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] Documents EP 2 587 086, EP 2 065 609, WO 2010 / 046174 and DE 25 47 530 disclose different types of braking devices, with linings or blocks. Statement of the invention

[0006] The invention relates to a braking system for a railway vehicle with brakes having at least one lining, comprising an improved braking linkage, while being simple, convenient and economical.

[0007] The invention thus relates, in a first aspect, to a railway braking system for a vehicle, comprising a braking linkage and 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, the device being characterized according to claim 1.

[0008] In other words, the braking linkage device which comes into contact with the vehicle's braking component, in particular a brake disc, is provided with a so-called discontinuous bearing surface, with only the bearing areas which allow forces to be transmitted to the brake disc. This allows the transmission of forces to be distributed over the brake disc.

[0009] In particular, support zones and withdrawal zones may be provided on the braking linkage device depending on the type of braking system and / or the use of the railway vehicle.

[0010] For example, the arrangement of the braking linkage, including the shape, arrangement and / or materials of the lining support and / or 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 for determining the support and withdrawal zones.

[0011] The placement of the support and withdrawal zones can therefore be predetermined, for example by preliminary tests.

[0012] 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.

[0013] Preferred, simple, convenient and economical features of the system according to the invention are presented below.

[0014] 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.

[0015] Said device may comprise a plurality of said support zones between which said withdrawal zones are formed.

[0016] 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.

[0017] At least one said support and / or withdrawal zone may extend totally or only partially along said general transverse orientation.

[0018] 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.

[0019] Said braking linkage may be provided with at least one lever extending from said service and / or parking brake to said device, said at least one lever being able to be mechanically secured to said at least one lining support, on an attachment zone of the latter which is opposite said at least one lining and which is located at most 35 mm from a transverse central axis of said device.

[0020] Said attachment zone may be located between approximately 0 and 35 mm of said transverse central axis of said device.

[0021] Said attachment zone may extend in a general longitudinal orientation of said device and over a length of between approximately 15 mm and approximately 75 mm.

[0022] Said attachment zone may extend on either side of said transverse central axis of said device in an uninterrupted manner.

[0023] Said at least one attachment zone can extend on either side of said transverse central axis of said device in an interrupted manner.

[0024] The system may comprise at least one force transmission rod mechanically secured at a first end to a vehicle support and at a second end opposite said first end to said at least one lining support, in the immediate vicinity of said attachment zone of said at least one lever.

[0025] Said at least one force transmission rod may have a substantially L-shaped or S-shaped shape.

[0026] Said at least one force transmission rod can extend substantially in the same plane as that in which said at least one lever extends.

[0027] Said at least one force transmission rod can be mechanically secured by pivot connections respectively to said vehicle support and to said at least one lining support.

[0028] Said at least one force transmission rod may have added functional play at its second end where it is connected to said at least one lining support.

[0029] Said at least one force transmission rod can be connected via a ball joint to said at least one lining support.

[0030] Said at least one force transmission rod can be connected to said at least one lining support via a pivoting axis in an orifice of diameter much larger than that of said pivoting axis, or in an oblong orifice.

[0031] 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

[0032] 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 3schematically represents a lining support according to a first embodiment 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 4 is a sectional view shown IV-IV on the figure 3 . There Figure 5 schematically represents a contact face of the lining support illustrated on the figure 3 . There figure 6 schematically illustrates linings opposite the first face of the brake disc, which linings are intended to be carried by the lining support. The figure 7 is a view similar to that of the figure 4 , showing a first variant of the fittings support. The figure 8 is a view similar to that of the Figure 5 , showing the first variant of the fittings support. The figure 9 is a view similar to that of the figure 6, the fittings being mounted on the first variant embodiment of the fitting support. The figure 10 is a view similar to that of the figure 8 , showing a second variant of the fittings support. The figure 11 is a view similar to that of the figure 9 , the fittings being mounted on the second variant of the fitting support. The figure 12 is a view similar to that of the figure 10 , showing a third variant of the fittings support. The figure 13 is a view similar to that of the figure 11 , the fittings being mounted on the third variant of the fitting support. The figure 14 is a view similar to that of the figure 3 , showing a lining support according to a second embodiment of the railway braking system of the figure 1 . There figure 15 is a sectional view shown XV-XV on the figure 14 . There figure 16schematically represents a contact face of the lining support illustrated on the figure 14 . There figure 17 is a view similar to that of the figure 6 . There figure 18 is a view similar to that of the figure 14 , showing a force transmission rod mechanically secured to the lining support. The figure 19 is a view similar to that of the figure 15 , with the addition of the force transmission rod. The figure 20 is a very schematic view showing a lining support according to a third embodiment of the railway braking system. Detailed description

[0033] There figure 1 schematically represents a railway braking system 1 for a railway vehicle with lining brakes.

[0034] This is a railway braking system structurally of the type described in European patent application EP 2 826 684.

[0035] 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.

[0036] Body 2 here has the form of a generally closed envelope.

[0037] 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.

[0038] The brake piston 8 delimits with the body 2 a service brake pressure chamber 13.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] The service brake 6 may comprise a corner piece 10 fixed on the first side 17 of the braking piston 8.

[0043] 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.

[0044] This push rod 9 may be provided with a wear adjuster configured to compensate for the wear of the brake linings 5 ​​in order to prevent excessive play (resulting from wear of the linings) from reducing the braking force.

[0045] 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.

[0046] 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.

[0047] The service brake 6 may comprise a second orifice 16 formed in the body 2 and opening into the service brake pressure chamber 13.

[0048] The service brake pressure chamber 13 is here connected by a first supply line 72 of the pneumatic line routing network, more generally called a brake line, which line is connected at this second orifice 16 to a source of supply of pneumatic pressure agents (not visible).

[0049] The body 2 comprises a cavity 27 attached to the service brake pressure chamber 13 and in which the parking brake 7 is arranged.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] The holding piston 23 and the spring element 24 can form a movable control device for the parking brake 7.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] The parking brake 7 has a fourth orifice 28 formed in the body 2 and opening into the parking brake pressure chamber 25.

[0059] The parking brake pressure chamber 25 can be connected by a second supply line 71 of the pneumatic line routing network, also called the parking brake line, connected at this fourth orifice 28, to the pneumatic pressure agent supply source 73 (visible figure 2 ) via unit 3.

[0060] The parking brake 7 has an unlocking part 29 for deactivating the parking brake 7.

[0061] 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.

[0062] The unlocking part 29 is accessible for manipulation from outside the body 2 if necessary.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] The braking linkage 4 is provided with a lining device 5 designed to apply forces to the brake disc 35 when the linkage 4 is actuated.

[0068] This device 5 here comprises two lining supports 37 on each of which linings 38 are mechanically secured.

[0069] In particular, two gaskets 38 can be mounted on each gasket support 37.

[0070] 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.

[0071] The braking linkage 4 here comprises levers 40, for example substantially deformable.

[0072] 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.

[0073] Each portion of the levers 40 can be articulated on a central connector 41 by means of two pivots 42.

[0074] The upper portion of each lever 40 can be connected by a first end to a respective joint 44, 45.

[0075] The braking linkage 4 can receive the body 2 between the upper portions of the deformable levers 40, at the joints 44 and 45.

[0076] 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.

[0077] 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.

[0078] 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).

[0079] 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).

[0080] The control and command unit 3 is connected to the service brake pressure chamber 13 via the first supply line 72 to which it is connected.

[0081] This unit 3 is connected to the parking brake pressure chamber 25 via the second supply line 71 to which it is connected.

[0082] This unit 3 is supplied with pneumatic agents by a main pipe 70 which generally runs along the railway vehicle.

[0083] 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 50 on the figure 1 .

[0084] These systemic 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 60 on the figure 1 .

[0085] 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.

[0086] The control and command unit 3 can be associated with one or more braking linkages of the railway vehicle.

[0087] 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.

[0088] The system 1 may comprise at least one force transmission rod 50 also mechanically secured at a first end to the support 49 of the vehicle 48 and at a second end opposite the first end to the lining support 37, in the immediate vicinity of the attachment zone 39 of the lever 40.

[0089] The lining support 37 is here opposite one face of the disc 35 mounted on its axle shaft 36 of the vehicle 48.

[0090] We will now describe in more detail, with reference to the figures 3 to 16 , the device 5 and the arrangement of the levers 40 with respect to the device 5, in accordance with several embodiments.

[0091] THE figures 3 to 6illustrate a first version of a first embodiment.

[0092] Device 5 is opposite brake disc 35.

[0093] The device 5, including the lining support 37 and the linings 38, have a general longitudinal orientation and a general transverse orientation.

[0094] A longitudinal central axis 52 and a transverse central axis 51 are illustrated.

[0095] They correspond respectively to the median axes of the brake disc 35 and the transverse central axis 51 also corresponds, in the position illustrated on the figure 3 , to a transverse central axis of the device 5.

[0096] The lever 40 is mechanically secured to the lining support 37 via the attachment zones 39.

[0097] 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 3are each at most equal to 35 mm.

[0098] 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.

[0099] 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.

[0100] In the example described, the attachment zones 39 extend on either side of the transverse central axis 51 in an interrupted manner.

[0101] In other words, the attachment zones 39 are distinct.

[0102] Alternatively, the attachment zones may extend on either side of the transverse central axis 51 in an uninterrupted manner.

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] More generally, the device may comprise a plurality of support zones between which withdrawal zones are formed.

[0109] The support zones 60 and withdrawal zones 61 follow one another according to the general longitudinal orientation of the device 5.

[0110] 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.

[0111] Each of the two support zones 60 is here arranged so as to be opposite a respective lining 38.

[0112] This is represented on the figures 6 and 7 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.

[0113] It should be noted that the support zones may be formed by protrusions on the lining supports and / or that the withdrawal zones may be formed by recesses in the lining supports. The support zones and the withdrawal zones are thus located in offset planes.

[0114] In the example described, the support zones 60 and the withdrawal zone 61 extend entirely along the general transverse orientation of the device 5.

[0115] Furthermore, the support zones 60 and the withdrawal zone 61 are here arranged substantially symmetrically with respect to the transverse central axis 51.

[0116] 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.

[0117] THE figures 7 to 9 illustrate a second version.

[0118] The difference with the previous version is that the support zones 60 are closer to each other and to the transverse central axis 51, and the withdrawal zone 61 is more restricted.

[0119] 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.

[0120] The attachment areas 39 are identical to those described above.

[0121] THE figures 10 And 11 are views similar to those of the figures 8 and 9 , except that the support zones 60 and the withdrawal zone 61 do not extend completely along the general transverse orientation of the device 5.

[0122] On the contrary, the support zones 60 and the withdrawal zone 61 extend only partially along the general transverse orientation of the device 5. The same therefore applies to the privileged contact zones 65 provided on the linings 38 and which correspond respectively to the support zones 60.

[0123] In the example described, the support zones 60 and therefore the preferred contact zones 65 are located rather on the outside of the brake disc 35.

[0124] THE figures 12 and 13 are views similar to those of the figures 10 And 11 , with the support zones 60 and the withdrawal zone 61 extending only partially along the general transverse orientation of the device 5, and rather on the side of the interior of the brake disc 35.

[0125] The same therefore applies to the privileged contact zones 65 provided on the linings 38, which correspond respectively to the support zones 60, and which are rather on the inside of the brake disc 35.

[0126] In the example described, the support zones 60 and therefore the preferred contact zones 65 are located rather on the outside of the brake disc 35.

[0127] THE figures 14 to 17 illustrate a first version of a second embodiment.

[0128] The device 5 differs from those described above in that the lever 40 is mechanically secured to the lining support 37 via a single attachment zone 39.

[0129] 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.

[0130] For example, the attachment area extends only from about 10 mm to about 20 mm on either side of the transverse central axis 51.

[0131] 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.

[0132] 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.

[0133] The single attachment zone 39 extends here on either side of the transverse central axis 51 in an uninterrupted manner.

[0134] 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.

[0135] 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.

[0136] 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.

[0137] 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 3 to 6 .

[0138] 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.

[0139] Privileged contact zones 65 are thus provided on the linings 38, which correspond respectively to the support zones 60.

[0140] 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.

[0141] 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.

[0142] There figure 18 is a view similar to that of the figure 14 , with in addition the force transmission rod 50 visible very schematically on the figure 2 .

[0143] The force transmission rod 50 is mechanically secured at a first end to the support 49 of the vehicle and at a second end 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.

[0144] The force transmission rod 50 can be mechanically secured by pivot links 70, 75 respectively to the support 49 of the vehicle and to the lining support 37.

[0145] 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 17 to 19 .

[0146] This allows for a particularly compact system 1.

[0147] There figure 19 shows the same force transmission rod 50 secured to a lining support 37 of a device 5 similar to that described with reference to the figure 15, 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.

[0148] There figure 20 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.

[0149] 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.

[0150] 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.

[0151] 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.

[0152] 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.

[0153] 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.

[0154] Such arrangements of the withdrawal zones make it possible to distribute the transmission of forces on the braking component.

[0155] Other variations not shown are described below.

[0156] The force transmission rod may have added functional play at least at its second end where it is connected to the lining support by its pivot connection.

[0157] In particular, the force transmission rod can be connected via a ball joint to the lining support or via a pivoting axis in an orifice with a diameter much larger than that of the pivoting axis, or even in an oblong orifice.

[0158] For example, an axis of the force transmission rod can be angularly offset to allow the device, including the lining support and the linings, to self-tilt to maintain optimal application of the braking force while allowing the forces to be returned to the vehicle support.

[0159] This also makes it possible to limit the oblique wear of the linings 38, despite the deformations that the brake disc 35 may, for example, undergo.

[0160] The force transmission rod may have a substantially L-shaped or S-shaped shape, with the pivot connections respectively to the vehicle support and to the lining support.

[0161] The force transmission rod can extend substantially in the same plane as that in which said lever extends.

[0162] Such an arrangement is particularly compact and allows maximum movement of the lining support relative to the bracket, thanks to the L or S-shaped force transmission rod which does not hinder the movement of the lining support.

[0163] The support areas and / or the withdrawal areas may be provided in the linings rather than in the lining supports.

[0164] Some areas of support and / or withdrawal may extend completely along the general transverse orientation, while other such areas may extend only partially.

[0165] The support and withdrawal zones are not arranged substantially symmetrically with respect to the transverse central axis.

[0166] 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.

[0167] The force transmission rod can be mechanically attached to the vehicle support, directly or by an intermediate connecting part.

[0168] The force transmission rod can have an H shape, or a Y shape, inverted or not, or even an I shape rather than an L or an S shape.

[0169] 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.

[0170] More generally, the invention is not limited to the examples described and shown.

Claims

1. Rail vehicle braking system, comprising a braking linkage (4) and a service and / or parking brake (6, 7) configured to act on at least one braking member (35) formed by a brake disk of said rail vehicle via said braking linkage, which linkage is provided with at least one device (5) having at least one lining mounting (37) and at least one lining (38) mechanically connected to said at least one lining mounting, characterised in that said device comprises at least two bearing regions (60) provided on said at least one lining mounting (37) and provided for transmitting forces on said at least one braking member, and at least one set back region (61) arranged on said at least one lining mounting (37) and located between said two bearing regions; whereby said device is configured to distribute the transmission of said forces on said at least one braking member.

2. Rail vehicle braking system according to claim 1, characterised in that it comprises at least two linings (38) mechanically connected to a said lining mounting (37), at least one said bearing region (60) being located facing a said respective lining.

3. Rail vehicle braking system according to one of claims 1 and 2, characterised in that said device (5) comprises a plurality of said bearing regions (60) between which said set back regions (61) are formed.

4. Rail vehicle braking system according to any one of claims 1 to 3, characterised in that said at least one lining mounting (37) and / or said at least one lining (38) have a longitudinal general orientation and a transverse general orientation, with said bearing (60) and set back (61) regions succeeding each other in said longitudinal general orientation.

5. Rail vehicle braking system according to claim 4, characterised in that at least one said bearing (60) and / or set back (61) regions extends fully or only partly along said transverse general orientation.

6. Rail vehicle braking system according to any one of claims 1 to 5, characterised in that said bearing (60) and set back (61) regions are provided substantially symmetrically relative to a transverse central axis (51) of said device (5).

7. Rail vehicle braking system according to any one of claims 1 to 6, characterised in that said braking linkage (4) is provided with at least one lever (40) extending from said service and / or parking brake (6, 7) to said device (5), said at least one lever being mechanically connected to said at least one lining mounting (37), on an attachment region (39) thereof which is located away from said at least one lining (38) and which is at most 35 mm from a transverse central axis (51) of said device.

8. Rail vehicle braking system according to claim 7, characterised in that said attachment region (39) is located between approximately 0 and 35 mm from said transverse central axis (51) of said device (5).

9. Rail vehicle braking system according to one of claims 7 and 8, characterised in that said attachment region (39) extends in a longitudinal general orientation of said device (5) and over a length comprised between approximately 15 mm and approximately 75 mm.

10. Rail vehicle braking system according to any one of claims 7 to 9, characterised in that said attachment region (39) extends uninterruptedly on opposite sides of said transverse central axis (51) of said device (5).

11. Rail vehicle braking system according to any one of claims 7 to 9, characterised in that said at least one attachment region (39) extends interruptedly on opposite sides of said transverse central axis (51) of said device (5).

12. Rail vehicle braking system according to any one of claims 8 to 11, characterised in that it comprises at least one force transmission link member (50) mechanically connected at a first end to a mounting (49) of the vehicle and at a second end, which is an opposite end to said first end, to said at least one lining mounting (37), in immediate proximity to said attachment region (39) of said at least one lever (40).

13. Rail vehicle comprising at least one braking member, for example in particular a brake disk (35), and at least one rail vehicle braking system (1) according to any one of claims 1 to 12, which is configured to act on said at least one braking member.