises a cavity 27 contiguous to the service brake pressure chamber 13 and in which the parking brake 7 is disposed.
    [0013] The parking brake 7 comprises a locking device formed here by a locking pin 20 movable relative to the body 2 and extending in the second axial direction.
    [0014] The parking brake 7 further comprises here a holding piston 23 movable relative to the body 2 and delimits therewith a parking brake pressure chamber 25. This holding piston 23 has two sides, respectively a first one. side 31 on which is attached the locking finger 20 and a second side 32 opposite to the first side 31 and facing the parking brake pressure chamber 25. The parking brake 7 further comprises here a spring element 24 disposed between the body 2 and the second side 32 of the holding piston 23. This spring member 24 is configured to act on this holding piston 23 and consequently on the locking pin 20. It will be noted that the holding piston 23 and the Spring element 24 here constitutes a movable parking brake control device 7. The holding piston 23 is configured to move in the body 2 while maintaining the relative parking brake pressure chamber 25. The parking brake 7 comprises a third orifice (not shown) formed in the body 2 and opening at the same time in the housing. The parking brake 7 comprises a diaphragm (not shown) arranged between the holding piston 23 and the inner edges of the body 2. parking brake pressure chamber 25 and in the service brake pressure chamber 13, which third port is configured to allow movement of the blocking finger 20 through this third port. It should 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 seal 33 disposed at the interface between this third orifice and the locking finger 20. The parking brake 7 further comprises a fourth orifice 28 formed in the body 2 and opening into the parking brake pressure chamber 25.
    [0015] This parking brake pressure chamber 25 is here connected by a second supply line 71 of the pneumatic line routing network, also called the parking brake line, connected to this fourth port 28, at a distance of 30.degree. source of fluid under pressure, such as for example a pneumatic circuit. The parking brake 7 further comprises an unlocking piece 29 attached to the second side 32 of the holding piston 23 and opening outwardly of the body 2 through a fifth orifice (not shown) formed in this body 2 and opening into the cavity 27; so that this unlocking piece 29 is accessible to be manipulated from outside the body 2 if necessary. The service brake 6 is disposed in the body 2 and is configured to act on the brake 5 via the brake linkage 4. This brake 5 comprises a brake disc 35 (seen from above) mounted for example on an axle 36 of a railway vehicle, or directly on the wheel to be braked. This brake 5 further comprises two pads 37 each provided with a lining 38 configured to be applied in contact with the disc 35 to reduce its rotational speed and consequently that of the wheel to be braked, as well as a fixing eyelet. 39 located opposite the surface of the seal 38 configured to be applied on the brake disc 35. The brake linkage 4 comprises two or four deformable levers 40 each provided with an upper portion and a lower portion that are solidary. Only two levers are shown here and, in the case where the wheelhouse has four levers, they can be integral two by two or alternatively independent of each other. Each portion of the levers 40 is articulated on a central connector 41 via two pivots 42. The lower portion of each deformable lever 40 is connected to one of the pads 37 via its fixing eyelet 39. The upper portion of each deformable lever 40 is connected to a respective hinge 44, 45.
    [0016] The braking link 4 receives the body 2 between the upper portions of the deformable levers 40, at the joints 45 and 46.
    [0017] The body 2 is rotatably mounted on the hinge 44 which is integral with one end of the push rod 9 while it is fixedly mounted on the hinge 45, which is directly integral with this body 2. brake linkage 4 also comprises a fastening lug 43 integral with the central connector 41 for mounting this braking linkage 4 on the railway vehicle; so that the braking pads 37 are located on either side of the brake disc 35 (or the wheel of the railway vehicle). Note that the approximation of the joints 44 and 45 allows to move the shoes 37 away from each other and that conversely, the distance of these joints 44 and 45 allows to tighten the pads 37 on the brake disc 35 (or on the wheel of the railway vehicle). The pneumatic line routing network here comprises a main pneumatic circuit formed of main and general lines 70 configured to run each along the railway vehicle. The main and main lines 70 are separate, are not connected together and generally extend in parallel. The general line makes it possible to ensure the pneumatic continuity along the train and allows the service braking of the train, by directly using the fluid flowing in the general line. The main pipe for it to supply equipment including the rail braking system, for example tanks (see below in more detail). This network also comprises a pneumatic supply circuit of the service and parking brake chambers, respectively 13 and 25, formed in particular by the first and second supply lines 72 and 71. The control and control unit 3 is connected to the service brake pressure chamber 13 via the first supply line 72 to which it is connected. The control and control unit 3 is here also connected to the parking brake pressure chamber 25 via the second supply line 71 to which it is connected.
    [0018] The control and control unit 3 comprises systemic elements (not shown) which are configured to receive and process representative information relating to operating instructions of the rail vehicle, by a first channel of the electric and / or pneumatic type. 5 and / or manual, noted 50 in Figure 1. These systemic elements may for example be formed by pneumatic relays and / or electrical relays and / or electronic cards and / or central processing units or microprocessors, and / or random access memory components comprising registers adapted to record variables of the parameters created and modified during the execution of programs, and / or communication interfaces configured to transmit and receive data, and / or elements internal storage, such as hard disks, which may include the executable code of programs for service brake management and parking 6 and 7.
    [0019] These systemic elements are further configured to receive and process representative information relating to railway vehicle utilization parameters by a second channel of the electrical and / or pneumatic and / or manual type, denoted 60 in FIG. Note that in Figure 1, the control and control unit 3 20 is associated with a braking linkage and a single brake 5 of the railway vehicle. Alternatively, such a control and control unit may be associated with an axle (not shown) of the railway vehicle, provided with a plurality of brakes 5, or a bogie (not shown) of the railway vehicle, provided with two axles or to a car (not shown) of the railway vehicle, provided with two bogies, or the railway vehicle may comprise only such a control and command unit. FIG. 2 diagrammatically shows in more detail both the pneumatic pipe routing network and the first and second channels through which the representative information received by the control and control unit 3 passes. The main circuit of the network comprises a first branch point to a first auxiliary line 81 connected at one end to the general line of the lines 70 and at an opposite end to the control and control unit 3. The network is provided with a first auxiliary tank 74 connected to the first auxiliary line 81 via a first connecting line 80. This first auxiliary tank 74 is supplied by the main line of the lines 70 and the network is further provided with a first non-return valve 82 mounted on the first auxiliary line 81, between the main line and the first reservoir at xilary 74.
    [0020] The main pipe is configured to convey fluid under a predetermined pressure. The auxiliary reservoir 74 therefore comprises a fluid at such a first predetermined pressure. Such a first auxiliary reservoir 74 may for example be present on each bogie of the railway vehicle.
    [0021] The main circuit of the network further comprises a second branch point to a second auxiliary line 84 connected at one end to the main line and at an opposite end to the control and control unit 3. The network is provided with a second auxiliary tank 75 connected to the second auxiliary line 84 via a second connecting line 83. This second auxiliary tank 75 is fed by the main line and the network is further provided with a second non-return valve 85 mounted on the second auxiliary line 84, between the main line and the second auxiliary tank 75. The main line is configured to convey a fluid under a predetermined pressure. The auxiliary reservoir 74 therefore comprises a fluid at such a first predetermined pressure. Such a second auxiliary reservoir 75 may for example be present on each bogie of the railway vehicle. It should be noted that the main pipe and the general pipe, the first and second auxiliary pipes 81 and 84 and the first and second auxiliary tanks 74 and 75 are here schematically upstream of the control and control unit 3 and are connected to the input of this control and control unit 3. On the contrary, the first and second supply lines 71 and 72 are located schematically downstream of the control and control unit 3 and are connected at the output of this control unit. control unit 3. The network further comprises a third supply line 73, also called dedicated intermediate pipe, located schematically downstream of the control and control unit 3 and also connected at the output of this unit 3. This third supply line 73 is further connected to the second orifice 16 of the service brake chamber. this 13, in the same way as the first supply line 72.
    [0022] The third supply line 73 is configured to convey a fluid from a source of pneumatic pressure agent only when the parking brake 6 is in a working configuration (see below), i.e. by shunting the service brake pipe 72. Among the operating instructions of the rail vehicle, the control and control unit 20 is configured to receive and process at least one information representative of a service brake setpoint. , CFS denoted, at least one representative information of a parking brake setpoint, denoted CFP, and information representative of an emergency brake instruction, denoted CFU.
    [0023] As mentioned above, these instructions may correspond to one or more electrical and / or pneumatic and / or mechanical signals. Among the parameters of use of the railway vehicle, the control and control unit 3 is configured to receive at least one information representative of the traction of the vehicle, and / or at least one piece of information representative of the speed of the vehicle, and or at least one piece of information representative of the load of the vehicle, and / or at least one piece of information representative of the anti-skidding (or skidding) of the vehicle, and / or at least one piece of information representative of the values of the vehicle, pressure in the pneumatic lines of the vehicle, in particular the main pipe, the general pipe, the auxiliary pipes 81 and 84 and the supply pipes 71, 72 and 73, and / or at least one piece of information representative of an electrical energy of the vehicle. Regarding the load of the vehicle, the information received may concern for example a car only, or several successive cars or the entire railway vehicle. This depends on the number of braking systems according to the invention and the braking control strategy.
    [0024] It should also be noted that certain operating parameters of certain railway vehicles can naturally (or initially) be slaved to the load of the vehicle, for example to manage the service brake while others are not slaved to the load of the vehicle. . The control and control unit 3 is here configured to receive the service brake setpoint CFS and at least one piece of information representative of at least one of the above-mentioned parameters of use of the railway vehicle. As indicated above, it may be a CFS service brake setpoint or a CFU emergency brake setpoint.
    [0025] The control and control unit 3 is further configured to receive a value of a first source of pneumatic pressure agent configured to supply the service brake pressure chamber 13 when the service brake setpoint CFS is not zero. The control and control unit is further configured to receive the parking brake set point CFP, or to determine this parking brake setpoint CFP according to the one or more operating parameters of the railway vehicle. The control and control unit 3 is further configured to determine a value of a third source of pneumatic pressure agent 30 configured to supply, via the parking brake line 71, the parking brake pressure chamber. 25 when the CFP parking brake setpoint is non-zero.
    [0026] This value of the third source of pneumatic pressure agent is determined according to the parking brake set point CFP. For example, this value is zero when the parking brake set point CFP is non-zero and the parking brake 6 must be applied.
    [0027] The control and control unit 3 is further configured to determine a value of a second source of pneumatic pressure agent configured to supply, via the service brake line 72 or via the dedicated intermediate conduit 73, the service brake pressure chamber 13 when the CFP parking brake setpoint is non-zero.
    [0028] This value of the second source of pneumatic pressure agent is determined as a function of the parking brake set point CFP, and / or the value of the first source of pneumatic pressure agent, and / or the setpoint of CFS service brake, and / or the rail vehicle operating parameter or parameters.
    [0029] The control and control unit 3 may be configured to determine a corrected value of the first pneumatic pressure agent source, depending on the CFP parking brake set point, and / or the value of the first source. pneumatic pressure agent, and / or the service brake set point CFS, and / or the rail vehicle operating parameter or parameters and, if appropriate, the determined value of the second supply agent source. pneumatic pressure is equal to this corrected value. The value of the second source of pneumatic pressure agent can be determined so as to be constant, or alternatively variable depending on the value of the first source of pneumatic pressure agent.
    [0030] The operation of the rail braking system 1 will now be described with reference to FIG. 1 and FIGS. 3 to 6, which schematically illustrate different configurations of this system 1. In FIG. 1, the rail braking system 1 is in a reset configuration. The CFS service brake setpoint, the emergency brake setpoint 30 and the parking brake setpoint are here zero. In this reset configuration, the service brake pressure chamber 13 is not energized (it is drained) so that the braking piston 8 is in a rest position, in which it does not apply pressure. Braking effort on the push rod 9. Therefore, the joints 44 and 45 of the brake linkage 4 are at a distance from one another, which makes it possible to keep the pads 37 of the brake disk at a distance. 35. The parking brake pressure chamber 25 is in turn supplied by the parking brake line 71, in which a third source of pneumatic pressure medium travels. This third source of pneumatic pressure medium may be directly from the main pipe, or the first auxiliary tank 74 or the second auxiliary tank 75. The parking brake pressure chamber 25 is therefore under pressure so that the The holding piston 23 is in a first position in which the spring member 24 is compressed and the locking pin 15 in a first position away from the notched pin 21 of the service brake 6. In this system reset configuration 1, the parking brake 7 is in a reset configuration while the service brake 6 is in a rest configuration.
    [0031] It should be noted that the parking brake 7 is preferably dimensioned and configured so that the rearming pressure of the parking brake 7 is relatively low, for example of the order of 2bar to 6bar. In FIG. 3, the rail braking system 1 is represented in an application configuration of the service brake 6. The service brake setpoint 25 CFS is therefore non-zero. In this application configuration of the service brake 6, the service brake pressure chamber 13 is supplied by the service brake line 72, in which a first source of pneumatic pressure medium is run.
    [0032] This first source of pneumatic pressure medium may be issued, directly or indirectly, from the general line, or the first auxiliary reservoir 74 or the second auxiliary reservoir 75.
    [0033] As will be seen hereinafter with reference to FIG. 9, this first source of pneumatic pressure agent can be generated by a pneumatic pressure generating device from a pilot pressure. The service brake pressure chamber 13 is thus under pressure and the brake piston 8 has been moved in the first axial direction from its first position to a second position in which the corner piece 10 has moved the set of stops to 11, thus displacing the push rod 9 and the hinge 44. Therefore, the joints 44 and 45 move away from each other 10 and bring the pads 37 closer together and thus the application of the pads 38 against the brake disc 35. It will be noted that in the application configuration of the service brake 6 of the system 1, the levers 40 are deformed (elastically). It should also be noted that in this configuration illustrated in FIG. 3, the parking brake pressure chamber 25 is still under pressure as mentioned with reference to FIG. 1. In this application configuration of the service brake 6 of the system 1 , the parking brake 7 is still in its reset configuration while the service brake 6 is in a working configuration.
    [0034] It will also be noted that in the configuration illustrated in FIG. 3, the determined pressure value of the fluid injected into the service brake pressure chamber 13 displaces the braking piston 8 by a predetermined stroke in order to act on the wheelhouse. 4 in FIG. 4, the rail braking system 2 is shown in a locking configuration in which the braking piston 8 of the service brake 6 is immobilized in its second position illustrated in FIG.
    [0035] It will be noted that the braking linkage 4 is here in the same position as that illustrated in FIG.
    [0036] The service brake pressure chamber 13 is still under pressure while the parking pressure chamber 25 is drained. The CFS service brake and CFP parking brake instructions are therefore non-zero.
    [0037] The emptying of the parking pressure chamber 25 releases the spring element 24, which moves the holding piston 23 from its first position to a second position called the locking position and thus moves the locking finger 20 from its first position to a second position in which it comes to immobilize the toothed rod 21 by engraining the distal end of the locking finger 20 with notches provided on the toothed rod 21. In this same FIG. 4, the rail braking system 2 is also illustrated in a so-called service brake supercharging configuration 6. The fluid conveyed by the service brake pipe 72 may be derived from the second source of pneumatic pressure medium and have a pressure value greater than the pressure value. from the first source. The supercharging of this service brake pressure chamber 13 with the fluid makes it possible to move the braking piston 8 further to move the bearing clearance 11 away from the bearings and thus to further move the joints 44 and 45 away from the braking linkage 4. Alternatively, the supercharging of the service brake pressure chamber 13 can be done through the dedicated intermediate conduit 73 in which runs the second source of pneumatic pressure agent.
    [0038] This distance representative of a second determined force greater than the first determined force applied by the braking piston 8 generates a second determined force greater than the first determined force on the brake disc 35 by means of the pads 37. It will be noted that the toothed rod 21 and the locking pin 20 are configured to allow such movement of the brake piston 8 while the locking pin 20 immobilizes this toothed rod 21.
    [0039] For example, the toothed rod 21 has a predetermined toothing and the distal end of the locking pin 20 also has a predetermined toothing complementary to the predetermined toothing of the toothed rod 21.
    [0040] It will be noted that the locking pin 20 allows the displacement of the toothed rod 21 only in one direction of displacement of the braking piston 8 to further tighten the brake disc 35 and again immobilizes the toothed rod 21 as soon as the latter is stopped in the third position of the brake piston 8.
    [0041] As a further variant, the fluid conveyed by the service brake pipe 72 may come from the second source of pneumatic pressure medium and have a pressure value substantially equal to or less than the pressure value of the first source; and where appropriate, it is not a supercharging in the sense described above but a supply of the service brake pressure chamber 13 which ensures a determined parking brake force. More generally, the pressure value of the second source is thus determined, with respect to the pressure value of the first source, to apply a parking brake force also determined.
    [0042] In these lock and boost configurations of the service brake 6, the parking brake 7 and the service brake 6 are each in a working configuration. In an alternative embodiment, the control and control unit 3 can receive a non-zero CFP parking brake setpoint while having previously received a zero CFS service brake setpoint. If necessary, the braking piston 8 of the service brake 6 is first immobilized in its first position illustrated in FIG. 1 and then the service brake pipe 72 and / or the dedicated intermediate pipe 73 conveys a fluid coming from the second source of pneumatic pressure agent, by shunting the service brake line 72. More generally, the order in which the locking operations by the application of the parking brake 7 and supply and / or supercharging of the 3031488 27 service brake 6 are performed is indifferent; and these operations can also be performed at the same time. In FIG. 5, the rail braking system 2 is shown in a drain configuration of the service brake 6. The CFS service brake setpoint 5 is zero while the parking brake setpoint CFP is non-zero. The discharge of the service brake pressure chamber 13 can be effected by means of the leaks in the network 3. In other words, neither the service pressure chamber 13 nor the service brake pipe 72 are exposed. directly put into the atmosphere. It will be noted that the pressurized fluid present in the service brake pressure chamber 13 escapes from the latter, in particular from the service brake pipe 72. It will also be noted that, thanks to the parking brake 6 and in particular to the the assembly formed of the locking finger 20, the holding piston 23 and the spring element 24, in combination with the toothed rod 21 fixed to the braking piston 8 of the service brake 6, this braking piston 8 remains in its third position where it acts on the brake linkage 4 to apply the second predetermined force on the brake disc 35 via the pads 37, despite the emptying of the service brake pressure chamber 13. In this configuration of draining the service brake 6, the parking brake 7 is in a working configuration while the service brake 6 is blocked in its working configuration, despite the emptying of the service brake pressure chamber 13.
    [0043] In FIG. 6, the rail braking system 1 is shown in an unlocking configuration. The CFS service brake and CFP parking brake instructions are therefore void. In this unlocking configuration, a force has been applied to the unlocking part 29 of the parking brake 6 so as to pull this unlocking piece 29 towards the outside of the body 2.
    [0044] The displacement of this unlocking part 29 causes the holding piston 23 and consequently the locking pin 20 against the spring element 24 which is thus compressed. The fact that the locking finger 20 reaches its second position, the latter 5 no longer cooperates with the toothed rod 21, which is free. Therefore, the spring 12 disposed around the push rod 9 and between the inner edge of the body 2 and the thrust bearing fixed on the push rod 9 returns to its initial position. This spring 12 thus causes the bearing stop 11 disposed between the push rod 9 and the corner piece 10 in the second axial direction, thus causing the return of the braking piston 8 in the first axial direction, to its position. rest. The joints 44 and 45 of the braking linkage are brought closer to one another so that the deformable levers 40 return to their initial positions shown in FIG. 1 and the shoes 37 are found at a distance from the brake disc 35, which is thus free to rotate (the brake disc 35 is no longer braked). In this unlocking configuration, the parking brake 7 is in an unlocking configuration while the service brake 6 is in a rest configuration. It will be noted that the parking brake 6 is configured so that the force to be applied for unlocking, via the unlocking part 29, is relatively small to be carried out manually by a user such as the driver of the railway vehicle. . For example this effort is of the order of about 5 to 50 daN. In FIG. 7, the control and control unit 3 comprises a relaying device 90 configured to generate a pressure for using the fluid from a pilot pressure value. According to one embodiment (left in FIG. 7), relay device 90 is here configured to receive, as input, a pilot value of the first source of pneumatic pressure agent PFSp.
    [0045] The relay device 90 is further configured to generate and output the determined value of the first source of pneumatic pressure agent PFS. If necessary, the control and control unit 3 is configured to receive, downstream of the relaying device 90, an intermediate value of the second source of pneumatic pressure agent PFPi which replaces or combines with the value of the first source of pneumatic pressure agent PFS to generate the determined value of the second source of pneumatic pressure agent PFP.
    [0046] According to another embodiment (in the center in FIG. 7), the relaying device 90 is configured to receive, as input, a pilot value of the first pneumatic pressure agent source PFSp and a pilot value of the second pneumatic pressure agent source PFPp which replaces or combines with the pilot value of said first pneumatic pressure agent source PFSp. The relay device 90 is further configured to generate and output the determined value of the second source of pneumatic pressure agent PFP. According to yet another embodiment (on the right in FIG. 7), the relaying device 90 is configured to receive, as input, a pilot value of the first pneumatic pressure agent source PFSp. The relaying device 90 is further configured to receive, in the relay device 90, an intermediate value or a pilot value of the second source of pneumatic pressure medium, respectively PFPi 25 or PFPp. The relay device 90 is further configured to generate and output the determined value of the second source of pneumatic pressure agent PFP. It will be noted that the relaying device 90 may for example comprise shuttle valves, piloted or not, and / or solenoid valves, and / or actuators.
    [0047] In FIG. 8, the control and control unit 3 comprises an anti-skid device 92 configured to ensure the braking efficiency of the railway vehicle. In one embodiment (left in FIG. 8), the control and control unit 3 is configured to generate the determined value of the second source of pneumatic pressure agent PFP, in particular from the value of the first source of pneumatic pressure agent PFS and an intermediate value of the second source of pneumatic pressure agent PFPi which replaces or combines with the value of the first source of pneumatic pressure agent PFS, downstream In another embodiment (right in FIG. 8), the control and control unit 3 is configured to generate the determined value of the second source of pneumatic pressure agent PFP at from, in particular, the value of the first source of pneumatic pressure agent PFS and an intermediate value of the second source of pneumatic pressure agent PFPi which replaces or combines with the value of the first the source of pneumatic pressure agent PFS, upstream of the anti-clogging device 92.
    [0048] It will be noted that the anti-skid device 92 may for example comprise shuttle valves, controlled or not, and / or solenoid valves, and / or actuators. In FIG. 9, the control and control unit 3 comprises a pressure generating device 94 configured to generate the pressure value of the first pneumatic pressure agent source. In one embodiment (left in FIG. 9), this generation device 94 is configured to receive, as input, a CFS service brake setpoint. This generating device 94 is further configured to generate and output the value of the first source of pneumatic pressure agent PFS.
    [0049] Where appropriate, the control and control unit 3 is configured to receive, downstream of the generation device 94, an intermediate value of said second source of pneumatic pressure agent PFPi which replaces or combines with the value of the first source of pneumatic pressure agent PFS for generating the determined value of the second source of pneumatic pressure agent PFP. In another embodiment (in the center in FIG. 9), the generation device 94 is configured to receive, as input, a CFS service brake setpoint and a CFP parking brake setpoint which is substituted or combined to the CFS service brake setpoint. The generating device 94 is further configured to generate and output the determined value of the second source of pneumatic pressure agent PFP. In yet another embodiment (right in FIG. 9), the generating device 94 is configured to receive, as input, a CFS service brake setpoint. The generation device 94 is further configured to receive, in the generation device 94, a parking brake set point CFP or an intermediate value of the second pneumatic pressure agent source PFPi. The generating device 94 is further configured to generate and output the determined value of the second source of pneumatic pressure agent PFP. It should be noted that the generating device 94 may for example comprise solenoid valves, and / or sensors, and / or pneumatic distributors, and / or other mechanical devices. According to a second embodiment of the rail braking system illustrated in FIG. 10, in the latching configuration, the actuation of the locking device can be effected by an electric actuator rather than by pressurizing a chamber. pressure fed for example via a distributor.
    [0050] In general, the same references have been used for the similar elements, but the number 100 has been added. The parking brake 107 here comprises an electric actuator 123 movable relative to the body 102, disposed in the cavity 127, and on which is 5 attached the blocking finger 120; and a spring element 124 disposed between the body 102 and a side of the actuator 123. This spring element 124 is configured to act on this actuator 123 and consequently on the locking pin 120 which is movable in the pressure chamber. service brake 113 for acting on the brake piston 108. The electric actuator 123 and the spring element 124 form here a movable control device of the parking brake 107; which is therefore devoid of a parking brake pressure chamber. The electric actuator 123 is here electrically connected to a power source by an electrical cable 171 configured to be connected to the control and control unit. If necessary, the control and control unit is configured to determine a value of an electrical energy as a function of the parking brake setpoint, in order to actuate the electric actuator 123 mobile at least in its position of locking, for the displacement of the locking pin 120. In a variant not shown, the control and control unit can be configured to determine a dummy load parameter, constant or variable, depending on the parking brake setpoint. and / or the determined value of the second pneumatic pressure agent source, and substituting the received load parameter with the determined dummy load parameter. This substitution of the load parameter by a given dummy load parameter requires that at least some of the parameters of the vehicle, in particular its service brake setpoint, are initially slaved to the load; and makes it possible, for example, to make these parameters naturally slaved to the load that is not slaved to the load.
    [0051] In another variant not shown, the second and third sources of pneumatic pressure agent are merged or, in other words, the parking brake pressure chamber is fed by the second source of pneumatic pressure agent. .
    [0052] In other non-illustrated variants: in the reset configuration of the rail braking system, the resetting operation is performed electrically or mechanically or hydraulically rather than pneumatically; in the unlocking configuration of the rail braking system, the unlocking part is held in an unlocking position of the parking brake by a pneumatic or electric or mechanical lock; in the unlocking configuration of the rail braking system, the unlocking control is effected manually by the use of at least one cable, or pneumatically or electrically or hydraulically; the unlocking configuration of the rail braking system is obtained by supplying the parking brake pressure chamber, as with the reset configuration rather than by actuating an unlocking part; the service brake pressure chamber can be voluntarily drained rather than leaked from the system, in particular before, or even after, actuation of the parking brake release part, to put the system in its unlocking configuration ; The rail braking system is devoid of the first auxiliary tank and / or the second auxiliary tank; the control and command unit can be configured to modulate the value of the first pneumatic pressure agent source as a function of the load parameter; The control and command unit may be configured to receive and correct the service brake and / or emergency and / or parking brake instruction (s) depending on the load parameter, and to modulate the values 3031488 34 pressure drivers of the first source of pneumatic pressure agent according to the corrected instruction (s); the rail braking system may comprise a service brake without a corner piece attached to the braking piston, so that this piston acts directly on the push rod, which acts on the deformable levers; and in this case, the brake piston together with its toothed rod and the push rod are movable in the second axial direction while the parking brake is configured so that the locking pin and the holding piston are movable in the first axial direction; 10 - the rail braking system has a braking linkage different from that illustrated in the figures, in particular, the braking linkage comprises a sole configured to act directly on a wheel of the railway vehicle, this sole being directly articulated by a hinge of the pivot type attached to the push rod, a rigid lever attached to the body 15 of the system and a deformable lever attached to both the rigid lever and the hinge on the sole; and / or - the rail braking system comprises a brake linkage configured to act on a shoe brake as described above and is provided with a service brake with or without a corner piece attached to the brake piston. It is recalled more generally that the invention is not limited to the examples described and shown.
    权利要求:
    Claims (26)
    [0001]
    REVENDICATIONS1. Railway braking system for a railway vehicle with brakes having at least one lining or at least one sole (5), comprising: - a body (2; 102); - A braking link (4) configured to act on at least one said brake to at least one lining or at least one sole (5); A service brake (6; 106) having a braking piston (8; 108) movable relative to said body (2; 102) to act on said brake linkage (4) and delimiting with said body (2; 102 ) a service brake pressure chamber (13; 113) configured to be powered by a first source of pneumatic pressure medium to set said brake piston (8; 108) into a service braking position; and - a parking brake (7; 107) configured to act on said brake piston (8; 108) of said service brake (6; 106) and having a working configuration and a rest configuration; said rail braking system (1) being characterized in that said parking brake (7; 107) comprises: - a locking device (20; 120) movable relative to said body (2; 102) for acting on said piston braking apparatus (8; 108) and having a first position and a second position in which said blocking device (20; 120) is configured to immobilize said braking piston (8; 25) in a service braking position, said brake parking (7; 107) then being in working configuration; a control device (23, 24, 123, 124) movable with respect to said body (2; 102) and having a locking position in which said control device (23, 24; 123, 124) is configured to maintain said locking device (20; 120) in its second position; With said rail braking system (1) which is configured so that when said control device (23, 24; 123, 124) is in its locking position, said service brake pressure chamber (13; ) is fed by a second source of pneumatic pressure agent, whose pressure value is determined, in order to apply, when said parking brake (7; 107) is in working configuration, a determined braking force; said rail braking system (1) further comprising a control and control unit (3) configured to: - receive information representative of a value of said first source of pneumatic pressure agent; - Processing information representative of a parking brake setpoint at least in its working configuration, for actuating said control device (23, 24; 123, 124) movable at least in its locking position; and - determining a value of said second pneumatic pressure agent source as a function of said parking brake setpoint and said information representative of a value of said first pneumatic pressure agent source, for supplying said service brake pressure chamber (13; 113).
    [0002]
    2. System according to claim 1, characterized in that said information representative of said value of said first source of pneumatic pressure agent and said information representative of said parking brake setpoint each correspond to an electrical or pneumatic or mechanical signal.
    [0003]
    3. System according to one of claims 1 and 2, characterized in that said control device (23, 24) defines with said body (2) a parking brake pressure chamber (25) configured to be powered by a third source of pneumatic pressure agent, said control and control unit (3) being further configured to determine a value of said third pressure agent source as a function of said parking brake set point, with a view to actuating said movable control device (23, 24) at least in its locking position. 3031488 37
    [0004]
    4. System according to one of claims 1 and 2, characterized in that said control device (123, 124) is configured to be actuated electrically, said control unit and control being further configured to determine a value of electrical energy as a function of said parking brake set point, for actuating said movable control device (123, 124) at least in its locking position.
    [0005]
    The system of any one of claims 1 to 4, characterized in that said determined pressure value of said second source of pneumatic pressure agent is greater than, equal to or less than that of said first source of said agent. pneumatic pressure, in order to apply, when said parking brake (7; 107) is in working configuration, a braking force respectively greater than, equal to or less than the braking force applied when said brake piston (8; ) is in its service braking position and said parking brake (7; 107) is in its idle configuration.
    [0006]
    System according to any one of claims 1 to 5, characterized in that said control and control unit (3) is further configured to determine a corrected value of said first pneumatic pressure agent source and said value determined from said second source of pneumatic pressure agent is equal to said corrected value.
    [0007]
    The system of any one of claims 1 to 6, characterized in that said determined value of said second source of pneumatic pressure agent is constant or variable based on said representative information received from said value of said first source. pneumatic pressure agent.
    [0008]
    8. System according to any one of claims 1 to 7, characterized in that said control and control unit (3) is further configured to receive information representative of a service brake setpoint 30 and to determine said parking brake setpoint based on said representative information received from said service brake setpoint. 3031488 38
    [0009]
    9. System according to any one of claims 1 to 8, characterized in that said control and control unit (3) is further configured to receive at least one piece of information representative of at least one utilization parameter of said vehicle rail and said value of said second source of pneumatic pressure agent is further determined according to said at least one information representative of said at least one parameter of use of said rail vehicle.
    [0010]
    10. System according to any one of claims 1 to 9, characterized in that said control and control unit (3) is further configured to receive at least one piece of information representative of at least one parameter of use of said rail vehicle and for determining said parking brake setpoint according to said at least one piece of information representative of said at least one utilization parameter of said railway vehicle. 15
    [0011]
    11. System according to one of claims 9 and 10, characterized in that said at least one utilization parameter of said rail vehicle is selected from a traction parameter, a speed parameter, a load parameter, a parameter of anti-skidding, a pneumatic pressure parameter and an electrical energy parameter. 20
    [0012]
    12. System according to any one of claims 1 to 11, characterized in that said control and control unit (3) is in fluid communication with a pneumatic pipe routing network (70), which network comprises a main pipe and a general conduit configured to convey a fluid at least under a first predetermined pressure, optionally a first auxiliary reservoir (74) configured to store a fluid under a second predetermined pressure and which is connected to said main pipe, and / or optionally a second auxiliary tank (75) configured to store a fluid at a third predetermined pressure and which is connected to said main pipe.
    [0013]
    The system of claim 12, characterized in that said pneumatic conduit routing network further comprises a first supply line (72) connected between said control and control unit (3) and said pressure chamber. brake system and configured to convey a pressurized fluid from at least one of the first and second sources of pneumatic pressure medium. 5
    [0014]
    14. System according to claims 3 and 12, characterized in that said pneumatic conduit routing network further comprises a second supply line (71) connected between said control unit and control and said brake pressure chamber of parking and configured to convey a pressurized fluid from the third source 10 of pneumatic pressure agent.
    [0015]
    15. System according to one of claims 13 and 14, characterized in that said pneumatic conduit routing network further comprises a dedicated intermediate conduit (73) configured to convey only a fluid from said second source of pressure agent 15 when said parking brake is in the working configuration, in said service brake pressure chamber.
    [0016]
    The system of claim 15, characterized in that said control and control unit (3) is configured to supply said service brake pressure chamber through said dedicated intermediate conduit (73) by shunting said first supply line (72).
    [0017]
    17. System according to any one of claims 1 to 16, characterized in that said control and control unit (3) comprises a relaying device (90) configured to receive, at the input of said relaying device (90) a pilot value of said first source of pneumatic pressure agent, and for generating and supplying, at the output of said relaying device (90), said value of said first source of pneumatic pressure agent; and said control and control unit (3) is further configured to receive, downstream of said relaying device (90), an intermediate value of said second source of pneumatic pressure agent which replaces or combines with said a value of said first pneumatic pressure agent source for generating said determined value of said second pneumatic pressure agent source.
    [0018]
    18. System according to any one of claims 1 to 16, characterized in that said control and control unit (3) comprises a relaying device (90) configured to receive, at the input of said relaying device (90) a pilot value of said first pneumatic pressure agent source and a pilot value of said second pneumatic pressure agent source which replaces or combines with said pilot value of said first pneumatic pressure agent source, and to generate and output, at the output of said relaying device (90), said determined value of said second source of pneumatic pressure agent.
    [0019]
    19. System according to any one of claims 1 to 16, characterized in that said control and control unit (3) comprises a relaying device (90) configured to: - receive, at the input of said relaying device ( 90), a pilot value of said first source of pneumatic pressure agent; receiving, in said relaying device (90), an intermediate value or a pilot value of said second source of pneumatic pressure agent; and
    [0020]
    20 - generating and supplying, at the output of said relaying device (90), said determined value of said second source of pneumatic pressure agent. 20. System according to any one of claims 1 to 19, characterized in that said control and control unit (3) comprises an anti-skid device (92) and said control and control unit (3) is configured to generate said determined value of said second pneumatic pressure agent source from said value of said first pneumatic pressure agent source and an intermediate value of said second pneumatic pressure agent source which overrides said or combines with said value of said first source of pneumatic pressure agent; either downstream or upstream of said anti-skid device (92). 3031488 41
    [0021]
    21. System according to any one of claims 1 to 20, characterized in that said control and control unit (3) further comprises a device (94) for generating the value of said first source of pressure agent. tire configured to receive, at the input of said generating device (94), a service brake setpoint, and for generating and supplying, at the output of said generating device (94), said value of said first source of pressure medium pneumatic; and said control and control unit (3) is further configured to receive, downstream of said generating device (94), an intermediate value of said second pneumatic pressure agent source which replaces or combines with said a value of said first source of pneumatic pressure agent for generating said determined value of said second source of pneumatic pressure agent.
    [0022]
    22. System according to any one of claims 1 to 20, characterized in that said control and control unit (3) comprises a device (94) for generating the value of said first source of pneumatic pressure agent. configured to receive, at the input of said generating device (94), a service brake setpoint and a parking brake setpoint which replaces or combines with said service brake setpoint, and for generating and outputting said generating device (94), said determined value of said second source of pneumatic pressure agent.
    [0023]
    23. System according to any one of claims 1 to 20, characterized in that said control and control unit (3) comprises a device (94) for generating the value of said first source of pneumatic pressure agent. configured to: - receive, at the input of said generating device (94), a service brake setpoint; receiving, in said generating device (94), a parking brake set point or an intermediate value of said second source of pneumatic pressure agent; and 3031488 42 - generating and providing, at the output of said generating device (94), said determined value of said second source of pneumatic pressure agent.
    [0024]
    24. System according to any one of claims 1 to 23, characterized in that said control and control unit (3) is further configured to: - receive at least one information representative of a load parameter of said vehicle ; determining a dummy load parameter of said vehicle as a function of said parking brake set point and / or said determined value of said second pneumatic pressure agent source; and - substituting said load parameter received by said determined dummy load parameter.
    [0025]
    25. A method of braking a railway vehicle comprising a rail braking system (1) according to any one of claims 1 to 24, comprising: the step of receiving information representative of a value of said first source; pneumatic pressure agent; the step of supplying the service brake pressure chamber (13; 113) of said system (1) with said value of said first source of pneumatic pressure medium so as to put said braking piston (8; 108) in service braking position; the step of processing information representative of a parking brake setpoint at least in its working configuration; The step of actuating said movable control device (23, 24; 123, 124) at least in its locking position as a function of said parking brake set point; and the step of determining a value of said second pneumatic pressure agent source as a function of said parking brake setpoint and said information representative of a value of said first pneumatic pressure agent source, for supplying said service brake pressure chamber (13; 113). 3031488 43
    [0026]
    26. The method of claim 25, characterized in that it further comprises the step of supplying said service brake pressure chamber (13; 113) with said value of said second source of pneumatic pressure medium; and the step of draining said service brake pressure chamber (13; 113).
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    FR3093488A1|2020-09-11|Rail braking system comprising a service brake indicator device and rail vehicle provided with such a system
    EP2098428B1|2011-08-10|Braking regulation system to control the stability and trajectory of an automotive vehicle
    EP2127979A1|2009-12-02|Braking system for controlling the stability and trajectory of an automobile and methods of using such a system
    EP2128478A1|2009-12-02|Braking system for controlling the stability and trajectory of an automobile and methods of using such a system
    FR2928324A1|2009-09-11|Braking system i.e. electronic stability program braking system, for motor vehicle, has braking managing circuit comprising accumulator permitting generation of brake pressure independent of actions of driver on control device
    FR2762569A1|1998-10-30|TWO-CIRCUIT AND TWO-PRESSURE HYDRAULIC BRAKE SYSTEM FOR A MOTOR VEHICLE, AS WELL AS A STOP VALVE FOR SUCH A SYSTEM
    FR2931766A1|2009-12-04|Hydraulic control braking system e.g. electronic stability program system, for motor vehicle, has braking fluid accumulator permitting generation of brake pressure independent of actions of driver on control device
    EP2098426A1|2009-09-09|Braking regulation system to control the stability and trajectory of an automotive vehicle
    FR2931773A1|2009-12-04|Stability and trajectory controlling system for hybrid vehicle, has electrovalves associated to motorized and non-motorized calipers, where system decreases pressure in motorized calipers by actuating electrovalves and concerned calipers
    FR2931771A1|2009-12-04|Stability and trajectory controlling system for hybrid vehicle, has electrovalves associated to motorized and non-motorized calipers, where system decreases pressure in motorized calipers by actuating electrovalves and motorized calipers
    FR2931772A1|2009-12-04|Stability and trajectory controlling system for hybrid vehicle, has electrovalves associated with non-motorized and motorized calipers, where system decreases pressure in motorized calipers by actuating electrovalves and concerned calipers
    同族专利:
    公开号 | 公开日
    RU2017127473A|2019-02-14|
    CN107206998A|2017-09-26|
    AR103396A1|2017-05-10|
    ES2727614T3|2019-10-17|
    US10351120B2|2019-07-16|
    FR3031488B1|2017-02-17|
    CA2973440A1|2016-07-21|
    AU2015377836A1|2017-08-03|
    WO2016113484A1|2016-07-21|
    RU2698616C2|2019-08-28|
    BR112017014401A2|2018-03-20|
    EP3245110B1|2019-02-20|
    US20180001882A1|2018-01-04|
    CN107206998B|2019-10-15|
    AU2015377836B2|2019-06-27|
    EP3245110A1|2017-11-22|
    RU2017127473A3|2019-06-20|
    引用文献:
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    WO1994015821A1|1993-01-08|1994-07-21|International Transquip Industries, Inc.|Brake assembly with new locking mechanism|
    EP2154040A1|2008-08-13|2010-02-17|Faiveley Transport Amiens|Parking or emergency brake actuator for a brake with unlocking by balls|WO2020178517A1|2019-03-04|2020-09-10|Faiveley Transport Amiens|Railway braking system comprising a service brake indicator device and rail vehicle provided with such a system|
    WO2020178518A1|2019-03-04|2020-09-10|Faiveley Transport Amiens|Railway braking system comprising a parking brake indicator device and rail vehicle provided with such a system|CH503607A|1968-10-02|1971-02-28|Knorr Bremse Gmbh|Braking device for rail vehicles|
    US5738416A|1994-07-22|1998-04-14|Westinghouse Air Brake Company|Railway braking apparatus to effect a change in a handbrake|
    US6311808B1|1996-02-09|2001-11-06|Continental Teves Ag & Co., Ohg|Combined service and parking brake system|
    GB9823203D0|1998-10-24|1998-12-16|Lucas Ind Plc|Parking-braking in vehicles|
    ZA200200905B|2001-03-15|2002-10-30|Westinghouse Air Brake Tech Corp|Spring applied parking brake for rail cars.|
    US7264093B2|2004-05-17|2007-09-04|Advics Co., Ltd.|Combined service and parking brake apparatus|
    DE102005001234A1|2005-01-11|2006-07-20|Wabco Gmbh & Co.Ohg|Brake cylinder with parking brake function|
    DE102007063699B4|2007-12-06|2011-04-21|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Combination cylinder with latch-operated emergency release device for the parking brake|
    KR20090124421A|2008-05-30|2009-12-03|현대자동차주식회사|Parking brake device for automatic transmission|
    DE102009047127A1|2009-11-25|2011-05-26|Robert Bosch Gmbh|Method for operating a parking brake of a vehicle|
    DE102010033273A1|2010-08-03|2012-02-09|Lucas Automotive Gmbh|A vehicle brake system for a motor vehicle and method for driving the vehicle brake system when releasing the parking brake function|
    DE102010063365A1|2010-12-17|2012-06-21|Robert Bosch Gmbh|Method for adjusting the clamping force exerted by a parking brake|
    DE102010063345A1|2010-12-17|2012-06-21|Robert Bosch Gmbh|Method for adjusting the clamping force exerted by a parking brake|
    DE102011004763A1|2011-02-25|2012-08-30|Robert Bosch Gmbh|Method for actuating a parking brake in a vehicle|
    RU2457126C1|2011-04-20|2012-07-27|Николай Васильевич Маликов|Method of parking brake action|
    DE102011119998A1|2011-12-02|2013-06-06|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Spring brake cylinder with emergency release device|
    CN103465930B|2013-09-23|2015-10-21|南车长江车辆有限公司|Railway truck stopping brake control cock|
    JP6289855B2|2013-10-10|2018-03-07|Ntn株式会社|Electric brake device with parking function|
    CN104870854B|2013-10-15|2017-02-01|京西重工（上海）有限公司|Brake caliper piston actuation device|AT516803A1|2015-01-29|2016-08-15|Siemens Ag Österreich|Wear prognosis for brake linings|
    FR3048399B1|2016-03-04|2018-04-13|Faiveley Transport Amiens|RAILWAY BRAKING SYSTEM FOR A RAILWAY VEHICLE AND METHOD OF BRAKING A RAILWAY VEHICLE COMPRISING SUCH A SYSTEM|
    CN108423027B|2018-03-16|2019-07-12|中车青岛四方车辆研究所有限公司|Follower and brake clamp unit for gauge-changeable bogie|
    CN110436297A|2018-05-03|2019-11-12|奥的斯电梯公司|Brake disc release device, barring gear, elevator rescue external member and method|
    DE102019114848A1|2019-06-03|2020-12-03|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Rail vehicle braking device with a parking brake device and method for controlling a parking brake device|
    CN112023406A|2020-08-17|2020-12-04|温州羽篇商贸有限公司|A anti-stall device that is used for amusement park little train intelligence to make|
    法律状态:
    2016-01-28| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-15| PLSC| Search report ready|Effective date: 20160715 |
    2017-01-27| PLFP| Fee payment|Year of fee payment: 3 |
    2018-01-29| PLFP| Fee payment|Year of fee payment: 4 |
    2019-12-30| PLFP| Fee payment|Year of fee payment: 6 |
    2021-10-08| ST| Notification of lapse|Effective date: 20210905 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1550255A|FR3031488B1|2015-01-13|2015-01-13|RAILWAY BRAKING SYSTEM FOR A RAILWAY VEHICLE AND METHOD OF BRAKING A RAILWAY VEHICLE COMPRISING SUCH A SYSTEM|FR1550255A| FR3031488B1|2015-01-13|2015-01-13|RAILWAY BRAKING SYSTEM FOR A RAILWAY VEHICLE AND METHOD OF BRAKING A RAILWAY VEHICLE COMPRISING SUCH A SYSTEM|
    CN201580073100.XA| CN107206998B|2015-01-13|2015-12-30|Brake system of rail vehicle and railway vehicle brake method with the system|
    ES15823374T| ES2727614T3|2015-01-13|2015-12-30|Railway braking system for a railway vehicle and braking procedure of a railway vehicle that includes such a system|
    RU2017127473A| RU2698616C2|2015-01-13|2015-12-30|Rail braking system for a rail vehicle and a braking method for a rail vehicle comprising such a system|
    BR112017014401-8A| BR112017014401A2|2015-01-13|2015-12-30|rail braking system for rail vehicle and method for braking a rail vehicle comprising said rail system|
    US15/541,950| US10351120B2|2015-01-13|2015-12-30|Rail vehicle braking system and braking method for a rail vehicle comprising such a system|
    CA2973440A| CA2973440A1|2015-01-13|2015-12-30|Railway braking system for railway vehicle and method for braking a railway vehicle comprising such a system|
    EP15823374.2A| EP3245110B1|2015-01-13|2015-12-30|Brake system for railway vehicles and braking method for a vehicle with such a system|
    PCT/FR2015/053768| WO2016113484A1|2015-01-13|2015-12-30|Railway braking system for railway vehicle and method for braking a railway vehicle comprising such a system|
    AU2015377836A| AU2015377836B2|2015-01-13|2015-12-30|Railway braking system for railway vehicle and method for braking a railway vehicle comprising such a system|
    ARP160100065A| AR103396A1|2015-01-13|2016-01-12|RAILWAY BRAKING SYSTEM FOR RAILWAY VEHICLE, AND BRAKING PROCEDURE OF A RAILWAY VEHICLE UNDERSTANDING THIS SYSTEM|
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