Brake pad for a partial disc brake of a rail vehicle

Description

[0001] The present invention relates to a brake pad for a spot-pad disc brake of a rail vehicle according to the preamble of claim 1. The invention further relates to an arrangement of such a brake pad on a pad holder of a spot-pad disc brake of such a rail vehicle.

[0002] A typical spot-type disc brake for a rail vehicle is known, for example, from EP 0784761 B1. Such a brake pad typically comprises a pad carrier with several support plates spherically mounted on this pad carrier, and individual friction elements spherically mounted on the support plates. The pad carrier itself is pushed onto a pad holder of the disc brake and then secured by a clampable pad holder bolt that engages the pad carrier.

[0003] By dividing the friction surface of the brake pad into a multitude of friction elements and statically transmitting the application force of a disc brake caliper lever to these individual pad elements, a very even heat input into the brake disc is achieved. The force on the pad carrier is transmitted to the individual pad elements via the carrier plates. The force on each carrier plate is distributed among the three pad elements according to the three-legged geometry of the carrier plate. Such a carrier plate, with the friction elements held in spherical bearings, is also referred to as a group element.

[0004] According to the more recent state of the art, for example known from WO 2017 / 144556 A1, the carrier plates, each designed for three friction elements, have three arms projecting from a center, with a friction element being mounted on each of the arms.

[0005] For use in braking applications with high friction temperatures and braking forces, the thickness of the arms is dimensioned with sufficient strength and rigidity. The service life of the brake pad is also significantly limited by the height of the brake pad.

[0006] A disadvantage is that the arms of these support plates can deform due to the forces encountered, which can cause different reaction forces on the brake disc. Furthermore, due to their lower structural rigidity, the arms are easier to plasticize and have lower fatigue strength. These effects are exacerbated in the higher temperature range of the application.

[0007] The service life of the brake pad is further determined by the volume of the friction material. In particular, brake pads for disc brakes on high-speed trains, which, due to their design, can automatically equalize the locally varying contact pressure on the brake disc caused by tribological influences during braking, offer significant advantages in terms of the thermal efficiency of the brake discs, which influences the required size of the brake disc.

[0008] In the brake pads described above, the carrier plates are arranged on the pad carrier in a rocker-like manner thanks to the spherical bearings. The respective portion of the contact pressure generated by a brake caliper, which is directed to the center of each of the carrier plates, is evenly distributed to the friction elements arranged on it.

[0009] However, due to the height required for such a rocker-like carrier plate, the wear capacity of the friction material is geometrically limited or directly dependent on and limited by the thickness of the carrier plates.

[0010] A brake pad with plate-shaped carrier plates is known from DE 10 2016 100 454 A1.

[0011] The object of the present invention is to further develop a generic brake pad in such a way that its wear capacity is increased without affecting its mechanical properties with regard to uniform pressure distribution. A further object is to increase the mechanical dimensional stability of the carrier plates under high thermal stress in order to increase the frequency of reusability during brake pad overhaul.

[0012] These objects are achieved by a brake pad for a spot-pad disc brake of a rail vehicle having the features of claim 1 and by an arrangement of a brake pad of a spot-pad disc brake of a rail vehicle on a pad holder having the features of claim 18.

[0013] The brake pad according to the invention has a pad carrier, a plurality of carrier plates spherically mounted on the pad carrier and designed as plate elements, and a plurality of friction elements spherically mounted on the carrier plates in corner regions.

[0014] Each of the friction elements has a holding element which passes through an opening in the carrier plate and an opening in the lining carrier and on which a spring element is supported, wherein each of the friction elements is braced relative to the lining carrier by means of the spring element.

[0015] A peripheral edge of the carrier plates is shaped such that the distance of the peripheral edge from imaginary connecting lines between the openings in the carrier plate for receiving the retaining elements is at least 0.6 times the minimum distance between the openings in the carrier plate and the peripheral edge of the carrier plates. The carrier plates have at least one recess that is formed separately from the openings penetrated by a respective retaining element.

[0016] A brake pad designed in this way allows for a reduction in the thickness of the carrier plate, allowing force transmission via the significantly stiffer and more load-bearing structure of a plate geometry. This allows for increased wear thickness of the friction elements while maintaining the same overall height of the brake pad.

[0017] The force transfer in such designed support plates to the central calotte of the support plate is achieved through a multiaxial stress distribution within the plate structure of the support plates, which results in the highest possible stiffness and load-bearing capacity relative to the selected plate thickness (plate thickness, etc.). A multiaxial stress state arises within the support plates, particularly involving circumferential stresses.

[0018] A direct benefit of a brake pad designed in this way is the increase in the wear reserve of the friction elements and, as a result, the service life and the possible number of overhauls of such brake pads, which results in a minimization of the lifetime costs of these brake pads.

[0019] It is also conceivable to reduce the overall height of the brake pad instead of increasing the wear reserve without reducing the wear reserve compared to a brake pad known from the state of the art, which may be necessary for reasons of weight savings or due to restrictions on the installation situation.

[0020] Another advantage of maintaining the wear reserve is that, with a constant penetration depth of the carrier plates into the spherical bearings of the lining carrier, the vertical distance between the friction surface of the friction element and the support surface of the spherical bearing of the lining carrier is reduced compared to the structure known from the prior art.

[0021] The carrier plate, which is designed to be rigid in this way, also enables the cycles of reusability to be increased due to the lower tendency of the plastic positional displacement of the individual calottes of the carrier plate which accommodate the individual friction elements.

[0022] Furthermore, existing brake pads with conventional carrier plates can be refitted with the carrier plates designed according to the invention and the associated lining elements in a single overhaul process. Existing functional surfaces, especially the lining carrier, can be fully retained.

[0023] The at least one recess in the carrier plates prevents the accumulation of brake dust under the plate surface of the carrier plates and thus serves to additionally ensure the mobility or pivotability of the carrier plates on the pad carrier.

[0024] Advantageous embodiments of the invention are the subject of the subclaims.

[0025] According to an advantageous further development, the recess is designed as a depression that reduces the thickness of the carrier sheet.

[0026] Preferably, at least one recess is formed in a side of the carrier plate facing the lining carrier.

[0027] It is also conceivable to form the recess or a further recess in a side of the carrier plate facing the friction elements.

[0028] According to a further preferred embodiment, a slot is provided in the recess.

[0029] It is also conceivable to design the recess as a through opening.

[0030] In a preferred development, the recess designed as a through-opening is designed as a groove, bore or opening with a polygonal, for example triangular, cross-section.

[0031] According to a preferred embodiment, the recess extends to the peripheral edge of the carrier plate.

[0032] The friction elements of the brake pad are preferably pivotally received by means of a spherical cap in respective cap-shaped sockets of the respective carrier plate.

[0033] According to a further embodiment variant, a respective elevation, which is at least partially dome-shaped, protrudes from a side of the carrier plates facing the lining carrier into a respective at least partially dome-shaped socket of the lining carrier and is pivotably received therein.

[0034] According to a further preferred embodiment, a cylindrical elevation protrudes from a side of the support plates facing the lining carrier and surrounds the openings of the support plate, which is received with play in a respective recess of the lining carrier.

[0035] According to a preferred embodiment, three friction elements are arranged on each of the carrier plates.

[0036] The carrier plates are preferably formed in a plane parallel to a friction surface of the friction elements in a substantially triangular shape, preferably with rounded corners.

[0037] In a further preferred embodiment, at least one side edge formed by a portion of the peripheral edge is convex.

[0038] According to a further embodiment variant, at least one side edge formed by a part of the peripheral edge is shaped in a straight line.

[0039] The recess of the lining carrier is preferably designed as a countersunk hole.

[0040] The arrangement according to the invention of a brake pad of a spot-type disc brake of a rail vehicle on a pad holder is characterized by a brake pad as described above.

[0041] Preferred embodiments are explained in more detail below with reference to the accompanying figures. They show: Figure 1a schematic isometric representation of a generic brake pad with a carrier plate known from the prior art, Figure 2one of the Fig. 1 corresponding representation of an embodiment variant of a brake pad according to the invention, Figure 3 a sectional view through a part of the Figure 1 shown generic brake pad, Figure 4 one of the Figure 3 corresponding sectional view through the brake pad shown in Figure 2, Figures 5a - 5c different views of a first embodiment of a carrier plate of a brake pad according to the invention, Figures 6a - 6c different isometric views of an alternative embodiment of a carrier plate with recesses extending to the peripheral edge on the side of the carrier plate facing the pad carrier, Figures 7a and 7b Figures 6a and 6bcorresponding representations of a further embodiment of a carrier plate with recesses arranged on both sides of the carrier plate with through-slot, Figures 8a and 8b Figures 6a and 6b corresponding representations of a further embodiment of a carrier plate with groove-shaped recesses, Figures 9a and 9b Figures 6a and 6b corresponding representations of a further embodiment of a carrier plate with cylindrical elevations protruding from the side facing the lining carrier, which surround the openings of the carrier plates for receiving the friction elements, Figures 10a and 10b Figures 6a and 6b corresponding representations of yet another embodiment of a carrier plate with triangular-shaped recesses and cylindrical elevations, Figures 11a and 11b top views of another embodiment of a carrier plate with two straight side surfaces and Figures 12a and 12b Figures 11a and 11bcorresponding representations of a further design variant of a carrier plate with four straight sections of the peripheral edge of the carrier plate.

[0042] In the following description of the figures, terms such as top, bottom, left, right, front, rear, etc., refer exclusively to the exemplary representation and position of the brake pad, pad carrier, carrier plates, friction elements, and the like chosen in the respective figures. These terms are not to be understood as limiting; i.e., these references may change due to different operating positions or the mirror-symmetrical design, or the like.

[0043] In Figure 1Reference numeral 100 designates a generic brake pad known from the prior art. The brake pad 100 has a pad carrier 102, which has a plurality of recesses for arranging a plurality of group elements with pad elements 104, which, in operation, are pressed with their friction surface against a brake disc (not shown) during a braking operation. Each of the group elements consists of three friction elements 140 and a carrier plate 130 supporting them.

[0044] The support plates 130 are star-shaped here. In the center of the support plates 130, on the side facing the lining carrier 2, a dome-shaped elevation 131 is formed, which protrudes into a dome-shaped socket of the lining carrier 120, thus supporting the support plates 130 spherically on the lining carrier 120.

[0045] Figure 2shows a brake pad 1 according to the invention, designated by reference numeral 1, which can be used in a spot-type disc brake of a rail vehicle as described above. The brake pad 1 also has a pad carrier 2 with a support surface extending in an xy plane, a plurality of support plates 3 designed as plate elements, pivotably mounted on the pad carrier 2, and a plurality of friction elements 4 spherically mounted on the support plates 3 in corner regions thereof.

[0046] The friction elements 4 preferably consist of a friction element plate 42 with a friction lining 41 held thereon, for example made of a sintered material.

[0047] How to continue in a Figure 4As can be seen in the sectional view shown through one of the friction elements 4, a carrier plate 3 and a section of the lining carrier 2 (along an xz-section plane), each of the friction elements 4 has a holding element 5 projecting through an opening 32 in the carrier plate 3 and an opening 22 in the lining carrier 2, at the end of which, referred to here as the head part 53, a spring element 6 is held.

[0048] Each of the spring elements 6 is accommodated in a recess 21 on the side of the lining carrier 2 facing away from the carrier plates 3. The openings 22 of the lining carrier 2 open into the respective recesses 21. In the preferred embodiment shown here, the head part 53 of the holding elements 5 has a receiving groove 54 in which a portion of the spring element 6, designed, for example, as a disc spring or shaped spring, is supported.

[0049] The spring element 6 is further supported on the bottom of the recess 21 of the lining carrier 2 surrounding the opening 22 in the z-direction.

[0050] As a result, each of the friction elements 4 is braced relative to the lining carrier 2 by means of such a respective spring element 6, while at the same time enabling a tilting movement of the friction elements 4 relative to the carrier plate 3.

[0051] As a comparison of the Figures 3 and 4 shows, the structure of the lining carrier 2 can correspond to the structure of such a lining carrier 120 known from the prior art.

[0052] However, while in the brake pad known from the prior art a cam 136 is formed in the center of the carrier plate 130 on the dome-shaped elevation 131, which projects into the recess 123 of the pad carrier 120 in the z-direction, this cam 136 is replaced in the carrier plate 3 according to the invention by a base 33, which closes a spherical zone-like elevation 331 protruding from the side 31 of the carrier plate 3 facing away from the pad carrier 2 for the spherical mounting of the friction elements 4 on the carrier plate 3.

[0053] As a result, the thickness h 3 of the carrier plate 3 is significantly reduced compared to the thickness h 130 of the carrier plate 130 known from the prior art, which enables the advantages mentioned in the introduction to the description, for example the equipping of the friction elements 4 with a friction material 41 that is thicker in height h 41 than is possible with friction elements 140 known from the prior art with friction material thicknesses h 141 of the friction material 141.

[0054] The thickness h 3 of the carrier sheet 3 is understood here as the sheet thickness, not the Figure 5b Construction height h 31 of the carrier plate 3 viewed in the z-direction between the side 31 of the carrier plate 3 facing away from the lining carrier 2 and the bottom of the pan 331.

[0055] The reduced thickness h 3 of the carrier sheets 3 (viewed in the z-direction) is made possible in particular by the fact that, as exemplified in Figure 5cAs shown, a peripheral edge 39 of the support sheets 3 is shaped such that a distance d 1 of the peripheral edge 39 perpendicular to imaginary connecting lines between the centers of the openings 32 of the support sheet 3, which serve to receive the holding elements 5, is at least 0.6 times a minimum distance d 2 from the center of the openings 32 of the support sheet 3 to the peripheral edge 39 of the support sheets 3. The ratio d 1 / d 2 preferably has a value of at least 0.8, particularly preferably of at least 1.0.

[0056] In other words, the outer contour of the carrier plates 3 in the embodiment shown here, in which three friction elements 4 are arranged on one of the carrier plates 3, forms a triangular shape with straight (d 1 / d 2 = 1) or curved side edges, viewed in an xy plane perpendicular to the force exerted substantially in the z direction, wherein the curvature of the side edges viewed from the center of the respective carrier plate is preferably convex (d 1 / d 2 >1).

[0057] In principle, slightly concave curvatures of the side edges are also conceivable (0.6 < d 1 / d 2 < 1).

[0058] This structure results in force being transmitted to the respective individual calottes of the carrier plates 3, which serve to support the friction elements 4, within the plate structure of the carrier plate 3 by means of a multi-axial stress distribution.

[0059] The friction elements 4 are, as in Figure 4As can be seen, they are pivotally received by means of a spherical cap 43 in the respective socket edges 321 of the respective support plate 3. The surfaces of the socket edges 321 are preferably shaped as a spherical zone.

[0060] The term spherical zone refers to the curved outer surface of a spherical disk.

[0061] From the side 35 of the support plates 3 facing the lining carrier 2, a respective elevation 331, which is at least partially dome-shaped, protrudes into a respective at least partially dome-shaped socket 25 of the lining carrier 2 and is pivotably received therein. As already mentioned above, the at least partially dome-shaped elevation 331 is preferably designed as a spherical zone-shaped elevation 331, which is closed by the preferably flat base 33.

[0062] In the following, different design variants of such carrier plates 3 are described based on the Figures 5a to 12b explained.

[0063] In the Figures 5a to 5c In the embodiment shown, all three side edges, which each form portions of the peripheral edge 39 of the carrier plate 3, are convex. The spherical zone-shaped socket edges 321, which each accommodate one of the friction elements 4 on the outer surfaces of the spherical caps 43, are stepped toward the opening 32, with a step 322 formed concentrically to the opening 32 leaving a hollow space when the respective friction element 4 is inserted.

[0064] In this embodiment, a recess 341 with a blind hole 34 is formed in the area of ​​a side edge on the side 31 of the carrier plate 3 facing the friction elements 4. Directly below this blind hole 34, a cam 36 protrudes from the lining carrier side 35 facing the lining carrier 2, which cam 36, when mounted, fits into an opening 24 of the lining carrier 2, shown in Figure 4, protrudes. The cam 36 serves to ensure a preferred alignment of the carrier plate 3 on the lining carrier 2.

[0065] In the alternative design variant of the carrier plate 3 according to Figures 6a to 6c The shape of the carrier plate 3 essentially corresponds to that shown in the Figures 5a to 5c shown design variant. A cam 36 is omitted in this design variant.

[0066] In contrast, this design variant has on its side facing the lining carrier 2, as shown in Figure 6b As shown, it has two recesses 37. In principle, it is also conceivable to form only one such recess 37.

[0067] The recess 37 shown here is designed as a depression that reduces the thickness of the carrier plate 3. The recess 37 extends to the peripheral edge 39 of the carrier plate 3.

[0068] Also those in the Figures 7a and 7bThe design variant shown essentially corresponds in its peripheral edge design to the design variants according to Figures 5a to 5c and 6a and 6b .

[0069] In contrast to the Figures 6a and 6b In the embodiment shown, a slot 371 is also provided in the region of the recess 37. This slot 371 is bordered by a further recess 38 on the friction element side 31 of the carrier plate 3 facing the friction elements 4. The recess 38 is introduced into the friction element side 31 and extends only close to the peripheral edge 39 of the carrier plate 3.

[0070] How to continue in the Figures 6b , 6c and 7bAs shown, cylindrical elevations 323 project from the lining carrier side 35 of the carrier plate 3 facing the lining carrier 2, surrounding the openings 32 of the carrier plate 3. The elevations 323, designed here as collars, are preferably received with play in the respective openings 22 of the lining carrier 2, as shown in Figure 6c can be seen. Accordingly, in this embodiment, the diameters of the openings 22 of the lining carrier 2 are larger than in the embodiments for the use of carrier plates 3 without elevations 323.

[0071] In principle, it is also conceivable to form only one such elevation 323 on the carrier plate 3, which surrounds one of the openings 32 of the carrier plate 3.

[0072] The elevations 323 designed here as collars serve to prevent the carrier plate 3 from rotating on the lining carrier. With regard to the carrier plate 103 known from the prior art according to Figure 3 with only one anti-rotation pin 136 and one central pin 133, this means with regard to the exemplary in the Fig. 6a, 6b , 7a and 7b In the embodiment shown, redundancy of the anti-twist device is achieved by the several, here three, elevations 323 with a correspondingly improved effect.

[0073] In addition, this design enables a further reduction of the thickness h 3 of the carrier plate 3 and also the thickness h 2 of the lining carrier 2.

[0074] A reduction in the thickness h 2 of the lining carrier 2 is made possible in particular by the fact that the longitudinal extension, viewed in the z-direction, of the anti-twist pin 136 of the carrier plate 130 known from the prior art, according to Figure 3and accordingly the thickness h 120 of the lining carrier 120 must be dimensioned such that the anti-rotation pin 136 still projects into the opening 124 provided for this purpose even when the carrier plate 130 is in a pivoting position.

[0075] Through the Figures 6b , 6c and 7b The plurality of elevations 323 shown, distributed over the lining carrier 3, ensures that even in a pivoting position with significantly smaller longitudinal extensions of the elevations 323 designed as collars viewed in the z-direction, at least one of the elevations 323 always projects into the opening 32 of the lining carrier 3 and thus acts to prevent rotation.

[0076] A further advantage of forming several such elevations 323 is reduced wear on the lining carrier 2 and the carrier plate 3, since more (in the case of the Fig. 6a, 6b , 7a and 7bshown design variants three) contact surfaces are available.

[0077] In the further alternative design variant according to Figures 8a and 8b Instead of the recesses 37, 38 which merely reduce the thickness h 3 of the carrier sheet 3, recesses 37 designed as through openings are introduced. The recesses 37 are slot-shaped here.

[0078] Preferably, an inner edge 372 of the recess 37, which is close to the elevation 331, lies directly on an outer edge 332 of the elevation 331. The curvature of the inner edge 372 of the recess 37 follows the outer edge 332 of the elevation 331.

[0079] Furthermore, this version is analogous to the Figures 5a to 5c In the embodiment shown, a blind hole 34 is formed on the friction element side 31 of the carrier plate 3, which is partially embedded in a recess 341.

[0080] On the opposite lining carrier side 35 of the carrier plate 3, a cam 36 also protrudes.

[0081] In the further alternative design variant, shown in the Figures 9a and 9b , Recesses 37, also designed as through openings, are introduced into the carrier plate 3. The recesses 37 are designed here as circular holes.

[0082] Other cross-sectional designs of such recesses 37 designed as through-openings are also conceivable, for example in a triangular design, as in the embodiment variant in the Figures 10a and 10b is shown.

[0083] In both versions of the Figures 9a, 9b and 10a and 10b is similar to the design of the carrier plate 3 in the Figures 6a and 6b no cam 36 is provided.

[0084] Furthermore, both versions are analogous to the Figures 7a and 7bshown embodiment variant, cylindrical elevations 323 are shown, which protrude around the openings 32 of the carrier plate 3 on the lining carrier side 35.

[0085] In the Figures 11a and 11b The main difference in the embodiment shown is the different design of the peripheral edge 39. Two of the side edges are essentially straight, while the third side of the carrier plate 3, which is also essentially triangular, is formed centrally with a bulge which Figure 11b shown cams 36 are partially framed.

[0086] In the alternative design shown in the Figures 12a and 12b Instead of the bulge, this side wall is roof-shaped and projects outwards, with two straight sections running towards each other, which meet in the area of ​​the cam 36 and merge into one another there in a curve.

[0087] Further embodiments of such a carrier plate 3 with further combinations of the previously shown embodiments are also conceivable, wherein the recesses 37 can also be formed as openings with a square or other polygonal, star-shaped, or circular segment-shaped cross-section.

[0088] It is important to create a plate-shaped carrier plate in which the force transmission when the friction elements are pressed against a brake pad is transmitted within the plate structure of the carrier plates by multi-axial stress distribution. List of reference symbols

[0089] 1 brake pad 2Brake support 21Recess 22Opening 23Opening 24Opening 25Pan rim 3Carrier plate 31Friction element side 32Opening 321Pitch rim 322Step 323Protrusion 33Bottom 331Protrusion 332Rim 34Blind hole 35Face carrier side 36Cam 37Recess 371Slot 372Inner edge 38Recess 39Circumferential edge 4 Friction element 41 Friction lining 42 Friction element plate 43 Spherical cap 44 Friction surface 5 Holding element 51 Spherical cap 52 Neck part 53 Head part 54 Receiving groove 6Spring element 100Brake pad 120Pad carrier 121Recess 122Opening 123Opening 124Opening 125Pan 130Carrier plate 131Elevation 133Bottom 136Cam 140Friction element 141Friction lining 142Friction element plate d 1 Distance d 2 Distance h 2 Thickness of lining carrier h 120 Thickness of lining carrier h 3 Thickness of carrier plate h 130 Thickness of carrier plate h 31 Height of carrier plate h 41 Thickness of friction lining h 141 Thickness of friction lining x-direction y-direction z-direction

Claims

1. Brake lining (1) for a partially lined disk brake of a rail vehicle, having - a lining carrier (2), - multiple carrier metal sheets (3) mounted spherically on the lining carrier (2) and in the form of plate elements, - multiple friction elements (4) mounted spherically on the carrier metal sheets (3) in the corner regions thereof, - wherein each of the friction elements (4) has a retaining element (5) passing through an opening (32) of the carrier metal sheet (3) and an opening (22) of the lining carrier (2), on which retaining element a spring element (6) is supported, - wherein each of the friction elements (4) is braced against the lining carrier (2) by means of the spring element (6), - wherein a peripheral edge (39) of the carrier metal sheets (3) is shaped such that a distance (d1) of the peripheral edge (39) perpendicular to the imaginary connecting lines between the center points of the openings (32) of the carrier metal sheet (3) for receiving the retaining elements (5) is at least 0.6 times a minimum distance (d2) from the center point of the openings (32) of the carrier metal sheet (3) to the peripheral edge (39) of the carrier metal sheets (3), characterized in that - the carrier metal sheets (3) have at least one recess (37, 38), which is formed to be separate from the openings (32) through which a respective retaining element (5) passes.

2. Brake lining according to claim 1, characterized in that the recess (37, 38) is formed as a depression reducing the thickness (h3) of the carrier metal sheet (3).

3. Brake lining according to claim 2, characterized in that the recess (37, 38) is formed in a side (35) of the carrier metal sheet (3) facing the lining carrier (2).

4. Brake lining according to claim 2 or 3, characterized in that the recess (37, 38) is formed in a side (31) of the carrier metal sheet (3) facing the friction elements (4).

5. Brake lining according to any one of claims 2 to 4, characterized in that a slot (371) is formed in the recess (37, 38).

6. Brake lining according to any one of claims 2 to 4, characterized in that the recess (37, 38) formed as a through opening.

7. Brake lining according to claim 6, characterized in that the recess (37, 38) formed as a through opening is formed as a groove, bore or opening with a polygonal cross-section.

8. Brake lining according to any one of claims 2 to 5, characterized in that the recess (37, 38) extends up to the peripheral edge (39) of the carrier metal sheet (3).

9. Brake lining according to any one of the preceding claims, characterized in that the friction elements (4) are received pivotably by means a spherical cap (43) in respective spherical zone-shaped pan edges (321) of the respective carrier metal sheet (3).

10. Brake lining according to any one of the preceding claims, characterized in that from a side (35) of the carrier metal sheets (3) facing the lining carrier (2) a respective at least partially dome-shaped elevation (331) projects into a respective at least partially dome-shaped pan (25) of the lining carrier (2) and is pivotably received therein.

11. Brake lining according to any one of the preceding claims, characterized in that a cylindrical elevation (323) protruding from a side (35) of the carrier metal sheets (3) facing the lining carrier (2) surrounds the openings (32) of the carrier plate (3) and is received with clearance in a respective recess of the lining carrier (2).

12. Brake lining according to any one of the preceding claims, characterized in that three friction elements (4) are arranged on each of the carrier metal sheets (3).

13. Brake lining according to any one of the preceding claims, characterized in that the carrier metal sheets (3) are formed in a plane parallel to a frictional surface (44) of the friction elements (4) and are essentially triangular in shape, preferably with rounded corners.

14. Brake lining according to any one of the preceding claims, characterized in that at least one side edge of the carrier metal sheets (3) formed by a partial section of the peripheral edge (39) is convex in shape.

15. Brake lining according to any one of the preceding claims, characterized in that at least one side edge of the carrier metal sheets (3) formed by a partial section of the peripheral edge (39) is straight.

16. Brake lining according to any one of the preceding claims, characterized in that a recess (21) of the lining carrier (2) is formed as a countersunk hole.

17. Assembly of a brake lining (1) of a partially lined disk brake of a rail vehicle on a lining holder (2), characterized in that the brake lining (1) is formed according to any one of the preceding claims.