FR3064319A1 - BRAKE LINING - Google Patents

Abstract

The invention relates to a brake lining (3) with a support element (4) comprising a front face (5) and a rear face (6), more than two friction elements (7), a number of elements friction element support means (8) corresponding to the number of friction elements (7), each of the friction elements (7) being inseparably attached to a respective friction element support element (8) and the elements with a friction element support (8) being arranged on the front face (5) of the supporting element (4) and attached thereto, the friction element support elements (8) further comprising an element (9) and the friction element support elements (8) being attached to the support element (4) by means of these safety elements (9), the safety elements (9) being manufactured in one piece with the support elements for friction element (8), each a friction element support element (8) comprising only one safety element (9), and that the support element (4) has a raised rim (11) which covers the supporting elements for friction element (8) at least partially on the side, so that each of the friction element support elements (8) is arranged on the edge (11) on at least one side and at least in one zone at a distance up to 5 mm.

Description

Holder (s): MIBA FRICTEC GMBH Limited liability company.

Extension request (s)

Agent (s): CABINET WEINSTEIN.

FR 3 064 319 - A1 (04] BRAKE LINING.

(57) The invention relates to a brake lining (3) with a support element (4) comprising a front face (5) and a rear face (6), more than two friction elements (7), a number support elements for friction element (8) corresponding to the number of friction elements (7), each of the friction elements (7) being inseparably attached to a respective friction element support element (8) and the support elements for friction element (8) being arranged on the front face (5) of the support element (4) and attached to it, the support elements for friction element (8) comprising in addition to a safety element (9) and the support elements for friction element (8) being attached to the support element (4) by means of these security elements (9), the security elements (9 ) being made in one piece with the support elements for friction element (8), ch aque support element for friction element (8) comprising only one safety element (9), and in that the support element (4) has a raised rim (11) which covers the support elements for friction element (8) at least partially on the side, so that each of the support elements for friction element (8) is arranged on the edge (11), on at least one side and at least by area, at a distance a maximum of 5 mm.

The invention relates to a brake lining, in particular for a railway vehicle, with a support element comprising a front face and a rear face, more than two friction elements, a number of support elements for friction element corresponding to the number of friction elements, each of the friction elements being inseparably attached to a support element for respective friction element and the support elements for friction element being arranged on the front face of the support element and attached thereto, the friction element support elements further comprising a security element and the friction element support elements being attached to the support element by means of these security elements.

The invention also relates to a disc brake comprising several brake linings.

Brake linings for disc brakes suitable for heavy loads, such as they are used for example on railway vehicles, are known from the state of the art. Reference is made, for example, to document DE 10 2012 103 196 A1 which at the same time gives a good overview of the various methods of manufacturing the support plates for brake linings used in these disc brakes. Such disc brakes usually comprise several brake lining elements which are mounted in groups on a support element, as is apparent, for example, from document DE 20 2005 004 040 U1 or from document DE 44 36 457 A1. To mount the brake pad support plates on a support element, rivets are usually used, and to avoid rotation thereof, additional anti-rotation safety elements are used which protrude from the rear face of the brake lining support plate and extend into corresponding recesses existing in the support element. These anti-rotation safety elements are also made from steel bolts which have been previously turned to the right dimension and which are then pressed into the brake pad support plate. This not only causes additional work effort but also presents a risk of rupture in this area. Since these anti-rotation safety elements are only attached to the brake lining support plate in the area thereof, but are not attached to the support element, the security elements can "migrate" to the brake lining and may possibly damage it.

Document DE 60 2010 05 T2 describes a brake lining for a railway vehicle, the brake lining comprising a support plate, a number of blocks of friction covering material which are arranged on the support plate and which cooperate in friction with a rotary braking element, as well as connecting devices for connecting the blocks to the support plate in such a way that the blocks are maintained in respective rest positions extracted from the support plate. The connecting devices include deformable elastic devices which allow the blocks to move from the rest positions to recessed working positions, as well as holding devices for holding the blocks, at least in the rest positions, in connection with elastic devices; the elastic devices being formed in one piece with the support plate. By this, the number of parts which constitute the brake lining can be reduced.

The object of the present invention is to simplify the design of a brake lining, in particular for a rail vehicle.

This object is achieved with the brake lining cited at the start qsar the fact that the safety elements are made of the material of the support elements for friction element by stamping the support elements for friction element, that each element support element for friction element has only one safety element and the support element has a raised rim which covers the support elements for friction element at least partially on the side, so that each of the support for friction element is arranged from the edge, on at least one side and at least per zone, at a distance of a maximum of 5 mm.

Furthermore, the object of the invention is achieved with the disc brake mentioned at the start, in which the brake linings are configured according to the invention.

What has an advantage is that by saving the manufacturing steps of "turning" and "pressing" concerning the fixing of the security elements on the support elements for the friction element, the realization of the brake lining can be significantly simplified. In addition, by making the at least one safety element in one piece, it is possible to better prevent it from coming off unexpectedly during the use of the disc brake. Another simplification of the lining is obtained by providing each support element for friction element exclusively with only one security element. Anti-rotation security is obtained by the raised edge of the support element, so that additional anti-rotation elements can be omitted. In addition, by renouncing screws or rivets, the constructive height of the lining can be reduced or respectively, the height available for the friction element can be increased by up to 35% compared to a traditional embodiment of the lining. brake. In addition, by the absence of a few components, the total weight of the lining, and therefore of the disc brake, can be reduced significantly.

Preferably, each of the support elements for the friction element is in abutment against the raised edge of the support element on at least one side and at least by zone, whereby anti-rotation security can be improved more, but better management of the lining temperature can be obtained.

According to an alternative embodiment of the brake lining, it can be provided that the safety elements are made of the material of the support elements for the friction element by stamping the support elements for the friction element. Thus, it is possible to produce the safety elements in a simple manner with great precision, while saving material by making them from the support elements for friction element, whereby one does not only obtain a cost reduction but it is possible to obtain, by the absence of additional material for the safety elements, a reduction in the weight of the lining.

In addition, it is possible to provide that the support element has recesses in the area of the security elements, which are surrounded by raised areas of the support element. This makes it possible to obtain tilting support of the friction elements on the support element, whereby the danger of formation of hot spots can be reduced during the use of the disc brake.

For better attachment of the support elements for friction element to the support element and at the same time for a simple production of the lining, it can be provided that the security elements surround, at least by area, edges of associated raised areas. This further increases the possibility of automating the manufacture of brake linings while retaining the possibility of tilting support of the friction elements.

Preferably, the support element is made in one piece. This makes it possible to further improve, for the friction elements, the anti-rotation safety with the support element.

According to another alternative embodiment of the brake lining, it can be provided that the friction elements have, in a top view, at least approximately the shape of an equilateral triangle, the centers of gravity of neighboring triangles being spaced from each other by between 75% and 90% of the length of one side of the triangles.

This makes it possible to increase the share of friction element in the outside diameter of the disc brake, compared with known embodiments of such brake linings, whereby more regular wear of the friction elements can be obtained.

According to yet another alternative embodiment of the brake lining, a receiving element can be arranged on the rear face of the support element and fixed thereon, the receiving element comprising, in the zone at least some of the recesses of the support element, also of the recesses. By this alternative embodiment, the change and replacement of individual friction elements can be simplified, for example by designing the support elements for friction element in such a way that they can be expelled from the rear face.

It can also be provided that the support element has, in a top view, the shape of a trapezoid with an adjacent parallelogram located on one of the sides extending between the parallel sides, the center of gravity of the parallelogram being disposed at a radial height which is different from the radial height of the center of gravity of the trapezoid. With this alternative embodiment of the brake lining, it is possible to better distribute the tension distribution in the support element, preventing plastic deformation from remaining. This leads to a reduction in the tendency of the brake lining to form hot spots.

According to yet another alternative embodiment, it can be provided that at least one spring element is disposed respectively between the support elements for friction element and the support element. By this, on the one hand, the support of the brake lining on the brake disc at the start of braking can be improved and, on the other hand, a defined position of the friction elements after the release of the disc brake can be obtained.

Preferably, according to an alternative embodiment, the spring elements each comprise at least three spring tabs by which the spring elements are supported on the support element. Thanks to this reduced bearing surface of the spring element on the support element, it is possible to avoid excessive stress, by the spring element, of the tilting support mentioned above of the elements. friction.

In this, according to yet another alternative embodiment of the brake lining, it can be provided that each of the spring tabs has an end zone which is arranged so as to extend at least approximately parallel to the element of support. By this formation of "feet" on the spring tabs, the tilting capacity of the friction elements can be improved despite the arrangement of the spring element.

According to yet another alternative embodiment of the brake lining, it can be provided that a respective socket is disposed between the safety elements of the support elements for the friction element and the support element. By this, the fixing of the friction elements on the support element can be improved, and in particular, the long-term mechanical strength of the tilting support of the friction element can be improved.

According to an alternative embodiment of the brake lining, the sleeve is formed so as to engage over the rear face of the support element, whereby the preload of the spring element can to be influenced.

For a better understanding of the invention, it will be explained below with reference to the figures.

Show respectively in a simplified schematic representation:

Figure 1 a part of a disc brake with two brake linings arranged above,

Figure 2 a brake lining in an exploded and oblique view from above,

Figure 3 a brake lining in an exploded and oblique view from below,

Figure 4 a part of a brake lining in a cross-sectional view,

Figure 5 a brake lining in an oblique view, part of a friction element being partially removed,

Figure 6 a brake lining in a view from below,

Figure 7 an individual segment of an alternative embodiment of the disc brake in an oblique view,

Figure 8 the individual segment of Figure 7 in a cross section.

Under the introduction, it is specified that the position indications given in the description, for example at the top, bottom, on the side etc., refer to the figure directly concerned and described and that, in in case of change of position, these indications are to be adapted according to the new position.

In Figure 1, a part of a disc brake 1 is shown which is used in particular in railway vehicles. The disc brake 1 comprises a brake disc 2 with which several brake linings 3 are associated.

Since disc brakes 1 are known per se from the state of the art, reference is made to the specific state of the art with regard to other details. Thus, it is clear that the disc brake 1 includes other assemblies such as, for example, actuating elements for the brake linings, even if such assemblies are not shown in FIG. 1 for better clarity of the figure.

It should also be noted that the disc brake 1 according to FIG. 1 only comprises two brake linings 3. The disc brake 1 can, however, comprise more than two brake linings 3, in particular three or four , but also only one brake lining 3.

The design of the brake lining 3 or the brake linings 3 is best seen in Figures 2 and 3. Preferably, all the brake linings 3 of a disc brake are designed in the same way. For this reason, the explanations concerning the brake lining 3 which follow, can be applied to others or the other brake linings 3 of the disc brake 1.

The brake lining 3 comprises a support element 4 which has a front face 5 and a rear face 6.

In addition, the brake lining 3 comprises more than two friction elements 7. In the concrete embodiment of the brake lining 3, five friction elements 7 are arranged. However, it is also possible to have less or more than five friction elements 7.

The friction elements 7 are arranged on the front face 5 of the support element 4 and attached to it, however, they are not directly but by inserting support elements for the friction element 8. Each friction element 7 is arranged on a support element for friction element 8 and attached to it. Consequently, the brake lining 3 comprises a number of support elements for friction element 8 which corresponds to the number of friction elements 7. On their side, the support elements for friction element 8 are arranged on the face front 5 of the support member 4 and attached thereto.

Preferably, seen in a top view, the support elements for friction element 8 are, as regards their size, as large as a friction element 7 seen in the same direction. The lateral faces of the friction elements 7 are thus aligned with the lateral faces of the support elements for friction element 8. If necessary, the support elements for friction element 8 can be slightly larger than the friction elements 7, up to 10%, in particular up to 5% (always seen in a top view), so that the support elements for friction element 8 include, at their outer periphery, an annular free edge along the outer periphery , which, if necessary, can be raised so that the friction elements 7 are embedded at least partially along their outer periphery, although the two embodiments mentioned last are not the preferred embodiments.

In the preferred embodiment of the brake lining 3, the support element 4 is made by punching from a flat sheet of metal material, in particular steel. The support element 4 is therefore produced at least approximately with its final contours. Other processes, for example cutting, in particular laser cutting, can of course also be implemented.

The friction elements 7 preferably have, in a top view, an approximately triangular cross section with rounded tips. It is however specified that the friction elements 7 can also have another form of cross section.

The friction elements 7 are preferably made of a sintered material, for example a sintered material based on copper. But other materials are also possible, for example a fiber-reinforced resin.

The friction elements 7 can be glued or brazed or welded to the support elements for the friction element 8, but they can also be sintered to the support elements for the friction element 8, as is known per se.

To attach the support elements for friction element 8 to the support element 4, a safety element 9 (which, because of its function, can also be called a fixing element) is provided which is better visible in FIG. 4. The security elements 9 protrude from the support elements for friction element 8 on their rear face. The rear faces are in this case the sides of the support elements for friction element 8 oriented towards the support element. The security elements 9 are each formed in one piece with corresponding support for friction element 8. . More particularly, they are made of the material of these by stamping the support elements for friction element 8. But other methods are also conceivable, by which the production of the security elements 9 in one piece from support elements for friction element 8 is possible.

Exclusively, a single safety element 9 is produced per support element for friction element 8. The rear faces of the support elements for friction element 8 are thus formed without other projections nor, preferably, other passages .

To attach the support elements for friction element 8 to the support element 4, there is provided, in the latter, by security element 9, a recess, in particular a passage 10, in which the security elements 9 respective extend. Preferably, the passages 10 and the security elements 9 each have, seen in a top view, a circular cross section.

The dimensions of the cross sections of the passages 10, in particular their diameter, are preferably chosen so that the security elements 9 are supported, at least by zone, more particularly on the entire periphery, on the side walls delimiting the passages 10. Preferably, it is produced between the side walls delimiting the passages 10, and the safety elements 9 a solidarity by friction and / or by form and / or by stress.

The friction elements 7 are therefore attached by the support elements for the friction element 8 directly to the support element 4, that is to say without inserting particular spring elements.

Since the support elements for friction element 8 each comprise exclusively a single security element 9, no other element is provided to form on these support elements for friction element 8 anti-rotation security. The anti-rotation security of the support elements for friction element 8 and thus of the friction elements 7 is carried out by the support element 4 itself. For this purpose, the support element 4 comprises a raised edge 11 which is formed in particular on the outer periphery of the support element 4. Thus; the support element 4 can also be made more simply in one piece.

The flange 11 protrudes from the support element, which essentially has a plate shape, in the direction of the support elements for friction element 8 (which, too, preferably have a plate form), so that the latter are covered at least partially on the side by the rim 11, as can be seen more particularly in FIG. 5 in which a support element for friction element 8 is shown without friction element 7. Each of the support elements for friction element 8 is thus disposed of the flange 11 on at least one side and at least per zone, at a distance of a maximum of 5 mm, in particular at a distance between 1 mm and 2 mm. Thus, for example, in the support element for friction element 8 without friction element 7 shown in FIG. 5, two sides are arranged at this maximum distance from the flange 11.

The rim 11 may extend over the entire periphery of the support element 4 or only over a part of the periphery, as can be seen for example in FIG. 3 where the rim 11 is shown with interruptions.

The height of the rim 11 can be chosen such that the support elements for the friction element are covered on the side partially or entirely by the rim

11. But the flange 11 can also be made higher, although this is not preferred, since the flange 11 can thus be raised up to the friction elements 7, which reduces the usable part of the friction elements 7.

In the preferred embodiment, it is provided that each of the support elements for the friction element 8 is in abutment against the raised edge 11 of the support element 4 on at least one side and at least by zone.

As already explained above, the security elements 9 extend into the respective recesses, in particular the passages 10, of the support element 4, the connection between the support element 4 and the security elements 9 being established by solidarity by friction and / or by solidarity by form and / or by solidarity by coercion. Where appropriate, these connections can be established, alternatively or additionally, by material solidarity, for example by bonding, welding or brazing.

According to a preferred embodiment, it can however be provided that the security elements 9 are arranged so as to extend in the zone of the passages 10 so as to pass around the support element 4 or behind that -this. For this, the security elements 9 are produced with a height greater than that which would correspond to the wall thickness of the support element 4. The part of the security elements 9 which protrudes from the rear face 6 of the support element 4 is provided with a modified shape which forms the passage behind the element, as can be seen in FIG. 4. By forming the security elements 9, an end zone 12 is created having the shape of a groove in which the support element 4 extends. The modification of the shape, for example folding, is carried out after the security elements 9 have been passed through the passage (s) 10.

The end zone 12 having the shape of a groove can be formed so as to extend only over a part of the periphery of the security elements 9 or over the entire periphery thereof, so that there is, for example, an annular groove per safety element 9.

According to another alternative embodiment of the brake lining, provision may be made for the support element 4 to include, in the zone of the security elements 9, recesses, in particular the passages 10, which are surrounded by zones raised 12 '(areas having the shape of a dome) of the support element 4, as is best visible in FIG. 4. In this case, the raised areas 12' are made in the direction of the elements of support for friction element 8, so that the rear face of the support element 4 is provided with recesses.

The elevations of the raised areas 12 ’are to be seen in the context of the remaining flat area of the support element 4.

With these raised areas 12 ’, support elements (support bumps) are created, so that the brake linings 7 are kept pivoting. The brake linings 7, or more precisely the support elements for the friction element 8, are supported, in this alternative embodiment, (exclusively) on these raised zones 12 ’, as can be seen in FIG. 4.

These raised areas 12 ’can also be produced, for example, by stamping or pressing. More particularly, the raised zones 12 ′ are made of the material of the support element 4 and are attached to the latter by production in one piece.

The raised areas may have a maximum height in the range between 1 mm and 4 mm, in particular between 2 mm and 3 mm.

By the raised areas 12 ’, it is obtained that the support elements for friction element 8 are not in abutment, on the support element 4, by their entire rear surface. This in turn allows the friction element support elements 8 to be mounted on the support element 4 in such a way that pivoting of the friction elements 7 is made possible when, during actuation of the brake, the load does not spread over the entire surface. By pivoting, it is possible to obtain that the friction elements 7 are in abutment, on the brake disc 2, by the entire surface (FIG. 1). The connection between the friction element support elements 8 and the support element 4 via the safety elements 9 can thus be produced in the form of a tilting assembly. But with these raised zones 12 ’, it is also possible to influence the rigidity behavior of the support element 4 itself and the heat behavior of the brake lining.

3.

When the brake lining 3 is produced with the safety elements 9 described above, which surround the support element 4, this surrounding is carried out in the raised areas 12 ’. This embodiment is also shown in FIG. 4.

As already explained above, it can be expected that the friction elements 7 have, in a top view, at least approximately a cross section having the shape of an equilateral triangle. In this case, according to another alternative embodiment of the brake lining 3, provision may be made for the centers of gravity of neighboring triangles to be spaced from one another between 75% and 90%, in particular between 80% and 85% of the length of one side of the triangles.

For better cooling of the friction elements 7, it can be provided that not only the support element 4 is formed, in the area of the security elements 9, with the passages 10 mentioned above, but that the elements security 9, too, are provided with passages 13, as shown in Figure 4. The security elements 9 can be made at least approximately in the form of hollow cylinders. This achieves a reduction in the heat load of the friction elements 7.

Preferably, a receiving element 14 is arranged on the rear face 6 of the support element 4, which is attached to the support element 4. By this reception element 14 which, in the state of the technique, is also called trolley, it is possible to establish the connection with the brake caliper (not shown). It can be provided that the receiving element 14 is also provided, at least in the region of some of the passages 10 in the support element 4, with recesses 15, as is best visible in FIG. 6 By these recesses 15, the security elements 9 are accessible from the rear face 6 of the support element 4, so that, if necessary, individual friction elements can be replaced more easily.

In Figure 1, another alternative embodiment of the brake lining 3 is visible. The support element 4 may have, in a top view, the shape of a trapezoid 16 with an adjacent parallelogram 17 located on one of the sides extending between the parallel sides, the center of gravity 18 of the parallelogram 17 being arranged at a radial height which is different from the radial height of the center of gravity 19 of the trapezoid 16. It can in particular be provided that the center of gravity 18 of the parallelogram is arranged, seen in the direction of the brake disc 2, below the center of gravity 19 of the trapezoid 16.

As explained above, the security elements 9 may have, seen in a top view on the support elements for friction element 8, a circular cross section. Since the safety elements 9 are not formed on a lathe from a separate component in the form of a bolt, other cross sections such as, for example, an oval, parallelepipedal (square, rectangular, ...), pentagonal, hexagonal etc., are also easy to produce, which makes it possible to obtain additional anti-rotation security for the friction elements 7 relative to the support element 4.

In Figures 7 and 8, parts of another alternative embodiment of the brake lining 3, which may be, if necessary, an individual variant alone, are shown, where, as before, the the same reference numbers or the same designations as in FIGS. 1 to 6 above are used for the same parts. To avoid unnecessary repetitions, reference is made to the detailed description concerning Figures 1 to 6.

The brake lining 3 again includes the support element 4 on the front face 5 of which several friction elements 7 are attached to the support element 4 via the support elements for friction element 8. For this , the support element 4 comprises a number of passages 10 which corresponds to the number of friction elements 7, in which passages extend the safety elements 9 of the support elements for friction element 8 or which pass through them. The security elements 9 are again made in one piece with the support elements for friction element 8, as described above.

Although not shown, the support element 4 comprises, in this alternative embodiment also, a raised rim 11 (for example FIG. 3) which covers the support elements for friction element 8 laterally at least partially, each of the support elements for friction element 8 being arranged on at least one side and at least per zone, at a distance of a maximum of 5 mm from the flange 11. By the raised flange 11, as in the other variants embodiment, one obtains among other effects an anti-rotation security for the friction elements 7.

With the exception of the embodiments below, in this alternative embodiment of the brake lining 3, the alternative embodiments described above can also be produced or applied.

Against the alternative embodiment described above of the brake lining 3, in the present alternative embodiment, a respective spring element 20 is disposed between the friction elements 7 and the support element 4. These spring elements 20 do not extend in the passages 10 in which or through which the safety elements 9 of the support elements for the friction element 8 extend.

Preferably, a spring element 20 is arranged by friction element 7.

It is further preferred that the spring elements 20 do not protrude laterally from the friction element 7, so that the spring elements 20 are arranged entirely below the corresponding friction element 7, as this is shown in Figure 8.

Since, preferably, all the spring elements 20 are formed in the same way, reference is made below to a single spring element 20. The explanations can however be transposed to all the spring elements 20 of the brake lining.

In principle, the spring element 20 can have any suitable shape. In the preferred embodiment of the brake lining 3, the spring element 20 comprises at least three, more particularly exclusively, three spring tabs 21. The spring element 20 is supported on the front face 5 of the 'support element 4 exclusively by these spring tabs.

Preferably, the spring element 20 has the spring tabs below the rounded angular zones of the friction elements 7 having in particular (in a top view) a triangular shape, as can be seen in FIG. 7.

In general, it is preferred that a spring tab 21 is arranged by angular region of the friction element 7. In the case of friction elements 7 different from the triangular shape, the tongues to spring can be placed elsewhere, for example on a lateral (longitudinal) side of the friction element 7.

The spring tabs 21 can be formed by folded zones of the spring element 20 and they are attached to, or formed in particular in one piece from, the spring element 20. In this case, the spring tabs 21 are supported by their front edge on the support element 4.

Preferably, according to another alternative embodiment of the brake lining 3, it can be provided that the spring tabs 21 each comprise an end zone 22 which is arranged or formed so as to extend at least approximately parallel to support element 4, as shown in FIG. 8. This gives surface support of the spring element 20 on the support element 4, whereby the element's tilting capacity friction can be improved.

The spring element 20 may include in the area of the raised area 12 ', a recess or passage 23 in which the raised area 12' of the support member 4 can be received, or is received, partially . By this, one can obtain a better position fixation of the spring element 20.

Figure 8 shows yet another alternative embodiment of the brake lining 3 which is preferably used in combination with the alternative embodiment of the brake lining 3 with the spring elements 20. However, it can be considered to her only.

In this alternative embodiment of the brake lining 3, sockets 24 are arranged between the safety elements 9 of the support elements for friction element 8 and the support element 4. The sockets 24 are disposed in the passages 10, so that the safety elements 9 are not laterally in abutment against the front faces 25 of the raised areas 12 'of the support element 4. The sockets 24 can be fixed, and thus the connection with the element support 4 can be established, by stamping, tilting, pressing with a cone etc., therefore by usual and known methods.

The sockets preferably consist of a hardened material, in particular a hardened steel. Thus, it is possible to better prevent the sockets from being worn during the operation of the brake lining 3.

It is further preferred that the sockets 24 are formed so as to engage over the rear face 6 of the support element 4. For this, the sockets 24 can have an end area 26 bent. In this case, preferably, the sockets 24 have a wall thickness which is not greater than the height of the raised areas 12 'of the support element 4, so that the bent end areas 26 of the sockets can be accommodated in the recesses formed by the raised zones 12 ′ on the rear face 6 of the support element 4, as can be seen in FIG. 8.

For torque transmission, the safety elements 9 can be attached to the sockets 24, and thus to the support element 4, by stamping or with bolts pressed therein.

With the sockets, it is possible to adjust the deflection stroke of the spring element 20, in particular of the spring tongues 21, by adjusting the preloads of the spring elements 20 by means of a height 27 of the sockets 24. The adjustment of this height 27 can be effected by means of a width 28 of the bent end zones 26 of the sockets 24. In this case, the width 28 is oriented parallel to the surface of the support elements for the friction 8, while the height 27 is perpendicular thereto. The height 27 extends in the direction of the longitudinal central axes of the sockets 24.

With the brake lining 3, for the same constructive height, the height available for the friction elements 7 can be up to 35% greater than in the prior art. The height of a friction element 7 can be, for example, between 20 mm and 26 mm.

By research, it was found that the maximum temperature of a disc brake 1 in action could be lowered by up to 150 ° C compared to traditional disc brakes of these types of design. In addition, it has been shown that deformation can be reduced by up to 55%.

These exemplary embodiments show possible alternative embodiments, where it should be specified that combinations of different variants of embodiment are possible.

For the correct order, it is indicated that, for a better understanding of the design of the disc brake 1 or respectively of the brake lining 3, the representations are not partially to scale and / or enlarged and / or reduced.

List of reference numbers

Disc brake

Brake disc

Brake lining

Support element

Front face

Back side

Friction element

Support element for friction element

Security feature

Passage

Flange

End zone

Zoned

Passage

Receiving element

Obviously

Trapeze

Parallelogram

Center of gravity

Center of gravity

Spring element

Spring tab

End zone

Passage

24 Socket

Front face

End zone

Height

Width

Claims (15)

1. Brake lining (3), in particular for a railway vehicle, with a support element (4) comprising a front face (5) and a rear face (6), more than two friction elements (7), a number support elements for friction element (8) corresponding to the number of friction elements (7), each of the friction elements (7) being inseparably attached to a respective friction element support element (8) and the support elements for friction element (8) being arranged on the front face (5) of the support element (4) and attached thereto, the support elements for friction element (8) comprising in addition to a safety element (9) and the support elements for friction element (8) being attached to the support element (4) by means of these security elements (9), characterized in that the elements safety (9) are made in one piece with the elem ents of support for friction element (8), each support element for friction element (8) comprising only one safety element (9), and in that the support element (4) has a flange raised (11) which covers the support elements for friction element (8) at least partially on the side, so that each of the support elements for friction element (8) is arranged on the edge (11), on at least one side and at least per zone, at a distance of a maximum of 5 mm. 2. brake lining (3) according to claim 1, characterized in that each of the support elements for the friction element (8) bears against the raised edge (11) of the support element (4) on au minus one side and at least by area. 3. brake lining (3) according to claim 1 or 2, characterized in that the safety elements (9) are made of the material of the support elements for friction element (8) by stamping the support elements for element friction (8). 4. brake lining (3) according to claims 1 to 3, characterized in that the support element (4) has recesses in the area of the safety elements (9), which are surrounded by raised areas (12 ' ) of the support element (4). 5. Brake lining (3) according to claim 4, characterized in that the safety elements (9) surround at least per region of the edges of the raised areas (12 ’) associated. 6. Brake lining (3) according to one of claims 1 to 5, characterized in that the support element (4) is made in one piece. 7. brake lining (3) according to one of claims 1 to 6, characterized in that the friction elements (7) have, in a top view, at least approximately the shape of an equilateral triangle, the centers of gravity of neighboring triangles being spaced from each other by between 75% and 90% of the length of one side of the triangles. 8. Brake lining (3) according to one of claims 4 to 7, characterized in that on the rear face of the support element (4), a receiving element (14) is disposed and fixed thereon. ci, the receiving element (14) comprising, in the area of at least some of the recesses of the support element (4), also recesses (15). 9. brake lining (3) according to one of claims 1 to 8, characterized in that the support element (4) has, in a top view, the shape of a trapezoid (16) with a parallelogram adjacent (17) located on one of the sides extending between the parallel sides, the center of gravity (18) of the parallelogram (17) being arranged at a radial height which is different from the radial height of the center of gravity (19) of the trapezoid (16). 10. Brake lining (3) according to one of claims 1 to 9, characterized in that at least one spring element (20) is disposed respectively between the support elements for friction element (8) and the support element (4). 11. Brake lining (3) according to one of claims 1 to 10, characterized in that the spring elements (20) each comprise at least three spring tabs (21) by which the spring elements (20) are resting on the support element (4). 12. Brake lining (3) according to claim 11, characterized in that each of the spring tabs (21) has an end zone (22) which is arranged so as to extend at least approximately parallel to the element of support (4). 13. Brake lining (3) according to one of claims 1 to 12, characterized in that a respective socket (24) is disposed between the safety elements (9) of the support elements for the friction element (8) and the support member (4). 14. Brake lining (3) according to claim 13, characterized in that the sockets (24) are formed so as to engage over the rear face (6) of the support element (4). 15. Disc brake (1) comprising several brake linings (3), characterized in that the brake linings (3) are configured according to one of claims 1 to 14. 1/4 2/4 ia.4 3/4 W 4/4