FR3099118A1 - Rail braking system comprising a brake linkage and rail vehicle provided with such a system - Google Patents

Abstract

The invention relates 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 (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 lever (40) s 'extending from said service and / or parking brake to said device, characterized in that said at least one lever is mechanically secured to said at least one lining support, on an attachment area of the latter which is opposite said to said least one lining and which is located at most 35 mm from a transverse central axis of said device. (Figure 11)

Description

Railway braking system comprising a brake linkage and railway vehicle provided with such a system

Technical field of the invention

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

State of the art

Railway vehicles with brakes with at least one lining are generally equipped with braking systems with service and/or parking brake cylinders, comprising a piston that moves under the effect of a pressurized fluid, the movement of this piston actuating a brake linkage and bringing about a braking action such as the application of a brake disc by the lining of this linkage.

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 else to an axle fixed to the bogie, or to another device of the drive motor or gearbox type also mounted on the bogie.

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 the very least displacements, of the brake linkage relative to the brake disc of the vehicle, thus causing uneven wear of the lining.

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

The subject of the invention is thus, in a first aspect, a railway braking system for a vehicle, comprising a brake linkage and a service and/or parking brake configured to act on at least one braking member of said railway vehicle by through said brake linkage, which is provided with at least one device having at least one lining support and at least one lining mechanically fastened to said at least one lining support, and with at least one lever extending from said service and/or parking brake as far as said device, characterized in that said at least one lever is mechanically fastened to said at least one lining support, on an attachment zone of the latter which is opposite to said at least one trim and which is at most 35 mm from a transverse central axis of said device.

In other words, the forces applied by the brake linkage lever to the device of this linkage to bring it into contact with the braking member of the vehicle, in particular a brake disc, are substantially centered on the lining support. .

Since the area where the lever attaches to 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 brake disc of the vehicle.

In particular, the lining support can self-tilt to adapt to the type of braking system and/or the conditions of use of the railway vehicle.

For example, the layout of the brake linkage, the shape of which, the layout and/or the materials of the lining support and/or the linings, and/or the fact that it is a parking brake or of 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 member (diameter, thickness, material of the disc), can be parameters which allow the lining support to be placed in an optimal manner.

Preferred, simple, convenient and economical characteristics of the system according to the invention are presented below.

Said attachment zone can be between about 0 and 35 mm from said transverse central axis of said device.

Said attachment zone can extend along a general longitudinal orientation of said device and over a length of between about 15 mm and about 70 mm.

Said attachment zone can extend on either side of said transverse central axis of said device in an uninterrupted manner.

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

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

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

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

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.

Said at least one force transmission rod may have an added functional clearance at its second end where it is linked to said at least one lining support.

Said at least one force transmission rod can be linked via a ball joint to said at least one lining support.

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

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

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 bearing and setback zones succeeding each other in said general longitudinal orientation.

The system may comprise at least two linings mechanically fastened to a said lining support, with at least one said support zone which is opposite a said respective lining.

Said at least two support zones and said at least one setback zone can be formed on said at least one lining support.

Said at least two support zones and said at least one setback zone can be made on said at least one lining.

Said device may comprise a plurality of said support zones between which are formed said recessed zones.

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 bearing and setback zones succeeding each other in said general longitudinal orientation.

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

Said support and withdrawal zones are formed 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.

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 figures

We will now continue the description of the invention with the description of exemplary embodiments, given below by way of non-limiting illustration, with reference to the appended drawings.

FIG. 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.

FIG. 2 partially and schematically represents the system illustrated in FIG. 1, mechanically fastened to an axle of a bogie of a railway vehicle comprising such a railway braking system.

FIG. 3 schematically represents a lining support according to a first embodiment of the railway braking system of FIG. 1, which lining support is mounted opposite a first face of a brake disc also illustrated in FIG. 1.

Figure 4 is a sectional view shown IV-IV in Figure 3.

Figure 5 schematically represents a contact face of the lining support shown in Figure 3.

FIG. 6 schematically illustrates linings opposite the first face of the brake disc, which linings are intended to be carried by the lining support.

Figure 7 is a view similar to that of Figure 4, showing a first alternative embodiment of the lining support.

Figure 8 is a view similar to that of Figure 5, showing the first alternative embodiment of the lining support.

FIG. 9 is a view similar to that of FIG. 6, the fittings being mounted on the first alternative embodiment of the fitting support.

Figure 10 is a view similar to that of Figure 3, showing a lining support according to a second embodiment of the railway braking system of Figure 1.

Figure 11 is a sectional view shown XI-XI in Figure 10.

Figure 12 schematically represents a contact face of the lining support shown in Figure 10.

Figure 13 is a view similar to Figure 6.

FIG. 14 is a view similar to that of FIG. 11, showing a first alternative embodiment of the lining support according to the second embodiment of the system.

FIG. 15 is a view similar to that of FIG. 12, showing the first alternative embodiment of the lining support according to the second embodiment of the system.

FIG. 16 is a view similar to that of FIG. 10, showing a force transmission rod mechanically secured to the lining support.

Figure 17 is a view similar to that of Figure 14, with the addition of the force transmission rod.

Figure 18 is a view similar to that of Figure 11, with the addition of the force transmission rod.

FIG. 19 is a view similar to that of FIG. 4, showing a lining support according to a third embodiment of the railway braking system, with the force transmission rod.

FIG. 20 shows a mechanical interconnection between a lining support and a force transmission rod, in a first position of the latter.

Figure 21 is a view similar to that of Figure 21, the force transmission rod which is in a second position.

FIG. 22 illustrates an alternative embodiment of the force transmission rod.

detailed description

FIG. 1 schematically represents a railway braking system 1 for a railway vehicle with a lining brake.

It is a railway braking system structurally of the type described in European patent application EP 2 826 684.

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

The body 2 here has the shape of a globally closed envelope.

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

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

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

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

The braking piston 8 is configured to move in the body 2 while maintaining the service brake pressure chamber 13 relatively tight thanks to a membrane 14, for example formed by a seal, placed between this braking piston 8 and the inside edges of the body 2.

The service brake 6 may include a corner piece 10 attached to the first side 17 of the brake piston 8.

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

This push rod 9 can be provided with a wear adjuster configured to compensate for the wear of the brake linings 5 in order to prevent excessive play (due to wear of the linings) from reducing the force braking.

The service brake 6 may include a spring 12 disposed 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 push rod 9 against corner piece 10.

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

The service brake 6 may include a second orifice 16 provided in the body 2 and opening into the service brake pressure chamber 13.

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

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

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.

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.

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

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 pin 20.

The holding piston 23 and the spring element 24 can form a mobile control device for the parking brake 7.

The holding piston 23 is configured to move in the body 2 while keeping the parking brake pressure chamber 25 relatively tight thanks to a membrane arranged between this holding piston 23 and the inner edges of the body 2.

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

The relative sealing between the parking brake pressure chamber 25 and the service brake pressure chamber 13 is ensured by the presence of a seal 33 disposed at the interface between this third orifice and the blockage 20.

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

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

The parking brake 7 includes an unlocking part 29 to deactivate the parking brake 7.

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

The unlocking part 29 is accessible to be manipulated from outside the body 2 if necessary.

The unlocking part 29 can 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.

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 according to the position of the unlocking part 29.

The service brake 6 is arranged in the body 2 and is configured to act on one or more braking components 35 of the rail vehicle via the brake linkage 4.

The braking device 35 of the vehicle may include a brake disc (here seen from above) mounted for example on an axle 36 of the rail vehicle, or directly on the wheel to be braked.

The brake linkage 4 is provided with a device 5 with linings designed to apply forces to the brake disc 35 when the linkage 4ets is activated.

This device 5 here comprises two lining supports 37 on each of which are mechanically fastened linings 38.

In particular, two linings 38 can be mounted on each lining support 37.

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

The brake linkage 4 here comprises levers 40, for example substantially deformable.

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.

Each portion of the levers 40 can be articulated on a central connector 41 via two pivots 42.

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

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

The body 2 can be rotatably mounted 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.

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 the level of an attachment zone 39 provided on the latter and which is opposite the linings 37 .

The brake linkage 4 may include a first fixing member 43 integral with the central connector 41 for mounting this brake linkage 4 on the rail vehicle; so that the lining supports 37 are located on either side of the brake disc 35 (or of the wheel of the railway vehicle).

The approximation of the joints 44 and 45 can make it possible to separate the lining supports 37 from each other and that conversely, the distance of these joints 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).

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.

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

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

The unit 3 comprises system elements (not represented in FIG. 1) which are configured to receive and process representative information relating, for example, to the operating instructions of the railway vehicle, via a first channel of the electrical and/or pneumatic type and /or even manual, denoted 50 in Figure 1.

These system elements are also configured to receive and process representative information relating to the parameters of use of the railway vehicle, by a second channel of the electrical and/or pneumatic and/or manual type, denoted 60 in Figure 1.

These system elements can for example be formed by pneumatic relays and/or solenoid valves and/or pressure switches and/or sensors and/or pressure regulators and/or electric relays and/or electronic cards and/or central units processors or microprocessors, and/or random access memory components comprising registers suitable for recording parameter variables 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 include the executable code of programs allowing the management of the service and parking brakes 6 and 7.

The control and command unit 3 can be associated with one or more brake linkages of the railway vehicle.

Figure 2 very schematically shows 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.

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 zone of attachment 39 of lever 40.

The lining support 37 is here facing one side of the disc 35 mounted on its axle shaft 36 of the vehicle 48.

We will now describe in more detail, with reference to Figures 3 to 16, the device 5 and the arrangement of the levers 40 vis-à-vis the device 5, in accordance with several embodiments.

Figures 3 to 6 illustrate a first version of a first embodiment.

Device 5 faces brake disc 35.

The device 5, including the support linings 37 and the linings 38, have a generally longitudinal orientation and a generally transverse orientation.

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

They correspond respectively to the central axes of the brake disc 35 and the transverse central axis 51 also corresponds, in the position illustrated in FIG. 3, to a transverse central axis of the device 5.

Lever 40 is mechanically attached to lining support 37 via attachment zones 39.

The attachment zones 39 are at most approximately 35 mm from the transverse central axis 51 of the device 5. This means that the distances E represented in FIG. 3 are each at most equal to 35 mm.

Here, the attachment zones 39 are located on either side of the transverse central axis 51 and therefore extend to the maximum, according to the general longitudinal orientation, over approximately 70 mm.

More generally, the attachment zone(s) 39 can be located between approximately 0 and approximately 35 mm from the transverse central axis 51 and they can extend along a generally longitudinal orientation and over a length of between approximately 15 mm and about 70mm.

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

In other words, the attachment zones 39 are distinct.

As a variant, the attachment zones can extend on either side of the transverse central axis 51 in an uninterrupted manner.

A longitudinal axis of application of forces 53 is illustrated in thin dotted lines, while a longitudinal axis of maintenance 54 is illustrated in thick dotted lines.

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 axis of maintenance 54 is slightly offset with respect to the longitudinal axis of application of the forces 53 and corresponds to the fixing zone of the linings 38 on the lining support 37.

The forces applied by the lever 40 of the brake linkage 4 on 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.

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.

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.

More generally, the device may comprise a plurality of bearing zones between which recessed zones are formed.

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

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

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

This is shown in Figures 6 and 7 where we see on the one hand the support zones 60 formed on the lining support 37 and on the other hand privileged contact zones 65 formed on the linings 38, which correspond respectively at support zones 60.

It will be noted that the support zones can be formed by protuberances on the lining supports and/or that the recessed zones can be formed by recesses in the lining supports. The support zones and the withdrawal zones are thus located in staggered planes.

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

Moreover, the support zones 60 and the setback zone 61 are here provided substantially symmetrically with respect to the transverse central axis 51.

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

Figures 7 to 9 illustrate a second version.

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 which is more restricted.

It emerges that the preferred contact zones 65 made 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.

The attachment zones 39 are identical to those described above.

Figures 10 to 13 illustrate a first version of a second embodiment.

Device 5 differs from those described above in that lever 40 is mechanically attached to lining support 37 via a single attachment zone 39.

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.

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

This means that the distance E shown in Figure 10 is at most equal to approximately 40 mm, depending on the general longitudinal orientation.

More generally, such a single attachment zone can extend along the general longitudinal orientation and over a length of between about 15 mm and about 70 mm.

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

The forces applied by the lever 40 of the brake linkage 4 on 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.

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 on the brake disc. brake 35.

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.

The support 60 and withdrawal 61 zones follow one another along the general longitudinal orientation of the device 5 and are identical to that of the device illustrated in FIGS. 3 to 6.

The two bearing zones 60 and the recessed zone 61 are here formed on one side of the lining support 37, opposite to that on which the attachment zones 39 are formed, and each of the two bearing zones 60 is here formed so as to be opposite a respective trim 38.

Privileged contact zones 65 are thus arranged on the linings 38, which correspond respectively to the support zones 60.

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

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

Figures 14 and 15 illustrate a second version of the second embodiment.

The difference with the previous version is that the device 5 has no recessed zone and therefore only has a single support zone 60 which extends over the entire face of the lining support 37.

Figure 16 is a view similar to that of Figure 10, with in addition the force transmission rod 50 visible very schematically in Figure 2.

The force transmission rod 50 is mechanically fastened 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 trim support 37.

The force transmission rod 50 can be mechanically secured by pivot connections 70, 75 respectively to the support 49 of the vehicle and to the trim support 37.

Since the attachment zone(s) 39 of the lever 40 on the lining support 37 are close together and/or centered on the transverse central axis 51 of the device 5, the pivot link 75 which connects the force transmission rod 50 to the support trim 37 is also close to this same transverse central axis 51, thus limiting the distance D shown in Figures 17 to 19.

This notably makes it possible to have a particularly compact system 1 .

FIG. 17 shows the force transmission rod 50 secured to a lining support 37 of a device 5 similar to that described with reference to FIG. 14, with no shrinkage zone on the lining support 37, and with a single attachment 39 of lever 40 on trim support 37.

FIG. 18 shows the same force transmission link 50 secured to a lining support 37 of a device 5 similar to that described with reference to FIG. the lining support 37, and with a single attachment zone 39 of the lever 40 on the lining support 37.

FIG. 19 shows the same force transmission rod 50 secured to a lining support 37 of a device 5 quite similar to those described with reference to FIGS. 4 and 7, but without any shrinkage zone on the lining support 37 the manner of those described with reference to Figures 14 and 17), while it comprises attachment zones 39 separate from the lever 40 on the lining support 37.

As illustrated in Figures 20 and 21, the force transmission rod 50 may have an added functional play at least at its second end where it is linked to the lining support 37 by its pivot link 75.

In particular, the force transmission rod 50 can be connected via a ball joint to the lining support 70 or else via a pivoting pin in an orifice with a diameter much larger than that of the pivoting pin, or even in an oblong orifice.

This is shown schematically with an axis 80 of the force transmission link 50 which, at the level of the pivot connection 75, can be offset angularly, by an angle denoted M, thus allowing the device 5, whose lining support 37 and the linings 38, to self-tilt in order to maintain optimum application of the braking force while allowing the forces to be returned to the support of the vehicle.

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

Figure 22 illustrates an embodiment of the force transmission rod 50.

The force transmission rod 50 has a substantially L or S shape, with the pivot connections 70, 75 respectively to the support 49 of the vehicle and to the trim support 37.

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

Such an arrangement is particularly compact and allows maximum travel of the lining support 37 relative to the support 49, thanks to the force transmission link 50 in L or S which does not interfere with the movement of the lining support 37.

Variations not illustrated are described below.

The support zones and/or the setback zones can be provided in the trims rather than in the trim supports.

Some bearing and/or setback zones may extend fully along the general transverse orientation, while other such zones may extend only partially.

The support and setback zones are not arranged substantially symmetrically with respect to the transverse central axis.

A single lining, rather than two linings, is mounted on each of the lining supports or, on the contrary, more than two linings are mounted on each of the lining supports.

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

The railway braking system can be different from that described above in that it can only be a service brake, or else a parking brake, and that the mechanism can be spring-loaded like the one described for example in document EP 2 154 040.

More generally, the invention is not limited to the examples described and represented.

Claims (15)

Railway braking system for a vehicle, comprising a braking linkage (4) and a service and / or parking brake (6, 7) configured to act on at least one braking member (35) of said railway vehicle via of said brake linkage, 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 a lever (40) extending from said service and / or parking brake to said device, characterized in that said at least one lever is mechanically secured to said at least one lining support, on an attachment zone (39 ) of the latter which is opposite to said at least one lining and which is located at most 35 mm from a transverse central axis (51) of said device. Rail braking system according to claim 1, characterized in that said attachment zone (39) is between approximately 0 and 35 mm from said transverse central axis (51) of said device (5). Rail braking system according to one of claims 1 and 2, characterized in that said attachment zone (39) extends in a general longitudinal orientation of said device (5) and over a length of between approximately 15 mm and approximately 70 mm. Rail braking system according to any one of claims 1 to 3, characterized in that said attachment zone (39) extends on either side of said transverse central axis (51) of said device (5) in such a manner uninterrupted. Rail braking system according to any one of claims 1 to 3, characterized in that said at least one attachment zone (39) extends on either side of said transverse central axis (51) of said device (5) ) interrupted. Rail braking system according to any one of claims 1 to 5, characterized in that it comprises at least one force transmission link (50) mechanically secured at a first end to a support (49) of the vehicle and to a second end opposite said first end to said at least one lining support (37), in close proximity to said attachment zone (39) of said at least one lever (40). Rail braking system according to claim 6, characterized in that said at least one force transmission link (50) has a substantially L or S shape. Rail braking system according to claim 7, characterized in that said at least one force transmission link (50) extends substantially in the same plane as that in which extends said at least one lever (40). Rail braking system according to any one of claims 6 to 8, characterized in that said at least one force transmission link (50) is mechanically secured by pivot connections (70, 75) respectively to said vehicle support and audit of at least one lining support. Rail braking system according to any one of claims 6 to 9, characterized in that said at least one force transmission link (50) has a functional added play at its second end where it is linked to said at least a lining support (37). Rail braking system according to claim 10, characterized in that said at least one force transmission link (50) is linked via a ball joint to said at least one lining support (37). Rail braking system according to claim 10, characterized in that said at least one force transmission link (50) is linked to said at least one lining support (37) via a pivoting pin in an orifice with a diameter much greater than that of said pivoting axis, or in an oblong hole. Rail braking system according to any one of claims 1 to 12, characterized in that said device (5) comprises at least two bearing zones (60) on said at least one braking member (35) and at least one withdrawal zone (61) located between the two said support zones. Rail braking system according to claim 13, characterized in that said at least one lining support (37) and / or said at least one lining (38) have a general longitudinal orientation and a general transverse orientation, with said support zones (60) and withdrawal (61) which follow one another in said general longitudinal orientation. Railway vehicle comprising 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 a braking member.