Rail brake system with brake linkage and rail vehicle with such a system

Description

Technical field of the invention

[0001] The invention relates to the field of braking of railway vehicles. It relates more particularly to a braking system for a railway vehicle with brakes having at least one lining, provided with a braking linkage and a service and / or parking brake configured to act on braking members of the vehicle, such as for example brake discs, via the braking linkage. State of the art

[0002] Rail vehicles with brakes having at least one lining are generally equipped with braking systems with service and / or parking brake cylinders, comprising a piston which moves under the effect of a pressurized fluid, the movement of this piston actuating a braking linkage and causing a braking action such as the clamping of a brake disc by the lining of this linkage.

[0003] Such a braking system is mounted on the railway vehicle, to be in contact with the brake discs or the wheels. In particular, it can be mechanically secured to a bogie, or to an axle fixed to the bogie, or to another device such as a drive motor or gearbox also mounted on the bogie.

[0004] The braking action generates braking forces which can be transmitted, via the brake linkage, to the support to which the braking system is attached. These forces can generate deformations, or at least displacements, of the brake linkage in relation to the vehicle's brake disc, thus leading to uneven wear of the lining.

[0005] German patent application DE 10 2017 101 028 and French patent application FR 2 706 844 disclose connecting rods mounted to rotate on trim supports, at the level of the latter's attachment lugs. Statement of the invention

[0006] The invention relates to a braking system for a railway vehicle with brakes having at least one lining, with improved resistance and which remains simple, convenient and economical.

[0007] The invention thus relates, in a first aspect, to a railway braking system for a railway vehicle, comprising a braking linkage, a service and / or parking brake configured to act on at least one braking member of said railway vehicle via said braking linkage, which is provided with at least one device having at least one lining support and at least one lining mechanically secured to said at least one lining support, and at least one force transmission rod mechanically secured by a first end to a support of said vehicle and by a second end opposite said first end to said at least one lining support, characterized in that said at least one lining support comprises an attachment lug provided with a housing and a mounting member housed in said housing,and said at least one force transmission rod is rotatably mounted by its second end in said mounting member.

[0008] Thanks to the mounting member which is mounted in the housing of the attachment lug without substantial play, the connecting rod has neither horizontal nor vertical play in relation to the lining support.

[0009] This makes it possible to limit movements such as tilting of the railway braking system relative to the vehicle's braking component and thus to avoid misalignment of the lining support and therefore of the linings relative to this braking component.

[0010] On the contrary, the possibility of rotational movement between the force transmission rod and the lining support allows the lining support to self-tilt to maintain optimal application of the braking force while allowing the forces to be returned to the vehicle support. This also makes it possible to limit slanted wear of the linings, despite the deformations that the braking component may, for example, undergo.

[0011] Preferred, simple, convenient and economical features of the system according to the invention are presented below.

[0012] Said at least one force transmission rod may have a substantially L-shaped, S-shaped, H-shaped, or Y-shaped shape.

[0013] Said at least one force transmission rod is mechanically secured by pivot connections respectively to said vehicle support and to said at least one lining support.

[0014] Said at least one force transmission rod may be provided, at its second end, with an axis integral with said force transmission rod and projecting from a main arm of said transmission rod.

[0015] Said at least one force transmission rod may be provided, at its second end, with a sleeve fitted into a main arm of said transmission rod and with a fixing member mounted through said sleeve and mechanically secured in the main arm.

[0016] Said at least one lining support may comprise a locking part fixedly mounted in said housing and superimposed with said mounting member.

[0017] Said at least one lining support may further comprise at least one elastic member interposed between said locking part and said mounting member.

[0018] Said at least one elastic member may be formed by one or more Belleville washers, or by at least one spring, for example helical, or at least one elastomer.

[0019] Said linkage may comprise at least one lever extending from said service and / or parking brake to said device to which it is fixed at an attachment zone of said at least one lining support, said at least one lever being configured to transmit a force for applying said service and / or parking brake to said device, and said at least one force transmission rod may be fixed in the immediate vicinity of said attachment zone of said at least one lever.

[0020] Said at least one trim support may be provided with a lower base and a mounting axis mounted to move in rotation between said attachment tab and said lower base, said lever being mechanically secured to said mounting axis.

[0021] Said mounting axis can be interposed between said mounting member and a stop member located at the level of said lower base.

[0022] Said attachment zone may be located at most 35 mm from a transverse central axis of said device.

[0023] In other words, the forces applied by the brake linkage lever to the device of this linkage to bring it into contact with the vehicle's braking member, in particular a brake disc, are substantially centered on the lining support. Since the attachment zone of the lever on the lining support is close to the transverse central axis of the device, this allows the lining support to have a degree of freedom when it transmits forces to the vehicle's brake disc.

[0024] In particular, the lining support can more easily self-tilt to adapt to the type of braking system and / or the conditions of use of the railway vehicle. For example, the arrangement of the brake linkage, the shape, the arrangement and / or the materials of the lining support and / or the linings, and / or whether it is a parking brake or a service brake, and / or the type of vehicle (tram, metro, high-speed train, etc.), and / or the load of the vehicle, and / or the journey made by the vehicle, and / or the type of braking component (diameter, thickness, material of the disc), may be parameters which enable the lining support to be positioned optimally.

[0025] Said attachment zone may be located between approximately 0 and 35 mm of said transverse central axis of said device.

[0026] Said attachment zone may extend in a general longitudinal orientation of said device and over a length of between approximately 15 mm and approximately 70 mm.

[0027] Said attachment zone may extend on either side of said transverse central axis of said device in an uninterrupted manner.

[0028] Said at least one attachment zone can extend on either side of said transverse central axis of said device in an interrupted manner.

[0029] Said at least one force transmission rod can extend substantially in the same plane as that in which said at least one lever extends.

[0030] Said device may comprise at least two support zones on said at least one braking member and at least one withdrawal zone located between the two said support zones.

[0031] Said at least one lining support and / or said at least one lining may have a general longitudinal orientation and a general transverse orientation, with said support and withdrawal zones which follow one another according to said general longitudinal orientation.

[0032] The system may comprise at least two gaskets mechanically secured to a said gasket support, with at least one said support zone which is located opposite a respective said gasket.

[0033] Said at least two support zones and said at least one withdrawal zone can be provided on said at least one lining support.

[0034] Said at least two support zones and said at least one withdrawal zone can be provided on said at least one lining.

[0035] Said device may comprise a plurality of said support zones between which said withdrawal zones are formed.

[0036] Such support and withdrawal zones are configured to distribute the transmission of forces on the braking member. These zones have nothing to do with possible zones for fixing the linings on the lining support, the latter not being configured to distribute the transmission of forces on the braking member.

[0037] Said at least one lining support and / or said at least one lining may have a general longitudinal orientation and a general transverse orientation, with said support and withdrawal zones which follow one another according to said general longitudinal orientation.

[0038] At least one said support and / or withdrawal zone may extend totally or only partially along said general transverse orientation.

[0039] Said support and withdrawal zones are arranged substantially symmetrically with respect to a transverse central axis of said device. This axis may correspond, for example, to a median axis of said braking member of said railway vehicle.

[0040] At least one said support zone may be formed in a staircase and thus comprise different support portions more or less offset from the adjacent withdrawal zone.

[0041] The invention also relates, in a second aspect, to a railway vehicle comprising at least one braking member, in particular a brake disc, and at least one railway braking system as described above, which is configured to act on said at least one braking member. Brief description of the figures

[0042] We will now continue the description of the invention by describing exemplary embodiments, given below for illustrative and non-limiting purposes, with reference to the appended drawings. There figure 1 schematically and partially illustrates a railway braking system provided in particular with a service brake, a parking brake and a control and command unit. figure 2 partially and schematically represents the system illustrated on the figure 1 , mechanically secured to an axle of a bogie of a railway vehicle comprising such a railway braking system. The figure 3 illustrates a force transmission rod mechanically secured on the one hand to a lining support of the railway braking system and on the other hand, to the axle of the bogie. The figure 4 is a detailed view of the force transmission rod mechanically secured to the lining support. The Figure 5is a front sectional view of the figure 4 . There figure 6 is a side sectional view of the figure 4 . There figure 7 is a view similar to that of the figure 4 , in perspective and in partial section at the level of the transmission rod and the part of the lining support where it is attached. The figure 8 is a front sectional view, similar to that of the Figure 5 , showing an alternative embodiment of the transmission rod. The figure 9 is a side sectional view, similar to that of the figure 6 , showing the variant embodiment of the transmission rod. The figure 10 is a view similar to that of the figure, showing the alternative embodiment of the transmission rod. The figure 11 schematically represents a lining support of the railway braking system of the figure 1, which lining support is mounted opposite a first face of a brake disc also illustrated in the figure 1 . There figure 12 is a sectional view shown XII-XII on the figure 11 . There figure 13 schematically represents a contact face of the lining support illustrated on the figure 11 . There figure 14 schematically illustrates linings facing the first face of the brake disc, which linings are intended to be carried by the lining support. The figure 15 is a view similar to that of the figure 12 , showing a first variant of the fittings support. The figure 16 is a view similar to that of the figure 13 , showing the first variant of the fittings support. The figure 17 is a view similar to that of the figure 14 , the fittings being mounted on the first variant embodiment of the fitting support. The figure 18 is a view similar to that of the figure 11 , showing a lining support according to a second embodiment of the railway braking system of the figure 1 . There figure 19 is a sectional view shown XIX-XIX on the figure 18 . There figure 20 schematically represents a contact face of the lining support illustrated on the figure 18 . There figure 21 is a view similar to that of the figure 14 . There figure 22 is a view similar to that of the figure 19 , showing a first variant embodiment of the lining support according to the second embodiment of the system. The figure 23 is a view similar to that of the figure 20 , showing the first variant embodiment of the lining support according to the second embodiment of the system. The figure 24 is a view similar to that of the figure 18 , with in addition the force transmission rod which is mechanically secured to the lining support. The figure 25is a view similar to that of the figure 22 , with the addition of the force transmission rod. The figure 26 is a view similar to that of the figure 19 , with the addition of the force transmission rod. The figure 27 is a view of the same kind as that of the figure 12 , showing a lining support according to a third embodiment of the railway braking system, with the force transmission rod. The figure 28 is a very schematic view showing a lining support according to a fourth embodiment of the railway braking system. Detailed description

[0043] There figure 1 schematically represents a railway braking system 1 for a railway vehicle with lining brakes.

[0044] This is a railway braking system structurally of the type described in European patent application EP 2 826 684.

[0045] The railway braking system 1 comprises a body 2 here forming a cylinder for both the service brake 6 and the parking brake 7, a control and command unit 3 configured to manage the operation of the service brake 6 and the parking brake 7, a network of pneumatic pipes connected to the body 2 and to the control and command unit 3, and a braking linkage 4 mechanically connected to the body 2.

[0046] Body 2 here has the form of a generally closed envelope.

[0047] The service brake 6 comprises a service brake piston 8 movable relative to the body 2 in a first axial direction, a push rod 9 also movable relative to the body 2 in a second axial direction perpendicular to the first axial direction.

[0048] The brake piston 8 delimits with the body 2 a service brake pressure chamber 13.

[0049] The braking piston 8 has two sides, respectively a first side 17 configured to act on the braking linkage 4 via the push rod 9, and a second side 18 opposite the first side 17 and facing the service brake pressure chamber 13.

[0050] The service brake 6 further comprises a notched rod 21 fixed to the second side 18 of the braking piston 8. This notched rod 21 extends longitudinally in the first axial direction.

[0051] The braking piston 8 is configured to move in the body 2 while maintaining the service brake pressure chamber 13 relatively sealed by means of a membrane 14, for example formed by a seal, arranged between this braking piston 8 and the inner edges of the body 2.

[0052] The service brake 6 may comprise a corner piece 10 fixed on the first side 17 of the braking piston 8.

[0053] This corner piece 10 may have a triangular section and be configured to cooperate with a set of bearing stops 11, one of the bearing stops of which may be connected to the body 2 while the other of the bearing stops may be connected to the push rod 9.

[0054] This push rod 9 may be provided with a wear adjuster configured to compensate for the wear of the brake linings in order to prevent excessive play (resulting from wear of the linings) from reducing the braking force.

[0055] The service brake 6 may comprise a spring 12 arranged around the push rod 9, between the bearing stop which is connected to the latter and an inner edge of the body 2. This spring 12 is configured to return the stop which is connected to the push rod 9 against the corner piece 10.

[0056] The service brake 6 may comprise a first orifice 15 provided in the body 2 and configured to allow the movement of the push rod 9 through this first orifice 15.

[0057] The service brake 6 may comprise a second orifice 16 formed in the body 2 and opening into the service brake pressure chamber 13.

[0058] The service brake pressure chamber 13 is here connected by a first supply line, marked CA1 on the figure 1 , of the pneumatic pipe routing network, more generally called brake pipe, which pipe is connected at this second orifice 16 to a source of supply of pneumatic pressure agents (not visible).

[0059] The body 2 comprises a cavity 27 attached to the service brake pressure chamber 13 and in which the parking brake 7 is arranged.

[0060] The parking brake 7 comprises a locking device formed by a locking finger 20 movable relative to the body 2 and extending in the second axial direction.

[0061] The parking brake 7 comprises a holding piston 23 movable relative to the body 2 and delimits with the latter a parking brake pressure chamber 25.

[0062] This holding piston 23 has two sides, respectively a first side 31 on which the locking finger 20 is attached and which faces the parking brake pressure chamber 25, as well as a second side 32 opposite the first side.

[0063] The parking brake 7 comprises a spring element 24 arranged between the body 2 and the second side 32 of the holding piston 23. This spring element 24 is configured to act on this holding piston 23 and consequently on the locking finger 20.

[0064] The holding piston 23 and the spring element 24 can form a movable control device for the parking brake 7.

[0065] The holding piston 23 is configured to move in the body 2 while keeping the parking brake pressure chamber 25 relatively sealed by means of a membrane disposed between this holding piston 23 and the inner edges of the body 2.

[0066] The parking brake 7 comprises a third orifice (not shown) formed in the body 2 and opening into both the parking brake pressure chamber 25 and the service brake pressure chamber 13, which third orifice is configured to allow the locking finger 20 to move through this third orifice.

[0067] 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 arranged at the interface between this third orifice and the locking finger 20.

[0068] The parking brake 7 has a fourth orifice 28 formed in the body 2 and opening into the parking brake pressure chamber 25.

[0069] The parking brake pressure chamber 25 can be connected by a second supply line, marked CA2 on the figure 1 , of the pneumatic pipe routing network, also called parking brake pipe, connected at this fourth orifice 28, to the pneumatic pressure agent supply source 73 (visible figure 2 ) via unit 3.

[0070] The parking brake 7 has an unlocking part 29 for deactivating the parking brake 7.

[0071] The unlocking part 29 can for example be attached to the second side 32 of the holding piston 23 and open outside the body 2 through a fifth orifice (not shown) provided in this body 2 and opening into the cavity 27.

[0072] The unlocking part 29 is accessible for manipulation from outside the body 2 if necessary.

[0073] The unlocking part 29 may be connected to an indicator device provided to indicate a state of the parking brake 7 and / or a state of the service brake 6.

[0074] In particular, the unlocking part 29 can be coupled to a switch mechanically secured to this part 29 and having a first position and a second position selected as a function of the position of the unlocking part 29.

[0075] The service brake 6 is arranged in the body 2 and is configured to act on one or more braking members 35 of the railway vehicle via the braking linkage 4.

[0076] The braking member 35 of the vehicle may comprise a brake disc (here seen from above) mounted for example on an axle 36 of the railway vehicle, or directly on the wheel to be braked.

[0077] The braking linkage 4 is provided with a lining device 5 intended to apply forces to the brake disc 35 when the linkage 4 is actuated.

[0078] This device 5 here comprises two lining supports 37 on each of which linings 38 are mechanically secured.

[0079] In particular, two gaskets 38 can be mounted on each gasket support 37.

[0080] Each lining 38 is intended to be applied in contact with the disc 35 to reduce its rotation speed and consequently that of the wheel to be braked.

[0081] The braking linkage 4 here comprises levers 40, for example substantially deformable.

[0082] In the example described, each lever 40 is provided with an upper portion and a lower portion which are integral and which extend from the service and parking brake to the device 5.

[0083] Each portion of the levers 40 can be articulated on a central connector 41 by means of two pivots 42.

[0084] The upper portion of each lever 40 can be connected by a first end to a respective joint 44, 45.

[0085] The braking linkage 4 can receive the body 2 between the upper portions of the deformable levers 40, at the joints 44 and 45.

[0086] The body 2 can be mounted for rotation on the articulation 44 which is integral with one end of the push rod 9 while it can be mounted fixed on the articulation 45, which is directly integral with this body 2.

[0087] The lower portion of each lever 40 can be connected, at a second end opposite its first end, to one of the lining supports 37 at an attachment zone 39 provided on the latter and which is opposite the linings 37.

[0088] The braking linkage 4 may comprise a first fixing member 43 secured to the central connector 41 for mounting this braking linkage 4 on the railway vehicle; so that the lining supports 37 are located on either side of the brake disc 35 (or the wheel of the railway vehicle).

[0089] The bringing together of the articulations 44 and 45 can make it possible to separate the lining supports 37 from each other and conversely, the moving apart of these articulations 44 and 45 can make it possible to tighten the lining supports 37 on the brake disc 35 (or on the wheel of the railway vehicle).

[0090] The control and command unit 3 is connected to the service brake pressure chamber 13 via the first supply line to which it is connected.

[0091] This unit 3 is connected to the parking brake pressure chamber 25 via the second supply line, marked CA on the figure 1 , to which it is connected.

[0092] This unit 3 is supplied with pneumatic agents by a main pipe, noted CP, which generally runs along the railway vehicle.

[0093] Unit 3 includes systemic elements (not shown on the figure 1 ) which are configured to receive and process representative information relating for example to operating instructions of the railway vehicle, by a first channel of the electrical and / or pneumatic and / or manual type, noted A on the figure 1 .

[0094] These system elements are further configured to receive and process representative information relating to parameters of use of the railway vehicle, by a second channel of the electrical and / or pneumatic and / or manual type, noted B on the figure 1 .

[0095] These systemic elements may for example be formed by pneumatic relays and / or solenoid valves and / or pressure switches and / or sensors and / or pressure regulators and / or electrical relays and / or electronic cards and / or central processing units or microprocessors, and / or RAM 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 internal storage elements, such as hard disks, which may in particular comprise the executable code of programs allowing the management of the service and parking brakes 6 and 7.

[0096] The control and command unit 3 can be associated with one or more braking linkages of the railway vehicle.

[0097] There figure 2shows very schematically the railway vehicle 48 provided with an axle forming a support 49 to which the system 1 is mechanically attached, for example by means of a second fixing member 47 which connects the body 2 to the support 49.

[0098] The system 1 comprises at least one force transmission rod 50 mechanically secured by a first end to the support 49 of the vehicle 48 and by a second end opposite the first end to the lining support 37.

[0099] The lining support 37 is here opposite one face of the disc 35 mounted on its axle shaft 36 of the vehicle 48.

[0100] There figure 3 illustrates an example of the embodiment of the force transmission rod 50.

[0101] The force transmission rod 50 here has a substantially L-shaped or S-shaped shape.

[0102] The force transmission rod 50 extends substantially in the same plane as that in which said lever 40 extends.

[0103] Such an arrangement is particularly compact and allows maximum movement of the lining support 37 relative to the support 49, thanks to the force transmission rod 50 in L or S which does not hinder the movement of the lining support 37.

[0104] The connecting rod 50 comprises a main arm 83 extending between a first end 71 where the connecting rod 50 is mechanically secured to the support 49 by a pivot connection 70, and a second end 72, opposite its first end 71, where the connecting rod 50 is mechanically secured, via an axis 84, to the lining support 37 by a pivot connection 75.

[0105] In particular, the lining support 37 is provided with an attachment lug 80 to which the connecting rod 50 is mechanically secured.

[0106] The force transmission rod 50 is here mechanically secured to the lining support 37 in the immediate vicinity of the attachment zone 39 of the lever 40.

[0107] As seen in more detail with reference to the figures 4 to 7 , the attachment lug 80 is located here in the immediate vicinity of the attachment zone 39 of the lever 40 so that the connecting rod 50 is mechanically secured to the lining support 37 in the immediate vicinity of this attachment zone 39 of the lever 40.

[0108] The trim support 37 comprises a lower base 90 arranged at a distance from the attachment lug 80.

[0109] The attachment zone 39 of the lever extends here between the attachment tab 80 and the lower base.

[0110] The fittings support 37 further comprises a mounting axis 89 mounted to move in rotation between the attachment lug 80 and the lower base 90.

[0111] The lining support 37 comprises eyelets 96 formed here immediately below the lower base 90 and into which a stop member 91 is introduced, here formed for example by a pin and circlip assembly.

[0112] The mounting shaft 89 passes through the lower base 90 and rests on the stop member 91. The mounting shaft 89 allows the mechanical securing of the linkage lever (not visible).

[0113] Mounting rings 97 are provided to allow rotation of the mounting axis 89. These mounting rings 97 are housed in the lower base 90 and in a housing 82 of the attachment tab 80.

[0114] The attachment tab 80 is further provided with a mounting member 81, also called an intermediate connecting piece, housed in its housing 82.

[0115] The mounting member 81 is inserted into the housing 82 of the attachment lug 80 and rests here on one end of the mounting shaft 89.

[0116] Thus, the mounting axis 89 is here interposed between the mounting member 81 and the stop member 91 located at the level of the lower base 90.

[0117] Alternatively, the mounting member could be remote from the mounting axis.

[0118] The mounting member 81 is here formed of a substantially cylindrical body 99 extending longitudinally and having an orifice passing 98 through the cylindrical body 99 in a transverse direction.

[0119] The cylindrical body 99 is here further provided with an upper opening 100 and a plug 101 movable in translation in the cylindrical body 99.

[0120] The mounting member 81 here has dimensions such that it does not move in the attachment tab 80.

[0121] In other words, the mounting member 81 is mounted in the housing 82 of the attachment tab 80 without substantial play.

[0122] The lining support 37 here comprises a locking part 87 fixedly mounted in the housing 82 of the attachment lug 80.

[0123] The locking piece 87 is superimposed on the mounting member 81, so that the latter is here located between the mounting axis 89 and the locking piece 87.

[0124] The locking part 87 is provided with an orifice crossed by a fixing member 102, for example a pin and circlip assembly, which fixing member 102 is mounted in engagement on the attachment tab 80.

[0125] The lining support 37 further comprises here an elastic member 88 interposed between the locking part 87 and the mounting member 81.

[0126] In particular, the elastic member bears against the movable plug 101 in the cylindrical body 99 of the mounting member 81.

[0127] This makes it possible to exert pressure on the plug 101 and thus more or less close the through-orifice 98 in the cylindrical body 99.

[0128] The elastic member 88 may be formed by one or more Belleville washers.

[0129] In the example described, the axis 84 of the connecting rod 50 is made of the same material as the arm 83 and is formed as a projection therefrom, at the level of the second end 72 of the connecting rod 50.

[0130] The axis 84 of the connecting rod 50 is introduced into the through hole 98 in the cylindrical body 99 of the mounting member 81.

[0131] The pivot connection 75 is thus formed and the connecting rod 50 is rotatably mounted by its second end 72 in the mounting member 81.

[0132] The elastic member 88 can make it possible to exert a force via the plug 101 on the axis 84 of the connecting rod 50. In particular, this can generate a resistive torque to limit the rotation of the connecting rod 50 relative to the lining support 37 during rolling phases without application of the brake.

[0133] On the contrary, during a braking phase, the elastic member 88 does not hinder the rotation of the connecting rod 50 relative to the lining support 37 in order to best apply the braking force to the braking member of the vehicle.

[0134] Furthermore, the arrangement of the elastic member 88 makes it possible to provide a slight suspension of the device 5 comprising the lining support 37 and the linings 38 relative to the connecting rod 50.

[0135] The arrangement of the lining support 37, the connecting rod 50, the lever and the support (not visible) is such that the connecting rod 50 cannot disengage from the lining support, under normal conditions of use.

[0136] Conversely, at the first end 71 of the connecting rod 50, the latter is provided with a tubular portion 92 in which a fixing sleeve 93 is mounted.

[0137] A ring, for example made of composite, can be mounted on the fixing sleeve 93, to avoid friction between this sleeve 93 and the tubular portion 92.

[0138] This ring can also provide a slight suspension between the connecting rod and the support to which it is mechanically attached.

[0139] A fixing member 94, for example a screw, passes through the fixing sleeve 93 and is fixed to the support (not visible) of the vehicle.

[0140] A washer 95 is interposed between a head of the fixing member 94 and the tubular portion 92.

[0141] The tubular portion 92 of the connecting rod 50 is movable in rotation relative to the fixing sleeve 93, around the pivot connection 70 thus formed.

[0142] THE figures 8 to 10 illustrate another example of embodiment of the force transmission rod 50, which differs from the rod described with reference to figures 4 to 10 only in that it lacks an axis coming from the same material as the main arm. Its description will therefore be made more briefly than above.

[0143] The mounting member 81 is here formed of a substantially cylindrical body 99 extending longitudinally and having an orifice passing 98 through the cylindrical body 99 in a transverse direction.

[0144] The cylindrical body here lacks an upper opening and a stopper that can move in translation in the cylindrical body.

[0145] The mounting member 81 is mounted in the housing 82 of the attachment tab 80 without substantial play.

[0146] The mounting shaft 89 is mounted to be rotatable between the attachment lug 80, where it is in the immediate vicinity of the mounting member 81, and the lower base 90, where it rests on the stop member 91.

[0147] The locking piece 87 is fixedly mounted in the housing 82 of the attachment tab 80, and is superimposed with the mounting member 81, so that the latter is here located between the mounting axis 89 and the locking piece 87.

[0148] The locking part 87 is provided with an orifice crossed by a fixing member 102, for example a pin and circlip assembly, which fixing member 102 is mounted in engagement on the attachment tab 80.

[0149] In the example described, the connecting rod 50 is provided, at its second end 72, with a sleeve 85 fitted into its main arm 83, and with a fixing member 86, formed for example here by a screw, mounted through the sleeve 85 and mechanically secured in the main arm 83.

[0150] The assembly formed by the sleeve 85 and fixing member 86 is introduced into the through-orifice 98 in the cylindrical body 99 of the mounting member 81.

[0151] The pivot connection 75 is thus formed and the connecting rod 50 is rotatably mounted by its second end 72 in the mounting member 81.

[0152] Opposite the connecting rod 50, the fixing sleeve 93 is mounted in the tubular portion 92, the fixing member 94 passes through the fixing sleeve 93 and is fixed to the support (not visible) of the vehicle, with the washer 95 which is interposed between a head of the fixing member 94 and the tubular portion 92.

[0153] The tubular portion 92 of the connecting rod 50 is movable in rotation relative to the fixing sleeve 93, around the pivot connection 70 thus formed.

[0154] We will now describe in more detail, with reference to the figures 11 to 23 , the device 5 and the arrangement of the levers 40 with respect to the device 5.

[0155] On the figures 11 to 14 , the device 5 is opposite the brake disc 35.

[0156] The device 5, including the lining support 37 and the linings 38, have a general longitudinal orientation and a general transverse orientation.

[0157] A longitudinal central axis 52 and a transverse central axis 51 are illustrated.

[0158] They correspond respectively to the central axes of the brake disc 35. The transverse central axis 51 also corresponds, in the position illustrated on the figure 11 , to a transverse central axis of the device 5.

[0159] The lever 40 is mechanically secured to the lining support 37 via the attachment zones 39.

[0160] The attachment zones 39 are located at most approximately 35 mm from the transverse central axis 51 of the device 5. This means that the distances E shown on the figure 3 are each at most equal to 35 mm.

[0161] Here, the attachment zones 39 are located on either side of the transverse central axis 51 and therefore extend at most, in the general longitudinal orientation, over approximately 70 mm.

[0162] More generally, the attachment zone(s) 39 may be located between approximately 0 and approximately 35 mm from the transverse central axis 51 and they may extend in a general longitudinal orientation and over a length of between approximately 15 mm and approximately 70 mm.

[0163] In the example described, the attachment zones 39 extend on either side of the transverse central axis 51 in an interrupted manner.

[0164] In other words, the attachment zones 39 are distinct.

[0165] Alternatively, the attachment zones may extend on either side of the transverse central axis 51 in an uninterrupted manner.

[0166] A longitudinal axis of application of the forces 53 is illustrated in fine dotted lines, while a longitudinal axis of maintenance 54 is illustrated in thick dotted lines.

[0167] The longitudinal axis of application of the forces 53 is that passing through the attachment zones 39 of the lining support 37, which allow the mechanical securing of the levers 40, while the longitudinal holding axis 54 is slightly offset relative to the longitudinal axis of application of the forces 53 and corresponds to the zone of attachment of the linings 38 on the lining support 37.

[0168] The forces applied by the lever 40 of the braking linkage 4 to the device 5 of this linkage 4 to bring it into contact with the brake disc 35 are thus substantially centered on the lining support 37.

[0169] Since the attachment zones 39 of the lever 40 on the lining support 37 are close to the transverse central axis 51, this allows the lining support 37 to have a degree of freedom when it transmits the forces to the brake disc 35.

[0170] In the example described, the device 5 comprises at least two support zones 60 on the brake disc 35 and at least one withdrawal zone 61 located between the two support zones 60.

[0171] More generally, the device may comprise a plurality of support zones between which withdrawal zones are formed.

[0172] The support zones 60 and withdrawal zones 61 follow one another according to the general longitudinal orientation of the device 5.

[0173] The two support zones 60 and the withdrawal zone 61 are here provided on one face of the lining support 37, opposite that on which the attachment zones 39 are formed.

[0174] Each of the two support zones 60 is here arranged so as to be opposite a respective lining 38.

[0175] This is represented on the figures 14 and 15 where we see on the one hand the support zones 60 arranged on the lining support 37 and on the other hand privileged contact zones 65 arranged on the linings 38, which correspond respectively to the support zones 60.

[0176] It will be noted that the support areas may be formed by protrusions on the lining supports and / or that the withdrawal areas may be formed by recesses in the lining supports. The support areas and the withdrawal areas are thus located in offset planes.

[0177] In the example described, the support zones 60 and the withdrawal zone 61 extend entirely along the general transverse orientation of the device 5.

[0178] Furthermore, the support zones 60 and the withdrawal zone 61 are here arranged substantially symmetrically with respect to the transverse central axis 51.

[0179] The device 5 of the braking linkage 4 which comes into contact with the brake disc 35 is therefore provided with a so-called discontinuous bearing surface, with only the bearing zones 60 which make it possible to transmit forces onto the brake disc 35. This makes it possible to distribute the transmission of forces onto the brake disc 35.

[0180] On the figures 15 to 17 , the support zones 60 are closer to each other and to the transverse central axis 51, and the withdrawal zone 61 is more restricted.

[0181] It follows that the preferred contact zones 65 provided on the linings 38 and which correspond respectively to the support zones 60 are also closer to each other and to the transverse central axis 51.

[0182] The attachment areas 39 are identical to those described above.

[0183] On the figures 18 to 21 , the lever 40 is mechanically secured to the lining support 37 via a single attachment zone 39.

[0184] The attachment zone 39 is located at the level of the transverse central axis 51 of the device 5 and extends slightly on either side of this axis 51.

[0185] For example, the attachment area extends only from about 10 mm to about 20 mm on either side of the transverse central axis 51.

[0186] This means that the distance E represented on the figure 10 is at most equal to approximately 40 mm, depending on the general longitudinal orientation.

[0187] More generally, such a single attachment zone may extend in the general longitudinal orientation and over a length of between about 15 mm and about 70 mm.

[0188] The single attachment zone 39 extends here on either side of the transverse central axis 51 in an uninterrupted manner.

[0189] The forces applied by the lever 40 of the braking linkage 4 to the device 5 of this linkage 4 to bring it into contact with the brake disc 35 are thus substantially centered on the lining support 37.

[0190] Since the attachment zone 39 of the lever 40 on the lining support 37 is at the level of the transverse central axis 51, this allows the lining support 37 to have a degree of freedom when it transmits the forces to the brake disc 35.

[0191] In the example described, the device 5 comprises at least two support zones 60 on the brake disc 35 and at least one withdrawal zone 61 located between the two support zones 60.

[0192] The support zones 60 and withdrawal zones 61 follow one another according to the general longitudinal orientation of the device 5 and are identical to that of the device illustrated in the figures 11 to 14 .

[0193] The two support zones 60 and the withdrawal zone 61 are here provided on a face of the lining support 37, opposite that on which the attachment zones 39 are formed, and each of the two support zones 60 is here provided so as to be opposite a respective lining 38.

[0194] Privileged contact zones 65 are thus provided on the linings 38, which correspond respectively to the support zones 60.

[0195] The support zones 60 and the withdrawal zone 61 extend entirely along the general transverse orientation of the device 5, and are here arranged substantially symmetrically with respect to the transverse central axis 51.

[0196] The device 5 of the braking linkage 4 which comes into contact with the brake disc 35 is therefore provided with a so-called discontinuous bearing surface, with only the bearing zones 60 which make it possible to transmit forces onto the brake disc 35. This makes it possible to distribute the transmission of forces onto the brake disc 35.

[0197] On the figures 22 and 23 , the device 5 is devoid of a withdrawal zone and therefore has only a single support zone 60 which extends over the entire face of the lining support 37.

[0198] There figure 24 is a view similar to that of the figure 18 , with in addition the force transmission rod 50, visible here very schematically in relation to the figures 3 to 10 .

[0199] As explained above, the force transmission rod 50 is mechanically secured at its first end 71 to the support 49 of the vehicle and at its second end 72 opposite its first end to the lining support 37, and in the immediate vicinity of the single attachment zone 39 of the lever 40 on this same lining support 37.

[0200] The force transmission rod 50 is mechanically secured by the pivot links 70, 75 respectively to the support 49 of the vehicle and to the lining support 37.

[0201] Since the attachment zone(s) 39 of the lever 40 on the lining support 37 are brought together and / or centered on the transverse central axis 51 of the device 5, the pivot connection 75 which connects the force transmission rod 50 to the lining support 37 is also brought together with this same transverse central axis 51, thus limiting the distance D shown in the figures 25 to 27 .

[0202] This allows for a particularly compact system 1.

[0203] There figure 25 also shows very schematically the force transmission rod 50 secured to the lining support 37 of a device 5 similar to that described with reference to the figure 22 , without a withdrawal zone on the lining support 37, and with a single attachment zone 39 of the lever 40 on the lining support 37.

[0204] There figure 26 also shows very schematically the force transmission rod 50 secured to the lining support 37 of a device 5 similar to that described with reference to the figure 19 , with support zones 60 and a withdrawal zone 61 provided on the lining support 37, and with a single attachment zone 39 of the lever 40 on the lining support 37.

[0205] There figure 27also shows very schematically the force transmission rod 50 secured to the lining support 37 of a device 5 fairly close to those described with reference to figures 12 And 15 , but without a withdrawal zone on the lining support 37 (in the manner of those described with reference to figures 22 And 25 ), while it comprises attachment zones 39 distinct from the lever 40 on the lining support 37.

[0206] There figure 28 shows very schematically the force transmission rod 50 secured to the lining support 37 of a device 5 fairly close to those described above, but whose support zone 60 is here formed in a staircase. In other words, the support zone 60 comprises different support portions 63 and 64 more or less offset relative to the adjacent withdrawal zone 61. In particular here, the support portion 63 forms a so-called over-support zone.

[0207] In variations not shown, the trim support may include one or more recessed areas extending from about 100 mm to about 300 mm from the transverse central axis of said device.

[0208] The withdrawal zone(s) may be formed by cavities having a depth of, for example, between approximately 0.1 mm and approximately 0.5 mm.

[0209] According to a first embodiment, the lining support may comprise a single withdrawal zone extending over approximately 180 mm (or 90 mm on either side of the transverse axis), and having a cavity of approximately 0.2 mm; the remainder of the lining support generally forming one or more support zones.

[0210] According to a second embodiment, the lining support may comprise a first withdrawal zone extending over approximately 120 mm (or over 60 mm on either side of the transverse axis), and having a cavity of approximately 0.3 mm, then second withdrawal zones immediately or not following the first withdrawal zone, each extending over approximately 60 mm and having a cavity of approximately 0.15 mm; the remainder of the lining support generally forming one or more support zones.

[0211] According to a third embodiment, the lining support may comprise a first withdrawal zone extending over approximately 120 mm (or over 60 mm on either side of the transverse axis), and having a cavity of approximately 0.35 mm, then second withdrawal zones immediately or not following the first withdrawal zone, each extending over approximately 60 mm and having a cavity of approximately 0.2 mm; the remainder of the lining support generally forming one or more support zones.

[0212] Such arrangements of the withdrawal zones make it possible to distribute the transmission of forces on the braking component.

[0213] Other variations not shown are described below.

[0214] The force transmission rod may have a Y shape, or an H shape, or even an I shape, rather than an L shape or an S shape.

[0215] The elastic member may be formed by at least one spring, for example helical, or at least one elastomer rather than by one or more Belleville washers.

[0216] The support areas and / or the withdrawal areas may be provided in the linings rather than in the lining supports.

[0217] Some areas of support and / or withdrawal may extend completely along the general transverse orientation, while other such areas may extend only partially.

[0218] The support and withdrawal zones are not arranged substantially symmetrically with respect to the transverse central axis.

[0219] A single gasket, rather than two gaskets, is mounted on each of the gasket supports or, conversely, more than two gaskets are mounted on each of the gasket supports.

[0220] The attachment area of ​​the trim support to which the lever is attached is located more than 35 mm from the transverse central axis of the device.

[0221] The railway braking system may differ from that described above in that it may be only a service brake, or a parking brake, and the mechanism may be spring-loaded like that described for example in document EP 2 154 040.

[0222] More generally, the invention is not limited to the examples described and shown.

Claims

1. Railway braking system for a rail vehicle, including brake rigging (4), a service and / or parking brake (6, 7) configured to act on at least one braking member (35) of said rail vehicle by means of said brake rigging, which is provided with at least one device (5) having at least one lining support (37) and at least one lining (38) mechanically secured to said at least one lining support, and at least one force-transmission linkage (50) mechanically secured by a first end (71) to a support (49) of said vehicle and by a second end (72) opposite to said first end to said at least one lining support, characterised in that said at least one lining support includes a fastening lug (80) provided with a housing (82) and with a mounting member (81) housed in said housing (82), and said at least one force-transmission linkage is rotatably mounted by its second end in said mounting member.

2. Railway braking system according to claim 1, characterised in that, characterised in that said at least one force-transmission linkage (50) has a substantially L, S, H, or Y shape.

3. Railway braking system according to one of claims 1 and 2, characterised in that said at least one force-transmission linkage (50) is mechanically secured by pivot connections (70, 75) respectively to said support of the vehicle and to said at least one lining support.

4. Railway braking system according to any one of claims 1 to 3, characterised in that said at least one force-transmission linkage (50) is provided, at the second end (72) thereof, with a shaft (84) made in one piece with said force-transmission linkage and projecting from a main arm (83) of said transmission linkage.

5. Railway braking system according to any one of claims 1 to 3, characterised in that said at least one force-transmission linkage (50) is provided, at the second end (72) thereof, with a sleeve (85) fitted in a main arm (83) of said transmission linkage and with a securing member (86) mounted through said sleeve and mechanically secured in the main arm (83).

6. Railway braking system according to any one of claims 1 to 5, characterised in that said at least one lining support (37) includes a locking piece (87) mounted fixedly in said housing (82) and superimposed with said mounting member (81).

7. Railway braking system according to claim 6, characterised in that said at least one lining support (37) furthermore includes at least one elastic member (88) interposed between said locking piece (87) and said mounting member (81).

8. Railway braking system according to claim 7, characterised in that said at least one elastic member (88) is formed by one or more Belleville washers, or by at least one spring, for example helical, or at least one elastomer.

9. Railway braking system according to any one of claims 1 to 8, characterised in that said rigging includes at least one lever (40) extending from said service and / or parking brake (6, 7) as far as said device (5) to which it is secured at an attachment zone (39) of said in least one lining support (37), said at least one lever being configured to transmit a force for applying said service and / or parking brake to said device, and said force-transmission linkage (50) is secured in the immediate vicinity of said attachment zone of said at least one lever.

10. Railway braking system according to claim 9, characterised in that said at least one lining support (37) is provided with a bottom pedestal (90) and a mounting shaft (89) mounted so as to be able to move in rotation between said fastening lug (80) and said bottom pedestal, said lever (40) being mechanically secured to said mounting shaft.

11. Railway braking system according to claim 10, characterised in that said mounting shaft (89) is interposed between said mounting member (81) and a stop member (91) located at said bottom pedestal (90).

12. System according to any one of claims 9 to 11, characterised in that said attachment zone (39) is located at no more than 35 mm from a transverse central axis (51) of said device (5) having said at least one lining support (37) and said at least one lining (38).

13. Railway braking system according to any one of claims 9 to 12, characterised in that said at least one force-transmission linkage (50) extends substantially in the same plane as the one in which said at least one lever (40) extends.

14. System according to any one of claims 1 to 13, characterised in that said device (5) includes at least two bearing zones (60) on said at least one braking member (35) and at least one recessed zone (61) located between the two said bearing zones, and at least one said bearing zone is formed in a staircase and includes various bearing portions (63, 64) offset to a greater or lesser extent with respect to said recessed zone.

15. Rail vehicle including at least one braking member (35), in particular a brake disc, and at least one railway braking system (1) according to any one of claims 1 to 14, which is configured to act on said at least one braking member.